CONSULTANCY SERVICES FOR FEASIBILITY STUDY AND DETAILED ENGINEERING DESIGN FOR UPGRADING OF SELECTED NATIONAL ROADS (8 LOTS): LOT 5: KABALE-BUNYONYI (7.8KM), BUNYONYI-KABEHO (7.3KM) KISORO-MGAHINGA GATE (13.4 KM) AND NYARUSIZA- MUHABURA GATE (5.3 KM)
UGANDA NATIONAL ROADS AUTHORITY
ENVIRONMENTAL AND SOCIAL IMPACT STATEMENT April 2020 (Revised version)
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard
ESIA TEAM
Name Position on Study Team Dr. Charles Koojo Amooti - EIA Specialist Team Leader
Mr. Moses Oluka - Natural Resource Specialist Mr. Samuel David Wafula - Land Use Expert Mr. Agaba Muluba Matia - Terrestrial Ecologist
Mrs. Betty Dungu - Sociologist Eng. Aaron Nsamba - Civil Engineer
Eng. Simone ZOPPELLARI - Traffic Engineer Mr. Marco De Marco - Hydrologist Mr. Alessandro PIAZZA - Road Safety Specialist Eng. Riccardo Centonze - Civil Engineer
Dr. Collins Bulafu - Botanist Mr. David Mugisa - Occupational Health Expert Mr. Protazio Rwaburindori - Botanist
Mr. Musitwa Paul - Occupational Hygienist Mr. Wycliffe Ogello - GIS Analyst
REVIEW AND UPDATE TEAM
Department of Environment and Social Safegurds, Directorate of Network Planning and Engineering, UNRA
Name Speciality Seruma E. MONICAH Head, ESS Environment and Social Safeguards Karugaba BRIAN Environmental Specialist Physical Environment Lukwago WILBER Senior Environmnt Officer Bological Environment Dr. Bagwana PETER Social Development Specialist Socioeconomics Nabuccu REBECCA Senior Sociologist Socioeconomics Seguya HENRY Social Development Specialist Socioeconomics
i Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard TABLE OF CONTENTS ESIA TEAM ...... I LIST OF FIGURES ...... VIII LIST OF TABLES ...... IX LIST OF PLATES...... XI LIST OF APPENDICES ...... XII LIST OF ACRONYMS ...... I EXECUTIVE SUMMARY ...... II 1.0 CHAPTER ONE: INTRODUCTION ...... 1
1.1 PROJECT BACKGROUND...... 1 1.1.1 LOT5 A - Kabale-Bunyonyi (7.8Km) and Bunyonyi-Kabeho (7.3km) ...... 2 1.1.2 LOT5B - Kisoro-Mgahinga Gate (13.4 Km) and Nyarusiza-Muhabura (5.3km) ...... 2 1.2 PROJECT JUSTIFICATION ESTIMATION OF EXOGENOUS BENEFITS ...... 5 1.2.1 Tourism ...... 5 1.3 THE EIA PROCESS ...... 6 1.3.1 Objectives of the Environmental Social Impact Assessment (ESIA) ...... 6 1.4 SCOPE OF WORK ...... 7 1.5 ESIA METHODOLOGY ...... 7 1.5.1 Scoping ...... 7 1.5.2 Literature Review ...... 8 1.5.3 Public Consultation ...... 8 1.5.4 Field Studies and Documentation ...... 8 1.5.5 Identification of Environmental Impacts ...... 21 2.0 CHAPTER TWO: PROJECT DESCRIPTION AND ACTIVITIES ...... 22
2.1 PROJECT LOCATION ...... 22 2.1.1 Kabale-Bunyonyi and Bunyonyi-Bufuka-Kabeho ...... 22 2.1.2 Kisoro-Mgahinga Road Section...... 28 2.1.3 Additional Road: Nyarusiza-Muhabura Gate (5.3 km) ...... 31 2.2 DESIGN ELEMENTS FOR KABALE-BUNYONYI ROAD AND BUNYONYI-KABEHO LINKS ...... 32 2.2.1 Geometric Design ...... 32 2.2.2 Pavement Design ...... 32 2.2.3 Characteristics of the Existing Traffic ...... 32 2.2.4 Drainage and Minor Culverts ...... 33 2.2.5 Design Road Alignment ...... 42 2.2.6 Intersections ...... 43 2.2.7 Cycle Facilities ...... 44 2.2.8 Design Life ...... 44 2.2.9 Auxiliary Works and Facilities ...... 45 2.2.10 Proposed Materials ...... 48 2.2.11 Proposed Activities during Construction of the Roads ...... 48 3.0 CHAPTER THREE: POLICY, LEGAL AND REGULATORY FRAMEWORK ...... 50
3.1 INTRODUCTION ...... 50 3.2 POLICY FRAMEWORK ...... 50 3.2.1 National Environment Management Policy (1994) ...... 50 3.2.2 Uganda’s Vision 2025 ...... 50 3.2.3 The National Development Plan (NDPII) ...... 50
ii Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard 3.2.4 The National Water Policy (1999) ...... 50 3.2.5 The Wetlands Policy (1995) ...... 50 3.2.6 The UNRA’s Draft Resettlement/Land Acquisition Policy Framework (2009) ...... 51 3.2.7 Forest Policy, 2001 ...... 51 3.2.8 Energy Policy, 2002 ...... 51 3.2.9 Wildlife Policy, 2014...... 51 3.2.10 HIV/AIDS Policy, 2004 ...... 52 3.2.11 The Tourism Policy, 2002 ...... 52 3.2.12 Ministry of Works & Transport Policies (Gender, HIV/AIDS, OHS) 2008 ...... 52 3.2.13 National Policy on HIV/AIDS and the World of Work, 2007 ...... 53 3.2.14 National Land Policy, 2013 ...... 53 3.2.15 National Climate Change Policy, 2015 ...... 54 3.2.16 Gender Equality and Social Protection Policies ...... 54 3.2.17 The Uganda Culture Policy, 2006 ...... 54 3.2.18 The National Policy on Elimination of Gender Based Violence, 2016 ...... 54 3.2.19 The National Orphans and other Vulnerable Children’s policy, 2004 ...... 55 3.2.20 The Decentralization Policy, 1993 ...... 55 3.2.21 Environment Health Policy 2005 ...... 55 3.3 LEGAL FRAMEWORK ...... 55 3.3.1 Constitution of the Republic of Uganda (1995) ...... 55 3.3.2 National Environment Act, Cap 153 ...... 56 3.3.3 Land Act, Cap 227 ...... 56 3.3.4 Water Act, Cap 152 ...... 56 3.3.5 The Road Act, Cap 358 ...... 57 3.3.6 The Local Governments Act, Cap 243...... 57 3.3.7 The Occupational Safety and Health Act (2006) ...... 57 3.3.8 The Historical Monument Act (1967) ...... 57 3.3.9 Labour laws ...... 57 3.3.10 National Forestry and Tree Planting Act, 2003 ...... 59 3.3.11 Traffic Act, 2002 ...... 59 3.3.12 Access Roads Act, Cap 350 ...... 59 3.3.13 Explosives Act, Cap 298 ...... 59 3.3.14 Petroleum Supply Act 2003...... 59 3.3.15 Mining Act, 2003 ...... 60 3.3.16 Public Health Act, Cap 281 ...... 60 3.3.17 Physical Planning Act, 2010 ...... 60 3.3.18 Persons with Disabilities Act (2006) ...... 60 3.4 OTHER RELEVANT REGULATIONS AND STANDARDS TO ROAD ACTIVITIES ...... 60 3.4.1 The National Environment (Wetlands, Riverbanks and Lakeshores management) Regulations (2000)...... 60 3.4.2 National Environment (Noise Standards and Control) Regulations (2003) ...... 60 3.4.3 The National Environment (Standards for Discharge of Effluent into Water or on Land) Regulations, (1999)...... 60 3.4.4 Environmental Impact Assessment Regulations, (1998) ...... 61 3.4.5 The National Environment (Audit) Regulations, (2006) ...... 61 3.4.6 The National Environment (Waste Management) Regulations, (1999)...... 61 3.4.7 The National Environment (Control of Smoking in Public Places), Regulations 2004 .. 61 3.4.8 The Traffic and Road safety (Rules of the Road) Regulations, 2004 ...... 62 3.4.9 Draft National Air Quality Standards, (2006) ...... 62 3.5 SAFEGUARD POLICIES OF AFRICAN DEVELOPMENT BANK ...... 63 3.6 MULTILATERAL ENVIRONMENTAL AGREEMENTS ...... 66 3.6.1 Convention on Biological Diversity (CBD)...... 66
iii Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard 3.6.2 The Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES) 66 3.6.3 The Ramsar Convention, 1971 ...... 66 3.6.4 Stockholm Convention ...... 66 3.6.5 Strategic Approach to International Chemicals Management (SAICM) ...... 66 3.6.6 International and Regional Gender Equality Conventions ...... 67 3.7 ADMINISTRATIVE/INSTITUTIONAL FRAMEWORK ...... 67 3.7.1 Ministry of Works and Transport (MOWT) ...... 67 3.7.2 Ministry of Water and Environment (MoWE) ...... 68 3.7.3 Ministry of Lands, Housing and Urban Development (MLH&UD) ...... 69 3.7.4 Ministry of Gender Labour & Social Development ...... 69 3.7.5 Ministry of Tourism, Wildlife & Antiquities ...... 70 3.7.6 Ministry of Energy and Mineral Resources ...... 70 3.8 DISTRICT AUTHORITIES ...... 71 3.8.1 Road Committees ...... 71 3.8.2 The Private Sector ...... 71 4.0 CHAPTER FOUR: ENVIRONMENTAL SETTING OF THE PROJECT AREA ...... 72
4.1 SOCIAL ENVIRONMENT ...... 72 4.1.1 Location of Kabale-Bunyonyi and Bunyonyi-Kabeho ...... 72 4.1.2 Location of Kisoro-Mgahinga and Nyarusiza-Muhabura ...... 73 4.1.3 Population ...... 73 4.1.4 Ethnicity...... 76 4.1.5 Religion and Places of Worship ...... 76 4.1.6 Human Settlement ...... 78 4.1.7 Housing ...... 79 4.1.8 Land Tenure ...... 80 4.1.9 Livelihood Activities ...... 80 4.1.10 Culture and heritage ...... 83 4.1.11 Tourism ...... 83 4.1.12 Water and Sanitation Supply ...... 88 4.1.13 Waste Disposal...... 90 4.1.14 Poverty, Income and Employment...... 91 4.1.15 Employment ...... 91 4.1.16 Semi-skilled and Unskilled Occupations ...... 92 4.1.17 Rural Growth Centres ...... 93 4.1.18 Poverty and Vulnerability ...... 94 4.1.19 Access to the Social Services ...... 100 4.1.20 Health Services ...... 104 4.1.21 HIV/ AIDS Prevalence ...... 107 4.1.22 Road Projects Driving the Epidemic ...... 107 4.1.23 Reproductive, Maternal, Neonatal and Child Health Services: ...... 109 4.1.24 Infrastructure and Services ...... 109 4.1.25 Road Network ...... 109 4.1.26 Analysis of urban development issues ...... 112 4.1.27 Human Trafficking, Migration and Crime Rates ...... 112 4.1.28 Energy Sources ...... 113 4.1.29 Cross Cutting Issues ...... 113 4.1.30 Ownership and Access of Land Resources ...... 113 4.1.31 Land use ...... 114 4.2 PHYSICAL ENVIRONMENT BASELINE ...... 115 4.2.1 Climate ...... 115 4.2.2 Temperature ...... 117
iv Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard 4.2.3 Soils and Geology ...... 117 4.2.4 Seismicity ...... 120 4.2.5 Hydrologic and hydraulic study Existing conditions ...... 121 4.2.6 Hydrological Analysis ...... 123 4.2.7 Baseline Assessment for Air Quality, Vibration, Noise and Radiation ...... 127 4.2.8 Magnetic Field Radiation ...... 130 4.2.9 Physical Agents ...... 131 4.2.10 Field Findings (Air quality) ...... 131 4.2.11 Field finding (Ambient Air Quality - particulate matter) ...... 132 4.2.12 Noise ...... 133 4.2.13 Vibration ...... 134 4.2.14 Magnetic Radiation ...... 135 4.2.15 Physical Agents/ Humidex ...... 137 4.3 VEGETATION ...... 138 4.3.1 Vegatation Species diversity and distribution...... 138 4.3.2 Vegetation Species of Conservation Importance ...... 148 4.3.3 Invasive plants ...... 148 4.4 FAUNA SPECIES IN THE PROJECT AREA...... 150 4.4.1 Mammals...... 150 4.4.2 Butterflies ...... 152 4.4.3 Herptiles ...... 153 4.4.4 Birds ...... 154 5.0 CHAPTER FIVE: PUBLIC PARTICIPATION...... 155
5.1 STAKEHOLDERS CONSULTED ...... 155 5.2 STAKEHOLDER CONSULTATIVE MEETINGS DURING THE ESIA PHASE ...... 155 5.3 PREPARATORY PHASE ...... 156 5.4 FACILITATION OF STAKEHOLDER AND COMMUNITY MEETINGS...... 156 6.0 CHAPTER SIX: ANALYSIS OF THE PROJECT ALTERNATIVES ...... 164
6.1 TECHNICAL DESIGN OPTIONS ...... 164 6.1.1 Typical Cross Sections ...... 164 6.1.2 Design Road Alignment ...... 169 6.2 MODEL SUMMARY OF EVALUATING ROAD UPGRADE OPTIONS ...... 176 6.3 BEST CASE "DO NOTHING OR MINIMUM OPTION" ...... 177 7.0 CHAPTER SEVEN: POTENTIAL SIGNIFICANT IMPACTS OF THE PROJECT ...... 178
7.1 POTENTIAL POSITIVE IMPACTS OF THE ROAD CONSTRUCTION PROJECT ...... 182 7.1.1 Reduced Transport Costs in the Project Areas ...... 182 7.1.2 Increased tourism ...... 182 7.1.3 Promote eco-tourism for conserving and enhancing bio-cultural diversity ...... 183 7.1.4 Local Economic Development ...... 183 7.1.5 Development of improved Infrastructure ...... 183 7.1.6 Utilization of Local Labour and Income Generation ...... 184 7.1.7 Skills Development ...... 184 7.1.8 Community participation and Ownership ...... 184 7.1.9 Income for Owners of Construction Materials ...... 184 7.1.10 Better service delivery and improvement of livelihood ...... 184 7.2 POTENTIAL POSITIVE HEALTH IMPACTS ...... 185 7.3 CONSTRUCTION PHASE IMPACTS (NEGATIVE IMPACTS) ...... 185 7.3.1 Social disruptions due to Population Influx ...... 185 7.3.2 Discrimination and Recruitment Policies ...... 188 7.3.3 Blocked and interruption of accesses to social amenities and property ...... 189
v Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard 7.3.4 Impacts arising from Displacement and Involuntary Resettlement ...... 189 7.3.5 Gender Impact analysis ...... 191 7.3.6 Possible health and safety hazards...... 192 7.3.7 Air emission, dust and noise impacts ...... 192 7.3.8 Impact on the Lake Bunyonyi ...... 198 7.3.9 Landslides, Siltation and sedimentation ...... 199 7.3.10 Occupational Safety and Health hazards at the workplace ...... 200 7.3.11 Loss of Flora...... 202 7.3.12 Impacts related to Hydrology and Drainage ...... 203 7.3.13 Disturbance and Habitat Alteration ...... 206 7.3.14 Impacts related to construction workers and Labour ...... 207 7.3.15 Visual Impacts due to Road works ...... 209 7.3.16 Local Peculiarities ...... 210 7.3.17 Sources and Transportation of Construction Materials ...... 213 7.3.18 Impacts on Physical Cultural Resources and Indigenous People ...... 215 7.3.19 Construction camps and work sites ...... 217 7.3.20 Poor Waste Management including spoil, hazardous and non-hazardous wastes. .... 218 7.3.21 Traffic Accidents and Safety ...... 220 7.3.22 Impacts associated with Bitumen materials for surface dressing ...... 221 7.4 POTENTIAL IMPACTS DURING OPERATION PHASE ...... 222 7.4.1 Positive impacts...... 222 7.5 CUMULATIVE IMPACTS ...... 223 8.0 CHAPTER EIGHT: ENVIRONMENTAL AND SOCIAL MANAGEMENT AND MONITORING PLAN 226
8.1 INTRODUCTION ...... 226 8.2 ROLE OF DEVELOPER (UGANDA NATIONAL ROADS AUTHORITY) ...... 226 8.3 DUTIES OF THE CONSULTANT SUPERVISORS’ ENVIRONMENTAL OFFICER/MONITOR ...... 226 8.4 DUTIES (TOR) OF THE CONTRACTOR’S ENVIRONMENTALIST ...... 227 8.5 DUTIES OF THE HEALTH SAFETY EXPERT...... 228 8.6 DUTIES OF THE SUPERVISING SOCIOLOGIST ...... 228 8.7 DUTIES OF THE CONTRACTORS SOCIOLOGIST ...... 228 8.8 REPORTING ...... 229 8.9 PROJECT STAGING ...... 229 8.9.1 Temporary Work Stoppage ...... 229 8.10 ENVIRONMENTAL QUALITY ASSURANCE PROGRAM FOR CONSTRUCTION ...... 229 8.10.1 Project Site meetings ...... 229 8.10.2 Compliant/Non-compliant Criteria ...... 229 8.11 ENVIRONMENTAL SOCIAL MANAGEMENT PLAN SUMMARY ...... 230 8.12 CONTRACTORS MANAGEMENT PLANS ...... 237 8.12.1 Cultural Resources Management Plan (CRMP) ...... 237 8.12.2 Occupational Health and Safety (OHS) Plan ...... 237 8.12.3 HIV/AIDS and STI Prevention Management Plan ...... 238 8.12.4 Gender Management Plan ...... 239 8.12.5 Erosion and Sediment Control Plan ...... 239 8.12.6 Waste Management Plan ...... 240 8.12.7 Safety Manual ...... 240 8.12.8 Emergency Response Plan...... 240 8.12.9 Borrow Pit/Quarry Management Plan ...... 241 8.12.10 Spill Contingency Plan ...... 241 8.12.11 Traffic Management Plan ...... 241 8.12.12 Labour Influx Management Plan ...... 242 8.12.13 Tree Planting Guidelines and Management ...... 242
vi Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard 8.12.14 Grievance Redress Procedure/ mechanism ...... 243 8.13 CONTRACTORS CODE OF CONDUCT AND WORKERS CODE OF ETHICS ...... 246 8.14 ENVIRONMENTAL MONITORING PLAN ...... 247 8.14.1 Compliance monitoring ...... 247 8.14.2 Environmental effects monitoring ...... 247 8.14.3 Induction for Workers ...... 248 8.14.4 HIV/AIDS Awareness training ...... 248 8.14.5 Monitoring and Management Cost ...... 251 9.0 CHAPTER NINE: CONCLUSION AND RECOMMENDATIONS ...... 253
9.1 CONCLUSION ...... 253 9.2 RECOMMENDATION ...... 253 REFERENCES ...... 255 APPENDICES ...... 258
vii Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard LIST OF FIGURES
Figure 1-1: Location of Kabale-Bunyonyi, Bunyonyi-Kabeho, Kisoro-Mgahinga and Nyarusiza-Muhabura ...... 4 Figure 2-1: Project Location within Uganda ...... 23 Figure 2-2: Location Map ...... 24 Figure 2-3: Profile of the Existing Road ...... 25 Figure 2-4:Topographical profile of the Kabale-Bunyonyi Road ...... 26 Figure 2-5: Topographical Map of the Kisoro-Mgahinga Road Section ...... 29 Figure 2-6: Additional Nyarusiza-Muhabura Road section ...... 31 Figure 2-7: Location of borrow pit 1. Kagalama village –Kabale District ...... 34 Figure 2-8: Location of borrow pit 2 at Kachwenkano Trading Centre...... 35 Figure 2-9: Sand at Kiyola quarry areas ...... 36 Figure 2-10: Sand mining at Rugina Village, Nyaruisha S/county along Kisoro Mgahinga Road ...... 37 Figure 2-11: Sand at Nyambugu areas and Nyarusiza in Kisoro ...... 38 Figure 2-12: Rock at Banyara/Hamurambi in Kabale ...... 39 Figure 2-13: Alignments with high embankment ...... 43 Figure 2-14: Proposed containment class ...... 47 Figure 4-1: Linear settlements along Kisoro-Mgahinga Road ...... 78 Figure 4-2: Semi Permanent homes along Kabale-Buyonyi Road (Loop)...... 80 Figure 4-3: Geological map of the Kabale-Lake Buyonyi project areas...... 118 Figure 4-4: Geological map of the Kisoro project areas ...... 119 Figure 4-5: Soil formation of Kisoro-Mgahinga and Nyarusiza-Muhabura...... 120 Figure 4-6: Inundation map along the road alignment in Kabale-Buyonyi area ...... 123 Figure 4-7: Distribution of plant species by life forms along the Kabale-Bunyonyi and Bunyonyi-Kabeho ...... 140 Figure 4-8: Land use map along Kable-Bunyonyi , Bunyonyi-Kabeho ...... 143 Figure 4-9: Distribution of plant species by life forms along the Kisoro-Mgahinga alignment...... 143 Figure 4-10: Land use along Kisoro-Mgahinga road ...... 146 Figure 4-11: Distribution of plant species by life forms along the Nyarusiza-Mahabura alignment...... 146 Figure 4-12: Land use along along Nyarusiza-Mahabura road...... 147 Figure 4-13: Distribution of Senna didymobotrya ...... 150 Figure 6-1: Section XS-A1-cross section is urban, applicable in the town limit of Kabale .... 165 Figure 6-2: XS-A2-cross section applicable out of Kabale town up to treatment plant ...... 166 Figure 6-3: Cross section applicable out of Kabale town till the water treatment plant ...... 166 Figure 6-4: Cross section applicable from the water treatment plant to the top of the mountain ...... 167 Figure 6-5: Cross section applicable in the town limit of Kisoro project areas ...... 168 Figure 6-6: Cross section applicable in the rural areas of Kisoro project ...... 169 Figure 7-1: Wooden and steel guardrail combined ...... 213
viii Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard LIST OF TABLES
Table 1-1: Schedule for Detailed Wet Vegetation and Flora Survey ...... 10 Table 1-2: Air Quality Parameters Analyzed, Selection Rationale and Data Source ...... 18 Table 1-3: Specialized equipment used in the assessment ...... 20 Table 2-1: Schedule of existing culverts in Kabale-Bunyonyi ...... 33 Table 2-2: Design range of the project ...... 44 Table 2-3: Road Manual: Safety barrier characteristics ...... 47 Table 3-1: Regulatory air quality standards for selected pollutants ...... 62 Table 3-2: Summary Operational Safeguards and how they relate to the Project...... 63 Table 4-1: Administrative Units traversed by the Roads ...... 72 Table 4-2: Population by Age Distribution in the project Areas ...... 73 Table 4-3: Kisoro Municipal Population ...... 74 Table 4-4: Population of the Sub-Counties of Nyarusiza and Muramba...... 74 Table 4-5: Population by Project Location and Sex in the Project Area ...... 75 Table 4-6: Households Headed by Orphans and Underage ...... 75 Table 4-7: List of Churches and Places of Worship in the Project Areas ...... 77 Table 4-8: List of Human Settlement and dwellings ...... 79 Table 4-9: List and Location of Tourist Sites ...... 84 Table 4-10: Percentage of household without access to Safe Water and Toilet Facilities ..... 89 Table 4-11: Location of Water Supply Points ...... 90 Table 4-12: List of Existing Common non-farming activities ...... 91 Table 4-13: Proposed Employment Opportunities with the Project ...... 92 Table 4-14: Trading centres and Markets and will be affected ...... 93 Table 4-15: Roles of Non-government Organisations ...... 95 Table 4-16: Literacy and Education ...... 101 Table 4-17: Children and Youth who are not Schooling ...... 103 Table 4-18: List of Schools in the Project Area ...... 103 Table 4-19: Not having Access within 5 Km from Health Centre ...... 105 Table 4-20: List of Health facilities in the project areas ...... 106 Table 4-21: Burden of Diseases in the District (Top Ten Diseases) - Kabale ...... 108 Table 4-22: Rubanda Burden of Diseases in the District (Top Ten Diseases) FY 2015/2016 ...... 108 Table 4-23: Existing Feeder Roads located in the Project Sub- Counties...... 110 Table 4-24: Rainfall data for the Kisoro project areas ...... 115 Table 4-25: Maximum 24h precipitation (mm) in Kabale ...... 116 Table 4-26: List of Major Earthquakes in Uganda ...... 121 Table 4-27: Maximum permissible noise levels relevant to project ...... 129 Table 4-28: The maximum acceptable ground-borne vibration ...... 130 Table 4-29: Permissible vibration during construction ...... 130 Table 4-30: Ranges of Humidex for various degrees of thermal effect on people...... 131 Table 4-31: Readings for Air Gases monitored ...... 131 Table 4-32: Particulate matter in air ...... 132 Table 4-33: Noise Level for the project roads ...... 133 Table 4-34: Project Area Baseline Vibration level ...... 134 Table 4-35: Magnetic Radiation results ...... 136 ix Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard Table 4-36: Temperature and Relative Humidity ...... 137 Table 4-37: Markhamia lutea in the project area ...... 148 Table 4-38: Invasive Species in the Proposed Project Area ...... 148 Table 4-39: Large mammals recorded in the project area ...... 150 Table 4-40: Small mammals that were encountered within the project area ...... 151 Table 4-41: Butterflies in the project area...... 152 Table 4-42: Amphibians of the study area ...... 153 Table 5-1: Administrative Units where the Road passes ...... 155 Table 5-2: Summary of Meetings and Stakeholders consulted ...... 159 Table 5-3: Total meetings held and number of stakeholders...... 162 Table 6-1: Typical cross section applicable to different parts of the roads ...... 164 Table 6-2: Kisoro-Mgahinga Road sections ...... 170 Table 6-3: Kabale-Bunyonyi and Bunyonyi-Kabeho Road Section ...... 173 Table 6-4: Evaluation of Road Upgrade options ...... 176 Table 7-1: Evaluation of impacts of the road projects ...... 179 Table 7-2: Summary of the evaluation of socioeconomic impacts ...... 180 Table 7-3: Noise levels (in dBA), distance +/- 18 metres ...... 195 Table 7-4: Noise Exposure Limits: Maximum exposure to noise permitted in the workplace ...... 195 Table 7-5: Typical vibration criteria addressing building damage ...... 196 Table 7-6: Vibration source levels for construction equipment ...... 197 Table 8-1: Suggested Environmental and Social Management plan for the project roads ... 231 Table 8-2: Environmental Monitoring Plan ...... 249 Table 8-3: Environmental Monitoring and Management Costs ...... 251
x Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard LIST OF PLATES
Plate 2-1: Start of the project off Kabale-Kisoro Road ...... 22 Plate 2-2: Existing illegal quarrying within the Road Project area ...... 26 Plate 2-3: Hairpin at Ch 5+920 ...... 27 Plate 2-4: Loop at the end of the road ...... 27 Plate 2-5:Docks of the landing site ...... 28 Plate 2-6: Road condition at Ch. 0+150 ...... 29 Plate 2-7: Junction and trading centre at Ch. 2+000 ...... 30 Plate 2-8: Local Council road upgrade projects ...... 30 Plate 2-9: Quarry 1- Banyara/Hamurabi village along muyimbu-Mparo road ...... 39 Plate 2-10: Qurray at Kiyoola village along Kabale-Bunyonyi ...... 40 Plate 2-11: Stone quarry at Kabako-Mwalo village in Kisoro ...... 42 Plate 2-12: Example of traffic markings ...... 46 Plate 4-1: Millet and Wheat plantation along Nyarusiza-Muhabura Road ...... 81 Plate 4-2: Maize and Beans along Kisoro-Mgahinga Road ...... 81 Plate 4-3: Caldera at Sagitwe along the Kisoro-Mgahinga Road ...... 84 Plate 4-4: Mgahinga National Park ...... 85 Plate 4-5: Muhabura Mountains ...... 85 Plate 4-6: Lake Buyonyi tourism area ...... 85 Plate 4-7: Nyarusiza-Muhabura Gate Road ...... 88 Plate 4-8: Kabale Water intake point at Lake Buyonyi and Treatment Plant ...... 88 Plate 4-9: Water Points along Nyarusiza-Mgahinga road ...... 89 Plate 4-10: Rusiza Market in Kisoro Municipality ...... 93 Plate 4-11: Meeting with the Vulnerable ...... 99 Plate 4-12: Meeting with Batwa Community...... 99 Plate 4-13: God nursery and Primary school in Kisoro District ...... 101 Plate 4-14: Sharp corners along Kabale –Bunyonyi road ...... 111 Plate 4-15: Kisoro-Mgahinga road sections ...... 122 Plate 4-16: Pile of haematite ore in an artisanal quarry ...... 124 Plate 4-17: Bouma sequence of the Kashanga Formation. Road cut on the Kabale-Kisoro road ...... 125 Plate 4-18: Metasediments of the Rwene-Kakore Formation ...... 126 Plate 4-19 : Common vegetation near the Mgahinga gate ...... 145 Plate 4-20: Characteristic vegetation along Nyarusiza-Mahabura road ...... 147 Plate 4-21: Ricinus communis along Kisoro-Mgahinga road ...... 149 Plate 4-22: Bufo maculatus ...... 153 Plate 4-23: Adolfus jacksoni ...... 154 Plate 5-1: Meeting with Local leaders of Kibuga ...... 157 Plate 5-2: Meeting with stakeholders of Bubaare sub-county...... 157 Plate 5-3: Meeting with Administrators of Schools ...... 158 Plate 7-1: Potential view points along the Road ...... 212
xi Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard LIST OF APPENDICES
Appendix 1: APPROVED TERMS OF REFERENCE ...... 258 Appendix 2: Plants Species by Family Name along the Proposed Project Roads from Kisoro- Mgahinga Road-Families by Alphabetical Order ...... 261 Appendix 3 : Birds recorded withi the project area ...... 266 Appendix 4: Minutes from meetings ...... 270 Appendix 5: Summary of Issues Raised From the Stakeholder Consultations ...... 273 Appendix 6: LISTS OF CONSULTATIVE MEETING ATTENDANCE ...... 284
xii Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard
LIST OF ACRONYMS
AfDB - African Development Bank ARV - Antiretroviral CAO - Chief Administrative Officer EIA - Environmental Impact Assessment ESIA - Environmental Social Impact Assessment ESIS - Environmental Social Impact Statement ESMP - Environmental Social Management Plan FDGs - Focus Group Discussions HEP - Hydro Electricity Power HIV - Human Immune Deficiency IUCN - International Union for Conservation of Nature Km - Kilometer M - Meter MoWT - Ministry of Works and Transport MPS - Ministry of Public Service NEMA - National Environment Management Authority NGO - Non-Governmental Organization NWSC - National Water and Sewerage Corporation PCRs - Physical Cultural Resources RAP - Resettlement Action Plan PAF - Project Associated Facilities PWDs - Persons with Disabilities RDC - Resident District Commissioner ROW - Right of Way SoR - Statement of Requirements TA - Tender Assistance ToR - Terms of Reference UNRA - Uganda National Roads Authority VCT - Vacinnationation Counselling and Testing WCS - World Conservation Society UBOS - Uganda Bureau of Statistics USE - Universal Secondary Education UPE - Universal Primary Education UWA - Uganda Wildlife Authority
i Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard EXECUTIVE SUMMARY Introduction The Uganda National Roads Authority (UNRA), with support from the African Development Bank (AfDB), is proposing to upgrade Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), and Kisoro-Mgahinga Gate (13.4km), Nyarusiza-Muhabura Gate (5.3km) roads from gravel to bitumionus standard to facilitate mobility, trade and tourism within South Western Uganda.
The proposed road investments will boost tourism in the region through an improved road network which is key to spur wider socioeconomic growth and development. It is envisaged that the project will lead to reduced transport costs in Kabale and Kisoro project areas. These benefits will be quantified in terms of savings in vehicle operating costs, reduced travel time costs and reduced accident costs and included in economic analysis of the project roads. As the structure of transport costs and demand is altered in the economy of Kabale and Kisoro, the improved road will have “multiplier” ripple effects throughout the economy. Furthermore, positive changes in agricultural output, fishing industry, and other services will result. These benefits will be referred to as “exogenous benefits”. For this touristic road projects located in the South west of Uganda known wild wide for its proximity to Uganda’s Unique Mountain Gorillas species in the Bwindi Impenetrable attraction areas, the quantified main exogenous benefits resulting from economic development are predominantly benefits from increased levels of tourisms.
This Environmental and Social Impact Assessement (ESIA) was conducted in accordance with provisions of the Intergrated Safeguards System of the AfDB and its associated Operational Safeguards. In addition, the ESIA was undertaken in compliance with CAP 153 of the constitution; the National Environment Act, 2019 Schedule 5, section 1; which lists Road Projects that are mandatory to undertake a comprehensive Environmental and Social Impact Assessments (ESIA) prior to implementation. Both Bio-physical and socio-economic aspects of the environment were stidied using authentic methods.
Project Discription The project is packaged in two lots that is, Lot5 A (Kabale-Bunyonyi, 7.8km road and Bunyonyi- Bufuka-Kabeho, 7.3km) and Lot 5B (Kisoro-Mgahinga Road, 13.4km and Nyarusiza-Muhabura (5.3 km).
(a) Location Kabale-Bunyonyi road connects Kabale town to the tourist attractions around the scenic Lake Bunyonyi through Kachwekano. It joins the Kabale-Kisoro road just after Kabale town and runs in a south-westerly direction to Lake Bunyonyi. It traverses mountainous terrain with the last half of the road winding uphill to Kachwekano and then downhill to Lake Bunyonyi, before ending in a loop. The road crosses no major river thus has no bridge. The total length of the road is 7.8 km and reaches the Lake via the village of Kacwekano.
While Bunyonyi-Bufuka-Kabeho road commences at the lake Bunyonyi loop road, and traverses along the beautiful lakeshores through the towns of Bufuka and Kabeho for approximately 7.3km. It is currently gravel surfaced and in poor condition and is barely passable during the rainy season. The current cross section is approximately 5m wide.
ii Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard Tarmacking the Kabale Bunyonyi road towards the loop at kilometer 7.8 without the entire Lake link road would end up cutting off very many potential tourism resorts which are a few kilometers ahead, yet they have massive investments that attract tourists. The scope of this road is therefore strictly touristic but the upgrade will also help the development of the near villages and trading centres.
Kisoro-Mgahinga Road, 13.4km is in the district of Kisoro and connects the town of Kisoro to the gate of the National Park of Mgahinga, house of the Mountain Gorillas, through the trading centre of Nyarusiza. The beginning of the project is in the Kisoro town centre, on the main paved road crossing the town. The road is well signalized and the signboards to the National Park are clear. The first 165m are on the Kisoro - Cyanika Road which is currently unpaved and then a right turn takes us on the main route to the gate. No evidence of any planned or ongoing upgrading project of the Kisoro - Cyanika Road has been found and we therefore believed convenient to place the BoP at the end of the main paved road. Nyarusiza-Muhabura Gate (5.3 km) is in the district of Kisoro and connects the town of Kisoro to the Mahabura gate of the National Park of Mgahinga which is the beginning of trekking activities to the Muhabura Mountains, one of the key tourism activities in the area. The starting point is at the trading centre of Nyarusiza Junction, part of the project. Muhabura gate is the second gate to the Mgahniga, its improvement will provide full access to the park.
(b) Geometrical Design The category of the road is set as III paved, as regulated by Road Design Manual, but the width of the lane has been increased to 3.00 meters to consider some heavy vehicles traffic. Shoulder are 1.5 meters each as for typical cross section. Four different typical cross sections were selected according to the type of terrain the road is approaching. In the urban areas, a section with separated cycle lanes and pedestrian walkaways was approved, with landscape in the median and a total width of 19 meters; in the rural and rolling parts, the bicycles can travel on shoulders while the pedestrian path is 2.5 meters wide and separated from the main road by a median with trees and landscape, for a total width of 12.5meters. The mountainous section is limited to the 9 meters of the main carriageway and allows higher gradient to reach the top of the mountain. Legal framework Relevant legal, policy and institutional framework to the proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard was reviewed.
Environment and social baseline (a) Socioeconomics Kisoro-Mgahinga and Nyarusiza-Muhabura sections are in Kisoro District in the south-western part of the country. The district covers a total area of 729.2Km2 (66.2km2 open land the rest being open water and swamps) and is approximately 510Km from the Capital. It borders the Democratic Republic of Congo to the west, the Republic of Rwanda to the south, Kabale and Kanungu district to the East and North respectively. The district has one county and three constituencies with 13 Lower local governments called sub counties namely; Nyarusiza, Muramba, Chahi, Nyakinama, Nyarubuye, Busanza, Kirundo, Nyabwishenya, Bukimbiri, Nyundo, Nyakabande, Murora and Kanaba and one Municipality Council. It has a total of 389 iii Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard villages, 36 parishes and two Town Wards.The proposed roads transverse Kisoro Municipality, Muramba Sub County and Nyarusiza sub- County. Kisoro – Mgahinga road (14 km) road links Kisoro Town to Mgahinga National Park through the trading centre of Nyarusiza ending at Ntebeko Gate. While Nyarusiza-Muhabura Gate links Nyarusiza Trading Centre to the Mgahinga Gorilla National Park through Mahabura Gate.
The Kabale-Bunyonyi project road transverses Mwendo and Bokori Parishes in Kitumba Sub -County covering the following villages: Nyabugu; Kyamulabira; Nakibonde, Kabira, Kakashanya; Kabasheyna; Rwakaware and Kamukunda. In Kabale Municipality, the road transverses five cells including: Kiyoro, Kasidente, Nyabugu, Kabungu and Bufuka, Bulambo and Lutimba trading centres near Kachwakano while Bunyonyi-Kabeho commences from Lake Bunyonyi loop traverses Bufuka and Kabeho for approximately 7.3km.
The project area is characterised by high population and land fragmentation. The population in the three districts is mainly settled on hillsides, valleys, along national and District feeder roads and flat areas. The steep slopes, deep valleys, plateaus, wetlands and forested areas are mainly for cultivation and grazing. There are three types of settlements identified in the three districts: linear, nucleated and scattered. Nucleated settlements are only found in urban areas, especially in urban areas where social utilities are available (water, electricity, telecommunication). Linear settlements are common along the main roads and trading centres.
Access to land is the basis for rural livelihoods in the project districts, but this access is becoming increasingly constrained in the face of mounting population pressures. The rural sections where the road project passes through, is dominated by small scale for both subsistence and income earning purposes. Over 82% of the population in the three districts depend entirely on subsistence farming. The rest of the population depends on employment income, business enterprise, cottage industry, property, and family support. In the peri- urban areas and rural growth centres, the people mainly earn their living from petty trade. (b) Bio-physical More than 80% of the project area is underlain by the oldest rock system, the Precambrian age which consists of the basement complex system as the oldest overlain in some areas by a succession of sedimentary strata which have undergone a variable degree of dynamo-thermal metamorphism. The rocks belonging to the Karagwe-ankolean System are much younger and generally less altered than the Toro Group except for the upper faces of the Buganda series containing phyllites, slates and mudstones which also occur in the Karagwe - Ankolean system.
Currently, the road under design is characterized by an alignment that develops in a flat area for the first stretch, with longitudinal slope values lower than 1.0%, and in an area with more pronounced slopes in the second stretch, where the road alignment crosses drainage lines.
Air quality, baseline assessment indicated that Nitrogen dioxide, hydrogen sulphide, carbon monoxide, VOCs/PID and methane were below the detecting limit of the measuring equipment. While noise and vibration were high around urban centres and municipalities due to veichluar movements.
iv Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard A total of 51 survey points was studied for vegetation, and fauna assements along existing Kabale-Buyonyi, Bunyonyi-Kabeho, and Kisoro-Mgahinga & Nyarusiza- Muhabura Roads. The project area is charcaterised by subsistence farming with nearly no natural vegetation existing.
Fifty-one (51) plant species were recorded from this project area. The most common life form were herbs. At the start of the chainage is mainly urban area. On the road edges is mainly herbs particularly Ageratum conyzoides, Galisonga ciliate. Among the common grasses on the road edges included Panicum trichocladum, Pennisetum clandestinum while Phytolacca dedocandra was the most common climber Eucalyptus gardens were common along the project area. Markhamia lutea a nationally reserved species was recorded in one area mainly on the edges. Only one species is nationally threatened, mainly because they are heavily exploited, becoming rare, and have been reserved by the National Forestry Authorities in Uganda.
A total of 11 large mammal species were physically encountered within the project area. These belong to 3 Orders, 6 families and 10 genera. None of the mammal species is threatened according to IUCN Redlist of species. All recorded 6 small mammal species; were physically encountered within the project area. These belong to 2 Orders, 3 families and 4 genera. The Order Rodentia was the most abundant Order associated with 2 families: Sciuridae and Muridae. The success of this group is in part attributed to its adaptability to new food sources and habitats, and its relatively brief reproductive cycles.
Eight species of butterfly (from two families) were identified within the study area. None of the species is threatened and are known to have wider breeding ranges. Therefore, the project will not adversely impact them. While, a total of 5 amphibian species were recorded, belonging to Order Anura, 3 families and 3 genera. All recored amphibians were of least concern according to IUCN. Additionally, a total of 14 reptile species were recorded within the project area, these belonged to 8 families, 10 genera and 2 Orders namely; Serpentes and Sauria of class Reptilia. The Order Sauria was most dominant within project area, because most lizards have well- developed limbs; the head is normally held high off the ground, and they are agile predators hence increasing their colonization success unlike the limbless Serpentes.
Potential project impacts Road projects create a range of direct and indirect impacts on physical, biological and human environment. Understanding the environmental settings and issues and constraints along the proposed road upgrading and maintenance activities is essential for the design of the proposed road projects. The methodology follows the conventional pattern for road project ESIA’s and meets the requirements of Environmental Impact Assessment guidelines and procedure.
The investment in this project will boost tourism in the area. Tourism being one of the major sectors of the economy, the project will have significant long term positive impacts. Furthermore, it the project will spur socio-economic growth in the area due to an improved road network. For instance, the development will provide an improved connection to access to markets, hospitals, and schools, improved livelihood, reduction in traffic accidents, travelling time and delays, leading to improved accessibility and mobility to social services especially by
v Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard pregnant women, elderly, PWDs.among others. In addition, improvement in transport services was expected to facilitate timely delivery of drugs/medicines as well as mobility of health care services providers. In consequence, significant reduction maternal and infant mortality rates, enhancing productivity, improvement in school enrolment and leading to improved quality of life. More so, during the project implementation, there are opportunities of direct and indirect employment opportunities to the community through labour and sale of consumables. It is important to note the project roads provide vital transport corridors linking the land-locked countries of the Republic of Rwanda, Burundi, and parts of Eastern Democratic Republic of Congo connecting to Southern Sudan and to the sea. Nonetheless, the project is associated with potential negative impacts, some of which include the following:
i. The Right of Way is one of the main challenges of the project. The distance between property boundaries at the starting section is wide approximately 20-23m. Properties, farms and buildings are within the road Right of Way. ii. Loss of sources of livelihoods following the damage of communal facilities and household property including houses, Consequent challenges in obtaining suitable relocation sites and losing clients and, upon relocation. The number of affected people is expected to be significant, especially in Kisoro-Mgahinga -Nyarusiza and Nyarusiza- Mahabura and Bunyonyi-Kabeho Roads where many farms and houses lay adjacent to the existing narrow road. iii. Properties that are likely to be affected by the road include kiosks, fences, crops and buildings especially along Nyabugu, Kabindi and Mulamba trading centres and crop along the entire spectrum of the road in both the Kisoro and Kabale municipalities and other trading centres that are located along the roads iv. Disturbance on the vegetation due to cut and fill which shall lead to vegetation clearance v. Erosion, Land slides/mass movements of soil and Sedimentation which is a common occurrence in the area. The cutting of slopes may also affect the Visual quality of the land scape. vi. Fragmentation of the animal habitat and ecosystem within the area vii. Disturbance to the hydrology of the wetlands, and river crossings in the area which if not planned may lead to floods. viii. Pollution of the water resources especially Lake Buyonyi ix. Illegal quarrying activities on the Kabale-Bunyonyi are likely to affect the Road works if they are not regulated since most of the activities are near the Road. x. The issue of Road side markets needs to be handled during the design of the road since most of the people derive their livelihood from road side vending especially in Irish potatoes and other vegetables Potential cumulative impacts during operation are expected such as erosion and mass movements, increased population due to an influx of immigrants in the project area anticipating new economic opportunities. This may trigger land use conflicts and likely to exert pressure on the natural resources and social services that are already overstretched social services. The following are some of the measures recommended to mitigate disturbance and possible impacts;
vi Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard i. A Resettlement Action Plan (RAP) will ensure that this is taken care of as separate report. The Resettlement Action process shall include monitoring on the project affected communities for a period of two years after compensation payment. ii. The Utility Companies, UNRA, and the Contractor shall work together to ensure that prior to any disruption in public utility services; the people are sufficiently notified and also that there is no conflict between the community over the use of resources. The alternative sources must be continuously monitored to ensure they are reliable and satisfactory. iii. No constructing workers’ camps, workshops, and equipment and material storage sites within / close to habitats for animals like forests or wetlands. Locate all associated structures and temporary and permanent construction-related sites (e.g. construction camp, borrow pits) as far as possible within the zone of inundation, and in disturbed habitat locations to minimise habitat loss and human/wildlife interactions; iv. Restoration of the site after construction should enable re-establishment of suitable habitats. v. Effort should be made to keep noise levels within the permissible limits as contained under the national and international noise legislation under chapter Three. vi. Measures proposed to reduce air pollution and other wastes management practices be implemented; vii. Re-vegetation of workshop, workers’ camp, storage material and borrow areas with vegetation species indigenous to those areas should be carried out during reinstatement. viii. Fitting high noise producing machinery during construction with silencers ix. Regular servicing, maintenance and appropriate repair of haulage vehicles and construction machinery with a potential to generate noise. x. Limiting construction, excavation activities, blasting activities and movement of haulage vehicles to day time since the noise impact is less felt during day than during the night. xi. Traffic and safety management since the area has a lot of blind spots which require a comprehensive traffic management plan during contrsuction and clear safety measures/furniture installed during operation
Conclusion and Recommendations The ESIA has noted the urgent need for socioeconomic development in the region. It has determined key potential environmental and social impacts of the proposed development and further determined appropriate mitigation measure to ensure that the negative impacts are either avoided, minimised and managed or offset. The ESIA has further identified the stakeholders for the project and through a process of meaningful stakeholder engagement, the key concerns have been presented and addressed. Considering the steps taken so far and those planned at during the stage of project implementation, UNRA will be able to sustainably implement the proposed project.
In order to be effective, environmental management must be fully integrated with overall project management effort at all levels, which itself should be aimed at providing a high level of quality control, leading to a project which has been properly designed and constructed and functions vii Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard efficiently throughout its life. Some of these management issues are sectoral in nature, requiring participation of other Government authorities or the NGOs.
Most of the project environmental management activities will be carried out during the construction phase, since this is when most impacts can be expected to arise. Management will very largely be concerned with controlling impacts which may result from the actions of the Contractor, through enforcement of the construction contract clauses related to protection of the environment as a whole and of the components within it.
The contractor shall abide by and implement the requirements of the ESMP with the support of relevant agencies like Uganda National Roads Authority, National Environment Management Authority, Uganda Wildlife Authority, Ministry of Tourism, Wildlife and Antiquities, Ministry of Water and Environment, Ministry of Labour, Gender and Social Development, Kabale, Kisoro and Rubanda, town, municipal and District administration, Ministry of Health and NGOs, e.t.c.
To ensure that the Contractor takes environmental management seriously part of the special specification will spell out activities to be carried out by contractor on project site to ensure that environment is protected as required by the laws of Uganda. The Contractors responsibility shall include but not be limited to: i. The procurement of the services of a competent Environment, Health and safety officer. He should have a good knowledge of environmental management and be able assess risk to the environment and implement measures proposed to mitigate them; ii. The provision of regular information, instruction, training and supervision are necessary to ensure sound environmental management on the works; iii. Train workers to minimize, waste, noise, and dust and vibration. Avoid contamination of water sources, vegetated areas with excrement. iv. Implement the recommendations in the approved ESIA document and NEMA Certificate approval conditions, particularly the required mitigation measures and the environmental management and monitoring plans, and the owners’ environmental and social management framework; v. Acquire approval conditions provided by NEMA (approval certificate), and permits from lead agencies, Department of Petroleum Supplies (Construction permit, operating license for storage and dispensing facilities of petroleum products), Ministry of Water and Environment; vi. The Contractor should then prepare a Contractor’s Environmental, Social, Health and Safety Management Plans to comply with the above requirements. This should include an implementation framework, including staffing and budget. vii. The Contractor will also consult general public and disclose information in relation to construction scheduling, traffic management, public health and safety, and the results of Environmental monitoring. viii. All expenditure and costs related to complying with Environmental safeguards as applicable to construction and development of the project would be met by the Contractor.
viii Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard
1.0 CHAPTER ONE: INTRODUCTION 1.1 Project background The road transport infrastructure in Uganda comprises about 71,000 km of road, including about 20,000 km of national roads; 17,000 km of district roads; 3,500 km of urban roads; and 30,000 km of community access roads. The Government of Uganda (GOU), through the Ministry of Works and Transport (MoWT) has the overall responsibility for all roads in Uganda. Uganda National Roads Authority (UNRA) is responsible for the maintenance and management of the national roads network, whilst the district and urban authorities are responsible for the management and maintenance of district and urban roads, respectively. Community Access roads on the other hand are the responsibility of the lower local governments through which they pass. Road transport is by far the most dominant mode of transport in Uganda, carrying over 90% of passenger and freight traffic. Roads provide the only means of access to most of the rural communities and effective management of this asset is of vital importance to the GOU's strategy for economic development and poverty reduction. Within the road sector the national roads make up about 30% of the network but carry about 85% of the total road traffic. They also provide vital transport corridors linking the land-locked countries of Rwanda and Burundi, parts of Eastern DRC and Southern Sudan to the sea. Uganda is endowed with various attractions including diverse nature based, faith based, culture and heritage, eco-tourism and MICE (Meetings, Incentives, Conferences and Events) attractions. The main potential lies in nature-based tourism where there is variety of flora and fauna and beautiful sceneries. The main tourism products include gorilla tracking, bird watching, eco-tourism, water sport, mountain climbing, golden monkey and chimpanzee tracking, nature guided walks, community walks, visual arts and white-water rafting. Uganda has 50% of world's mountain gorillas and 7% of mammals’ species. This presents the country with numerous tourism opportunities to stimulate economic growth and earning significant revenues from strengthening primary, secondary and tertiary tourism industries. The tourism industry is expected therefore to play a major role in the economy and a major contributor to GDP by 2040. It will provide enormous employment opportunities directly and in related service industries and earn USD 12bn by 2040. In addition to the direct benefits, the industry will spur the growth of the associated secondary and tertiary industries. The tourism support infrastructures and services will be improved to effectively facilitate the tourism industry. This will include transport networks and connectivity by improving and expanding land and air transport infrastructures. In addition, the multilane standard paved roads and modern water transport system forming a tourism circuit will be developed. In this framework, UNRA has received funds from Government of the Republic of Uganda and intends to apply a portion of the proceeds to undertake Feasibility Study and Detailed Design for the upgrading of Kabale-Bunyonyi, Bunyonyi-Kabeho, Kisoro-Mgahinga Gate and Nyarusiza-Mahabura Gate road from gravel to paved standard to facilitate mobility, trade and tourism within South Western Uganda.
1 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard
The study includes all field work, ESIA studies, feasibility study, preliminary design and detailed engineering design, for the project roads. Appropriate design standards have been recommended in the Design Base Statement in accordance with the scope of work. Alternative routes, as required, were identified and economic viability carried out on the selected routes. Materials investigation and pavement design were also undertaken. The service includes the design of two lots, below described. 1.1.1 LOT5 A - Kabale-Bunyonyi (7.8Km) and Bunyonyi-Kabeho (7.3km) (i) Kabale-Bunyonyi (7.8km)
The road is in the district of Kabale and connects Kabale Municipality to the Lake Bunyonyi (Figure 1-1). The Beginning of the Project (BOP) is right out of the centre of the municipality, on the main Kabale road, paved road connecting to Kisoro District. The total length of the road is 7.8 km and reaches the lake via the village of Kacwekano. It is a mountainous area with an elevation difference of approximately 250m from the Beginning of Project to the highest point which is at 4+800. BoP is at 1810m asl and EoP is at 1970m asl. (ii) Bunyonyi-Kabeho (7.3km)
This section of the road commences at the lake Bunyonyi loop road, and traverses along the beautiful lakeshores through the towns of Bufuka and Kabeho for approximately 7.3km (Figure 1-1). It is currently gravel surfaced and in poor condition and is barely passable during the rainy season. The current cross section is approximately 5m wide. Tarmacking the Kabale Bunyonyi road towards the loop at kilometer 7.8 without the entire Lake link road would end up cutting off very many potential tourism resorts which are a few kilometers ahead yet they have massive investments that attract tourists 1.1.2 LOT5B - Kisoro-Mgahinga Gate (13.4 Km) and Nyarusiza-Muhabura (5.3km) (i) Kisoro-Mgahinga (13.4km)
The road is in the district of Kisoro and connects the town of Kisoro to the gate of the National Park of Mgahinga, house of the Mountain Gorillas, through the trading centre of Nyarusiza (Figure 1-1). The beginning of the project is in the town centre, on the main paved road crossing the town. The road is well signalized and the signboards to the National Park are clear. The first 165m are on the Kisoro - Cyanika Road which is currently unpaved and then a right turn takes us on the main route to the gate. No evidence of any planned or ongoing upgrading project of the Kisoro -Cyanika Rd has been found and we therefore believed convenient to place the BoP at the end of the main paved road (ii) Nyarusiza-Muhabura Gate (5.3 km)
The road is located in the district of Kisoro and connects the town of Kisoro to the Mahabura gate of the National Park of Mgahinga which is the beginning of trekking activities to the Muhabura Mountains, one of the key tourism activities in the area (Figure 1-1). The starting point is at the trading centre of Nyarusiza Junction, part of the project. Muhabura gate is the second gate to the Mgahniga, its improvement will provide full access to the park
2 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard
The roads scope of the assignment is touristic roads that now link the main district towns to natural attractions, passing through sensitive natural environments. The roads are adjacent to the national tourist circuit the GoU is willing to develop. The scope of the upgrade is to encourage tourists to include Lake Bunyonyi and Park Mgahinga in their itinerary. The starting point is at the trading centre of Nyarusiza Junction, part of the project. Muhabura gate is the second gate to the Mgahniga, its improvement will provide full access to the park. The roads will be designed to: i. provide safe, short and fast thoroughfare and access to all road users, being motor vehicles, cyclists and pedestrians; ii. provide economic development of the involved communities; iii. provide an opportunity for sightseeing and enjoying scenic landscapes of the users; iv. have due regard to topography, geology, climate and environment of the sites; v. clearly convey the primary function to road users and encourage appropriate driver behaviour; vi. deliver traffic volumes at speeds compatible with function; vii. provide convenient location for services; viii. take into account land acquisition and resettlement issues; ix. provide low cost of ownership and maintenance; and x. comply with UNRA standards or with other internationally recognized standards
As suggested by international guidelines, the general design criteria for roads in environmentally sensitive areas must be: - Conserve the scenery and the natural and historic objects and the wild life therein and to provide for the enjoyment of the same in such manner and by such means as will leave them unimpaired for the enjoyment of future generations; - Facilities will be harmonious with park/natural environment resources, compatible with natural processes, aesthetically pleasing, functional, energy- and water-efficient, cost- effective, universally designed, and as welcoming as possible to all segments of the population; and - Designs shall reflect the context of the park unit and local environment (contextual design). Designs shall respond to the capabilities of the park unit staff and the local market for support services.
3 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
LOT5A
LOT5B
Figure 1-1: Location of Kabale-Bunyonyi, Bunyonyi-Kabeho, Kisoro-Mgahinga and Nyarusiza-Muhabura
4 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard
1.2 Project Justification Estimation of Exogenous Benefits The proposed road investments will lead to reduced transport costs in Kabale and Kisoro project areas. These benefits will be quantified in terms of savings in vehicle operating costs, reduced travel time costs and reduced accident costs and included in economic analysis of the project roads. In addition to the benefits above, there are likely other wider socioeconomic development benefits resulting from the road investment project. As the structure of transport costs and demand is altered in the economy of Kabale and Kisoro, the improved road will have “multiplier” ripple effects throughout the economy. Changes in tourism, agricultural output, fishing industry, and other services will result. These benefits will be referred to as “exogenous benefits”. For this touristic road projects located in the South west of Uganda known wildwide for its proximity to Uganda’s Unique Mountain Gorillas species in the Bwindi Impenetrable attraction areas, the quantified main exogenous benefits resulting from economic development are predominantly benefits from increased levels of tourisms. 1.2.1 Tourism According to statistics from Uganda Tourism Board: “Tourist is any person travelling to and staying in a place outside their usual residence (environment) for a period of not more than twelve consecutive months for leisure, business and other purposes not related to the exercise of an activity remunerated from within the place visited. The entire Kabale region is an attractive tourism destination and this brings in the district a significant amount of benefits. The impact of the proposed road investment on Tourism industry in the districts and the entire country at large should be quantified by considering the annual number of tourists and the benefits they bring over the past few years.” The project road will contribute to Uganda’s being the “Pearl of Africa”, which has ten national parks displaying the best of East Africa. Their Rift Valley landscapes, and tropical forests make dramatic backdrops to an extensive variety of flora and fauna. Managed by Uganda Wildlife Authority (UWA), the parks offer ‘traditional’ savanna safaris along with boat tours, forest hikes, and mountain climbing and wildlife research activities. Uganda is unrivalled on the continent as a bird watching destination with over 1,000 species of birds – several of which are found nowhere else on the planet. These birds are mostly found around Lake Bunyonyi which is in the project roads zone of influence. Uganda is also home to 13 types of primates including over half of the world’s endangered mountain gorillas (and our closest relative – the chimpanzee), located in Mgahinga National Park (which is also in the project road influence zone). Uganda has 54% of all the mountain gorillas in the world. Considering that there are only 880 or so mountain gorillas, this is a significant contribution to world heritage. The mountain gorillas are found in the world heritage site of Bwindi Impenetrable National Park (50% of world mountain gorillas) and Mgahinga National Park. Mgahinga Gorilla National Park is the second habitat of the mountain gorilla, after Bwindi Impenetrable National Park. Mgahinga has only one habituated gorilla family, Nyakagezi group and a maximum of 8 people can see the great apes in a day. Gorilla tourism in Mgahinga is developing steadily over the years especially with additions of new tourist activities such as
5 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard the Batwa Trail, Golden Monkey trekking and the Muhabura Mountain Climbing. Accommodation in Mgahinga is provided at Amajambere Iwacu Community Camp (budget accommodation) and Mount Gahinga Lodge, and a mid-range lodge run by Volcanoes Safaris, amongst others. Several tour operators, who are closely associated with the project road work closely with the Uganda Wildlife Authority to reserve guided treks in Mgahinga Gorilla National Park. The common activities in the park are gorilla tracking, Sabyinyo volcano hike, golden monkey tracking and the Batwa Trail. Local tour operators such as Bamboo Ecotours based in the nearby Kisoro town provide needed services like transport to clients interested in visiting Mgahinga. The key stakeholders in this project road include Ministry of Tourism, Wildlife and Antiquities; Ministry of Trade, Industry and Cooperatives and Government agencies namely Uganda Wildlife Authority, Uganda Tourism Board, Uganda Wildlife Education Centre. Civil Society Organizations include African Wildlife Foundation, Bwindi Mgahinga Conservation Trust (BMCT). Wildlife Conservation Society, Uganda Association of Tour Operators, Uganda Hotel Owners Association, and Uganda Tourism Association. Tourists heading to Mgahinga National Park are more very likely to stop in Kabale, Lake Buyonyi and Bwindi Impenetrable National Parks as they form part of the tourist circuit within the Kigezi Region. 1.3 The EIA Process The environmental social impact statement has been prepared in accordance to NEA Act. Schedule 5, section 1 of the National Environment Act 2019, the Environmental Impact Assessment (EIA) Guidelines (1997) and Regulations (1998) for Uganda, which stipulates that it is the responsibility of the developer intending to set up a project to carry out the EIA and bear all the costs associated with its conduct. The Kabale-Bunyonyi, Bunyonyi-Kabeho, Kisoro-Mgahinga and Nyarusiza-Muhabura road EIA process required a multi-disciplinary approach due to the many varied environments (ecological, human, built etc.) that may be affected. As a pre-requisite for this project to be implemented an Environmental Social Impact Assessment (ESIA) aimed at examining, assessing and analyzing the environmental soundness and sustainability of the proposed projects by UNRA was conducted after the approval of the scoping report by NEMA on the 17th April 2018. 1.3.1 Objectives of the Environmental Social Impact Assessment (ESIA) The fundamental objective of this Environmental Social Impact Assessment is to ensure that the proposed Kabale and Kisoro road links project is environmentally sound and contributes to the development of environmental assets. It is also expected to provide a means whereby the overall environmental performance of this project can be enhanced through the following specific objectives: i. Ensure the environmental factors are considered in the decision-making process and facilitate the design of a monitoring program; ii. Identification and evaluation of the potential impacts that are associated with project implementation and subsequent operation;
6 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard iii. To identify, assess and specify methods, measures and standards, to be included in the detailed design, construction and operation of the proposed developments which are necessary to mitigate these environmental impacts and reduce them to acceptable levels; iv. Adoption of measures (and mechanisms for their incorporation in the project) to enhance beneficial impacts; and v. Inform the public about the proposal and allow people to examine the underlying need for a project throughout the project preparation and implementation period.
1.4 Scope of Work The scope of work includes, but not limited to: i. Detailed engineering design for the approved road option; including all necessary data collection, field surveys and analysis to cover all aspects of detailed design; ii. Environmental Social Impact Assessment (ESIA) in accordance with Ugandan legislation and NEMA guidelines and economic and financial analysis iii. Preparation of a full Resettlement Action Plan and associated surveys to identify and value property that will be affected by the road upgrading works and the establishment of the road reserve; and iv. Preparation of bidding documents based on the approved detailed designs, following PPDA requirements for international competitive bidding and compatible with the requirements of Uganda’s development partners regarding procurement of works.
The scope of environmental studies covers both the natural environment and the human/social environment, the interaction between the two and how this relationship changes as a result of human interventions. The natural environment was sub-divided into the physical and biological and the human into the social and economic. Standardized checklists were used to identify potential impacts to the proposed project roads that could likely influence the design outcome of the proposed construction of the Kabale- Bunyonyi, Bunyonyi-Kabeho, Kisoro-Mgahinga and Nyarusiza-Muhabura Roads. 1.5 ESIA Methodology Usually, road projects create a range of direct and indirect impacts on physical, biological and human environment. Understanding the environmental settings and issues and constraints along the proposed road upgrading and maintenance activities is essential for the design of the proposed road projects. The methodology follows the conventional pattern for road project ESIA’s and meets the requirements of Environmental Impact Assessment guidelines and procedure. 1.5.1 Scoping A scoping exercise was carried out to identify and highlight the key issues and impacts likely to occur during the construction, operation and maintenance phases of the project and therefore to be considered in the ESIA study. In order to comply with the Uganda’s legislation, a scoping report was prepared and approved on 17th April 2018 under reference NEMA/4.5 by the National Environmental Management Authority (NEMA). The scoping study defined as the direct project area of influence (AoI) where significant impacts will occur to be within the radius of 1 Km on each side of the road and indirect project of influence (3 Kms). This was
7 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard based on existing road pattern, population settlements, and sources of materials and topographical nature of the area. These ranged from much localized construction impacts to those associated with changes in traffic volumes as a result of the project. Following on from the scoping phase of the project, the ESIA study has: i. Updated and finalized the technical project description and worked closely with project engineers to confirm details such as the final layout of associated facilities, final locations and layout of temporary infrastructures (maintenance yards and worker camps), and construction and operation plans; ii. Conducted additional consultation and further refined the scope of the ESIA as necessary; iii. Collected additional baseline data through desktop research and field studies to complete a comprehensive description of the environmental, social and cultural heritage conditions; iv. Identified and assessed environmental, socio-economic and cultural heritage impacts; v. Developed mitigation and enhancement measures and an elaborate Environmental Social Management Plan (ESMP) including an approach for monitoring; and vi. Reported findings in this comprehensive ESIS.
1.5.2 Literature Review This was collected and reviewed and included: published regulations, guidelines, and national policy documents. Information on existing environmental conditions, relevant baseline data on the physical, biological and social environment was also reviewed and findings incorporated into the report to provide the basic background for impact identification and assessment. These documents guided in the impact assessment and development of mitigation measures. 1.5.3 Public Consultation The field visits also included consultation with various stakeholders along all sections of the proposed roads links. The purpose was to obtain supplementary information on social, socio- economic and socio-cultural conditions, and views on various aspects of the project. The consultation was also to obtain background information relevant to impact assessment and environmental management and to identify any areas of specific concern which needed to be addressed. Finally, the purpose of the consultation was to re-affirm, prior, and informed consultation leading to broad community support for the project. 1.5.4 Field Studies and Documentation Detailed site visits were carried out in June-July 2018 in order to gain first-hand knowledge of existing environmental conditions and to put the proposed road designs and construction works into context. The field visits were also carried out to supplement the available information with emphasis on those areas identified as being of environmental interest during the scoping process. During the studies, information on physical resources, ecological resources, economic development activities, socio-economic aspects, health, cultural and other values in the project area were collected. Characteristics of the project: A review of the project designs and other relevant issues has been carried out with particular reference to establishing the form and scope of the works, probable construction methods and materials, and operational characteristics of the completed
8 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard rural roads, in order to identify potential sources of impact of the project on the environment. The characteristics of the project have been considered in regard to the size of the project, the use of natural resources, the production of waste, pollution and nuisances, and the risk of accidents. The major factors considered included the following: Bio-physical factors: Assessing diversity and breeding habitats of fauna within the proposed project areas and their neighbourhood; and Surveying vegetation to determine composition and distribution flora within the project’s area of influence (including sites where materials will be sourced, if identified in time), with a focus on higher ecological sensitive areas like wetland areas and forested zones was done. Vegetation and Flora A reconnaissance visit along the alignments for the three roads was undertaken in October 2017. The purpose of the visit was to identify the main vegetation types along the alignment. The main vegetation types were identified based on direct field observation, previous vegetation classification and available satellite images. The visit formed the basis for identification of the survey sites to represent the whole range of habitats within the project area. The baseline information presented in this report includes information obtained from the following sources: i. Literature review; ii. Environmental Scoping in October 2017; and iii. Rapid Vegetation Assessment undertaken in June 2018.
a) Literature review
First, a desk-top review for all available literature about the flora, fauna and their conservation status in the project area of influence, was conducted in June 2018. This was aimed at identifying beforehand the priority species (i.e. threatened, rare, unique and species of scientific and conservation interest), sensitive habitats known to occur in the vicinity of the proposed project area of influence, and also to define the most appropriate scope for the field surveys. Previous vegetation classification was reviewed to provide an overview of the likely vegetation and habitats present within the study area. Kalema (2005) provides detailed information on plant distribution in most of the wetlands. Other data sources used included Langdale-Brown et al (1964), IUCN (2017), and Kalema & Beentje (2012). b) Vegetation Field Surveys
The specific objectives of the field survey were: i. Identify and characterise the main vegetation types; ii. Assess plant species abundance, composition and distribution within the project area and its immediate environs; iii. Identify key habitats and any existing invasive species; iv. Identify and report all priority species, i.e. protected, threatened, rare, endemic, keystone, restricted, and unique species;
9 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard Wet season field surveys were undertaken from 4th to 16th June 2018. During the survey the following areas were targeted for sampling; i. Areas along the existing Kabale-Buyonyi, Bunyonyi-Kabeho, Kisoro- Mgahinga & Nyarusiza- Muhabura Roads; and ii. Areas proposed for realignment.
The flora survey schedule is presented in the table below: Table 1-1: Schedule for Detailed Wet Vegetation and Flora Survey 2018 2017 Item May June Jul Sep Oct Nov Dec Wet season Reconnaissance Vegetation and flora survey
Invasive species survey
c) Field Surveys
Wet season field surveys were undertaken from 4th to 16th June 2018. During the survey the following areas were targeted for sampling; i. Areas along the existing Kabale-Bunyonyi, Bunyonyi-Kabeho, Kisoro-Mgahinga & Nyarusiza-Muhabura Roads; and ii. Areas proposed for realignment.
Following the entire length of the roads, similar methods were used for each of the roads i.e Kisoro-Mgahinga, Bunyonyi-Kabeho, Nyarusiza-Muhabura & Kabale-Bunyonyi, and Roads. Circular plots of radius 3m were established at 1km intervals alternating along the road. At each point, two plots were established at 3m from the edge of the road and 10m away from the edge of the road. A total of fifty-one points (51) were assessed. Along the Kabale-Bunyonyi road, more plots were placed on the side where more cuttings will be made. d) Re-Alignment Areas
Some sections of the road are proposed to be re-aligned. The realignment is intended to reduce of the sharp bends. At this point, plots of radius 3m established along the length of the section at intervals of 10m were used. In addition to the above areas, zonal habitats believed to be unique within a given area were sampled. These included areas such as agroforestry systems. In each of the areas, plant communities, species of conservation concern and invasive species were recorded when encountered. These were reviewed beforehand during the literature review. Photographs and GPS waypoints were taken at each of the sampling sites. The vegetation at each sampling site was described based on the floristic and landscape features observed in the habitat types, the variation in the habitat structure, and species composition.
10 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard e) Opportunistic Species Enumeration
The plot method used here may not capture the entire species richness within the AoI. To increase on the species, list a time constraint method was employed at all sample plots. A two (2) minute visual scan of the areas outside the plot was used to identify new species that were not recorded from the plot method. The species generated by this method were recorded as opportunistic species. These records were used to supplement the species lists from plots data thus reducing the bias of plot data. For each topic, the likelihood of significant effects arising was considered in terms of direct and indirect effects during construction and direct and indirect effects during operation and maintenance. f) Species Data Enumeration and Capture
Within the plots, all species of plants present were identified and counted, and the life form recorded. The taxonomy of each plant was recorded at family, genus and species levels. The life form of each plant was recorded as tree, shrub, woody climber, herbaceous climber, grass or herb. This included both woody and non-woody plants in each quadrat. The coordinates of the mid-points of the circular plots were recorded using Garmin Oregon 650t GPS Unit and used to produce the maps above g) Voucher Specimens
While all effort was taken to identify as many species in the field as possible, some species could not be easily identified with certainty. Such species that could not be identified in the field were collected using secateurs and placed in a collection bag, pressed in a plant press, and taken to Makerere University Herbarium for correct identification. Floras were used to aid identification of species at the herbarium (FTEA-Polhill et al., 1954). Other publications used in identification included Hamilton (1990), Agnew & Shirley (1994), Beentje (1994), and field guides such as 115 Ugandan Grasses (Phillips et al., 2001) h) Data Analysis
A plant species list (species richness) was compiled from the surveyed plot data and opportunistic observation of species to make a near complete species profile for the project area. For trees and shrubs, frequency (i.e. how often the species are encountered in the plots) and abundance (total counts in the sampled plots) are reported. This data shows the species composition within and around the project area, as well as an indication of the species richness. Climbers were recorded using a presence-absence approach due to the difficulty of identifying the point of rooting. Ferns, herbs and graminoids (grasses) were assessed using abundances of species and scored on the DAFOR scale visually, i.e. assigning species composition a relative description of abundance of: 5. Dominant (corresponding to 100% cover); 4. Abundant (60-99% cover); 3. Frequent (40-59% cover); 2. Occasional (20-39% cover); and 1. Rare (less than 19% cover). This is a quick method of assessing relative abundance (see Kent & Coker 1992). Species of conservation concern were checked against the IUCN Red List database, the Uganda Red List, and published literature. Invasive species were checked against the global invasive database and the national invasive species lists. Protected plant species were checked against the reserved species list published by National Forestry Authority. This was supplemented by consultation with experts at Makerere University.
11 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard i) Data Limitations
The flora baseline surveys within the project area of influence were faced with the following limitations: Spatial limitations – incomplete spatial coverage of sampling points and transects relative to the extent of habitats. This arose due to flooding of the wetland areas that precluded navigation to sample points; Terrestrial Fauna sampling Terrestrial fauna covers a wide variety of the taxa from vertebrates and invertebrates. In the context of present study status of mammals, birds, amphibians, reptiles and butterflies in the study area will be assessed. Information about the fauna aspect will be collected during the ESIA Study using direct and indirect sightings method; transect method and Interaction with the residents. More useful information will be obtained from literature for example the studies done by other projects in the same areas. Butterflies
Studies indicate that insects have a large influence on plant diversity and species of insect serve keystone functions in the community. Butterflies satisfy most selection criteria for use as bio indicators therefore they are indicators of good ecosystem health. Butterflies respond quickly to environmental changes and there is now considerable amount of data on how particular species contend with alterations in land-use, and thus may play a valuable role in ecological monitoring. Different species of butterflies will be recorded in the study area including species of significant conservation concern, IUCN category species, and other habitat specific species, for example forest specific species. The butterfly fauna of the target areas were sampled through the systematic use of sweep net at each point location. Random sweeping within the areas (rapid biodiversity assessment) that involved combing through a defined area and catching and identifying every species encountered was employed. Opportunistic observations were included to help build the species list. Each of the butterfly species was assigned to one of the ecological categories as described by Davenport (1996). The major categories considered in this study are forest dependent species (F), forest edge/woodland species (f), open habitat species (O), widespread species (W), migratory species (M), and wetland species (S). Herpetofauna Herptiles were surveyed using four methods that were employed simultaneously depending on habitat structure and target taxa. These methods included; a) Visual Encounter Survey (VES) method.
Reptiles and amphibians were surveyed using Visual Encounter Survey (VES) method as recommended by Lukwago and Mwavu (2014). This random search increases chances of finding animals on addition to covering a wider survey area. VES for reptiles was conducted during the day by observers walking through a designated area for 8 hours visually searching for animals. However, optimistic finding at night were also recorded with a GPS point. VES for amphibians was conducted at night from 7:30pm to 12 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard 11:00pm. The number of animals encountered were noted along with time elapsed during the survey. This method involved a search on the ground, in the leaf litter (forest floor), along the river and proximal gardens. Among the equipment that were used included; a headlamp, Amphibian-voice recorder, collection jars, GPS and a camera. Successfully captured individuals were identified by species using Field guide books (i.e. Spawls et al., 2004 and Channing and Howell, 2006 ) and were later photographed and released back to their habitats. b) Acoustic (sound recordings) survey method
Acoustic survey method reveals the presence of hiden amphibian species (Brauer et al., 2016). During surveys, a sound recorder which was stationed on particular habitats of intensive amphibian activity including wetlands and forests. The sound recorder captured amphians sounds and later was identified by species. c) Dip netting in aquatic habitats
Dip netting was applied to water confined herpetofauna (Gary and Kathleen, 1995) specifically water snakes and Anura (tadpoles) while using a dip net. d) Interview with local people
Reptile surveys for this assignment were as well conducted through interviews with local people, asking them about physical signs (skin shades and color, prints, bones, fecal samples etc.) of reptile presence within the project area. All recorded in the study area were assessed in accordance to the IUCN red listing (http://www.redlist.org) and is also a CITES appendix II listed species for Uganda will be included for comparison with the findings. Mammals
a) Medium to large sized mammals Medium to large sized mammals were surveyed using Standard line road transect counts alongside site, walkovers looking for signs (droppings, tracks, territory markings and resting sites) and a “sit, wait and watch” approach to record species presence, abundance, corridor use and activities (Bennun & Howell, 2002). These were conducted in open grasslands, savannah woodlands, extensive flood plains and Tropical rain forests. Additional records were collected from a slow-moving vehicle at 25km per hour counting medium to large sized mammals within 25m on either size of the proposed road infrastructure. Opportunist records of presence carnivores that are rarely sighted were also noted. b) Rodents and shrews For small mammals, 20 Sherman traps were set along 1 transect in each habitat type at an interval of 10m for a minimum of two trap nights. The traps were baited with a mixture of maize flour, peanut butter and ghee to attract the targeted animals. Trapped individuals were measured for body weight, tail length, body length and the hind-limb length, and their sex identity determined. They were identified to species level using the Small Mammal field guidebooks with clarification from Makerere University Museum.
13 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard A photograph of each individual specimen was taken, and later released back to their habitats. Avifauna
Three methods were used systematically to survey avifauna diversity within the project area. These were; i. Timed species counts Timed Species Counts (TSCs) were applied to provide useful data for assessing the relative abundances of birds in specific areas, particularly in species-rich areas of the National Park. Timed Species Counts (TSCs) (Bibby, 1998) were conducted for one hour between 6:30 and 7:30am for 7 days. During each one-hour count, bird species were listed in the order in which they are seen or heard against a time frame. ii. Point counts Point counts were conducted by the observer recording all birds seen and heard from a point count station for a set period. A series of point counts completed over road sections were compiled for analysis. iii. Transect counts The 2km transects were divided into 200 m sections. A commoner species would more often be recorded in the first ten minutes than a rare one, which would also be recorded in fewer counts. Equipment that was used during bird surveys included; 42x10 Vortex pair of binoculars, compass and Garmin GPS 84. Socio-Economic surveys The socio-economic studies undertook assessment and predicted the nature and size of potential negative and positive effects on individuals, businesses and communities including the following: e) Social disruption: Local community structures along the project roads, attitude and response to similar projects in the area, vulnerability to social disruption and capacity of social service delivery institutions were assessed; i. Potential impact on local economy during construction and operation of the project was investigated by identifying which project activities will inject money into the communities through local material suppliers, labour, local services, etc.; ii. Construction and post construction effects on human health arising from construction tools, materials and by-products were identified and evaluated; iii. Capacity to control and manage the potential spread of communicable diseases including HIV/AIDS, especially by construction workforce, was examined. Experiences from management during past projects in the area was be useful; and, iv. Information on physical cultural resources, indigineous people and tourist facilities in the project areas was established through interviews with local leaders and residents, and consultations with the Ministry of Tourism, Wildlife and Antiquities.
The sections below describe the methodology and scope of the social impact assessment indicating the approach that was used to identify, evaluate and recommend mitigation measures for social impacts. The social assessment sought to identify social economic activities within the project road area and associated infrastructure, identify disadvantaged
14 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard people such as women, elderly people, terminally ill and those at risk (for example squatters, and landless people) and described their social and cultural characteristics. Field surveys were conducted including consultations and the analyses have been utilized in this ESIA report. This has led to impact assessment and recommendation of mitigation actions. To adequately assess social impacts resulting from development of proposed Project, both qualitative and quantitative social assessment methods were used. Data collection was undertaken at household level as well as in communities/settlements and other social aggregations. The approach taken to collect and gather data relevant for completing this ESIA were as follows: i. Document and literature review; involving detailed study of existing, related and relevant documents, case studies, reports, manuals and policies. ii. Data collection (primary and secondary) at local, district and national levels. iii. Selection of a representative sample population (30% of the population in districts affected by project) for which a quantitative and qualitative assessment would be done. iv. Field survey using structured and semi-structured questionnaires, key informant interviews, participant observations and focus group discussions. v. Assessment and analysis of field findings. vi. Stakeholder consultation and additional data collection (informant interviews, focus group discussions etc). vii. Analysis of identified impacts and determination of their severity and significance.
Stakeholder Identification and Consultation Consultation with key stakeholders is a continuous process that was carried out throughout the ESIA process. It is the intention of UNRA to continue with it during the construction and operation phases of the project. During the study, stakeholder analysis was undertaken to identify Interested and Affected Parties (I&APs) to the project. Public consultation was critical in enabling the understanding of the local conditions and socio- economic impacts and feasible mitigation measures. Consultations were carried out through; i. Workshops ii. Community meetings
Several stakeholder workshops were conducted as part of stakeholder engagement and these started right from the scoping stage. The purpose of the workshop was to inform stakeholders about the proposed project and thereafter get feedback on likely impacts. Consultations engaged PAP’s through community meetings held in each parish/ward to sensitize people about the project, its potential benefits and negative impacts and obtain their views about the project including impact avoidance and mitigation opinions. Consultations also aimed to establish social economic indicators related to health, livelihoods and local economies, literacy and general living conditions. Community meetings were attended by a broad spectrum of residents including women, elderly people and youths. Especially for PAPs, there was opportunity (during household surveys) to clarify issues that were not clear in general community meetings.
15 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard Field Surveys
Upon the completion of literature review, a household survey was undertaken with the aim of conducting interviews with communities and stakeholders identified and to ground truth information collected from secondary literature. The household survey method used was sampling where households to be interviewed were randomly selected. This was done in two stages as follows. The first stage was identifying project affected villages in each district while the second and ultimate stage was the selection of the households’ sample. The boundaries of each village were identified by the enumerators together with the community leaders. For each selected village a list of corresponding households was compiled with help of community leaders a day before the surveys. The interviewed households were randomly selected from the compiled list basing on an array of random numbers Data processing and analysis
Every evening on a survey day, the team held a data quality control session in which all unclear responses in the questionnaire were discussed. The collected data was safely kept and thereafter transported to Kampala to develop an SPSS database. A data entry form designed in Epi Info package was developed and used as a template for this purpose. The designed form was especially important for taking care of the skip patterns within the questionnaire. The entered data was exported from Epi Info to SPSS for improvement and quality checks. During database cleaning, trial runs for variables’ descriptive, frequencies and cross- tabulations were used to identify inconsistent information that would be double checked and rectified. Routine examinations of these trial runs’ outputs were undertaken to uncover dirty data. The data entry team sought any clarifications with the field team whenever necessary. Questionnaire Design
The Census and social economic questionnaires was designed to have a household section and community characteristics section. The household section had three modules covering: i. Information about the project; ii. Household characteristics; and iii. Living standards. The community characteristics section had five modules covering: iv. Basic demography; v. Village/community economy; vi. Education, culture and local politics; vii. Health and healthcare services; and viii. Natural environment.
Venue of Interviews
Household interviews for affected people (PAPs) were conducted in homes of interviewees where interviewers also observed housing and living conditions. PAPs that were not available at that time were represented by either a spouse or their children.
16 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard Sampling and Sample Design
Socio-economic questionnaire on people affected people was administered to a sample of about 30% of all PAPs. In order not to have bias, a household random survey method was adopted. The first stage was identifying project affected villages in each district while the second and ultimate stage was the selection of the households’ sample. The boundaries of each village were identified by the enumerators together with the community leaders. For each selected village a list of corresponding households was compiled with help of community leaders a day before the surveys. The interviewed households were randomly selected from the compiled list basing on an array of random numbers. a) General Guidelines
General guidelines or rules were developed and followed by the survey teams. Interviewers were keen to: Explain clearly the purpose of the questionnaire be patient, socially and culturally respectful towards local people make phrasing as simple and easily understandable as possible, to illiterate people in particular b) Data Reliability
Data collected in this ESIA was checked during data collection and data entry. It was expected that what people said about themselves, the Project and development prospects for their communities, was accurate. However, broader questions about possible bias and reliability were addressed as below: Anticipated Sources of Bias and Remedies - Reliability of information collected depended primarily on ethnic and gender composition of household samples interviewed and effort was made to ensure samples were representative of the overall populations of communities within the project area, from which they were drawn. Care was taken to ensure that samples in individual districts are closely representative of ethnic composition of the overall populations in the flood area, especially ensuring that women are not under-represented. Another potential source of bias is the time of day when interviews were conducted. In rural areas people are often busy during daylight hours; the people at home during this time are often preschool children, unemployed dependants, or elderly persons. To offset these problems, the survey teams held rural interviews during lunch hours when possible, and urban interviews in early evenings and on weekends. Role of Local Leaders - Local leaders (LC chairpersons) played an important role in community mobilization and facilitating access of the survey teams to communities in which households were to be interviewed and, in some cases, acted as interpreters. Focus Groups Discussions (FGD)
Group discussions were conducted as a follow-up to the content analysis and individual interactions in interviews. FGD were conducted at the community level mainly with people who are affected by the project. Participants in these discussions included local population, women groups, local leaders and elders, community development leaders and District officials.
17 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard Attitudes towards social benefits, risks involved during construction and operation, resettlement, compensation and land takes were also discussed. During field surveys, information obtained from household surveys, interviews and focus group meetings was corroborated through direct observation by the study team. Observation was specifically aimed at assessing physical assets of people in affected areas, living conditions, and settlement patterns households’ capacity to diversify incomes, social and economic networks Approach for Stakeholder Consultation The following techniques were used to conduct consultations: i. Interviews with local administration (district administration and local LC leaders). ii. Consultation with local communities to be affected by the project. iii. Focus group discussions and formal meetings.
Air Quality Measurements This assessment focused on the Criteria Air Contaminants (CAC) and Greenhouse Gases, which reflect the project emissions of concern with respect to human and environmental health. Major sources of outdoor air pollution in the project area are or will be from vehicular traffic and project’s construction activities. Different air pollutants are described under the following headings: i. Particulate Matter; inhalable and respiratory particulate matter (of <5µm diameter) ii. Hydrogen Sulphide (H2S) iii. Nitrogen Dioxide (NO2); iv. Carbon Monoxide (CO); v. Greenhouse Gases: (carbon dioxide (CO2), methane (CH4).
Table 1-2: Air Quality Parameters Analyzed, Selection Rationale and Data Source Parameter Rationale for Selection Linkage to Regulatory Baseline Data for Drivers EIA Particulate Indicators of potential project Environmental Project-specific Matter, effects from diesel engines baseline Study Work data for emission Inhalable and fugitive dust emissions Plan rates Particulate Parameters of concern with Criteria Air National Matter, respect to human and Contaminants under data for H S 2 environmental health National Ambient Air ambient air SO2, Quality Objectives quality NO2 Quantitative data
18 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard Greenhouse Project will emit Greenhouse Environmental Project specific Gases gases Contribution to Baseline Study Work data for emission Including national Plan rates CO2 emissions and potential Kyoto Protocol effects on climate change
Sampling was done systematically at distances of approximately 1 km from one sampled point to the other along the project roads. Measurements were taken thrice at each of the sampled points following the standard operating procedure of each of the measuring equipment used in the study. Integration of all the stated parameters above gives an overall perception of positive and negative impacts owing to the project roads upgrading activities to be undertaken. The specialized equipment that were used for taking air quality, vibration, noise, temperature, relative humidity and radiation measurements are illustrated in the table below: Suspended Particulate Matter
The principle involved in Suspended Particulate Matter (SPM) sampling method is that the particles are filtered from known volume of an air sample by a suction apparatus - Hand Held Laser Particle Counter Model 3887. The particle counter was held 5 inches above and horizontal to the ground. Due to lack of clear direction of wind flow, sampling was done four times at each point (facing north, east, south and western directions). The results of particle counts are displayed on the screen and recorded. Air Quality Analysis
MX6 Multigas Monitor Industrial Equipment was used to measure air quality parameters. Air quality measurements were taken on the selected sampling points in the project area for carbon monoxide, hydrogen sulphide, Nitrogen dioxide, methane and Volatile Organic Compounds (VOCs). Sound Level Measurement The sound level was measured by using Precision Integrating Sound Level Meter Type: 4 in one Digital Sound Level Meter, Model CEM DT 8820 (range 35 – 130 dBA) for noise, (-20 – 750 oC) for temperature, (25% - 95%) relative humidity and (0 – 20000 LUX) for light intensity. The meter is equipped with the three frequency-weighing networks (A, B and C) that is used to estimate the response characteristic of the ear at various sound levels and frequency distribution of noise over the audible spectrum. The (A) frequency-weighing approximates the response characteristics of the ear for levels below (55dB). The (B) frequency weighing approximates the response characteristics of the ear for levels between (55 and 85) dB and the (C) frequency weighing approximates the response characteristics of the ear for levels above 85dB. It consists of the following main features: (i) The Sensor or Microphone. The sensor is a high precision electrode condenser microphone, which must be protected from physical abuse, dirt, oil, water or ingress of any other such substance.
19 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard (ii) The Control Panel. The control panel comprises of the: Recorder for the maximum level of sound, and minimum level of sound, Range selector, Auto and manual rest switches, Hold on max and min level ; (iii) The Range Selector. These switches can be used for selecting the relevant range of the sound level. The charged sound level meter is adjusted for slow time response. The sound levels were measured at different sites with maximum and minimum recordings taken for the particular site and respective average sound levels calculated as the final readings. Vibration
PCE-VM 5000 Vibration Meter was used to measure vibration in the units of velocity and acceleration. Two electrodes plugged in channel 1 and channel 2 ports of the equipment and magnetically attached to a metal rod vertically forced into the ground to a depth of 0.5 to 1.0 inch were used to detect and transmit the vibration that was then read out and recorded from the equipment LCD screen Magnetic Radiation
NFA 1000 3D Low Frequency Analyser was used to detect magnetic radiation. The magnetic radiation was measured in the tRMS - “true Root Mean Square” mode. The values displayed and recorded can be compared directly to classifications recommended by building biologists
Table 1-3: Specialized equipment used in the assessment S. NAME OF PICTURE PARAMETERS THAT N EQUIPMEN T THE EQUIPMENT o MEASURES
1. PCE-VM 5000 Vibration in terms of: VIBRATION Acceleration – METER SD (i) Card Data m/s2 Recorder 4 (ii) Velocity – mm/s Channels (iii) Displacement - mm
2. IBRIDmx6 - (i) Carbon monoxide Gas analyzer (ii) Hydrogen sulphide Multi gas (iii) Nitrogen dioxide analyzer. Methane Measures different (iv) kinds of gases (v) PID(Volatile depending on organic sensors inserted in compou it nds)
3. NFA 1000 3D- (i) 3D potential- NF free ANALYSER Analysis, and electric field configuration with (ii) 3D magnetic field data logger
20 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard 4. HAND HELD Particle size retained LASER by each filter in PARTICLES Particles per cubic metre COUNTER. Model 3887 Make: KANOMAX Fitted with 0.3 µm filter, 0.5 µm and 5.0 µm
5 AZ 77535 (i) Carbon dioxide TEMP. RH.CO2 (ii) Temperature Measures in (iii) Relative three modes: Dry Humidity air Dew point Wet bulb (WBT)
6 CEM DT-8820 (i) Sound ENVORONM ENT (ii) Light METER (iii) Temperature Light Meter: 0- (iv) Humidity 20000LUX Temp. Meter In this study, it was used to 20.0-750C only measure sound. 40F-1400F Humidity 25%- 95% Sound Level:35-100dB
1.5.5 Identification of Environmental Impacts Key potential benefits as well as adverse impacts on physical, biological and socio-economic environment associated with the project construction, and operation and maintenance phases of the project were identified. Feasible and cost-effective mitigation measures that may reduce potentially significant adverse environmental and social impacts to acceptable levels and enhance beneficial impacts were recommended. An Environmental Social Management plan was developed to be fully integrated with the overall project management effort. A programme for monitoring environmental impacts during and after construction was prepared.
21 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza- Mahabura Gate road (5.3km) from Gravel to bituminous standard 2.0 CHAPTER TWO: PROJECT DESCRIPTION AND ACTIVITIES
2.1 Project Location 2.1.1 Kabale-Bunyonyi and Bunyonyi-Bufuka-Kabeho Kabale-Bunyonyi road connects Kabale town to the tourist attractions around the scenic Lake Bunyonyi through Kachwekano. It joins the Kabale-Kisoro road just after Kabale town and runs in a south-westerly direction to Lake Bunyonyi. It traverses mountainous terrain with the last half of the road winding uphill to Kachwekano and then downhill to Lake Bunyonyi, before ending in a loop. The road crosses no major river thus has no bridge. See figures 2-1 to 2-3 below for details. The total length of the road is 7.8 km and reaches the Lake via the village of Kacwekano. It is a mountainous area with an elevation difference of approximately 250m from the Beginning of Project to the highest point which is at 4+800. BoP is at 1810masl and EoP is at 1970masl. The existing road is gravel with an average width of 6.5m. From 0+000 to 1+100, the road is in urban area with intersections with local roads and accesses to properties on both sides. Average distance between the physical boundaries of the properties is currently 23 meters. With the exception on the junction in Kachwekano, no other main junctions are present along the road. In Kachwekano two roads depart to connect villages on the top of the mountain and they finally reach respectively Kabale-Katuna road, near the Rwanda border, and Kisoro- Kabale road, near the village of Muko. Bunyonyi-Bufuka-Kabeho road commences at the lake Bunyonyi loop road, and traverses along the beautiful lakeshores through the towns of Bufuka and Kabeho for approximately 7.3km. It is currently gravel surfaced and in poor condition and is barely passable during the rainy season. The current cross section is approximately 5m wide. Tarmacking the Kabale Bunyonyi road towards the loop at kilometer 7.8 without the entire Lake link road would end up cutting off very many potential tourism resorts which are a few kilometers ahead, yet they have massive investments that attract tourists.The scope of this road is therefore strictly touristic but the upgrade will also help the development of the near villages and trading centres.
Plate 2-1: Start of the project off Kabale-Kisoro Road
22 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 2-1: Project Location within Uganda
23 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 2-2: Location Map
24 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 2-3: Profile of the Existing Road
25 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Along Kabale-Bunyonyi; from 1+100 to 2+000 the road enters in a more rural area. The stretch from 2+000 to 3+000 is characterized by a series of informal quarries and borrow areas on both sides of the road. The soil in this area is quartzite and sandstone. The road bends frequently left and right with wide radius.
Plate 2-2: Existing illegal quarrying within the Road Project area
Additionally, along Kabale-Bunyonyi, from 3+000 to 4+900 the road starts climbing reaching the highest point at the top of the mountain, where a 5way junction hosts the small Kachwekano trading centre. This stretch is characterized by 2 sharp curves. There are no safety barriers on the external side. Some locations offer scenic views on the surrounding valley.
Figure 2-4:Topographical profile of the Kabale-Bunyonyi Road
From station 4+900 to 6+700 the road starts going down to the level of the lake with an elevation difference of around 110m. It keeps a constant average gradient of 6%. In this stretch, two curves of 80m and 50m radius are at a quick sequence in a narrow corridor between big trees and steep cuts. At Ch. 5+920 the road bends in a sharp curve that can be considered a hairpin of a radius of about 20m.
26 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Plate 2-3: Hairpin at Ch 5+920
Still along Kabale-Bunyonyi, from Ch. 6+700 the road follows the coast of the lake and the longitudinal gradient let us define it as rolling. The area is characterized by wetlands which can be a challenge at Ch. 6+900 where a curve of 20m radius borders a swampy area and makes the improvement depend on the characteristics of the soil. In this last stretch, the right of way becomes narrow and several touristic structures and resorts can be found along the road on both sides. At Ch. 7+230 the road bifurcates in correspondence of the entrance of the trade centre and it forms a loop around a small hill and running along the shoreline of the lake
Plate 2-4: Loop at the end of the road
The village is characterized by commercial activities, a small market twice a week and a boat landing site. The available space is constrained by the buildings, the hill and the coast of the lake. The road in not protected and the shore is not treated. The elevation difference from the level of the lake and the road was approximately 1.50m at the time of the site visit. There are fixed wooden docks where small boats berth to load and unload goods and passengers.
27 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Plate 2-5:Docks of the landing site
The End of the Project (EoP) is at the bifurcation, where the loop starts. The road continues following the lake shores and connecting other resorts until the last point which is 7.3km from the EoP and where the last resort is located. It is a rolling winding road.
2.1.2 Kisoro-Mgahinga Road Section Kisoro is at the lower-western end of the Ugandan road network. It is a destination for tourists who want to track gorillas and visit the national parks. The main "Touristic Ring Road" passes in Kabale and currently the only way to join this circuit is through the Kabale-Kisoro road. Since it is not possible to round the Bwindi Impenetrable National Park, unless crossing the border with Congo, visitors must pass on the same way to reach the Mgahinga Park and return to the "Ring Road". The road is in the district of Kisoro and connects the town of Kisoro to the gate of the National Park of Mgahinga, house of the Mountain Gorillas, through the trading centre of Nyarusiza. The beginning of the project is in the Kisoro town centre, on the main paved road crossing the town. The road is well signalized and the signboards to the National Park are clear. The first 165m are on the Kisoro - Cyanika Road which is currently unpaved and then a right turn takes us on the main route to the gate. No evidence of any planned or ongoing upgrading project of the Kisoro - Cyanika Road has been found and we therefore believed convenient to place the BoP at the end of the main paved road. The project road starts from Kisoro and links the town to the main entrance of the Mgahinga Park in Ntebeko. Apart from passing through some villages and trading centres, the road does not cross main roads. Near Nyarusiza the network of local roads is denser and the Junction in this trading centre is a focal point for the departure of 2 more roads, leading to the Muhabura entrance of the park and connecting back to the Kisoro-Cyanika road, from where the main road starts The terrain is flat to rolling and the longitudinal gradient slowly increases heading to the park gate. The elevation difference from the BoP to the EoP is approximately 400m, starting from an elevation of 1935m a.s.l.
28 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 2-5: Topographical Map of the Kisoro-Mgahinga Road Section
Plate 2-6: Road condition at Ch. 0+150
The existing road is a gravel road, approximately 7m wide. From Ch. 0 + 000 to 0+700, the road is in peri urban context and buildings are likely to fall in the right of way in some sections. Power transmission overhead lines run all along and cross the road. As per the Terms of Reference, 5 km of internal town roads shall be designed. At Ch. 0+500 a market area will soon be open, and the lateral minor roads will be considered for the upgrade. From Ch. 0+700 the road crosses farms and small rural properties. The alignment is characterized by quick shortchanges both horizontally and vertically, to follow the terrain and avoid artefacts. 29 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Vertical alignment becomes steep in several points. Water distribution points are found often along the road. At Ch. 2+000, the road bifurcates and the main road bends south. Signboards indicates that the main road to the park. At the junction there is an active a trading centre. The secondary road is a narrower but shorter way to reach the gate of the park and joins the main road after 3.5km.
Plate 2-7: Junction and trading centre at Ch. 2+000
At Ch. 4+150 the trading centre of Nyarusiza is located at a 4-way junction. From this point a road departs to connect the secondary access of Mgahinga Park, while, to reach the main gate, visitors must turn right. The road crosses rural areas of farms and the longitudinal gradient is very variable. Sharp curves to bypass properties are common and many plots are likely to be in the future road right of way. Soil is volcanic rock and visible rock outcrops are frequent. At Ch. 7+300 the road bends on the left at the village of Bufumbira. At this junction, the possible alternative route joins the main road. From here the average longitudinal gradient of the existing road increase and remains constant until the gate, while local humps and sags are frequent.
Plate 2-8: Local Council road upgrade projects
At Ch. 11+500 and Ch. 13+050, signboards indicate 2 road upgrading projects developed by local councils, connecting near villages. In the last 500m the road becomes narrow and properties are adjacent to it. In this area, several resorts allow the tourist to have an early morning access to the
30 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard park, otherwise difficult. The road ends at the gate of the park where currently a reception controls the accesses. The visitors can enter with their vehicles and park them inside. 2.1.3 Additional Road: Nyarusiza-Muhabura Gate (5.3 km) The road is in the district of Kisoro and connects the town of Kisoro to the Mahabura gate of the National Park of Mgahinga which is the beginning of trekking activities to the Muhabura Mountains, one of the key tourism activities in the area. The starting point is at the trading centre of Nyarusiza Junction, part of the project. Muhabura gate is the second gate to the Mgahniga, its improvement will provide full access to the park.
Figure 2-6: Additional Nyarusiza-Muhabura Road section
31 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 2.2 Design Elements for Kabale-Bunyonyi Road and Bunyonyi-Kabeho Links 2.2.1 Geometric Design The category of the road is set as III paved, as regulated by Road Design Manual, but the width of the lane has been increased to 3.00 meters to consider some heavy vehicles traffic. Shoulder are 1.5 meters each as for typical cross section. Four different typical cross sections were selected according to the type of terrain the road is approaching. In the urban areas, a section with separated cycle lanes and pedestrian walkaways was approved, with landscape in the median and a total width of 19 meters; in the rural and rolling parts, the bicycles can travel on shoulders while the pedestrian path is 2.5 meters wide and separated from the main road by a median with trees and landscape, for a total width of 12.5meters. The mountainous section is limited to the 9 meters of the main carriageway and allows higher gradient to reach the top of the mountain. The horizontal and vertical alignment has been designed trying to follow as much as possible the existing alignment, to minimize earthworks and construction phases. In some location, where the existing road presents sharp curves or steep slopes, to upgrade the road and to allow the design speed it has been necessary to move from the road and design with higher standards. To follow the touristic features of the road, some viewpoints at the top of the mountain were placed to allow travellers to enjoy the view of the valley and the lake. The road end with a loop on the lake shore, with a one-way single lane road but with separate pedestrian facilities to create a corniche to allow tourist to enjoy the lake, the piers for the boats and the local market stalls. 2.2.2 Pavement Design The pavement calculation was performed according to Ministry of Works and Transportation “Road Design Manual”, Volume 3 part I (Flexible Pavement Design Guide), as a result of a decisional process involving different stages: i. Assessment of the desired design life of the road (20 years) ii. Calculation of the relative cumulative traffic forecast for the period (category T2) iii. Evaluation of the existing soil conditions and its geotechnical features (category S2), iv. Definition of average climatic conditions that will affect the durability (Wet environment), v. Proposal of specific characteristic of the pavement according to local peculiarity, and vi. Selection of the pavement structure and composition according to the catalogue proposed by the mentioned norm.
2.2.3 Characteristics of the Existing Traffic The road is the fastest link from Kabale to the shores of the lake Bunyonyi. It is used to connect the villages on the lake shores with the Kabale Municipality and by the tourists to reach the resorts on the lake. The Junction in Kachwekano is a crucial point where two more roads join and distribute the local traffic to and from the villages. One road lead to the border with Rwanda, in Katuna, and the other one reaches the main Kabale-Kisoro road after coasting the lake. There is currently very light traffic flow which is mainly composed by motorbikes and less frequent cars. The component of pedestrians is important as they share the road with the motorized vehicles.
32 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 2.2.4 Drainage and Minor Culverts The excavation of the surrounding mountains due to the quarries rapidly modifies the morphology and hydrology of the area. Given to the quality of the soil, landslide and transportation of debris are possible and common road storm water drainage solutions might not be enough to face these events. The following culverts have been identified (Table 2-1). In most cases the conditions were good, only a few were obstructed by mud and debris.
Table 2-1: Schedule of existing culverts in Kabale-Bunyonyi Chainage Type Material Size
0+600 Pipe Culvert RCC 0600 0+700 Pipe Culvert RCC 0600 0+850 Pipe Culvert RCC 0600 0+900 Pipe Culvert RCC 0600 1+000 Pipe Culvert RCC 0600 1+050 Pipe Culvert RCC 0600 1+070 Pipe Culvert RCC 0600 1+1300 Pipe Culvert RCC 201000 1+400 Pipe Culvert RCC 0600 1+800 Pipe Culvert RCC 0600 2+000 Pipe Culvert RCC 0600 2+100 Pipe Culvert RCC 0600 2+160 Pipe Culvert RCC 0600 2+300 Pipe Culvert RCC 0600 2+400 Pipe Culvert RCC 01000 2+460 Pipe Culvert RCC 0600 2+500 Pipe Culvert RCC 0600 2+600 Pipe Culvert RCC 0600 2+650 Pipe Culvert RCC 0600 5+950 Pipe Culvert RCC 0600 6+400 Pipe Culvert RCC 0600 2+650 Pipe Culvert RCC 0600
Major Structures Currently there are no major structures along the road. The design will not include any major structures like bridges, viaducts, tunnels, etc.
33 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Junctions and Intersections The road has several small entries to properties at the beginning of the project, exiting from the Town of Kabale. The main Junctions are the one in Kachwekano and the one at the beginning of the loop, where an additional road continues to connect other resorts on the shores of the lake. Such intersections include 0+550Kabale internal road T-Junction, 4+860Kachwekano Junction.4-way Junction, 7+250 "Loop" Junction 3-way Junction Borrow Areas The Contractor shall locate borrow pit every 5km interval along the alignment where possible but given the nature of the mountainous ring terrain, it may not be possible to locate trial pit this interval. However, the Contractor shall exhaust all possible sources in the vicinity of the project areas including the neighbourhood.
Figure 2-7: Location of borrow pit 1. Kagalama village –Kabale District
34 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 2-8: Location of borrow pit 2 at Kachwenkano Trading Centre
35 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Sand Sources These sources were sampled and tested for the following properties: i. Plasticity tests; ii. Clay/ silt content tests; iii. Sand equivalent tests; iv. Organic impurities; v. Alkali reactivity; vi. Grading Fineness Modulus; vii. Water absorption.
Figure 2-9: Sand at Kiyola quarry areas
36 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 2-10: Sand mining at Rugina Village, Nyaruisha S/county along Kisoro Mgahinga Road
37 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 2-11: Sand at Nyambugu areas and Nyarusiza in Kisoro
Hard stone area In existing commercially quarries, samples of fresh rock were obtained by hand, or drilling from existing faces and outcrops or sampling from the available stockpiles. Great care was taken to avoid sampling from a superficial horizon of weathered rock and to ensure that the samples are representative of the stone to be used.
38 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 2-12: Rock at Banyara/Hamurambi in Kabale
Plate 2-9: Quarry 1- Banyara/Hamurabi village along muyimbu-Mparo road
39 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Plate 2-10: Qurray at Kiyoola village along Kabale-Bunyonyi
40 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
41 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Plate 2-11: Stone quarry at Kabako-Mwalo village in Kisoro
2.2.5 Design Road Alignment Horizontal Alignment The horizontal and vertical alignments of the road have been design, according to the criteria and to Client’s input, trying to minimize the earthworks and the general impact on the valley. Due to the continuous sequence of curves in the existing alignment of the road, during the design process it was not possible to follow perfectly the edge of it; the upgrade of the road to a category III paved implies also the reduction of the number of curves and some limits on the length of the clothoids or the arcs. Vertical Alignment The vertical alignment design of the project road was carried out as per the guidelines contained in the Ugandan MoWH&T Road Design Manual of January 2010. The Max longitudinal gradient, according to normative, to be used for the different sections are 6% for the Urban Terrain, 7.5% for Rolling Terrain and 11.00% for the Mountainous Terrain. A part of the mountainous terrain was design with gradient at almost 15%, to follow the existing vertical alignment of the road. This requires a departure from the Ugandan Manual standards. To limit the gradient at 11%, it would be necessary to start moving from the existing level in advance, move from fill to cut halfway and then recover the elevation later. The consequences of this alignments are very high embankment at the beginning of the climb and very deep cut at the end, as shown in the sample cross sections in the figures below:
42 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 2-13: Alignments with high embankment
This would imply very high construction costs, and a huge environmental and social impact, due to the quantity of tree to demolish and the width of the road footprint. For these reasons we advise a departure from the standards due to natural constrain of the existing road. 2.2.6 Intersections During the design of the roads it was necessary to design also some at grade intersections. For the Kabale-Lake, the connection with the existing paved road and some lateral minor roads are configured as T Junctions, but the intersection on the top of the mountain, in Katchwekano, has been designed as a roundabout. At grade intersections will be designed according to the Section 8 of the Ugandan Ministry of Works and Transportation “Road Design Manual”, edition 2010, Volume I (Geometric Design); all the intersections on site will be designed as “At grade Intersections”, and, except for 2 locations, they will be simple of the type A – Unchannelized Intersections, without any need of acceleration or deceleration lanes. To design this type of intersections it is necessary to consider the visibility of the vehicles approaching from the minor road, as it is the one giving way to the main road. Manual suggest to utilise the visibility triangle, as for following figure:
43 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
2.2.7 Cycle Facilities During the several site visits carried out on the two roads, we noted that the vehicular traffic is low or moderate, while motorbikes, cycles, and pedestrians are the major traffic, especially near to the local villages. The Consultants propose a special pavement without using black asphalt finishing layer but using chipping with local aggregates and double surface dressing as a binder, as regulated by the flexible pavement guide already mentioned. This pavement was approved by UNRA in the previous stage of this project
2.2.8 Design Life For the roads in this project, the traffic study is giving a good reliability of the data, in terms of forecast volumes in the different scenarios; in the same time, we consider the roads of high importance, meaning that even if they are not main national corridors, they are important link to touristic destination
Table 2-2: Design range of the project
44 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard For these reasons the proposed design life for both roads is 20 years, calculated from the year of opening to traffic. 2.2.9 Auxiliary Works and Facilities Road Pavement According to the Ugandan Road Design Manual, one of the options for the pavement design could be the “Double Surface Dressing” – ref. chap 6.2. Road Design Manual Vol. 3. With this proposal, the purpose is to avoid the contrast between the black top of a traditional bituminous pavement with the surrounding green and natural environment. In this section, the deisgn attention shall be on specific design and construction features that will make the classic DSD more environmentally friendly. This solution allows to use local aggregates as finishing, matching in this way the colours of the surrounding soils. In order to have the desired finishing colour, attention must be paid to three main factors: i. The dosage of bituminous emulsion (an excess of it would cause bleeding and the black top finishing); ii. The selection of aggregates from local sources; iii. The aggregates must be laid without soaking them in the bitumen.
The specifications to be provided to the Contractor will have clear indications of the dosage and precautions. A key addition to the standard Double Surface Dressing we are incorporating is the usage of Bituminous Emulsions with water (avoiding Kerosene, Diesel, etc.). Traffic Signs and Road Markings Chapter E.5.3 of Traffic Signs Manual by MoWHC describes thermoplastic marking as follows: “Hot- applied thermoplastic is taking over from road paint as the preferred marking material. The initial cost is higher than for paint, but it is far more durable, so it will usually be the more cost-effective option. It can be sprayed or screeded onto the road surface. Transverse lines, arrows, symbols, and words are most easily created by screeding. A high standard of materials, equipment and workmanship is needed to produce good-quality markings. Thermoplastic is a hot-applied road marking compound for the creation of highly reflective strippings with long-term performance. Thermoplastic is based on either alkyd or hydrocarbon resins and contains a significant portion of premix glass beads.
45 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Plate 2-12: Example of traffic markings
Thermoplastic strippings with long-term performance
The material is generally available in powder. Due to the necessary melting process when applying thermoplastic to the road surface, more sophisticated road marking equipment is required. Different methods are available, depending on the requirements of the final marking.
Thermoplastic markings are of high quality and excel through improved durability, excellent reflection properties at night and day and in wet conditions.
Moreover, thermoplastics can be used to achieve additional security features like delineation with an acoustic and rumbling effect.
The Double surfacing dressing requires the adoption of thermoplastic marking, for better fill the cavities between the aggregates. In such case, the proposed dosage is about 1 kg/meter. Safety Barriers
Chapter 12.3 of Volume 1 of the Road Manual issued by Ministry of Works and Transport describes the different types and applications for Safety Barriers. They are divided in the following categories:
46 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Table 2-3: Road Manual: Safety barrier characteristics
The two options we were focusing the attention on are: i. Semi-rigid Steel beam strong post ii. Rigid Concrete barriers
According to the Volume 1 of the Ugandan Design Manual (section 12.3), for our project the most appropriate barriers are “Semi Rigid – Steel Beam Strong Post”, with deflection of 0.90m. The proposed containment class is N2. It corresponds to a Car of 1500 kg hitting the barrier at 110 km/h with an angle of 20°.
Figure 2-14: Proposed containment class
Pedestrian Facilities In rural areas, like in the roads object of these services, pedestrians are walking usually on the shoulder, especially if the pedestrian flow is quite high as it seems; in this case the shoulder should be at least 1.5 meters and well drained, as regulated by the Geometric Design Manual. Particular attention will be set to the pedestrian crossing, especially in the villages and along the final loop of the road Kabale-Lake Buyonyi, as the presence of the market and the boat facilities will increase the walking movements and the touristic destination of the layout. In urbanized areas, near trade centres, pedestrian facilities will be provided with typical layout.
47 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
2.2.10 Proposed Materials The proposed project inputs will involve the use of the following materials which will be largely collected from the vicinity. These include:
i. Stone boulders which be necessary for sub-base formation; ii. Earth materials which are for fill and embankments formations especially in low areas iii. Murram/gravel materials; iv. Stone aggregates of varying sizes; v. Stone dust which is ideal for priming and will be obtained from the stone quarries; vi. Bitumen; vii. Cement and bricks for headwall on culverts; viii. Water to be abstracted from nearby streams and rivers after obtaining clearance from the Directorate of Water Development (DWD); ix. Guard rails for safety mitigation in areas of sharp bends and tight corners; x. Iron bars for bridge works especially for the box culverts; xi. Timber planks for woodworks on bridges; xii. Locally available sand; xiii. Roofing materials and housing construction in-puts; and xiv. Chemicals for laboratory use during materials testing.
2.2.11 Proposed Activities during Construction of the Roads The major activities during the construction and operational phases of the road works. Construction phase
i. Proposed route survey of the proposed roads, mapping to clearly identify the areas of the road alignment. This will show the properties as well as features (biophysical and socio- economic infrastructures i.e that the project will impact on; ii. Determining appropriate site location for the contractor’s camp site for the storage of plant equipment, medical facilities/ clinic, workshop/maintenance workshop, fuel storage, dispensation field laboratory, construction materials, and related equipment storage; iii. Construction of the support facilities in the camp site such facilities include access roads to the camp site, toilets, a perimeter fence and a generator house; iv. Loading of the materials on to the trucks will be by equipment and manual labour is recommended and during the transportation of the materials, Disposal of cut to spoil sub-grade materials especially from the flood plain; v. Wastes (solid and liquid) generated as a result of construction activities and its management vi. Earthworks including cut and fill in low and high areas where embankments will be needed for the formation of proper alignments;
48 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard vii. The material supply sites will be cleared off the vegetation and the overburden materials which will all be stockpiled for the restoration of borrow pits after construction works; viii. The transportation of the construction materials by use of trucks and Lorries. The routes to be used by the trucks are either existing or are to be constructed; therefore, there will be minimal negative impact to the environment; ix. Establishment of stone quarries for the processing and the supply of stone aggregates; x. Grading and compaction of the access road using graders and plant equipment such as 8-ton rollers; and xi. Installation of drainage infrastructures such as culverts, box culverts and other culverts of varying capacities depending on the need of the specific points xii. Sub-base formation with stone boulders laid down for access road foundation especially in areas which are marshy and riverbanks; and laying and compaction of crushed stone base. The riverbanks will have its edges protected with gabions boxes with stones; xiii. Traffic studies.
Operational Phase
Installation of road furniture to enhance road safety;
i. Rumble strips, edge to edge strips; ii. Humps; iii. Speed sign control sign posts; iv. Traffic police to enforce traffic rules and regulations. v. Maintenance works and bush clearing
49 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 3.0 CHAPTER THREE: POLICY, LEGAL AND REGULATORY FRAMEWORK
3.1 Introduction This chapter considers the policy, legal and institutional framework within which the ESIA has been conducted. Relevant national regulations and international agreements and conventions to which Uganda is a party are presented and analyzed. 3.2 Policy Framework 3.2.1 National Environment Management Policy (1994) NEMP’s goal is the promotion of sustainable economic and social development, mindful of the needs of future generations. The policy calls for integration of environmental concerns into development policies, plans and projects at national, district and local levels, using ESIA as one of the vital tools. Thus, the policy requires that projects or policies likely to have significant adverse ecological or social impacts undertake an EIA before implementation. 3.2.2 Uganda’s Vision 2025 The Uganda Vision 2040 aims at transforming Uganda from its present Least Developed Country (LDC) status to, a competitive and upper middle-income country by 2040. Road infrastructure is singled out as one of the key ingredients in the quality of life as it facilitates movement of goods and that of the population to access services and general industrialization process. The proposed project is further expected to contribute to developing a better educated, wealthier and more productive population. In turn, people’s income will be enhanced from improved market for agriculture products and increased income from businesses and employment to support household needs. Another positive induced impact will be related to the improvement in the road and transport services that are likely to reduce transport costs and distance to social services. 3.2.3 The National Development Plan (NDPII) NDP II is the second in a series of six five-year Plans aimed at achieving the Uganda Vision 2040. The Plan acknowledges that “the attainment of gender equality and women empowerment is a prerequisite for accelerated socio-economic transformation. In addition, NPD II, inter alia, outlines the need for implementing a national programme for women economic empowerment; promoting creative industries for job creation especially for young people. The expected positive direct impact of this project is the provision of employment and skills to both women and young men and other vulnerable groups (except children and the very elderly). In addition to increased employment opportunities, more income will be generated from emerging demand for various services. 3.2.4 The National Water Policy (1999) Provides guidance on development and management of the water resources of Uganda in an integrated and sustainable manner, so as to secure and provide water of adequate quantity and quality for all social and economic needs, with full participation of all stakeholders. 3.2.5 The Wetlands Policy (1995) It aims at curtailing loss of wetland resources and ensuring that benefits from wetlands are equitably distributed to all people of Uganda. The policy specifically calls application of environmental impact assessment procedures on all activities to be carried out in a wetland to ensure that wetland development is well planned and managed.
50 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 3.2.6 The UNRA’s Draft Resettlement/Land Acquisition Policy Framework (2009) UNRA Resettlement/Land Acquisition Framework is that; Compensation should be aimed at minimising social disruption and assists those who have lost assets as a result of a project to maintain their livelihoods. A disturbance allowance is to be provided to assist the project affected individual or family to cover costs of moving and locating to a new holding; and community infrastructure must be replaced and ideally be improved in situations where it was deficient. This includes installation of sanitary facilities, electricity generation systems and provision of water. 3.2.7 Forest Policy, 2001 The guiding principles in the Forestry Policy, 2001 that are directly applicable to this ESIA include:
i. CONSERVATION AND SUSTAINABLE DEVELOPMENT: Uganda's forests should be managed to meet the needs of this generation without compromising the rights of future generations. ii. LIVELIHOODS AND POVERTY: the improvement of livelihoods should be a major goal in all the strategies and actions for the development of the forest sector so as to contribute to poverty eradication. iii. BIODIVERSITY AND ENVIRONMENTAL SERVICES: forest sector development should safeguard the nation's forest biodiversity and environmental services through effective conservation strategies. iv. INTERNATIONAL OBLIGATIONS: legislation should be developed to support the implementation of current and future international commitments that affect the forest sector Accordingly, policy statement No. 1 on forestry on government land provides for government to “… actively protect, maintain and sustainably manage the current Permanent Forest Estate. This estate will be set aside permanently for the conservation of biodiversity, the protection of environmental services, and the sustainable production of domestic and commercial forest produce”
In addition, Policy Statement No.3 on commercial plantations provides for ensuring that environmental social impact assessments are observed when developing management plans and legal agreements. 3.2.8 Energy Policy, 2002 The policy governing the downstream petroleum sub-sector is contained in The Energy Policy for Uganda, 2002. In this respect, the key policy objective is “To ensure an adequate, reliable and affordable supply of quality petroleum products for all sectors of the economy at internationally competitive and fair prices within appropriate health, safety and environmental standards”. 3.2.9 Wildlife Policy, 2014 To conserve wildlife resources of Uganda in a manner that contributes to the sustainable development of the nation and the well-being of its people. Ownership of wildlife (plant and animal) existing in its wild habitat is vested in Government on behalf of, and for the benefit of, the people of Uganda – this is inconsistent with the constitutional position in article 237(2b). Any activity that may have an impact on the wildlife is subject to an ESIA as contained in the NEA Act.
51 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 3.2.10 HIV/AIDS Policy, 2004 The current effort to combat HIV/AIDS is characterized by the policy of openness on the side of government. This has spread to the wider civil society, lower political and social institutions, and to an extent, the family. HIV/AIDS in the context of national development planning is attended to, through PEAP and Vision 2025.The multi-sectoral approach is also considered to be part of the integral part of PEAP. Main streaming HIV/AIDS in all programs including construction projects is an important aspect of a national overarching policy. 3.2.11 The Tourism Policy, 2002 The Tourism policy is to ensure that tourism is a medium for poverty reduction. One of the identified strategies is wide distribution of revenue earnings with large-scale participation of the private sector, the communities and local governments. It is anticipated that through decentralization, local governments have the power to support sustainable use of natural and cultural resources for tourism development. As far as local governments are concerned, tourism and conservation of resources must be seen to pay its way before it will be accepted as a priority. The project area components falls within the major tourism routes and the objective is to benefit the tourism activities, hence management and monitoring plans have to be put in place to mitigate advance impacts related to tourism activities. 3.2.12 Ministry of Works & Transport Policies (Gender, HIV/AIDS, OHS) 2008 a) Gender policy
Overall objective of this Policy is to strengthen contribution of roads to poverty eradication through providing an enabling environment where women and men participate in, and benefit from, developments in the sub-sector in an equitable manner. The purpose of the Policy is to institutionalize a gender perspective in road institutions and their operational and regulatory frameworks.
The specific objectives of the Gender Policy are to: i. Promote gender-responsive sub-sector policies, programmes and plans; ii. Promote gender-responsive service delivery; iii. Enhance equality of opportunities between women/girls and men/boys in the sub- sector; iv. Commit adequate resources to gender-responsive activities in the sub-sector; and v. Strengthen capacities of sub-sector institutions, partners and service providers to mainstream gender.
b) HIV/AIDS Policy
The Uganda National HIV/AIDS Policy (2004) requires all Government Ministries to develop specific policies for guiding the process of mainstreaming HIV/AIDS activities in respective sectors. MoWT developed the HIV/AIDS policy for the road sector based on the premise that whereas some road- sector activities have been proved to be major conduits for transmission of HIV/AIDS, others directly and indirectly contribute to the fight against the pandemic. For instance, good roads and transport services can be used to enhance access to HIV/AIDS prevention services and care. On the other hand, some sector activities and good road networks have proved to be a good conduit for increased spread of the pandemic and examples include prostitution associated with long-distance truck drivers and road construction works.
52 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard The goal of this is to guide mainstreaming of HIV/AIDS activities so as to reduce prevalence of HIV infection, provide care and support to infected and affected persons and to mitigate effects of HIV/AIDS in the sub-sector. Specific objectives of the policy are to: i. Reduce vulnerability and risk of HIV transmission in the roads sub-sector; ii. Mitigate effects of HIV/AIDS in the roads sub-sector; and iii. Improve road sector's capacity to respond to HIV/AIDS pandemic.
c) OHS Policy
The policy seeks to: i. Provide and maintain a healthy working environment. ii. Institutionalize OHS in the road-sector policies, programmes and plans. iii. Promote efficient road safety management practices. iv. Contribute towards safeguarding the physical environment.
The OHS Policy Statement is guided by the Constitution of the Republic of Uganda and other global, national and sectoral regulations and policies. The Statement also takes into recognition of the Transport Sector Policy and Strategy Paper, and the Health Sector Strategic Plan, all of which aim to improve the quality of life for all Ugandans in their living and work settings. 3.2.13 National Policy on HIV/AIDS and the World of Work, 2007 The aim of the national policy is to provide a framework for prevention of further spread of HIV and mitigation of the socio-economic impact of the epidemic within the world of work in Uganda. The policy recognises HIV/AIDS as a workplace issue, which should be treated like any other serious illnesses / conditions in the workplace. It emphasizes the importance of promoting and protecting human rights, participation of people living with HIV/AIDS, gender equality as well as prevention, care, support and treatment as the major tools to be used in addressing the impact of HIV/AIDS in the world of work. It will guide the overall response to HIV/AIDS in the world of work in Uganda
The workforce is particularly vulnerable in respect to exposure to HIV because workers spend a significant proportion of their daily hours of activity within the workplaces. This gives a lot of opportunity for social interaction with people of the Uganda National Policy on HIV/AIDS and the World of Work 5 opposite sex who are not their spouses or relatives. Examples of high-risk workplaces include migrant labour populations, the long-distance drivers in the transport industry etc. This scenario provides a fertile ground for spread of HIV unless specific precautions are taken to reduce risk of transmission within the world of work. There is evidence from the 1990s that several large enterprises lost a significant proportion of their senior staff as a result of workplace- based relationships. 3.2.14 National Land Policy, 2013 The Policy is in tandem with the provisions of Uganda’s Constitution which empowers the Central and local Governments to acquire land in public interest provided the acquisition is necessary for public use or is in the interest of defence, public safety, public order, public morality or public health and is subject to prompt payment of a fair and adequate compensation, prior to the taking of possession or acquisition of the property.
53 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 3.2.15 National Climate Change Policy, 2015 The overarching objective of this multi-sector national climate change policy is to ensure that stakeholders, including the transport sector, address climate change. This is because the predicted impacts of climate change threaten Uganda's vital transport infrastructure, such as roads and bridges. In order to adapt to climate change, transport plans and infrastructure management must reflect climate predictions. This road project too needs to adapt climate resilient designs that can mitigate impacts arising from increased peak flows and floods with serious impacts that that manifested by: overtopping and wash away, increase of seepage and infiltration pass, increase of hydrodynamic pressure of roads and decreased cohesion of soil compaction. 3.2.16 Gender Equality and Social Protection Policies The National Gender Policy (2007) is the operational framework for mainstreaming gender into the national development process) with the objective of promote equity and providing protection and support to marginalised groups; and ensuring that all sectors and local government enhance equal opportunities. The policy identifies GBV and discrimination of women and girls by some cultural practices as challenges to women and people’s emancipation to social economic development. Within the framework for the transport sector gender policy and guidelines, UNRA adopted the Environment and Social Safeguards and Environment and Social Management System.
Under these provisions, the project shall push for gender mainstreaming strategy to maximise benefits to women, the youth, PWDs, the elderly actually shares the benefits. In addition, measures will be taken to develop gender sensitive infrastructure designs that address differing socioeconomic needs and profile of males and females, the school going child, the elderly and people with disabilities. To enhance the employment opportunities of women and the vulnerable, the contractor will be required to prepare a labour policy which will include: an equal opportunities employment policy with a sexual harassment policy with gender sensitive working facilities at the construction sites.
3.2.17 The Uganda Culture Policy, 2006 The policy states that Ugandans have different beliefs and traditions that are deeply rooted in their cultural and religious values which have contributed to the propagation of social harmony and development. The policy proposes, among others, cultural industry promotion for livelihood and promotion of indigenous knowledge, values and norms. The provision of this Policy is in conformity with the one of the objectives the project- which is geared toward protecting the cultural and historic heritage. The project related activities will therefore be geared towards respecting and preserving, the cultural values of indigenous people the Batwa, cultural and historic sites including various places of worship for religious groups. 3.2.18 The National Policy on Elimination of Gender Based Violence, 2016 The policy provides a framework for the implementation of comprehensive GBV prevention measures and provision of multi-sectoral support services for survivors. Under these provisions, the contractor will be required to prepare a labour policy including: a sexual harassment policy, which includes a non-judgmental, non-discriminatory method of reporting and mitigating incidences of sexual discrimination issues and a zero-tolerance policy for sexual harassment at construction sites.
54 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 3.2.19 The National Orphans and other Vulnerable Children’s policy, 2004 The policy provides for the enjoyment of rights and responsibilities of the orphans and other vulnerable children and all interventions need to take the family and community (including the cultural and social norms) as first line response. The Child protection risks may be exacerbated during project implementation, even in situations where upstream analysis may not have flagged this risk. Under this policy the project will compel the contractor to protect the right of children who are likely to be lured to drop out school to participate into child labour and commercial sex. The contractor will be required to prepare a labour policy which abolishes child labour, below the unrestricted minimum working age of 18. 3.2.20 The Decentralization Policy, 1993 The policy stipulates that Local councils, more specifically the local government councils have been granted wide-ranging powers. Local government councils are the highest political authority in their areas of jurisdiction, with both executive and legislative powers. It is the local governments that are accountable to the people for the provision of devolved services and other services that affect people’s wellbeing. Within the framework of this policy, stakeholders and public consultation and project implementation will be undertaken with collaboration of Local Councils at all levels. This will be important for the disclosure of project-related information and consultation with local communities on matters that directly affect them. 3.2.21 Environment Health Policy 2005 One of the guiding principles of the policy is that “Interventions should respond to the differing needs of men, women and children, while recognizing that women are the main users of water and sanitation facilities”. It further recognizes that sanitation is essential for improving “women’s dignity and provides opportunities for women to lead. These provisions will compel the project implementers to provide separate sanitary facilities for women and their children including providing them with personal protective equipment based on nature of their work. 3.3 Legal Framework 3.3.1 Constitution of the Republic of Uganda (1995) The constitution provides for, among others:
i) The right of every Ugandan to a clean and healthy environment (Article 39);
ii) The responsibility of Government to enact laws that protect and preserve the environment from degradation and to hold in trust for the people of Uganda such natural assets as lakes, rivers, wetlands, game reserves and national parks (Article 237,2);
iii) The right of every Ugandan to fair and adequate compensation in instances of land acquisition.
The 1995 Constitution restored all private land tenure regimes that had previously been abolished under the Land Reform Decree of 1975. It also provides that every person has a right to own property and that no person shall be compulsorily deprived of property or any interest in or right over property without prompt payment of fair and adequate compensation, prior to the taking of possession or acquisition of the property. Article 237 of the Constitution vests land in the citizens
55 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard of Uganda and identifies four land tenure systems, namely: customary, freehold, mailo and leasehold, in accordance with rights and interests held in the land. 3.3.2 National Environment Act, Cap 153 This is the key legislation that specifically deals with environmental social impact assessments (ESIA) in Uganda. The Act established the National Environment Management Authority (NEMA – which is entrusted ensuring compliance with the ESIA process in planning and execution of infrastructural projects. The Act provides for various strategies and tools for environment management, which also include EIA (Section 19) for projects likely to have significant impacts on the environment. Third Schedule of the National Environment Act, Cap 153 Schedule 5, section 1; states that “Transportation, including all major roads, Bridges and all roads in scenic, wooded or mountainous” areas are to be considered for environment (and Social) impact assessment. Sections 24-32, Refer to environmental standards to prevent contamination of air, water and soil resources; section 35, Entrusts NEMA, lead agencies and the district environment committee with powers to protect quality of watercourses, permanent or seasonal from human activities that could adversely affect them; and section 56, which prohibits discharge of hazardous substances like chemicals, oil, etc. into the environment except in accordance with guidelines prescribed by NEMA. 3.3.3 Land Act, Cap 227 Section 3 of this act, in provisions of Article 237 of the Constitution vests all land in the citizens of Uganda, to be held under customary, freehold, mailo and leasehold tenure systems. Addressing four issues namely, holding, control, management and dispute resolution, the Act defines the incidence of each tenure regime (section 4); provides mechanisms of acquisition of certificates of customary ownership (sections 5-9); the conversion of customary tenure to freehold (sections 10- 15), or collective management of land held under customary law (sections 16-27); the protection of the rights of women, children and persons with disability (sections 28); the conversion of leasehold into freehold (section 29) and the security of tenure for ‘tenants by occupancy’ (sections 30-39).
The Act also prohibits the dispossession of land on which a person resides with his or her spouse and from which they derive sustenance without the prior written consent of the spouse. Under these provisions, the conditions for the dispersal of entitlements during the Resettlement Action Plan (RAP) will require the presence of both the household head and his spouse to sign the agreement and receive the entitlement and should be paid in the bank for both of them to sign. 3.3.4 Water Act, Cap 152 This Act provides for the use, protection and management of water resources and supply; to provide for the constitution of water and sewerage authorities; and to facilitate the devolution of water supply and sewerage undertakings. Section 18, paragraph 2, states that “A person wishing to construct any works or to take and use water may apply to the director in the prescribed form for a permit to do so.” The holder of a permit shall:
• Not allow or cause any water to be polluted;
• Prevent damage to the source from which water is taken or water discharged after use;
Take precautions to ensure that no activities on land where water is used result in an accumulation of any substance which may render water less fit for the purpose for which it may reasonably be used
56 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 3.3.5 The Road Act, Cap 358 This act provides for maintenance of roads by empowering the Minister of Works and Transport and respective local governments. The need for Government to maintain basic control over developments along the road is to ensure the necessities of maintaining road geometry and safety. 3.3.6 The Local Governments Act, Cap 243 The Law mentions that the local government system is based on the District as a unit under which there are Lower Local Governments and administrative units including: Municipalities, Counties, Sub county/Divisions/Town Councils, Parishes/Wards and Villages. These administrative units are charged to handle most of the local matters: legislation, revenue, political and socio-economic development. The Act provides for gender-responsive planning and community participation whereby women must be represented for decision making at all levels by 30%. This Act points to the need for the project to engage with communities affected by the project and collaborate early on with local government. In addition, the project implementation will be cognizant of local government development plans. 3.3.7 The Occupational Safety and Health Act (2006) This Act provides for the health, workplace safety and welfare of employees. It provides for the prevention and protection of persons at all workplaces from injuries, diseases, death and damage to property. The OSH Act covers any workplace where persons are employed and its provisions extend not just to employees but to the self-employed and any other persons that may be legitimately present in the workplace who may be exposed to injury or disease.
Employers must provide for the protection of workers from adverse weather, provision of a clean and healthy work environment, sanitary conveniences, washing facilities, First Aid and facilities for meals. The Act provides for safe access to the workplaces and safe work practices, e.t.c. 3.3.8 The Historical Monument Act (1967) This Act provides for the preservation and protection of historical monuments and objects of archaeological, paleontological, ethnographical and traditional interest. The historical monuments act, Cap 46 gives mandate to the Department of Museums and Monuments to collect document and preserve cultural relics that have values to the community, the nation and the international community. Chance find objects that may be found during the road works will therefore, be reported to the Department of Museums and Monuments for advice and where necessary undergo a forensic assessment in case of any chance finds during road works. This Act gives mandate to the Department of Museums and Monuments to collect document and preserve cultural relics that have values to the community, the nation and the international community. 3.3.9 Labour laws The labour laws relevant to employment, relations and workers’ conditions during implementation of the road project are set out in the Employment Act (2006) and Employment Regulations (1977), the Workers' Compensation Act (2000), Labour Disputes (Arbitration and Settlement) Act, (2006) and Labour Unions Act, 2006. The Employment Act (2006) gives a provision for a Labour Advisory Board that advises on matters affecting employment and work relations. Ugandan labour laws address matters below which will be important for employee management during road construction:
57 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
i. Contracts of Service; ii. Employment of children/ child labour; iii. Termination of Contracts; iv. Illness of employees; v. Sexual harassment; vi. Occupational diseases; vii. First-Aid; viii. Dust and fumes; ix. Meals in certain dangerous trades; x. Protective clothing and appliances; xi. Protection of eyes in certain processes; xii. Treatment of injuries and sickness; xiii. Drugs and medical equipment; xiv. Examination of employees; and, xv. Failure to provide for the sick.
The Workers Compensation Act, CAP 225 of 2000: Outlines responsibilities and obligations of both parties (employer and employee) in guaranteeing the safety and health of workers. The Act outlines matters of compensation for injuries and accidents as well as responsibility of employees to take care of their health and safety while on the project. The Act, 2000 also provides for the provision of financial compensation for work related injury or illness
The Employment Act 2006 shall be the governing legal statutory instrument for the recruitment, contracting, deployment, remuneration, management and compensation of workers. The Employment Act 2006 is based on the provisions of Article 40 of The Constitution of Uganda. The Act mandates Labour officers to regularly inspect the working conditions of workers to ascertain that the rights of workers and basic provisions are provided, and workers' welfare is attended to. The Act also provides for the freedom of association of workers permitting workers to 'join labour organizations. This provision is also supported by the Labour Unions Act 7, 2006, which provides elaborate guidelines and regulation for membership. Of relevance to this project, the Act provides for matters of grievance settlement and issues of payment of wages and salaries and most importantly it obliges employers to repatriate employees especially those from other countries as well as those coming from more than 150km from their homes.
Other related laws requiring the road project to ensure workers* safety, social security and protection include The Labour disputes (Arbitration and settlement) Act, 2006; The National Social Security Act Cap 222 and the Labour Unions' Act, 2005.
The Factories Act (1964): This act provides for the health, safety and welfare of persons employed in factories and other places. Areas of concern under the Act include overcrowding, ventilation and lighting, housekeeping, and general safety aspects pertaining to work in confined spaces and fire safety. Workers must have adequate training for their specific jobs and in the proper use of protective equipment.
58 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 3.3.10 National Forestry and Tree Planting Act, 2003 The Act ensures that forests and trees are conserved and managed in a manner that meets needs of the present generation without compromising rights of future generations by safeguarding forest biological diversity and the environmental benefits that accrue from forests and trees. The Act facilitates greater public awareness of cultural, economic and social benefits of conserving and increasing sustainable forest cover. 3.3.11 Traffic Act, 2002 The traffic Act 2002 consolidates law relating to traffic on all public roads. The Act also prohibits encroachment on and damage to roads including roads reserves and, in this sense, this Act is relevant to the project. 3.3.12 Access Roads Act, Cap 350 The Access Roads Act regulates the rights of private landowners who have no reasonable means of access to public highways through adjoining land. The Act further provides for maintenance of access roads in a good and efficient state of repair and for payment of compensation to landowners of adjoining land in respect of the use of the land, the destruction of crops, trees and such other property. This means that road construction should take into consideration that private landowner should access highways. 3.3.13 Explosives Act, Cap 298 The state owns all the rights to importation and storage of quarrying explosives and exercises this right through The Explosives Act (Cap 309 of the Laws of Uganda). It is mandatory for quarry operators to comply with this law. This Act regulates use and management of explosives for civil purposes. Under this Act, explosives are kept at a site approved by the Ministry of Internal Affairs (MoIA) and can only be transported to the blast site under Police escort. Charging of explosives and blasting are carried out under Police supervision. For stone quarrying where explosives will be used, provisions of this Act will be relevant to this project. 3.3.14 Petroleum Supply Act 2003 The Act provides for the supervision and monitoring of transportation, supply, storage and distribution of petroleum products by road construction contractors. The Act regulates licensing and control of activities and petroleum installations for protection of public health and safety and control of environmental pollution. Section 3, Part (d) ensures public safety and protection of public health and the environment in all petroleum supply operations and installations.
According to this Act, “petroleum products” includes asphalts and bitumen, oils as well as conventional petroleum fuel. This Act will apply to management (construction, operation and decommissioning) of fuel handling facilities during road construction including fuel transportation, constructing and operation of storage tanks and consumption of petroleum products. Section 17(1) prohibits constructing a petroleum products installation without having obtained a petroleum construction permit. Section 18 provides guidance on process leading to securing this permit.
Part IV Chapter 17(a) prohibits any person from carrying out the construction or major modifications of an installation or facility without having obtained a petroleum construction permit under this Act. All foregoing provisions will be important for construction and operation of onsite fuel storage facilities during road construction.
59 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 3.3.15 Mining Act, 2003 Stone quarrying and borrows materials extraction are the main forms of mining for the road projects. Such activities especially stone quarrying involves excavations or working where any operations relate to mining including erections and appliance used in connection with such operations. These activities, therefore, are a subject of this Act. The Mining Act (Cap 148) limits human settlement to a radius of not less than 500 meters from a quarry site. This regulation will be important for independent project briefs to be conducted for each quarry sites selected by the contractor. 3.3.16 Public Health Act, Cap 281 This Act aims at avoiding pollution of environmental resources that support health and livelihoods of communities. The Act gives local administrative units authority (Section 103) to prevent pollution of watercourses in interest of public good. This Act will not only be relevant regarding several watercourses along the road but also land where workers camps, equipment yards and quarries will be located. 3.3.17 Physical Planning Act, 2010 Declares the entire country a planning Area and therefore what is being constructed should be approved by the relevant authorities at a local level. This is more especially when locating the camp site and yards. 3.3.18 Persons with Disabilities Act (2006) The legal framework for protecting the rights of PWDS is embedded in the Person for disability Act (2006) and National Council for disability Act (2002). The design of this road will therefore consider the safety of people with disabilities. An equal opportunity employment policy and a gender mainstreaming strategy will be implemented to maximise benefits to PWDs and the elderly. 3.4 Other relevant regulations and standards to road activities 3.4.1 The National Environment (Wetlands, Riverbanks and Lakeshores management) Regulations (2000) These provide principles for sustainable use and conservation of wetlands, riverbanks and lakeshores. They require that ESIA is mandatory for all major activities on riverbanks and lakeshore mitigation measures are in place to prevent soil erosion, siltation and water pollution. 3.4.2 National Environment (Noise Standards and Control) Regulations (2003) Section 7 of these regulations prohibits emission of noise in excess of permissible noise levels, unless permitted by a licence issued under these Regulations. Section 8 demands that noise generators use the best practicable means to ensure that noise does not exceed permissible noise levels. 3.4.3 The National Environment (Standards for Discharge of Effluent into Water or on Land) Regulations, (1999) The Standards prescribe parameter for effluents or waste waters before discharge into water or on land. All discharges from the project activities including vehicle wash bays will be required to comply with the standards. The standards further oblige every establishment to install at its premises anti- pollution for treatment of effluent chemical discharges emanating from the establishment. The
60 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard above regulations apply to this project especially about discharge from Workers’ camp, vehicle wash bays etc. 3.4.4 Environmental Impact Assessment Regulations, (1998) These Regulations reinforce the ESIA requirement and describe procedures to be followed in conducting ESIA of projects. The regulations also charge the developer with the responsibility of ensuring that mitigation measures from the ESIA are complied with. In this regard, therefore, UNRA has conducted the ESIA in line with national requirements and will ensure that recommendations proposed are implemented. These regulations require projects to undertake post assessment environmental audits to assure that predictions made during the assessment are properly managed. The regulations provide for self-auditing by the project owners (Section 31) and by NEMA (Section 32). The regulations require a project to undertake first audit not less than 12 months but not later than 36 months from project commencement and submit findings thereof to NEMA. 3.4.5 The National Environment (Audit) Regulations, (2006) These Regulations apply to the undertaking of Environmental Audit Reports and the establishment of Environmental Management Systems within Lead Agencies. With respect to Environmental Audits, the Regulations state that “A person shall not carry out an environmental audit unless that person has been duly certified and registered in accordance with the National Environmental Practitioners (Conduct and Certification of Environmental Practitioners) Regulations 2003”. An audit of the project will be undertaken in not less than 12 months but not later than 36 months from project commencement and submit findings thereof to NEMA. 3.4.6 The National Environment (Waste Management) Regulations, (1999). The National Environment (Waste Management) Regulations, 1999 apply to all categories of hazardous and non-hazardous waste and to the storage and disposal of hazardous waste and its movement into and out of Uganda. The' regulations promote Cleaner production methods and require a facility to minimize waste generation through improvement of production processes and monitoring the product cycle from the beginning to the end. Of much relevancy to the project, the regulations promote cleaner production methods that enable the recovery and reuse of wastes, reclamation and recycling. Further. The regulations require hazardous waste to be stored in facilities specially designed for that purpose and that such facilities obtain licenses for storage from NEMA. Further it is a requirement that such wastes are transported by licensed transporter to licensed facilities for storage and disposal. 3.4.7 The National Environment (Control of Smoking in Public Places), Regulations 2004 Under this law, a public place is defined as, "any place to which members of the general public or segments of the general public ordinarily have access by express or implied invitation and includes any indoor part of a place specified in this schedule" and these places include, office buildings, work places, eating areas, toilets and public service vehicles. The regulations task owners of such places to designate "NO SMOKING" and "SMOKING AREAS" in premises hence these laws regulate smoking in public areas. In regard to proposed road project, these regulations will apply to areas communally used by construction workers such as site offices, eating areas and camp sites. Fuelling areas and areas for storage of used oils, transport vehicles are other areas that shall be restricted. Requirements of these regulations should be fulfilled to avoid exposure of workers to tobacco SHS and attendant health risks.
61 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 3.4.8 The Traffic and Road safety (Rules of the Road) Regulations, 2004 Stipulates that Uganda police will be responsible for ensuring that law and order on the road is maintained. Section 5 on traffic regulation states that “The police can regulate the traffic as circumstances require” National Road Safety Council (NRSC) under the regulations are to:
i. Encourage and provide training and education for road users; ii. Increase the road user’s knowledge of particular hazards, how they arise and how to cope with them; iii. Induce a more positive attitude to road safety through lectures, demonstrations, campaigns or any other means; iv. To alter the road user’s behaviour so that he or she does not put himself or herself or others at risk; v. To collect, prepare and disseminate educational material on road safety; and vi. To prepare and promulgate fully integrated programmes of public information and publicity by means of all appropriate media of mass communication.
3.4.9 Draft National Air Quality Standards, (2006) Considering that construction equipment and machinery are powered by diesel/ gasoline engines, pollutants such as CO2, NOx, SOx, VOC and particulates are expected to be emitted. The draft national air quality standards provide the following regulatory limits for these emissions.
Table 3-1: Regulatory air quality standards for selected pollutants Pollutants Averaging time for ambient Standard for ambient air air Carbon dioxide (CO2) 8 hr 9.0 ppm Carbon monoxide (CO) 8 hr 9.0 ppm Hydrocarbons 24 hr 5 mgm-3 Nitrogen oxides (NOx) 24 hr 0.10 ppm 1 year arithmetic mean Smoke Not to exceed 5 minutes in Ringlemann scale No.2 or any one hour 40% observed at 6m or more Soot 24 hr 500 μg/Nm-3 Sulphur dioxide (SO2) 24 hr 0.15 ppm Sulphur trioxide (SO3) 24 hr 200 μg/Nm-3
62 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 3.5 Safeguard Policies of African Development Bank The African Development Bank Group (AfDB) presented an Integrated Safeguards System (ISS), a cornerstone of its strategy to promote growth that is socially inclusive and environmentally sustainable. The ISS notes that environmental and social sustainability is key to economic growth and poverty reduction in Africa. The Bank’s Strategy further emphasizes the need to assist regional member countries in their efforts to promote growth and development while enhancing environmental sustainability and social justice. In doing so, the Bank obliges the project to adopt and implement Operational Safeguards, from the ISS (AfDB, 2013).
Furthermore, the Bank requires that project evaluation meets host country’s guidelines and the provisions stipulated in the Operational Safeguards (OS), in order to achieve Environmental and Social Sustainability. Safeguards are a powerful tool for identifying risks, reducing development costs and improving project sustainability, thus benefiting affected communities and helping to preserve the environment. The ISS not only promotes best practices in these areas but also encourages greater transparency and accountability.
The Bank’s ISS has adopted five (5) Oss and requires that borrowers/clients comply with these Safeguards’ requirements during the projet cycle.
The Operational Safeguards of the Bank are:
1. Operational Safeguard 1 (OS1): Environmental and Social Assessment 2. Operational Safeguard 2 (OS2): Involuntary resettlement land acquisition, population displacement and compensation 3. Operational Safeguard 3 (OS3): Biodiversity and ecosystem services 4. Operational Safeguard 4 (OS4): Pollution prevention and control, hazardous materials and resource efficiency 5. Operational Safeguard 5 (OS5): Labour conditions, health and safety
Table 3-2: Summary Operational Safeguards and how they relate to the Project
S/N Operational Relevance to the Project Safeguards
1. This Safeguard gives guidance to the the overall process of OS 1: Environmental ESIA and in essence sets the scope of the ESIA process for and Social AfDB funded projects including project categorization. Based Assessment on the receiving environment, its level of sensitivity and nature of potential impacts. The original ESIA and the later updates were guided b this Safeguards with an objective of defining the receiving environment, the proposed project actities and the design in order to predict potential impacts such that avenues to avoid, manage and offset negative impacts are determined while enhancing the positive impacts.
63 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Important to note is that Project Associated Facilities like Quarries, camps and borrow areas among others have note undergone full ESIA at this stage since their precice locations cannot be confirmed since they are a responsibility of the Works Contractor who is yet to be procured. However, once the Contractor is procured, this OS will fully be applied before these Project Associated Facilities are approved. 2. OS 2: Involuntary This Safeguard makes provisions for ensuring that in the resettlement land process of acquiring land for the project, the affected persons acquisition, population are not left worse off than before the project. It seeks to displacement and ensure that when people are to be displaced they, are treated compensation fairly, equitably, and in a socially and culturally sensitive manner; that they receive compensation and resettlement assistance so that their standards of living, income-earning capacity, production levels and overall means of livelihood are improved; and that they share in the benefits of the project that involve their resettlement. Since the proposed project will involve improvement of the road such as widening the existing road with a total width of 19 m in the urban sections and 12.5m wide in the rural and rolling parts. This means that may lead to displacement of people and change of land uses especially where there are business communities and agricultural activities. And therefore this OS has been triggered. A reseetlement Action Plan (RAP) has been prepared through following a meanginful stakeholder engagement and guided by this OS which outlines measures to avoid and minise adverse impacts during the process of land acquisition and involuntary resettlement. An update of the same was made following the desire to reduce the widith of the Right of Way in order to minimize potential socioecomic impacts of the proposed project. 3. OS 3: Biodiversity and The relevance of this OS is in the need to conserve ecosystem services biological diversity and the respective habitats. The proposed project is to upgrade an exisiting road and therefore it is not a greenfield project. Therefore, it has limited impacts to trigger this OS. However, the development of Project Associated Facilities to facilitate implementation of the proposed project will observe provisions of this OS such that biological diversity and the respective habitants are as much as possible conserved.
4. OS4: Pollution This Operational Safeguard outlines the main pollution prevention and prevention and control requirements for borrowers to achieve control, hazardous high environmental quality performance. The relevance of 64 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard materials and this OS to the proposed project is reflected in the resource efficiency Construction phase where there will be a need for environment management systems designed for: • Air emissions • Greenhouse gas emissions • Hazardous waste management • Noise pollution • Cummulative impacts associated with pollutants • Emergence preparedness and response • Resource efficiency especially choice of construction materials
The OS has guided development of mitigation measures to prevent and control pollution and enhance resource efficiency among others.Importantly also, as part of the Environmental and Social Implementation Plan ESIP which the Works Contractor will be required to developed, fresh Environmental baseline will be collected to guide development of appropriate Management Plans for Pollution prevention and control, Occuppational Health and Safety, Waste Management among others for the approval of the Supervising Engineer. Preparation of these key project plans wil be guided by this OS. 5. OS5: Labour This OS requires UNRA employees, Contractor and sub- conditions, health and contractors to protect the rights of workers and provide for safety their basic needs, with specific objectives below: • Protect workers’ rights; • Establish, maintain, and improve the employee– employer relationship; • Promote compliance with national legal requirements and provide supplemental due diligence requirements where national laws are silent or inconsistent with the OS; • Align Bank requirements with the ILO Core Labor Standards, and the UNICEF Convention on the Rights of the Child, where national laws do not provide equivalent protection; • Protect the workforce from inequality, social exclusion, child labour, and forced labour; • Establish requirements to provide safe and healthy working conditions.
This OS is triggered because a lot of labour will be required during the construction phase, to implement the project. The
65 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard provisions of OS 5 will be enforced in tandem with national labour and safety provisions as stipulated in the Employment Act, Labour Act and Public Health Act as per Uganda’s legislation. Key in the provisions will be providing equal opportunity, collective bargaining and mass retrenchment. This OS shall be used in conjunction with the above mentioned national legislation to further protect workers’ conditions, rights, and protection from abuse and exploitation.
3.6 Multilateral Environmental Agreements Below are some of the International Agreements or Conventions of potential relevance to the proposed project which Uganda signed and/or ratified. 3.6.1 Convention on Biological Diversity (CBD) This convention has the main goal of ensuring the conservation of biological diversity and sustainable use of its components. Countries ratified to this convention are required to undertake ESIA for projects likely to have significant adverse effects on biodiversity and are required to develop national plans and programmes for the conservation and sustainable use of biodiversity. 3.6.2 The Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES) This convention seeks to ensure that international trade in species of wild fauna and flora does not threaten their survival in wilderness. Species on the CITES lists are considered of conservation concern. 3.6.3 The Ramsar Convention, 1971 This convention on is also referred to as the Convention on Wetlands of international importance especially as waterfowl habitat (or Ramsar Convention 1971) as amended in 1982 and 1987 was ratified by Uganda in 1988. 3.6.4 Stockholm Convention This is the convention on Persistent Organic Pollutants was ratified by the Government of Uganda. It’s a convention that gives information on chemicals that are known to be persistent in the environment and how they should be managed. It seeks to protect human health and the environment from POPs: organic (carbon-based) compounds that resist degradation in environment, have low water but high fat solubility and bio accumulate in fatty tissues. Examples include dioxins and furans, PCBs and are toxic to humans and wildlife. In respect to the proposed road project, POPs would arise from open-air combustion of waste especially if this is done at workers camp. At workers camps and other sites during road construction, open-air combustion of waste therefore should be avoided. 3.6.5 Strategic Approach to International Chemicals Management (SAICM) This is relevant to chemicals management provides a policy framework to guide efforts to achieve the Johannesburg Plan of Implementation goal that, by 2020, chemicals will be produced and used
66 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard in ways that minimize significant adverse impacts on environment, human health and thus avoiding risk to public and environmental health. 3.6.6 International and Regional Gender Equality Conventions Uganda is a party to the Convention on the Elimination of Discrimination against Women (CEDAW). At the regional level, Uganda is a party to both regional and international conventions which have recognised the importance of mainstreaming gender and other social protection concerns for realization of human rights, sustainable development and poverty eradication. These include, amongst others, Agenda 21 (United Nations Conference on Environment and Development, 1992); the World Conference on Human Rights (1993); the Beijing Platform for Action (Fourth World Conference on Women, 1995); the 1997 Convention on the Elimination of All Forms of Discrimination against Women (CEDAW, 2000); African Women Decade (2010-2020); Agenda 2063; Sustainable Development Goals (SDG); World Cultural and Natural Heritage (World Heritage Convention) – UNESCO; African Charter on Human and Peoples Rights; the 2004 Solemn Declaration on Gender Equality in Africa; and the African Women Decade (2010-2020). 3.7 Administrative/Institutional Framework The parent Ministry responsible for transportation development in Uganda is the Ministry of Works, and Transport (MoW&T) while the Ministry of Water and Environment (MW&E) is responsible for environmental management. Within this Ministry, tasks are divided and implemented through various Authorities, namely, Uganda National Road Authority (UNRA) and the National Environment Management Authority (NEMA). The developer must also acquaint himself/herself with the role of the Private Sector, the Donor Community, Non-Governmental Organisations (NGOs) and Community Based Organisations (CBOs) in the area where the project is to be established. These supplement government’s established institutions in the field of environmental management. NEMA is the overall agency responsible for supervision, monitoring and coordination of all these lead agencies in the field of environmental management, and should be consulted in case any environmental issue arises. In the case of road development coordination of environmental issues is between NEMA and UNRA. At the district level there is the office of the District Environment Officer who acts as the link between NEMA and Local Environmental Committees 3.7.1 Ministry of Works and Transport (MOWT) MoWT is charged with the responsibility of policy formulation in the transport sector in Uganda and sets standards in the sector. UNRA, a semi-autonomous agency under the ministry will be responsible for implementation of the project. Uganda National Road Authority (UNRA) Uganda National Roads Authority (UNRA) was established by The Uganda National Authority Act, No. 15 of 2006 and became operational on 1st July 2008. The mandate of UNRA has the developer is to maintain national road system, advise Government on general roads policy and contribute to addressing transport concerns. In this project UNRA is both a developer and lead agency. As a lead agency, UNRA manages national roads infrastructure and is responsible for mitigation of impacts associated with road development. As a developer on the other hand, UNRA is required to comply with national environmental laws including undertaking EIA for road projects.
67 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard National Road Safety Council (NRSC) In Uganda, responsibility for road safety management is shared among a number of agencies, the most significant ones being: National Road Safety Council (NRSC), District Road Safety Committees (DRSC), Traffic Police and Transport Licensing Board. The NRSC is under Ministry of Works and Transport (MOWT) and is the principal coordinating body for road safety activities in the country. It organises workshops, seminars and campaigns with the aim of raising the level of safety awareness among road users and is responsible for conducting research on road accidents, identifying accident black spots and liaising with road authorities for corrective measures. It also initiates and advises Government on appropriate traffic and road safety legislation and enforcement measures. During the 1990’s several districts established District Road Safety Committees (DRSC) for purposes of promoting road safety at local government level. However, the above safety institutions are not active in their role due to lack of funding and capacity to perform road safety function. Most of the DRSCs are dormant and have never achieved their role. In addition, there are several competing priorities at district levels, and it is not feasible to revive the road safety committees during the project as district are facing severe funding gaps following the banning of graduated tax. However, collaboration with government is vital to ensure policy issues raised are reflected and adapted for future interventions. 3.7.2 Ministry of Water and Environment (MoWE) Through its technical arm (Water Resources Management Directorate - WRMD), MoWE has a responsibility to regulate quality and quantity of water resources in the country. The Directorate is responsible for the full range of integrated water resources management (IWRM) activities including monitoring, assessing, planning, allocating and regulating water resources. Specifically, the Water Resources Planning Department is responsible for water regulation through issuance of permits for water abstraction and wastewater discharge. The Wetlands Management Department in this Ministry is responsible for monitoring of wetland conservation in Uganda including projects through wetlands of conservation value. National Environmental Management Authority (NEMA) The National Environmental Act provides for the establishment of NEMA as the principal agency responsible for coordination, monitoring and supervision of environmental conservation activities. NEMA is under the Ministry of Water and Environment (MoWE) but has a cross- sectoral mandate to oversee the conduct of ESIAs through issuance of ESIA guidelines, regulations and registration of practitioners. It reviews and approves environmental impact statements (EIS) in consultation with any relevant lead agencies. NEMA works with District Environment Officers and local environment committees at local government levels who also undertake inspection, monitoring and enforce compliance on its behalf. In Government ministries, NEMA works with Environmental Liaison Units to ensure that they effectively incorporate environmental issues in their activities, policies and programs. Directorate of Water Development (DWD) The rights to investigate, control, protect and manage water in Uganda for any use, is vested in the Government and exercised by the Director of DWD in accordance with the provisions in the Water 68 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Act, Cap. 152. The duties and roles of DWD include, among others, carrying out inventory of water resources and preparation, update and revision of water action plans, revision, variation and cancellation of water abstraction and wastewater discharge permits. These permits are approved in collaboration with major stakeholders such as NEMA. The construction of river crossings along the proposed road alignment will likely cause negative impacts on the river. In addition, the water abstraction for use during road construction will require a water abstraction permit from DWD. Wetlands Management Department The Wetlands Management Department (WMD) under the Ministry of Water and Environment (MW&E) takes the lead in all day-to-day management issues of wetland resources in Uganda. It implements the Wetlands Policy in collaboration with other lead agencies, notably NEMA. At the District level, a Department of Environment (headed by the District Environmental Officer) coordinates wetland work and an attempt has been made in various districts to have a Wetland Officer appointed. Even at the village level, one of the members of the Village Council takes care of the environment and wetland related issues. National Forestry Authority (NFA) The body responsible for forests in the country will closely monitor the activities of the project at the forested areas as mandated to ensure that it will not be adversely affected. 3.7.3 Ministry of Lands, Housing and Urban Development (MLH&UD) In terms of compensation and resettlement, the prime participants are the Ministry of Lands, Housing and Urban Development (compensation and Valuation) and UNRA (the Lead Agency) UNRA therefore must take the responsibility for resettlement, and identification and coordination of other players. In addition Uganda Land Commission, District Land Boards, District Land Tribunal, Local Councils need to be involved.
National Physical Planning Board The Physical planning Act, 2010, provides for the formation of the National Physical Planning Board that should plan and oversee orderly progressive development of land in towns and rural areas. 3.7.4 Ministry of Gender Labour & Social Development The Ministry has the overall mandate to mobilize and empower communities to harness their potential through Skills Developments, labor productivity and Cultural Growth for Sustainable and Gender Responsiveness Development of all Ugandan citizens. In terms of overall project implementation, the MGLSD works through the functions of Directorate of Gender and Community Development; Department of Gender and Women Affairs; Department of Culture and Family Affairs, and Department of Community Development; and Directorate of Social Protection (Specifically the Department of Youth and Children Affairs, Department of Disability and Elderly and Department of Equity and Rights. The Ministry promotes cultural growth, non- formal skills development, labour productivity and gender responsive development, while focusing on reducing vulnerability associated to being or becoming poor. In addition, the Ministry redresses imbalances to eliminate discrimination and inequalities against any individual or group of persons and takes affirmative action in favour of the marginalised The Ministry especially the Community Development Department is responsible for mobilizing and empowering communities to harness their potential, while protecting the rights of vulnerable population groups. The Ministry works with other stakeholders including: the National Women’s 69 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Council, National Youth Council, National Council for Children, and National Council for Disability, Industrial Court and the Equal Opportunities Commission. These councils are also decentralized from the district to the sub-county levels. Non-state actors include: the Civil Society Organizations (NGOs and Faith Based Organisations), Cultural institutions and Development Partners. Department of Occupational Safety and Health (DOSH) The Department will be mandated for the monitoring of workers occupational health through ensuring adequate provision of Personnel Protective Equipment (PPEs). The ministry concerned will appoint an expert who will work alongside the consultant. 3.7.5 Ministry of Tourism, Wildlife & Antiquities Archaeologists from the department responsible for museums and monuments in this Ministry would be useful in monitoring road project construction activities, especially excavations at borrow sites to ensure that chance finds or artefacts of cultural significance are not destroyed. The main project objective is to improve tourism circuits in the Kigezi region through linking the various tourism facilities since tourism brings in high foreign exchange earner and is a big contributor to the Gross Domestic Product. The Government through the leadership of the Ministry of Tourism Wildlife and Antiquities (MTWA) also formulates policies and regulations, undertakes supervision and skills development to promote the tourism industry as an economic force in the nation. The other state actors include; Uganda Tourism Board (UTB); Uganda Wildlife Authority (UWA); Uganda Wildlife Education Centre (UWEC); the Hotel and Tourism Training Institute (HTTI) and the Uganda Wildlife Training Institute (UWTI).
Uganda Wildlife Authority (UWA) Management of wildlife in protected and unprotected areas is vested in Uganda Wildlife Authority (UWA) created in August 1996 following enactment of the Wildlife Act (Cap 200). UWA manages Uganda's 40 Wildlife Protected Areas (WPAs) that comprise of 10 National Parks (NP), 12 Wildlife Reserves (WR), 14 Community Wildlife Areas (CWA) and 4 Wildlife Sanctuaries. This is particularly important since the project links to the Mgahinga National Park. 3.7.6 Ministry of Energy and Mineral Resources The mandate of the Ministry of Energy and Mineral Development (MEMD) is "To establish, promote the development, strategically manage and safeguard the rational and sustainable exploitation and utilization of energy and mineral resources for social and economic development". The Ministry is concerned with matters such as energy policy, investments in mining, the establishment of new power generating infrastructure using hydro power, thermal power, solar power and nuclear power. The Ministry has three main directorates including directorate of geological survey and mines, directorate of petroleum, directorate of energy resources development which are relevant to the establishment of the project road. Department of Petroleum Supplies Established within the directorate of Petroleum, this department is responsible for issuance of permits for petroleum storage, and licensing commercial activities such as filling/ service stations. Department of geological survey and mines This controls the mining sector (including stone quarrying) through the Mining Act.
70 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 3.8 District Authorities The proposed project road falls within jurisdiction of Kabale, Kisoro and Rubanda District. A district is headed by a Chairman Local Council Five (LC5) who is the political head and Chief Administration Officer, the technical head of district administration. Technical District personnel directly involved with the project include Environmental Officer, District Planner, Community Development Officer, District Director of Health Services, Wetlands Officer, Forestry Sector Manager, Agricultural Officer, District Water Officer and District Engineer. 3.8.1 Road Committees Road committees are mandated under the ministry of works and transport to sensitize communities about benefits of road development including participation in compensation matters and grievances, maintenance and safety of road furniture, environmental monitoring and HIV/AIDS awareness. 3.8.2 The Private Sector The private sector includes; construction companies, transport operators and associations, construction and building engineers, among others, that are responsible for investment and delivery of transport and works services- their opinion are relevant. The CSOs undertake advocacy, sensitization, mobilization and dialogue with communities
71 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 4.0 CHAPTER FOUR: ENVIRONMENTAL SETTING OF THE PROJECT AREA
4.1 Social Environment The proposed upgrading of Kabale-Bunyonyi, Bunyonyi-Kabeho, Kisoro-Mgahinga and Nyarusiza- Mahabura Gate fall in Kabale, Rubanda and Kisoro Districts respectively. Since the project is within the proximity of communities i.e. the trading centres/village, there was need for socio-economic data. Desk studies were undertaken and the literature that was reviewed included policy documents, district development plans, district state of environment reports among others.
Table 4-1: Administrative Units traversed by the Roads Sub- County Parishes Kabale District Kitumba Sub- County Mwendo, Bokoora, Kitimba, Bushuro, Bugo Kabale Municipality Northern Division Rubanda District Bubare Sub-country Kagema Parish Kisoro District Nyarusiza Gitenderi, Mabungo, Gasovu, Rukongi Muramba Bunagana, Muramba, Gisozi, Sooko Kisoro Municipality South Division/ Source: Community Survey 4.1.1 Location of Kabale-Bunyonyi and Bunyonyi-Kabeho Kabale District Kabale district lies in the South West of the Republic of Uganda between 290 45' and 30o 15' East longitude and 1o 00' and 1o 29' south of latitude. It borders with the Districts of Rubanda and Kisoro to the West, Rukungiri to the North, Ntungamo to the East and the Republic of Rwanda to the South. Kabale District is a highland district of Uganda. Kabale District covers 1,864 square kilometers (705 sq miles). The Kabale-Bunyonyi project road transverses Mwendo and Bokori Parishes in Kitumba Sub - County covering the following villages: Nyabugu; Kyamulabira; Nakibonde, Kabira, Kakashanya; Kabasheyna; Rwakaware and Kamukunda. In Kabale Municipality, the road transverses five cells including: Kiyoro, Kasidente, Nyabugu, Kabungu and Bufuka, Bulambo and Lutimba trading centres near Kachwakano while Bunyonyi-Kabeho commences from Lake Bunyonyi loop traverses Bufuka and Kabeho for approximately 7.3km. Rubanda District The District of Rubanda was curved out of Kabale and currently made of Seven (7) Sub counties of Bubare, Hamurwa, Nyamweru, Ikumba, Muko, Ruhija, Bufundi and Two (2) Town Councils of Hamurwa and Rubanda. The District consists of two constituencies of Rubanda East and Rubanda West, divided into 7 sub-counties and 2 Town Councils, 48 parishes which are further divided into 475 villages/cells. Rubanda District borders the districts of Kisoro to the West, Rukungiri and Kanungu and Kabale. The District became operational on 1st July 2016. In Rubanda district, the project road transverses Bubare Sub-country in Kagema Parish.
72 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 4.1.2 Location of Kisoro-Mgahinga and Nyarusiza-Muhabura The two (2) road sections are in Kisoro District in the south-western part of the country. The district covers a total area of 729.2Km2 (66.2km2 open land the rest being open water and swamps) and is approximately 510Km from the Capital. It borders the Democratic Republic of Congo to the west, the Republic of Rwanda to the south, Kabale and Kanungu district to the East and North respectively. The district has one county and three constituencies with 13 Lower local governments called sub counties namely; Nyarusiza, Muramba, Chahi, Nyakinama, Nyarubuye, Busanza, Kirundo, Nyabwishenya, Bukimbiri, Nyundo, Nyakabande, Murora and Kanaba and one Municipality Council. It has a total of 389 villages, 36 parishes and two Town Wards. The proposed roads transverse Kisoro Municipality, Muramba Sub County and Nyarusiza sub- county. Kisoro – Mgahinga road (14 km) road links Kisoro Town to Mgahinga National Park through the trading centre of Nyarusiza ending at Ntebeko Gate. While Nyarusiza-Muhabura Gate links Nyarusiza Trading Centre to the Mgahinga Gorilla National Park through Mahabura Gate. 4.1.3 Population Demographic Characteristics The current population and demographic trends are important in determining the linkages between communities and transport services and infrastructure, particularly how the populations may be affected during the construction phase. It further provides baseline statistics and trends to indicate how the project shall influence the development and demographic structures of communities and thereby the impacts and benefits brought about by the road improvements. This data will serve as an indicator to determine wealth and poverty levels, a key aspect of determining socioeconomic status of an area. All these factors indicate the existing socioeconomic situation where the road improvements are planned and where the communities that will directly benefit from the sub- projects.
Table 4-2: Population by Age Distribution in the project Areas Kitumba Kabale Rubaare Kisoro Mulamba Nyarusiza Municipality Municipality Population 49.0 57.4 46.0 43 44 44 aged 18 Years and over Population 19.5 34.3 20.1 19.2 19.0 19.0 aged 15-24 Years Population 4.9 4.4 3.5 3.6 4.1 4.1 aged 65 Years and over Source: Population census 2014 a) Kabale District
The National Census of 2014 estimated the population of Kabale District to be 543,160, with an annual population growth rate of 1.28% and sex ratio of 89.4 males to 100 females. Out of these, only 76,568 stay urban centres and the remaining stay in the rural area. The population density is 297.3 persons per sq. km and has an average household size of 4.4 persons in 119,631 households.
73 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard The population of project sub-county (Kitumba) is 19,500, with 10,050 female and 9,450 males. The total number of households was 4,175 with an average size of 5 people. b) Rubanda District
The National census was estimated the population of the Rubanda District to be about 196,896, with an annual population growth rate of 1.1% with sex ratio of 88 males to 100 females and an average household size of 4.4 persons (National Census of 2014.) Rubanda District is densely populated with population density of 298.2 people per km². The Female contribute 53.3%; Children 0-17 years consist 54.3%, Population 18-30years 20.7%; Population 60+ 4.9%, No. households 43,354; Household size 4.5 persons; Percentage FHH 20.6% and Percentage Widowed is 33.1%; Persons aged 10-17 years ever been married 5.6%, Persons aged 12-17 years who have given birth 5.6 %, Orphans - Children aged 0-8 years 4.2% and Children aged 0-17 years 8.0% as per 2014 housing and population census. The total population of Bubare sub- County where the project road will pass is 33.820 out of which 17,913 were female and 15,908 males. c) Kisoro District
The total population of Kisoro District is 281,705 with male making 126, 643 and female 155,062. The rural population is 256,251 compared to urban which consists of 25,454. Total households are 280,304 whereas non households are 1,401 (National Housing and Population Census 2014). Kisoro population is unevenly distributed with the settlements following peri-rural and urban. There is a noticeable increase in rural- urban migration in the district with people moving from rural areas to the Municipality from rural areas within Kisoro and from other districts. Currently the population of Kisoro Municipality stands at 15,859 whereas in Nyarusiza is 30,263 and Muramba is 36,355. More recently, the population growth in Kisoro District has been influenced by periods of civil unrest in Rwanda and the Democratic Republic of Congo leading to influx of immigrants.
Table 4-3: Kisoro Municipal Population Sex Northern Central Southern Division Total Division Division
Male 2,526 2,302 2,637 7,465 Female 2,816 2,614 2,964 8,394 Total 5342 4,916 5,601 15,859 Source: Population census 2014
Table 4-4: Population of the Sub-Counties of Nyarusiza and Muramba Sub-county Number of Average Males Females Total Population Household Size NYARUSIZA 6,785 4.4 13,228 17,035 30,263
MURAMBA 8,457 4 4.3 15,385 20,970 36,355
Source: Population census 2014
74 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard The age distribution of the communities in the project areas shows that majority of the population are in age bracket of the young people. This poses an issue of future employment opportunities over the next four to five years during the implementation period of the Project and directly afterwards. It cannot be expected that the Project will significantly increase employment opportunities and the opportunities which do arise will mostly be for construction work. Yet in the project areas, the youth are less skilled and involved in informal sector but with high expectations of being employed by the road project. However, improvement in the roads is expected to positively contribute, albeit in a small way, to reduce incidence of illnesses and, thereby improving health status of the population. During the operation, access to health services will improve to benefit the health status of children and working age populations. This was echoed by the communities, who expect that when the road project is implemented successfully, it encourages economic productivity and poverty reduction.
Table 4-5: Population by Project Location and Sex in the Project Area %male %female % Households Size Male Female Total Total Kabale district 252,164 281,996 534,160 119,631 4.4 total 47.2 52.7 100
Kabale 12,102 4.1 Municipality 24,194 25,473 49,667 9.5 9.0 9.2
Kitumba SC 9,450 10,050 19,500 3.7 3.6 3.6 4,175 4.6 Bubare SC 16,461 18,815 35,276 6.5 6.6 6.6 7,574 4.6 Source: Population census 2014 The figure above indicates the overall number of households in project communities, disaggregated into by gender. The average percentage of female headed households (FHH) is 20.6% and for the widowed is 33.1% in Rubanda District for instance. Households that are headed by orphans and underage family members are significant ranging from 6.8 % to 10.7 as indicated in the table below. Consultations suggest that this figure may be due to the parents dying of HIV/AIDS or other illnesses. It is essential that the project implementation ensure that the female headed, and underage headed households are especially considered, given that the two categories, may be classed as vulnerable.
Table 4-6: Households Headed by Orphans and Underage Project Sub-County Percentage of Orphans 0-17 yrs Rubanda- Bubare 9.6 Kisoro & Nyarusiza 6.8 Muramba 8 Kisoro/ Municipality 7.9 Southern Division Kabale Municipality 10.7 Kitumba 10.6
75 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 4.1.4 Ethnicity The Districts of Kabale and Rubanda are dominantly inhabited by the Bakiga who speak Rukiga, a Bantu language with few Batwa, Bahororo and Banyarwanda. It is documented that due to overpopulation, the Bakiga have been migrating to other parts of Uganda. The people in Kisoro are mainly Bafumbira with few Bakiga. They speak both Rufumbira and Rukiga respectively. The ethno- linguistic groups in the districts of Kabale and Rubanda are dominantly composed of Bakiga who speak Rukiga, a Bantu language with few Batwa, Bahororo and Banyarwanda. The people in Kisoro are mainly Bafumbira with few Bakiga and Banyarwanda and few Congolese. Rufumbira and Rukiga are the Major languages spoken with Runyarwanda to small extent. The Batwa are existing indigenous populations are largely living within the indirect project area of influence while a few who stay close to the trading centres are within the direct project area of influence. The Batwa are classified as both indigenous and vulnerable in the three project districts (Kisoro, Rubanda and Kabale). They have historically depended on the forest for hunting and fruit gathering; rearing livestock and engaging in some form of subsistence farming and such self- employment activities as making crafts. Some have been integrated within the communities especially in Gisozi Parish, Muramba Sub County. Consultative meetings were held with the Batwa communities to carry out an analysis of the likely risks in terms of (i) infringement of their customary rights, (ii) loss of culture, social cohesion and inequitable participation. Since ethnicity contributes to the cultural practices of the communities’ residents which should be respected by the works contractors and construction supervision staff during the construction period, especially in terms of gender roles and culture, communication and consultations and cultural ceremonies. 4.1.5 Religion and Places of Worship In most of the project communities, the population is dominantly Christian of Anglican, followed by the Catholic denominations. Other faiths included Church of Christ, Seventh Day Adventists, Baptist and Assemblies of God. There is a significant number of churches that are located near the existing road. These may be affected in terms of displacement, blockage during construction and affected by the dust and noise during construction. Religion is also an important consideration in terms of cultural practices. These practices should be respected throughout the construction period and works activities should be programmed not to interfere with cultural festivals. In terms of resettlement, in cases where a household is to be relocated this should not impede their religious and other cultural practices, access to religion and attendance at services.
76 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Table 4-7: List of Churches and Places of Worship in the Project Areas
Area Religious institution Kisoro Municipality 1. Kisoro catholic church 2. Kisoro Christian Church Centre 3. Sajitwe Catholic church 4. Nturo SDA 5. Kabindi church of Uganda 6. Gitenderi church of Uganda 7. Nkunda catholic church 8. Soko catholic church 9. Kasingye Baptist church 10. Kubugu church of Uganda 11. Apostles of Christ Church of Uganda
Nyarusiza 1. Seventh Day Adventist church (Nturo) 20M 2. Sagitwe Catholic Church 0M 3. Mahingo Baptist Church 20M 4. Kabindi Church of Uganda 300M 5. Pentecostal Assemblies of God 0M 6. Ketendere Church of Uganda 300M 7. God’s Good Mission 50M 8. Nkanda Catholic Church 350M Muramba 1. Sooko Catholic Church 2. Sooko Church of Uganda 3. Kashingye Baptist Church 4. Kibugu Church of Uganda 5. Gisozi Seventh Day Adventist Church 6. Gisozi Catholic Church 7. Gosozi Seventh Day Adventist (SDA) Kabale Municipality 1. Pentecostal Assemblies 2. Kabale Church of Uganda 3. Kabale Catholic Church 4. Baptist Church of Uganda Kitumba 1. Bufuka COU 2. Rutooma Catholic Church 3. Nyabikoni Church of Uganda 4. Kigezi Baptist church 5. Kabungo Church of Uganda 6. Mafuka Church of Uganda 7. Bunyonyi All Saints Church 8. Kakoomo Church of Uganda 9. Bunyonyi Church of Uganda 10. Kyabazing Church of Uganda 11. Kachwenkano Revival Church, 12. All Saints Rutinda Church of Uganda 13. Turbanacle Pentecostal Church 77 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Area Religious institution 14. Kagalama Church of Uganda 15. Kengoma Church of Uganda
Bubaare 1. Kitojo Catholic Church 2. Kagarama Church of Uganda 3. Kyabalwonga Church of Uganda
Source: Community Survey 4.1.6 Human Settlement The population in the three districts is mainly settled on hillsides, valleys, along national and District feeder roads and flat areas. The steep slopes, deep valleys, plateaus, wetlands and forested areas are mainly for cultivation and grazing. There are three types of settlements identified in the three districts: linear, nucleated and scattered. Nucleated settlements are only found in urban areas, especially in urban areas where social utilities are available (water, electricity, telecommunication). Linear settlements are common along the main roads and trading centres.
Figure 4-1: Linear settlements along Kisoro-Mgahinga Road
It is expected that road improvement will attract migration near the roads as well as promoting settlement near the roads. However, it is also expected that households living in proximity of road reserves may be affected in terms of displacement, noise and dust
78 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Table 4-8: List of Human Settlement and dwellings Rubanda Nyarusiza/ Kisoro/ Kabale Kabale- - Bubare Muramba Municip ality Municipality Kitumba Southern Division
Households living in semi- 92.2 87.9 40.6 43.2 91.6 permanent dwelling units
Households living in 2.2 1.2 0.1 0.1 1.3 temporary dwelling units Households that own at 96.8 96.7 88.7 95.2 98.0 least a mosquito net
Households that have d10.4 15.3 92.8 56.1 19.4 access to pipe water Households that use a 4.7 3.0 0.2 3.8 1.0 bore hole Households withoutany 0.7 7.4 1.5 0.2 0.9 toilet facility Households that properly f 17.4 1.8 39.2 57.6 14.3 dispose o solid waste Households which are not i9n9.5 99.2 89.6 99.2 99.0 living decent dwellings Households that have 5.1 6.2 41.9 54.6 6.1 access to electricity Households that use 57.0 68.0 39.4 77.8 63.1 tadooba for lighting Source: 2014, Housing & Population Census, UBOS 4.1.7 Housing The status of dwelling units in the three districts are: permanent, semi-permanent and temporary while the types of housing units are detached, semi-detached/flat, tenement (muzigo) and others. Permanent structures are mainly located in the Central Business District (CBD) in Kabale and Kisoro Municipalities. In the urban centres, the housing sector has greatly improved with permanent housing on the increase. However, there is still a challenge of dependence on local materials for building such as brick, sand and aggregates which are mined locally and thereby destroying the environment. Most households use tadobba than those using electricity. This is even though Electricity lines passes through the rural areas /villages towards the Tourist destination of Mgahinga National Park and Lake Bunyonyi.
79 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 4-2: Semi Permanent homes along Kabale-Buyonyi Road (Loop)
4.1.8 Land Tenure Access to land is the basis for rural livelihoods in the project districts, but this access is becoming increasingly constrained in the face of mounting population pressures. In the project area three forms of land tenure exist: customary, leasehold and “native” freehold. About 75% of arable land is largely owned according to customary laws. Central forest reserves and National parks are under the arrangement of statutory lease tenure. Due to the population pressures, small fragmented plots of land are grossly inadequate to meet household needs. The project areas are also affected heavily by land fragmentation with families holding small parcels of land which is shared among different family members. This has prompted massive encroaching on the marginal land. 4.1.9 Livelihood Activities Agriculture Farming Activities The rural sections where the road project passes through, is dominated by small scale for both subsistence and income earning purposes. Over 82% of the population in the three districts depend entirely on subsistence farming. The rest of the population depends on employment income, business enterprise, cottage industry, property, and family support. In the peri- urban areas and rural growth centres, the people mainly earn their living from petty trade. Generally, the average household income is very low especially in the rural areas. Agriculture is the main occupation of the population in the project areas with 82% producing at subsistence level and the rest on semi commercial agriculture. The major crops grown include Irish Potatoes, beans, onions, peas, bananas, maize, sorghum, millet, wheat and sweat potatoes. Eucalyptus tree planting is dominant on the hilly areas. Livestock farming is dominated by the goats, sheep, cows, rabbit, cattle and pigs. 91.7% of population of Kisoro districts is engaged in crop growing and 85.9% for
80 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Kabale District. The composition of livestock farmers is 59.3% in Kisoro Districts and 87.8 % for Kabale District. Women are dominant in subsistence agriculture which is basically growing food for household consumption mainly consisting of: maize, Irish potatoes, sweet potatoes, peas, bananas, beans, and vegetables. The main cash crops are largely the domain of men, including tobacco, Arabica Coffee, Fruits, Tobacco, vegetables, pyrethrum, mushrooms and temperate fruits. Both men and women keep cows, goats and pigs mainly for the market. The marketing of farm products is transported by boda boda and bicycles by men and head-loading by women. Whereas the project areas are food self-sufficient at harvest time; food shortage sets in during prolonged drought. Farming is also affected by climate change related calamities including: Floods, drought, bacteria wilt, hailstorms and invasion of the buffalos which destroy crops around the Mgahinga Park areas. Whereas some stakeholders revealed that farming has not registered progress in terms of agriculture productivity, others recognized improvement in the prices and marketing of the Irish potatoes. This significantly translated into improved household incomes.
Plate 4-1: Millet and Wheat plantation along Nyarusiza-Muhabura Road
Plate 4-2: Maize and Beans along Kisoro-Mgahinga Road
81 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
The rural sections of the road passes small scale farming in hilly areas with visible crops that include: Irish Potatoes, beans, onions, peas, bananas, maize, sorghum, millet, wheat, sweat potatoes and rear goats, sheep, cows, rabbit, cattle and pig; maize mountain sides covered by eucalyptus trees. Households rearing livestock consist of 71.3% with an average land holding of size of 0.9 ha of which about 25,000 are heads of cattle. The Districts are normally food self-sufficient at harvest time, but food shortage sets in during prolonged drought. Agriculture Marketing
Weekly, monthly and daily rural markets are in various parts of the districts, but majority are informal without basic infrastructure. In addition, farmers market their products through groups and individually. Besides being dominantly subsistence, agriculture production is also facing numerous challenges including inadequate land which is fragmented and characterized by loss of soil fertility due to erosion and continuous use. Other impediments are associated with poor market infrastructure, poor storage structure, absence of agricultural processing; limited access to agricultural extension and credit; improved planting and stocking materials; as well as poor road network in the hilly terrain. The local buying centres are scattered to convenient locations within the project areas namely: (a) Rural Markets (b) Trading Centres (c) main town (d) Cooperatives/stores (e) Village shops (f) On-the-farm (ad-hoc) buying points
The present marketing outlets include: (a) daily/weekly/monthly rural markets, (b) Middle vendors (c) Agro processors (d) Associations/societies (e) Institutions like schools, hotels, exporters, etc. Support to formation and strengthening of farmers/producers marketing groups/associations, as well as and improved access to market information will enable the farmers/producers and traders to enhance their capacity to predict, improve quality and competitiveness to negotiate fairly for their products. Considering these challenges and given that 82% of the districts’ population depend on subsistence agriculture for their source of livelihood; the local governments have signaled the need for more investment in agriculture as a strategy for poverty eradication and economic development. The focus, among others, is placed on improving agriculture extension services and recycling waste to produce organic manure for agricultural production enhancement. With rural markets, the districts’ priorities are emphasizing the need for collaborating with the private sectors to develop the infrastructure; disseminate market information; improve hygiene; and monitor the standard weights and measures. Non-Farming Activities and Commercial sector
In urban and trading centres, community members are engaged in micro, small scale and medium non-farming activities. Male entrepreneurs are dominant in construction sector such as logging and other building materials. The female on the other hand are more involved in food related businesses 82 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard as well as textiles and garments, shop keeping, knitting, printing and publishing and cosmetics. Both women and men are engaged in illegal quarrying activities on the Kabale-Buyonyi road. This is likely to affect the Road works and the Road project when complemented if they are not regulated since most of the activities are near the Road. The feasibility of micro enterprises need enhancement in terms of acquisition of business skills and knowledge; capital; and appropriate technologies. Saving and Credit Cooperatives (SACCOs) are being promoted as one of the avenues for mobilizing savings and accessing credit for investment in agricultural production and trade. 4.1.10 Culture and heritage Besides the known heritage sites of Batwa within and near Mgahinga National Park, the communities identified other sites which are located in various strategic places that are located outside the parks that may directly or indirectly be affected by the proposed road projects as indicated in the table below. Other key types of sites that were identified were the various Places of Worship (e.g. churches), cemeteries and burial places. It must be pointed out that most of the cultural sites are the cornerstones of the tourist attractions which are more abundant in Kisoro district than Kabale and Rubanda Districts. According to the communities, visitors and tourists to Mgahinga forest, Garama cave, Volcano demonstration camp and Batwa village will increase and are not to be affected apart from construction phase when some of the roads to these sites may be blocked. Since cultural sites have big attachments onto the communities, the stakeholders recommended the need of involving the cultural institutions in making decision regarding any likely impact of the cultural sites. The contractors shall be made aware of cultural heritage sites and avoid or minimize impact to cultural resources (such as cemeteries, worshipping areas, meeting places) thereby generating conflicts with the local community during project implementation. The ESIA report stipulates conditions of reduced impact around culturally important sites and during culturally important events. 4.1.11 Tourism The potential for tourism industry is immense in the three districts. Kabale and Rubanda districts are endowed with several tourist attractions, including: Pleasant cool climate and ever green vegetation, good scenery; Wild life, Natural forests; Exquisite view of Lake Bunyonyi; Green terraced interlocking hills and steep sided valleys; gorges, caves and Hot springs; ecotourism and cultural heritage. The two Districts are also endowed with plenty of minerals especially iron ore and wolfram. Tourist Attractions of Kisoro District include: i. Mgahinga National Park which attract Gorilla tracking; game viewing and Mt Mahabura trekking/hiking. ii. Cave exploration and Antiquities; Bird Watching and Forest/Nature walks within and outside the communities and community visits iii. Viewing platform/hills of the magnificent scenery of the National Park and the surrounding areas including number of crater lakes; iv. The rich and unique culture of the Bafumbira and Batwa such as cultural dances; unique and diverse variety of crafts and souvenirs.
83 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard v. Hotel and Catering including Gahinga Rest Camp, Mgahinga Safari Lodge, Volcanoes Hotel and Sky-Blue Motel: with a total capacity of 453 beds and employing 143 people.
Table 4-9: List and Location of Tourist Sites RUBANDA KISORO KABALE Kitojo Cave Mugahinga volcano; Lake Local burial Muhabura Crater Lakes Green lake Bunyonyi grounds. Mutanda creator lake Museum Hot springs in Muremure Volcanic eruptions Muhambra Muramba village Ngarama cave across the Sajitwe Crater-dry empty lake lakes Terracing Hills Museum Mt. Sabyinya (366m) Mt. The indigenous Muhavura Mugamishi dugout canoes Park Mugahinga tourist Islands surrounding sites. lake Buyonyi Burial Cultural Gala & Africa Hut, sites along the road Muhavura Mountain, Sagitwe hill Museum Batwa trails Caves and Hot springs Mwambiko CaveGaragama cave Crater lakes Abbis at Muremure in Kitende parish
Plate 4-3: Caldera at Sagitwe along the Kisoro-Mgahinga Road
84 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Plate 4-4: Mgahinga National Park
Plate 4-5: Muhabura Mountains
Plate 4-6: Lake Buyonyi tourism area
Despite the abundance of various the tourist resources, the districts’ revenues are still predominately coming from central government transfers with insignificant share from tourism. This 85 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard project is therefore timely to facilitate tourism in tandem with the priorities of the respective District Councils. Kabale is part of the “Touristic Ring Road” network that aims to connect all the main National Parks and touristic attractions in a round circuit in order to facilitate the movement’s tourists. This will be enhanced by the provision improving scenic landscapes of the tourists especially along Lake Buyonyi area. Tourist Related Income- Generating activities Considering that one of the objective of the project is to boosting tourism and conserving natural and historic objects, the Tourist Operators and investors in hotel industry, were consulted to identify the current major tourist activities, tourist attraction and destinations and how these can be enhanced by the project. The tourist sites and products are more prevalent as indicated in the tables below.
Project Enabling Tourist Conditions Tourist Products Tourist Hotels Location
Kabale/Rubanda •Pleasant cool climate •Caves and Hot springs; Lake Bunyonyi •Ever green vegetation & scenery; Wildlife, •ecotourism Natural forests •Cultural heritage. •Institutionalization of the District Tourist Officer Tourist Products •Touristic Ring Road provided by operators •Exquisite view of Lake of Lake Bunyonyi Bunyonyi •Green terraced interlocking •Camping, boat cruising, hills and steep sided valleys guided tours, nature walks, caves, bird watching, cycling,
•Black smith (traditional tools, iron one)
•Bird sanctuaries
•Fishing/ Cray fish
•Hiking the hills, sport swimming, zip lining,
•Agro tourism,
•Cultural and community tourism(, community visits and traditional crafts and dancing)
•Faith based tourism (visiting old churches and traditional healers)
•Boat riding and canoe tracking
86 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Kisoro District •Mgahinga Gorilla National Park •Trailing Mountain Gahinga Rest •Magnificent scenery of the Gorilla and Golden Camp, surrounding areas Monkey /Tracking Mgahinga Safari •The rich and unique culture of •crater lakes Lodge, the Bafumbira and Batwa •Volcanoe/Mountain Volcanoes Hotel •scenic landscapes of the Climbing; and Sky Blue tourists •Cave exploration and Motel • Institutionalization of Antiquities the District Tourist Officers •Bird Watching •Viewing platform/hills •Forest and Nature walks within and outside the communities •Cultural dances; •Mt. Muhabura and Batwa trails and cultural sites •Cultural tourism including Unique and diverse variety of crafts and souvenir •Agricultural tourism; •Sites of wind, •Water trekking (following the marine life in the waters like the cap fish on Lake Chahafi), , •Watching buffalos, elephants and monkeys. Source: Community Survey Tourism activities, Status and challenges The Kisoro –Nyarusiza – Mgahinga Gate (13.3 Km) and Nyarusiza – Muhabura Gate 2 (5km) links and is a gateway to Mgahinga Gorilla National Park. However, this road is impassable with potholes and gullies. The poor conditions of these roads not only do they impact the livelihoods and welfare of the local communities but also impacts the comfort of the tourist’s majority of them are elderly. Most of the tourists tend to be characterized with advanced age. Their health wellbeing is therefore negatively affected by the conditions of the roads and therefore discouraged to visit the park. This consequently discourages many tourists who prefer to visit the Rwanda side of the park where roads are improved.
87 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Plate 4-7: Nyarusiza-Muhabura Gate Road
This also translates into less revenue which should be invested in improving transport infrastructures to promote tourism. They described tourism as the backbone of Kisoro with various and unique products which are yet to be exploited in terms of marketing and provision of infrastructure. Tourism is a major source of both local and central government revenues which should be invested in improving the road infrastructure. For instance, tourist hotels taxes including Pay as you Earn (PAYE), local hotel tax and annual licenses. Contribution to the Local Economy According to the Tourist Operators/investors, improved roads infrastructure will attract not only more tourists but also investors in the tourist industry. This will translate into job creation and markets for farming products, local crafts and an increase in transport services. Currently, 75% of employees of many tourist lodges are sourced locally (such as Security guards, housekeepers, landscaping/gardeners, catering and chefs. Other benefits to the local communities include; providing skills to the people as well as markets for their farm products such as vegetables, fruits, Irish potatoes and beans. The local communities also benefit in terms of marketing their transport services of canoes and tour guidance. Women are employed as: housekeeping, chefs, gardening; tour guides and craft making. 4.1.12 Water and Sanitation Supply The overall safe water coverage in Kabale District stands at 85% and Rubanda at 69.3% which is higher and lower respectively than the national average of 71%. However, water coverage varies from Sub County to Sub County. The water plant which feeds the two districts is located along the project road and road excavation works are likely to affect the pipe network.
Plate 4-8: Kabale Water intake point at Lake Buyonyi and Treatment Plant
88 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Plate 4-9: Water Points along Nyarusiza-Mgahinga road
Latrine coverage in the Kabale is high with 92% of the households with safe latrines, 772 households have VIPs, 4691 have uncovered, 1,985 have flush toilets but 1,168 use the bush. In Kitumba sub county water coverage was at 86% with 42 springs, 2 boreholes and 38 communal tanks. Appropriate sanitation technologies for the older and PWDs and children are yet to be developed. The table below indicates majority of the households in Muramba County in Kisoro that do not have adequate access to safe water. However, community consultation in other project parishes revealed that water scarcity was a major concern. In Kitumba Sub-County in Kabale, the communities of Kiyora village complained of poor access despite the proximity with NWSC water treatment plant. Water Gravity tanks are few and Congested since they are servicing many people/ high populations. Many of the boreholes and water tanks in various locations were reported to be broken and therefore not functional. While majority of the communities have access to toilet facilities. However, it was evident from the community leaders that the quality of existing toilets was poor. It was further revealed that in the urban and peri urban areas, many of these pit latrines are shared, creating poor hygienic conditions because no one takes care of the facility. Latrines are few and non-existent in public places such as markets and trading centres.
Table 4-10: Percentage of household without access to Safe Water and Toilet Facilities Project Sub-County Safe Water Toilet Facilities Rubanda- Bubare 22.9 12.2 Nyarusiza 21.9 8.3 Muramba 77 15.5 Kisoro/ Municipality 2.5 3.9 Southern Division Kabale Municipality 11.1 0.8 Kitumba 19 1.2 Source: Population and Housing Census, 2014
89 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Water supply and connections are concentrated in municipalities, but the community surveys and consultations indicated that supplies are often disrupted and that breakdowns are common especially during dry seasons. In addition, women and children were generally responsible for collecting water each day and are exposed to the risk of harassment and even rape by having to fetch water at night or in the early morning. Some of the water supply points are within and near the ROW and may therefore be disrupted and therefore impacting the community negatively.
Table 4-11: Location of Water Supply Points Kabale Nyarusiza Kitumba Sub- Muramba Rubanda Municipality County Rusiza; Kasemisemi, Rushiza Public water points The existing Bunyara gravity Nturo, Bushenyi; DC, market at Katindo, and Gisozi tank not flowscheme Mugasiza Gashija Bunyonyi standpipe operational Mukateme water trading spring and No safe water centre Kanyankwanzi (On source in the area Nyarusiza river despite ; Park Kiruruma) gravity clos flow treated water e scheme supplied proximity with free water to the NWSC water area. treatment plant NWSC water was 200m away treated Source: Community Survey In general, it should be noted that most the households within the project areas access the protected springs and other sources like boreholes, rainwater and water trucks/vendors compared to other sources such as piped water. These sources were identified to be common in rural areas apart from water trucks/vendors, which is common in urban areas Appropriate sanitation technologies for the older and PWDs and children are yet to be developed. Under the district development plans, the districts have signaled the imperative to construct, operate and maintain appropriate community water supply systems in rural areas focusing in un-served areas. Other planned initiatives include: Promoting rainwater harvesting; improve functionality, sustainability and resilience of water supply systems and promote appropriate sanitation technologies. 4.1.13 Waste Disposal The Urban Areas as well as trading centres generate domestic and, commercial waste depending on the source. The largest amount of the generated waste comes from domestic sources. Currently, the collection rate falls far below the generation rate, a situation that has led to the accumulation of the waste in the compounds. If not properly managed, the waste may suffocate the drainage system of the road and contaminate the Lake Bunyonyi riparian area and dangerous for animals especially around the Mgahinga National Park. The construction phase of the project is also likely to compound this impact especially from the contractor’s camp yards.
90 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Although drainage within the communities may still be an issue, improved sanitation will reduce breeding of insects such as flies and mosquitoes. This will lead to reduced incidence of malaria, cholera, typhoid, dysentery and other diarrhoeal diseases. However, for the full benefits to be realized drainage and solid waste management need to be improved by the communities and local government. 4.1.14 Poverty, Income and Employment A key component of the socioeconomic situation of an area relates to livelihood, income and poverty. The levels of income generation, affected by employment status, will limit the willingness and ability of households to make use the economic opportunities that will be presented by the project. Conversely, the road project is expected to contribute to developing a better educated, wealthier and more productive population. In turn, this improves people’s income - a statement which was expressed by the community. The communities believe that an improved road will influence the following: enhancing market for agriculture product and increased income from businesses and employment to support household needs like food, clothing, shelter, education and healthcare. 4.1.15 Employment There are three major categories of employments in the project area, including: (a) wage and salaried workers (also known as employees); (b) self-employed workers; and (c) contributing family workers (also known as unpaid family workers. The latter category involves a large numbers of female unpaid family workers than males in each of the selected communities. In all the project areas, semi-skilled and unskilled occupations are predominant. However, in the municipalities, salaried middle-income category is dominant. The community surveys further revealed that the highest number of people are involved in semi-skilled occupations. These occupations are particularly in marketing, vending and labourer positions and boda boda transport services. Approximately, 10 % of community members are government employed in the formal sector. Given the trends of employment status, it is important to realize that a great number of employees and self-employed will have jobs to do, while an unpaid family worker will also have tasks at home. This must be considered in terms of planning for potential jobs during construction but also planning for community participation in project construction activities. This includes consultation and public awareness meetings, to ensure optimum attendance and participation. Table 4-12: List of Existing Common non-farming activities Petty Trade Transport Hotel and Tourism Casual Others restaurants Employment Retail shops Bodaboda like Bars tour guiding Water Tree nursery Hardware grocery transport tea shops, Music and supplying growing shop Sale of Boat/water and Drama Stone quarrying Hair timber, charcoal transport Tourism / Construction Saloon or eco tourism and Carpentry Beer firewood. brewing Food vending
91 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 4.1.16 Semi-skilled and Unskilled Occupations In the selected communities semi-skilled and unskilled occupations are predominant in both rural and peri –urban areas. The community surveys further revealed that the higher number of people are engaged in semi-skilled occupations, regardless of their being self-employed or employees. As evidenced in the table above, Majority are employed by the informal sector with an average daily income of Shs. 5,000. This category includes those involved in boda boda and boat transport services, Retail shops and providing labour (Casual employment), trading handcrafts, operating bars, hotels, tailoring shops, hair salons and entertainers and cultural dancers. The employees who dominate the semi-skilled and unskilled occupation are mainly youth age groups whose income was not only financially inadequate but also not reliable depending on the seasons. The communities therefore have high expectations of being employed by the project based on their experience and skills in what they are currently doing. Others believe that the project will present various opportunities that will enhance the markets for their products and skills.
Table 4-13: Proposed Employment Opportunities with the Project Transport Office Constructi Stone Others Tourism Jobs for Work on Quarrying Women and the Batwa Turn boys on Local Mixing Breaking large Road side Operate road side The women can work as. road language concrete; rocks to road and restaura kiosks to sale farm .Making crafts for vehicles translating; Surveying building nts and products. sale, Driving Storekeepe rs, land constructio n hotels Transportati on of Translators, Cooking tractors Flag Office material. Road side tourists, Providing for Person assistants; , Contracts to busines accommodat ion, workers/Restau rant; transportin g Catering and Flagging; supply ses/sale tour Petty trade of site accommod Mixing crushed rocks of fresh guides Marine Woman would work staffs, ation services materials and foods life savers the flags to control contractors for site staff.; Potters, clean the Mobile Security guards traffic and cook. Youth on labor Secretaries at selling road. money with would train based deals the site offices materials such Selling building services camping sites/hotels and seek jobs as like clearing and supplying a material for hotel staff, drains, food items s Catering, Operating tour delivering Sand & tours and guides, translators locally stone travel businesses, and purchased Site masons Managing entertainers constructio n and helpers hotels/guest houses The Batwa would work as material like Managing Flag-person , picking out crushed recreational centers rocks from the road; Tour stones and Selling of guiding, dancing and office crafts, Entertaining entertaining tourists; stationery through cultural making and dancing music selling hand crafts and like mats, shirts, drama necklaces; clean hotel Sell of grass compounds and roads
Source: Community Survey
92 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 4.1.17 Rural Growth Centres It must be pointed out that, apart from tourist related activities, many of non-farming activities are mostly carried out in commercial buildings and formal markets and roadside markets which are in various trading centres (Rural Growth Centres) along the road. These Rural Growth Centres are characterized by growing populations whose economic livelihoods vary. Most of these rural commercial /trading centres are located very near the ROW and therefore likely to be affected by the road project.
Plate 4-10: Rusiza Market in Kisoro Municipality
Table 4-14: Trading centres and Markets and will be affected Kisoro Municipality Nyarushiza Muramba Ruhengeri, Bushenyi, Kudisi. Kanyenka, MARKETS Trading Centres Kugeisasa, Kuruicyiro Rushiza; Kasemisego, Nturu Sooko, Kubugu, Karonya, Koranya, Murinzi, Kidandari Bushenyi; Ruhenyeri Kidandali, Ruhengyeri and Kibugu Kibugu and Koranyi Kidandali, Gahinga Trading centres are: 19 DC ROAD SIDE MARKETS: Gombolola; Nyani; Park Ndyakumbagazi; ROADSIDE MARKETS Kidandali &Kibugu Gasiza Karanya Harutindo; Hamurambo Rushiza, Kasemisego, Nturu Kiyorwa; Busirimuko Bushenyi, DC, Ruhenyeri Kidandali, Kibugu, Koranyi Commercial shops are 10
ROADSIDE MARKETS Rushiza; Nturo; Bushenyi &Rugina
KABALE Kabale Municipality Kitumba Rubaare Northern Division market -- Trading centres Trading centers: Ihanga, -100 Kachwenkano, Bufuka, Hanotindo and Bubaare. Katooma Markets: Rushinda, Ihanga Markets and Kachwenkano. Rutinda market with 4 Commercial shops Markets in each of the villages Kabungo, Nyakoona, Nyarungwe, Nyakibande and Source: Community Survey
93 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 4.1.18 Poverty and Vulnerability Poverty has multiple definitions, ranging from a variation of demographic and socioeconomic measures to income levels and/or food intake. During Community level surveys, the communities were asked to define poverty/ to indicate evidence of poverty reduction and whom they thought were the most vulnerable and why. Other investigation around the poverty and vulnerability involved the identification of those who are likely to be adversely affected by the project; measures to protect them and progress made in improving the quality and access of services for poverty reduction. Poverty levels and Livelihood Analysis
a) Progress in Poverty Reduction
As evidenced by the Poverty Status Report 2014, and district reports, the Western region including the three project districts, realized 24 percentage points in poverty reduction. This was attributed to investments in physical infrastructure and increasing public expenditure on Primary Health Care, Universal Primary Education, rural water supply, rural feeder and access roads, agricultural extension, and Functional Adult Literacy which benefit the majority of the poor in the project areas. It is also documented that various Central Government policies have led to a relatively stable prices/costs of the basic goods of life (foodstuff, soap, clothes, building materials, transport) to the benefit of the majority poor. It was recognized that poverty differential among groups of the people (the youth, women, PWDs, elderly) has been narrowing as the disadvantaged persons have been supported to generate income and become more empowered and less dependent with various programmes such as: WEP, SAGE and Youth livelihood programme. In Kisoro poverty reduction is manifested by the general increase in expenditure on non-food goods and services such as household radios, bicycles, improved houses, entertainment and increase in the number of pay televisions. Among the sectors, the decline in poverty was more pronounced in the sectors of trade, hotels/restaurants, construction, communication and luxury producers. It was modest in the food crop and traditional civil service sectors; It was also noted that in Kisoro, while the rich with more money income access services in private schools, health units, the poor have access to basic public services of life (Primary education, health care, transport, etc.). The poverty differential among groups of the people (the youth, women, PWDs, elderly) has been narrowing as the disadvantaged persons have been brought into light and supported to generate income and become more empowered and less dependent. In Kabale and Rubanda districts, households who have moved out of poverty tend to be food secure with multiple sources of income generated from: surplus from crop farming; sale of animals, salaries and Businesses and investment from other income generating assets. b) Increasing poverty and vulnerability
Improvement in poverty reduction; notwithstanding; poverty is still persistent among the communities and households. Persistent poverty is characterised by low incomes at household level, food insecurity, high levels of illiteracy and low levels of employment.
94 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard At community level, poverty is characterised by poor social infrastructure; lack of cooperation among members, limited access to productive resources and social services. Some parishes for instance are characterised by high incidents of people and households who have been affected by environmental degradation; Poor sanitary and environmental health; Floods and landslides; domestic violence and Defilement cases and unemployment. Poverty in Kisoro municipality was more prevalent mainly in Divisions in which the average distance from social services and water was less than 50 meters (50m). The major causes of poverty include inadequate skills; land shortage; poor farming methods; gender inequalities; low productivity; morbidity due to malaria; HIV/AIDS; climatic change; and high fertility rates. Consequently, certain categories of the population are still vulnerable to poverty and some parishes and sub counties are depicting more deprivation than others.
Table 4-15: Roles of Non-government Organisations Name of NGO Activity 1.Alliance of Mayors and municipal leaders of Helps orphans of HIV/AIDS in town Africa 3.Compassion international Helps orphans and other vulnerable children 4.Muhabura Diocese -Helps orphans and other vulnerable children -Helps the Batwa (pygmies) -Provision of savings and credit services 6-Muhabura Diocese Mothers Union -Provision of counselling services -Community mobilization and sensitization 8-Forum for African Women Activists -Helps pay fees for the needy female children (FAWE) especially in secondary schools 9-KIONIA (Greek word for “coming Educating and resettling street children. together”.) 10-United Organization for Batwa -Helps educate Batwa (PYGMIES) Children. Development in Uganda.(UOBDU) -Helps resettle Batwa families. 11-Kisoro bee keeping community - Trains bee keepers in modern technology of bee keeping -Provides modern equipments for bee keeping -Processes honey and other honey products - Markets honey and other honey products for bee keepers.
12-Potters Village -Cares for and supports orphans, abandoned and other vulnerable children. -Provides OVC s with all the need including health care and education in the village. 13-Peace Education Uganda (PET - Uganda) Cares for and supports orphans, and other vulnerable children. - Sensitizes communities on HIV/AIDS - Visits and counsels HIV /AIDS affected and infected families 14-St Cosmas Et Damianus clinic - Provides VCT SERVICES - Provides PMTCT SERVICES Supplies condoms
95 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 15- Kisoro widows concern for progress -*Brings together all widows -Teaches widows on how to engage in productive - activities e.g. art and craft , mushroom growing etc 16-Kisoro elderly savings and credit society - Brings together all the elderly especially the civil servants -Helps the elderly to save as well as to access credit -Fights for the rights of the retired civil servants 17-St. Peters Gisoro catholic parish --Cares for and supports orphans, and other vulnerable children. 18- St. Peters Gisoro catholic parish PROMIC - Helps women access credit, encourages and SAVINGS AND CREDIT SCHEME teaches them how to save. -Teaches women how to start an income generating activities (IGAs) 19- St. Peters inyange ( a cultural troupe) - Practices Music Dance and Drama for preserving culture as well as income generation-
20-Kisoro Municipal Council woman dram - Practices Music, Dance and Drama for group preserving culture as well as income generation
21-Kisoro association of the blind - Brings together all the blind -Helps to advocate for the rights of the blind.
Hope for Orphans and Vulnerable Children UOBDU Education; Legal support; Livelihood; Capacity building; Radio talk shows; Human rights CARE INTERNATIONAL Built houses- mud houses/semi temporary; Livelihoods; Provision of land 5 BMCT Bwindi Mgahinga Conservation Trust Schools construction; Education support; Provision for food for Batwa
LIFT UP JESUS Faith Based Organization Building houses; Education; Food supplies; Providing beddings; Medical camp.
ADRA Education; Livelihood; Health education; Construction of schools and Health cards
MUHABURA DIOCESE Psychosocial support; land provision; resettlement through provision of housing BAPTISM CHURCH Educations; Sponsors Batwa kids [FBO]
96 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Government Programmes Others include the following: UWEP (Uganda women entrepreneurs Programme) SAGE YLP (Youth livelihood Programme) CDD ( Community Development Fund) Operation for Wealth Creation LOCAL GOVERNMENTS Advocacy; Lobbying and advocacy; Coordination; UWEP; CDD support; FAL activities; Women entrepreneurship; Technical support services
Vulnerability
People with disabilities (PWDs), women, and elderly, People living with HIV/AIDS (PLWA), youth and children below 18 years are vulnerable. This is premised on status of their gender, age and physical ability which limits their participation in key economic activities. This category also experiences extreme poverty as they lack ownership and adequate access and control of productive resources. a) Persons with disabilities
The PWDs are the most affected by illness and suffer discrimination at household and community levels. They lack ownership of key assets like land and yet not able to engage in income generation activities. b) Older Persons (aged 65 years and above)
The older persons form a significant population in the project areas. They Lack productive assets; reduced ability to engage in productive work, limited ability to walk to access food markets and health care and, in some cases, limited ability to provide security for self and property. The most vulnerable elderly are those who play the role of caregivers to others, mostly orphans; those with fewer or no assets; those who suffer from poor health; and those who live in rural and remote areas with limited access to basic social services and social support. c) Children and Orphans
In the districts of Kabale and Rubanda, the Orphans and Children aged 0-8 years consist of 4.2% and Children aged 0-17 years are 54.3%. The vulnerability of neglected children is associated with being part of large families; Lack of basic needs; lacking social support and social protection; being physically disabled; living with HIV/AIDS; and limited access to health and education and suffering from child abuse. These were fuelled by alcoholism, drug abuse and poor implementation of existing laws.
97 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard d) Women and Gender
The percentage female headed household (FHH) is 20.6% and for the widowed is 33.1% in Rubanda District. The widows tend to lack property having been grabbed by relatives and in- laws. Yet they share the fragmented land with sons besides shouldering the burden of orphans. Poverty within the women was reported to be caused by number of factors which included: - negative cultural norms and practices, heavy workloads and unequal gender division of labour which result into household food insecurity, low income levels and high maternal and infant morbidity and mortality rates. There are glaring gender differences in ownership of land and other assets such as houses, bicycles and agriculture equipment within the project areas. A higher proportion of women especially mothers, experience severe anaemia since they tend to eat least and last. Climate change has increased the occurrence of illnesses, namely malaria, which was not common in the region Female headed households are highly vulnerable as they are worse off on several measures compared to their male counterparts with; lower access to land, fewer households with at least one income earner, and poorer food consumption scores, among others. The chances of girls attaining higher education are still limited. Most parents still prefer to educate their sons than daughters. Certain elements in the district’s traditions, culture and religious norms that discriminate against women. At the community and household level, women are restricted from participating in important decisions such as resource use, family planning and access to services such as health and education. The culture of early marriages amongst girls increases the rate of early pregnancies and is partly responsible for the high maternal mortality rate and high fertility rate e) The Youth
Poverty within the youth is rooted from their limited access to productive assets; inadequate education or vocational skills and early marriages. Majority of the youth are engaged in subsistence agriculture with fragmented land inherited from their parents. The incidence of rural- urban migration among the youth is significant, seeking employment and where majority are engaged in boda boda business.
98 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Plate 4-11: Meeting with the Vulnerable
f) Indigenous peoples- the Batwa
The Batwa are classified as both indigenous and vulnerable living in Kisoro, Rubanda and Kabale. They have historically depended on the forest for hunting and fruit gathering; raring livestock and engaging in some form of subsistence farming and such self-employment activities as making crafts. The gazettement of Bwindi and Mgahinga forest resulted into restricted access to forest resources which were there main survival and livelihood.
Plate 4-12: Meeting with Batwa Community 99 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Kisoro Municipal Council hosts many Batwa (pygmies) who mainly rely on begging on the streets and hotels in town. They are concentrated in the villages of Bigina, Kisoro Hill and Nyaruhengeri. In Kisoro District, the Batwa are in the project area but may not be directly affected since they live three kilometres from the road and further 10 km in the Parishes of Gisozi and Soko Parishes in Nyarushiza sub county. The revenue sharing arrangement between UWA, the local government and United Organization for Batwa in Uganda (UOBDU) is aimed at supporting the Batwa. This revenue has enabled some Batwa households to acquire land and others supported to acquire education and vocational skills. g) People living with HIV/AIDS (PLWA)
Uganda also has a high HIV prevalence rate of 7.3%2. This rate is higher among women. PLWA experience illness, general sickness and a multiplicity of opportunistic infections, which require high medical and special diets. People Living with HIV/AIDS also experience discrimination and stigmatization, Low production capacity. Various factors have contributed to the rapid spread of HIV/AIDS. These include poverty, income and gender inequalities. Untreated sexually transmitted diseases, sexual abuse and negative social norms, economic and social challenges which include labour migration. HIV/AIDS mostly affects the productive ages of 19 – 45 resulting into vicious cycle of poverty. Within the project area, the prevalence rates remain high and the Social economic and cultural factors include: Widow inheritance, incest, defilement, rape, polygamy, poverty, traditional festivals (ebikuruza), burial ceremonies, commercial sex; d substance abuse, influence of alcohol, absentee husbands (migrant workers), long distance drivers, spouse sharing, redundancy, idleness and peer pressure among the driving factors for the increase of HIV/AIDS within the project area. Others include low and inconsistent use of male and female condoms, Mother to child transmission; and limited access to ARV, condoms and VCT in remote areas. 4.1.19 Access to the Social Services Quality of Education Primary Education provides benefits to the poor directly e.g. increased years, better health education empowerment. Education is an important socioeconomic determinant with respect to employment opportunities, incidence of poverty and how project activities are best coordinated within the community. The educational attainment for women and girls is especially recognized as a key factor to poverty reduction and development. The data which was collected related to education includes literacy, educational attainment and numbers of educational facilities within the project communities. Level of schooling, literacy and age structure of the population indicates that those coming of working age (19 years) only have a high school education at maximum, which may not even be certified. — and the number of schools. 11.2% is the highest percentage of those Persons aged 20 and above whose highest level of education completed is "A" level (S.6). This may lead to difficulties in gaining semi-skilled and skilled employment from the road projects. The table below also indicates that more men than women attended schools at all levels. Men are also more literate than their counter parts. There is reduction in pupil enrolment in general attributed to high school dropout rate of pupils or pupils joining private schools. Like other primary schools in the entire other three districts, the enrolment of females in all project locations is high at lower levels of education but the situation changes in secondary and other post primary education. The dropout
100 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard rate which stands at 11 percent is dominated by girls. The major reasons for the dropout rate and absenteeism include but not limited to attending to domestic issues, child labour, and poor sanitation facilities. The chances of girls attaining higher education are still limited. Most parents still prefer to educate their sons than daughters. The highest percentage of Children and Youth who are not Schooling was registered in Muramba Sub-County.
Plate 4-13: God nursery and Primary school in Kisoro District
Enrollment in secondary schools remains very low, meaning that the increase in primary school enrollment has yet to translate at higher levels. The low secondary enrollment rates are due to several factors, including the poor performance at primary level, affordability, and attitude/ tradeoffs. Other major reasons are related to children not willing to attend, pregnancy and poor academic progress, and parents not wanting the child to continue school. Finally, an economic shock is the other main reason for dropping out of secondary school, with about 11 percent of dropouts citing sickness/ calamity in family as the most important factor preventing them from attending school. The community expressed fear regarding the school drop out that may happen during construction as school children are likely to be forced to participate in road market activities and work on the roads to earn money. The girl child may also be induced to prostitution.
Table 4-16: Literacy and Education Ruban da- KISORO Kisoro Kabale Kabale- Bubare MUNICIPA &Nyarusi Munici Kitumb LITY za/ p ality a Muramba Persons aged 6-15 not attending school 9.4 13.4 14.0 6.5 7.4
Males aged 6-15 not attending 10.6 15.3 14.6 6.8 9.0 school Females aged 6-15 8.2 11.5 13.4 6.2 5.8 attending school not
101 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Persons aged 6-12 83.6 81.4 83.7 88.0 90.7 attending primary school Males aged 6-12 85.9 84.5 85.3 88.0 89.5 school attending primary Females aged 6-12 attending primary 27.2 35.9 28.9 88.6 91.9
Persons aged 15and above 13.1 36.5 26.2 52.6 84 whose 7 highest level of education completed is below S.4 Males aged 15and above whose 9.8 4.8 57.4 81.7 highest level of education completed is below S.4 Females aged 15and above whose highest 9.6 2.1 11.3 87.6 level of education completed is below S.4
Persons aged 20and above 5.3 1.6 11.2 1.3 whose highest level of education completed is "A" level (S.6) Males aged 20and above whose 2.1 2.6 0.4 6.7 2.2 highest level of education completed is "A" level (S.6) Females aged 20 and above whose 0.7 3.5 0.6 highest level of education completed is "A" level (S.6) Persons aged 18 years and above who are27.0 23.6 38.4 11.6 25.3 illiterate Males aged 18 years and above 19.0 8.7 18.3 who are illiterate Females aged 18 years and above 33.1 14.2 31.1 who are illiterate Source: 2014, Housing & population Census, UBOS Current education statistics indicate that many students go to primary and high school, but this does not translate to finishing school with a certificate of completion or obtaining a technical skill. Thus, there will be a significant proportion of unskilled, non-certified labour flooding the market within the next 10 to 15 years. Furthermore, this leads to the conclusion that the available workforce in the project communities may well be unskilled or semi-skilled, with skilled workers to be recruited from elsewhere. In order to improve the employment of the young populations and other working age population in the communities, it is recommended that as far as possible works contractors recruit unskilled and semi-skilled labour from local communities. Although this construction work will only be short-term, the employment will have a level of immediate economic benefit to the community as well as providing a level of on-the-job ‘learned’ skills enabling some members of the communities to continue seeking semi-skilled employment within the construction sector.
102 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Table 4-17: Children and Youth who are not Schooling Project Sub-County 6-12 years Youth 18-30yrs Rubanda- Bubare 12.2% 7.5 Nyarusiza 17.2 6.8 Muramba 17.5 8 Kisoro/ Municipality Southern Division 16.1 7.9 Kabale Municipality 12.3 13.8 Kitumba 14.6 10.4 Source: Housing &Population Census Educational Resources Table below shows the numbers of schools in the selected project communities, based on information from community leaders, parents and school administrators during community surveys. There are significantly more primary schools within the communities than high schools or tertiary institutions, which is very much in line with the data on educational attainment. According to the community, few schools are in vicinity of the road but most of them may be affected in terms of noise, dust and blockage of accessibility during construction. It was also recommended that humps and signs post around the schools are imperative to avoid accidents especially around pre-primary schools. The administrators of schools and health centers recommended the need to widen the access roads to the school, clearly labeled signage indicating that school and children crossing. They also called for sensitization of communities on how to use the road and how to interprete the traffic signs.
Table 4-18: List of Schools in the Project Area PROJECT AREA INSTITUTIONS KISORO DISTRICT Municipality Nyarusiza Muramba Schools are 20 in total inclusive There are 8 kindergarten, 10 primary schools, 1 Soko primary school— of (nursery , pre-primary, secondary school and 2 tertiary schools including. 0.2km primary and secondary Wisdom kindergarten Soko secondary school schools) including: Wisdom pre-primary school—0.2km Mega parents pre- Kabindi primary school Kashinge primary primary school – school--0km 0.3KM Modern Era primary school Kamfizi primary school Kisoro Miracle primary school. – 0.3km primary school— Muhanga primary 0.3km Nkunda pre-primary school Rukanji primary –Kibugu primary school – Kabindi Ntendoni primary 0.1km primary school—0km Kabindi secondary and primary. Gisozi primary school— Kabindi secondary 0.5km school – 0km Adra technical Gisozi SDA primary school Modern error pre- FAU technical – 0.5km primary school--0.1km Schools are 8 in total at a distance of 0- 500m (nursery , pre-primary, primary and Mugahinga Gitenderi primary secondary schools) Broken down as comprehensive Junior school—0.2km follows:\ Kindergarten—2 school—0km Rukangi Primary – 5 Secondary—1 Kisoro primary teachers primary school – 0.5 college Miracle primary Kisoro municipal 103 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard school—0.2km teachers college Keno computer services COPE centre Secondary schools mentioned like Uganda Martyrs Soko, Muramba Senior, i.
KABALE Municipality Kitumba Bubare
• Rutuma primary School Schools are 13 in total at a distance of 0-500m Primary Schools include: Bubaare, • Nderukoze (nursery , pre- primary, primary schools) Nyamiringa, Kagarama, Kitojo, primary school • Bufuka primary school Murambo, Kataraga, Muchahi, • Kabungu • Kakoma primary school Kengama and Kitagyenda. Primary School • Kakoma secondary school • St Jude nursery and • Kagarama primary school Secondary schools: Kashaki, and Primary School • Kachwenkano primary school Kagarama. • Kengoma primary school Lake Bunyonyi Community • Kasinde primary school Vocational school and Bishop • Bukoora primary school Barham University • Loving hearts primary school • Eden primary school • Mwendo James primary school • Little Angels primary school • Kere west pre-primary school.
It is not foreseen that the project will lead directly to an increase in the number of schools or improved accessibility to educational resources. However, improvement in transport infrastructure and services are envisaged to positively impact on household health, which indirectly may lead to an increased propensity for children to attend and complete education. Increased income from direct and indirect income from the road related activities will lead to affordability for schooling, thus attaining primary, high school and tertiary levels of education. 4.1.20 Health Services Health status is a measure of socioeconomic well-being, poverty and wealth levels in a community, labour and economic productivity and hence development; and poverty reduction. However, improvement in the roads do positively contribute, thereby improving health status of the population during operation by improving access to health services, hence improved health status of the population. However, during construction the project may increase incidence of illnesses. Given this, health and safety safeguards are imperative during construction. Common Diseases The most common and deadly diseases affecting people are malaria, ARI not pneumonia; gastrointestinal disorders; Intestinal worms; UTI and Diarrhea. Malaria continues to be the main cause of morbidity and mortality especially for children under five years old. This is worrying even though at least 88 percentage of the population in the project areas are using mosquito nets. It is only the communities of the Lake Bunyonyi Landing site that reported the incidence of Ebola and Marbug which occurred in 2009.
104 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard In addition, the districts experience institutional constraints in terms of: the general poor state of health physical infrastructure; limited access to quality health and medical facilities; inadequate medical staff and drugs. The disease burden arising from malaria weighs more on people in rural areas compared to other urban areas. This is because of poor environmental conditions and the generally more limited access to health services in these areas. Malaria, caused by the mosquito as a vector, is common to all the project communities. The incidence of mosquitoes may increase during construction phase of the project if the borrow areas and ditches are not managed properly.
Table 4-19: Not having Access within 5 Km from Health Centre Project Sub-County Percentage Rubanda- Bubare 12.1 Nyarusiza 12.6 Muramba 28.1 Kisoro/ Municipality 8.1 Southern Division Kabale Municipality 5.1 Kitumba 8.8 Source: 2014 Housing and Population Census, UBOS The health status of women and children is a major concern with Under-five Mortality Rate per 1,000 live births 137 UDHS (2006). Infant Mortality Rate per 1,000 live births was UDHS (2006) and Maternal Mortality Rate per 100,000 live births 435 UDHS. Although the Project is not specifically targeting abuse of women or family health care, it is important that the project does not create the condition that may lead to spousal abuse. Availability of health services Health services in addition to illnesses are often used to measure poverty and wealth levels. It was revealed that health centres have been instituted to all parishes and majority of the people have access to these health centres within 5 Kilometers. Basic health services are free for all community members. However, this service is only for consultation and treatment, all medication still has to be paid for and medicines are often expensive. The major challenges that face the communities include the general poor state of existing health physical infrastructure; limited access to quality health and medical facilities; and inadequate medical staff and drugs.
105 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Table 4-20: List of Health facilities in the project areas
Project area Institutions
Kisoro Municipality Nyarusiza Mulamba Nyarusiza Health Centre III 300m Nyarusiza Health Centre III 300m Gisozi next to SDA Afia Clinic (Municipality) Afia Clinic (Municipality) 100m Mura moa health centre III 100m They should be three Nyarusiza Bunagana health centre II They should be three Nyarusiza Health Centre 3 Kisoro Health Maternity -2 health centre- Health Centre 3 Kisoro Health Centre 2 Afia Private clinic Muramba and Bunagana Centre 2 Afia Private clinic Maternity -1 (Nyarisiza health center III) Health Center III & II. Maternity -1 (Nyarisiza Private clinic-1 (AFIA clinic) HIV CARE HIV CARE services – Muramba and health center III) services 2 Nyarusiza health center III Bunagana Health Center III & II Private clinic-1 (AFIA clinic) HIV Afia clinic CARE services : Nyarusiza health center III Afia clinic Kabale Municipality Kitumba Bubaare Rugarama Health Centre II currently Kakoma Heath centre III Bwama Health Bubaare HC3 being upgraded to a health Centre centre III Kagarama Health centre II Kagarama HC2, III Kagalama HC2, Rutooma HC4, Hamurwa HC5 with a maternity Kakooma HC2. ward and an ambulance for hire. Rutooma HC4 was most used at 1.5km Local stretchers called Ngozi are away. were used Bwama and Kaheiguru health centers- III. HIV CARE services are available at Kakomo and Bwama Health Centre III Accessible health facilities like Kakcomo, Lake Bunyonyi community clinic Two n ambulance boats at Bwama denoted by Byoona Amagara Community NGO and UNICEF respectively Source: Community Survey Table above lists the numbers and types of health facilities available as identified by the project community surveys. Within the selected communities, it was established that the current state of the poor road and expensive transport services contribute to underutilization of health facilities. However, they are few maternity centres in the sub counties and the available ones do not have all the necessary equipment and are ill equipped with midwives. Yet, women are subjected to more health risks because of their reproductive role. Besides, because of poor means of transport many women face problems when they are in labour pains. They deliver from home without gloves and kits which exposes them to the risks of contracting diseases. The potential benefit of road improvement in reducing maternal mortality cannot be underestimated, particularly for the period following birth. It is expected that an improvement in improved roads and transport services will improve access to the nearest health services.
106 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 4.1.21 HIV/ AIDS Prevalence The Kisoro District HIV prevalence and infection rates have remained stagnant at a 2.0% and Kabale at 5%. This is attributed to factors that include the strategic location of the project areas, urbanization, widow inheritance, polygamy, drug/alcohol abuse and poverty. HIV alone contributes to 9.1% of the total disease burden in the Kisoro district. HIV/AIDS is a preventable disease and yet one of the leading causes of morbidity and mortality in the district. Other STDs that were mentioned by the communities include Gonorrhea and Syphilis. Commendable interventions are being implemented including: awareness creation using the media and Drama; training of condom Distributors; condom promotion and distribution, provision of counseling and Testing (HCT) Services, the prevention of mother to child transmission services and coordination of HIV/AIDS made by both the government and civil society organizations. The interventions unfortunately have not had significant impact to change the trend of infection. The accessibility to testing services is mainly concentrated around the Municipalities, leaving the remote, rural and hard to reach areas. Condom access and utilization is very much lacking to the extent that the use of condom is only limited to the urban and peri-urban areas with no focused promotion, supply and distribution mechanism to the rural community. In addition, there have not been clear focused programs targeting the youth outside school who are among the most vulnerable members of the community. Also unfocused are the people with disabilities (PWDS) who have peculiar problems that require special attention. The coordination of district HIV/AIDS activities including mainstreaming, resource mobilization are other areas that need strengthening if the preventive and care services are to improve. The prevention of mother to child transmission services are only limited to the Health Centre III with no serious focus to encourage deliveries at health units. Only 40% of deliveries take place in Health units, in addition to less male involvement in the program with no deliberate efforts to follow up the positive mothers and the nutrition of their young ones. The gender dimension of health and HIV/AIDS was linked to patterns of social, economic and cultural inequalities. Women also bear the double burden of having to work and cope with the additional responsibilities of providing care and support for family and community members. District challenges in HIV/AIDS response include but not limited to the following: i. Lack of focused programmes for youth in and outside school; Limited accessibility to counseling and testing services and low utilization ii. Limited involvement of men in the PMTCT programmes iii. Split of the ABC strategies by most AB promoters. iv. Increasing numbers of OVCs in relation to the decreasing numbers of funders. v. Inadequate funds and change of leaders
4.1.22 Road Projects Driving the Epidemic The community survey revealed that the major drivers of the HIV/AIDS epidemic include: Commercial sex workers, Long distance truck drivers; extra marital sexual practices, higher risk sexual practices; Inconsistent condom use and high incidences of discordance.
107 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard With respect to the long distance and truck drivers, the stakeholders cited the example of Construction of Kabale – Kisoro – Cyanika – Bunagana road that brought many migrant people who left behind their sexual partners. The link between the prevalence of HIV/AIDS and road project is associated with the fact that employees are sourced from outside with disposal income which is spent on multiple sex partners. The communities expressed concern that the road construction will not only influence the escalation of HIV/AIDS but will also be accompanied with alcohol and drug abuse that may lead to unprotected sex, Rape and Gender Based Violence, child abuse and increased crime rates. Given the prevailing poverty levels, wives and schools children may be attracted by road employees scaling up school dropouts, prostitution and HIV/AIDs transmission.
Table 4-21: Burden of Diseases in the District (Top Ten Diseases) - Kabale DISEASE CASES PERCENTAGE ARI not pneumonia 51,784 37.3 Malaria 33,286 23.9 Intestinal worms 10,908 7.8
Gastro intestinal disorders 9,730 7 Diarrhea diseases 7,019 5.
Eye conditions 6,834 4.9 Pneumonia 6,363 4.6 Skin infections 5,148 3.7 Ear conditions 4,242 3.1 Injuries 3,687 2.7 TOTAL 139,001 100
Table 4-22: Rubanda Burden of Diseases in the District (Top Ten Diseases) FY 2015/2016 DISEASE CASES PERCENTAGE ARI not pneumonia 100794 44.2 All others 29589 13.0 Gastro intestinal disorders 14072 06.2 Intestinal worms 10537 04.6 UTI 18920 08.3 Diarrhea 16560 07.3 ENT conditions 4901 02.1 EYE conditions 4206 01.8 Trauma 4891 02.1 Pneumonia 9944 04.4 Skin Disease 8580 03.8 Malaria 5099 02.2 TOTAL 228093 100 Source: District Health Office, Dec 2016
108 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 4.1.23 Reproductive, Maternal, Neonatal and Child Health Services: In order to ensure universal access to these services, the Districts have steadily ensured equitable distribution of service points in all villages and sub-counties. Currently, these services are offered up to Health Centre IIs, at Parish level. However, the utilization is still unacceptably low. It is yet to be established whether the poor transport services and poor roads contribute to underutilization of health facilities. New outpatient attendance (OPD), as a measure of utilization in Government and PNFP facilities is also decreased attributed to stock outs of key essential medicines in health facilities. 4.1.24 Infrastructure and Services Improving accessibility and mobility to services is one of the arching objectives with respect to improving transport infrastructure. This is expected to reduce time, distance and transport fare to the nearest basic services- especially for the poor majority of whom walk and use public means of transport. With a total 600 Kilometres of feeder roads and 354.46 Kilometres of national road network, the districts of Kabale, Kisoro and Rubanda are generally well served with road network. However, majority of these roads are not motorable during the rainy season. This challenge is aggravated by hilly topography/ Terrain; limited land for catchment protection; drainage structure failures; landslides & wash-ways and encroachment Road reserves leading to the blockage of side drains, offshoots & culvert outlets. These are both environment and social challenges which need to be factored by the project in tandem with the development objectives of the three districts. These objectives that are expressed in their Development Plans are geared towards ' improving and opening of rural feeder roads and linkage to markets with a view to increase traders access to remote communities, reduces wastage due perishability of produce and Improve farmers' access to information and new ideas' The proposed Kabale- Lake Bunyonyi Road 8km-unpaved is one the national roads which is administered by UNRA. The current traffic is characterised mainly by motorbikes, cycles, and pedestrians which is also used by many tourists. Walking and head loading are the main mode of transport for women. Motorcycle taxis (Boda boda riders) are also gaining momentum 4.1.25 Road Network In Kabale district is responsible for a total of 797.7 kilometers of classified feeder roads of which 42.6% of the roads are in a bad state, 32.8% fair, 13.1% good while 11.5% are poor. In the project sub- county (Kitumba) there are 10 community access roads with a total length of 24.5 Kilometers. As for Bubare sub- country in Rubanda district, there are 6 community roads with a total length of 31.4 Kilometers. Kisoro district has a widespread road network that is well distributed; feeder and community road, a major highway all the way from Kabale to the Congo and Rwanda is also of great importance. It also has an airstrip at Nyakabande. Kisoro–Mgahinga road (14 km) is an existing gravel road linking Kisoro Town to Mgahinga Gorilla National Park. The Feeder roads that exist in project area are summarized in the table below.
109 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Table 4-23: Existing Feeder Roads located in the Project Sub- Counties Location List of Feeder Roads Kabale Municipality Kinyora road Butale road Museum road Kitumba Hanitindo-Kakcoko Road Bufuka Road, Katooma Road kabungo Road Kachwenkano-Mwendo road Bubaare Bubaare-Kagarama road, Ihanga-Kibuzigye road Kisoro Municipality Nyarusiaza & Nyarusiza Church Road Muramba Kasemisego Road Kabindi Road
Transport services and Major Mode of Transport The major and common transport services include non-motorized transport in the form of motorcycles/boda- boda, Bicycles and boats. Head loading and walking are major mode of transport mainly by women. Boat operation and Boda Boda transport services are mainly operated by the male youth. Boat/water transport is major transport mode for the communities around the Lake Bunyonyi. Non-motorized transport is followed by Lorries; trucks; and pickups. Motorized transport is dominantly used for transporting long distance merchandise especially farming products from rural areas to commercial centres in the urban areas. Given that traffic is characterised mainly by motorbikes, cycles, and pedestrians, the footpaths and cycleway will be improved in the most touristic sections in proximity of the villages and local markets. This is expected to improve safety and the accessibility to the attractive tourist zones. Upgrading the road with improved safe lanes is expected to provide the communities with a safer and faster access to the water collection points plus the advantages of providing a cycle corridor through the trade centres. The road will also take into consideration of the topography, geology, climate and environment of the sites. The road will provide safe, short and fast access for motor vehicles, cyclists and pedestrians; and provide the tourist an opportunity for sightseeing and enjoying scenic landscapes. Kisoro district has a widespread road network that is well distributed; feeder and community road, a major highway all the way from Kabale to the Congo and Rwanda is also of great importance. It also has an airstrip at Nyakabande. Kisoro–Mgahinga road (14 km) is an existing gravel road linking Kisoro Town to Mgahinga Gorilla National Park. This is the key link in the Tourist circuit given to the presence of Gorillas, the rare golden monkeys, a Batwa forest walk/trail, Hiking to the top of three volcanoes, and its proximity to Bwindi Impenetrable National Park
110 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard The Major Defects and Challenges of the Existing Roads The analysis of road defects as identified by the local communities, do not differ from the observations made. Besides the challenges related to adequate funding, road construction and maintenance districts are undermined by: i. Steep gradients in hilly terrain, which make road construction very expensive ii. Encroachment of road reserve makes road construction very expensive iii. Lack of proper road materials which entails use inferior construction material iv. Inadequate reliable transport facilities for the inspectorate staff of works department.
Steep Gradients and Climatic Change factors The poor drainage system is inadequate to retain storm water. As a result, during the rainy season, the road surfaces are washed away creating potholes, gullies and making the road impassable. These are visible in various sections of the road such as at Kashingye, Kuruganda, Kukabadori, Kuri-kazo and Murikonya along the road section from Nyarusiza to the National Park. Blind spots are also cited around the sharp corner along Kabale –Bunyonyi road and the steep section between NWSC plant and Kachwenkano trading center.
Plate 4-14: Sharp corners along Kabale –Bunyonyi road
During the dry season, the road generates a lot of dust which partially contributes to accidents given that it blinds the road users. It was also pointed out that eye diseases are associated with this dust. The nature of terrain also subjects the road to be damaged by not only storm water but also rolling boulders from the mountains and hills which not only damage the roads but also block the movement of people and all kinds of transport along the Kisoro-Mgahinga Road Sections. Absence of Appropriate Road Signals and Furniture The current state of the two roads are described as being narrow and characterized with road accidents which are caused by over speeding and sharp corners. Yet the roads do not provide for signals, signposts and security lights that warn road users of sharp corners. Where signs exist, they are not easily interpreted by the local communities.
Absence of Security Lights Ambushes of vehicles are common near the Kiyora stone quarry after 6.00pm. This is blamed on the lack of security lights. Thieves hide in the Kiyora stone Quarries and attach the tourists and other road users. Gender Based violence was also blamed on the absence of road security rights.
111 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard The Animal Factor Road accidents were also reported to be caused by animals and people crossing to get water Domestic animals crossing the road interfered with traffic. High and Maintenance Transport costs The current impassable status of the road discourages transport operators especially during rainy season. Consequently, transport costs tend to escalate. In many cases this causes delays in transporting the sick to health centers especially pregnant women to access the health facilities. For instance, many of the health centers do not work on weekend. This means that the sick has to be transported to Kisoro main hospital or to other higher-level health facilities. In the same vein, marketing of agriculture products is a challenge since most transport operators hesitate to not want to use their vehicles on the poor roads, so most farmers are forced to sell their produce cheaply. Discouraging Tourists and Visitors With numerous potholes, the roads tend to be uncomfortable to the elderly given that most the tourists tend to be characterized with advanced age. Their health wellbeing is therefore negatively affected by the conditions of the roads and therefore discouraged to visit the tourist sites. 4.1.26 Analysis of urban development issues It is important to note that physical planning has had its share of challenges which include: inadequate institutional and legal framework, inadequate resources (both human and financial), lack of capacity at the local level and national, to plan and implement planning, high urbanization rates, limited political will and finally land ownership versus planning has been a very big impediment to physical planning. Most of the rural growth centres/trading centres are not planned and this provides challenges in respect to order, respect of the building lines and right of way 4.1.27 Human Trafficking, Migration and Crime Rates The common crimes that were identified by the stakeholders include; i. Gender based violence ii. Child abuse including child Labour iii. small thefts, breaking home, revenge murders and alcohol abuse iv. Ambushing of vehicles v. over speeding/ Theft vi. Humans trafficking for sex was predicated during road construction. This will mostly impact on women and children who will be recruited in sex trade.
Police posts are located at Kachwenkano besides their existence in each sub county host a police post. However, the communities advised that there was need to enhance the presence of security agencies including marine police along the Lake Buyonyi area to address the increasing incidents of: boats capsizing, safety of campsites at the landing site; over speeding and regulate the use of life jackets, human trafficking, gender and child based violence, theft, revenge murder and ambushes
112 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 4.1.28 Energy Sources Most households use Tadooba (local paraffin candle) as the main source of energy for lighting while about 5 percent use electricity especially those in the urban areas. Wood fuel is the main source for cooking. In line with the government programme on rural electrification, the local government has earmarked to expand extension of power to rural growth centres for private sector growth and value addition to agricultural products and improving service delivery. Emphasis has also been placed on Biogas, Solar Energy, fuels saving stoves for providing energy to the poor. 4.1.29 Cross Cutting Issues The project areas experience high population growth with some progress in economic development and are placing enormous pressure on the environment and natural resource base. The rapid declining forest and tree cover is cause for concern as over 85% of the population depends on wood and charcoal as their source of energy. Wetlands and aquatic resources provide the needed services for water treatment, water supply and other products. However, wetlands continue to be encroached upon and are being destroyed at an alarming rate. Increasing amounts of land are coming under cultivation. Although this encouraging economic development, the clearance of forests and use of marginal lands is lands problematic i.e. the steep slopes are increasingly being cultivated. Deforestation together with the cultivation of these slopes and lack of soil conservation is leading to soil erosion, land degradation and even landslides. As soils are washed away, valuable agricultural land is being lost. Soil and silt end up in river/streams and silt-fitted river and streams are becoming sight in the project areas. Increased level of urbanization with poor disposal mechanism, are resulting in urban centres (Trading) strewn with litter, including toxic materials. Land fragmentation and increased intensity of land use in villages will lead to a reduction in individual incomes. Pressure on land and fuel wood will force more individuals and communities to encroach on forests wetlands, riverbanks lakeshores and game reserves. Forests and trees do not only provide shade but serve a much wider role. Without serious attention, as well as well as enough public and private sector investment in natural resource management, the results and impacts for the districts will devastating. 4.1.30 Ownership and Access of Land Resources Public land Access to land is the basis for rural livelihoods in the project districts, but this access is becoming increasingly constrained in the face of mounting population pressures. In the project area three forms of land tenure exist: customary, leasehold and “native” freehold. The District Administration owns land where the headquarters is located. It also oversees lands where the sub county and parish headquarters are located. Public lands e.g. grazing areas and district forests are also under the District Administration. However, all these lands are not surveyed and have no land titles. This has caused encroachment, which has led the District into legal wrangles with the public. Customary Land Approximately 82 percent of the land is under agriculture and 2 percent of this land is used for commercial farming. About 75% of arable land is largely owned according to customary laws and fragmented. Families hold small parcels of land which is shared among different family members. This has prompted massive encroachment on road reserves. Customary tenure is reported to be very expensive; not titled and therefore lacking official boundaries and exposed to grabbing and 113 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard encroachment. Given that most of the customary land is not demarcated, land grabbing and encroachments are the major cause of land conflicts. Women can easily access and own of land by virtue of their marriage, inheritance and ability to purchase. Landlessness is not common but is associated with poverty and poor family planning. The youth and Batwa are likely to be landless since the Batwa originally inhabited the forests. 4.1.31 Land use Arable land is largely owned according to customary laws. However, some land is held by freehold and leasehold respectively. The average land area for agriculture is 4.08 acres per household. Land is seriously fragmented, and an average household has 6-7 plots of land on different hillsides. Each plot measures between 0.1 and 0.7 of an acres. Agricultural zoning There are three agro ecological zones based on altitude, temperatures, rainfall, soil types, and vegetation cover. The following comprise the agricultural zones; Zone 1: Low altitude: This is an area of low altitude, high temperatures, and fairly short erratic rains with sandy to loam soils. It is characterized of big round toped hills. The hills tops and sides have thin soils, scanty grass vegetation cover and are not cultivated. Communal grazing takes place there. The hills sides are occassionary burnt during the dry periods causing a lot of erosion and deposition. Zone 2: The mid zone: This is an area of medium altitude; high rainfall, U- shaped valleys, loam peat soils and cool temperatures. The soils on the hilltops and sides are deep and cultivation is carried out but, with terraces along the contours. There is dairy farming in the flat valley bottoms and tree planting on hilltops and valley bottoms. Zone 3: High altitude: This is an area of high altitude, cold temperatures, high rainfall, steep hills and V- shaped valleys. There are fertile volcanic soils. Cultivation on the steep slopes is done with terraces across the contours. However, fragile hillsides are prone to erosion and landslides. It borders with the protected forests of Mgahinga National Park area, Mt Mahabura area which influences the rains and temperatures. This zone consists of the Sub-counties of Nyarusiza in Kisoro within the project area. Livestock The livestock sector is dominated by small numbers of stock per household, that include, cattle (Indigenous and improved), goats, sheep, poultry, rabbits and pigs that often graze on free range. In most parts of the project area, there are very good pastures and favourable climatic conditions for production of good exotic dairy cattle breeds. The livestock enterprises have potential of increasing productivity under improved management, good prices of milk and milk products in place. Fishing Lake Bunyonyi is the only water body within the project areas but its productivity to yield fish to feed the population is limited, there is big potential for cage farming. There is needed to continuously restock the lake to its capacity in order to assess its potential. It’s currently being used as a means of transport to other islands, landing sites or fishing villages.
114 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 4.2 Physical Environment baseline 4.2.1 Climate Rainfall in the project area is bimodal. The long and heavy rains are in the first half of the year starting from around March to May. It is in this season that virtually all crop varieties are grown. The short rains are experienced from around October to November. These are usually moderate. During this season mainly short-term crops like beans, peas, Irish potatoes, sweet potatoes and vegetables are grown. June, July and August are generally the driest months of the year with July showing a reasonable probability for getting nil rainfall. The mean annuals vary from 800mm - 1000mm. The average annual rainfall in the project areas seems to be stable although frequent below average. According to the data from Kabale meteorological station, the district records a mean annual maximum temperature of 24.4°C. The station records 10.9°C as the mean annual minimum. Collected Rainfall Data Rainfall is the critical variable for all storm water studies and designs. Understanding of rainfall process and the significance of the variables used to arrive at the design rainfall is very important to prepare reasonable drainage and other storm water management designs. Design rainfall intensity represents the average rainfall intensity of a duration equal to the time of concentration for the catchment. The total storm rainfall depth at a point, for a given rainfall duration and Average Recurrence Interval, ARI, is a function that can describe the rainfall regime of the project area. Rainfall data have been collected in the form of tables showing the monthly maximum daily rainfall values, expressed in millimetres, for a period of 21 years (from 1996 to 2016).
Table 4-24: Rainfall data for the Kisoro project areas Lot 5: Kabale-Bunyonyi (7.8Km), Bunyonyi-Kabeho (7.3km) Lot 5B: Kisoro - Mgahinga Park and Kisoro-Mgahinga Gate (13.4 Km) Gates Kisoro Daily Maxfall 1995 - 2015 Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 1995 20.5 50.1 15.3 33.0 30.5 16.6 1.0 22.0 25.0 35.0 35.5 34.5 1996 21.0 34.0 18.7 27.0 19.0 46.5 88.0 33.5 30.0 28.0 42.7 43.8 1997 40.6 20.0 22.6 21.0 15.0 19.3 18.3 19.0 27.0 25.0 20.0 36.0 1998 21.0 26.9 42.4 34.1 29.0 12.5 22.9 12.2 37.7 56.0 48.2 36.8 1999 27.0 16.0 18.1 20.0 6.5 0.0 1.5 26.0 18.0 22.0 9.5 25.1 2000 15.2 22.9 25.6 20.8 17.6 9.2 1.3 9.6 30.4 42.1 25.7 16.9 2001 27.9 28.0 26.5 19.0 17.5 13.1 14.9 28.5 54.9 25.0 34.9 32.9
115 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Lot 5: Kabale-Bunyonyi (7.8Km), Bunyonyi-Kabeho (7.3km) Lot 5B: Kisoro - Mgahinga Park and Kisoro-Mgahinga Gate (13.4 Km) Gates Kisoro Daily Maxfall 1995 - 2015
Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 2002 28.0 40.0 22.0 21.2 25.4 0.0 0.0 15.0 23.5 29.0 36.0 18.0 2003 37.5 42.0 31.2 36.0 30.0 36.2 13.0 31.0 34.4 25.0 30.0 24.8 2004 30.5 20.0 43.5 24.0 6.5 2.1 3.0 12.0 39.0 37.5 26.0 22.5 2005 18.8 0.0 49.9 21.6 21.4 4.6 1.7 38.5 36.0 26.5 32.2 22.5 2006 35.5 27.1 17.7 72.3 20.0 1.0 8.0 25.5 70.3 18.0 30.0 16.0 2007 20.0 14.0 15.0 42.0 25.0 35.0 10.0 33.0 50.0 20.5 50.0 25.0 2008 22.5 58.5 32.5 25.0 11.5 20.5 20.1 30.2 31.2 32.4 38.0 35.0 2009 21.6 30.6 22.9 35.5 15.0 25.5 3.5 24.5 40.0 30.5 30.0 20.1 2010 67.5 60.6 35.0 30.0 33.3 40.5 0.0 20.5 30.3 30.0 20.8 25.5 2011 20.1 18.4 24.0 27.0 14.0 28.6 20.1 11.0 40.8 25.0 11.0 25.5 2012 5.0 22.0 28.8 40.5 28.8 13.5 0.3 34.3 25.7 27.0 25.0 25.6 2013 27.6 35.6 21.6 30.4 21.9 0.0 0.0 20.1 30.4 30.9 20.0 20.6 2014 13.1 25.0 30.0 21.8 7.0 16.5 10.8 40.1 32.2 17.0 20.0 15.5 2015 3.8 14.8 29.1 24.1 21.6 20.7 11.0 28.6 18.6 37.1 21.7 20.8 2016 53.3 23.5 15.4 88.5 6.2 38.2 1.7 5.5 25.3 23.6 43.7 47.4
Table 4-25: Maximum 24h precipitation (mm) in Kabale Kabale Daily Maximum fall 1996 - 2016 Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 1996 14.3 14.7 34.7 26.8 18.2 25.9 26.2 22.5 35.8 24.5 45.3 53.0 1997 23.1 0.0 20.7 23.7 28.5 20.6 20.9 22.1 13.9 44.0 27.9 23.6 1998 41.8 18.0 21.6 38.0 28.1 10.0 15.0 11.9 49.0 27.3 18.5 21.0 1999 32.2 15.0 36.2 13.3 21.5 0.0 0.2 51.2 25.8 17.2 21.3 13.3 2000 17.6 55.0 27.8 25.7 24.3 7.8 5.9 62.1 26.5 47.6 27.5 20.9 2001 41.4 16.1 24.9 23.3 18.5 12.6 14.8 27.3 47.7 46.0 39.7 16.2 2002 35.5 31.1 11.6 26.7 29.4 0.0 4.4 29.8 26.8 38.7 17.0 15.5 2003 23.3 21.6 20.9 24.8 24.5 9.4 17.6 9.8 28.5 12.4 25.3 9.7 2004 34.9 21.4 20.2 26.3 35.9 0.0 1.1 16.4 31.1 29.0 45.7 28.8 2005 7.9 37.6 38.4 35.6 35.0 31.4 0.0 8.4 15.7 25.0 20.6 20.6 2006 19.3 47.0 20.7 22.8 71.5 1.9 15.8 29.8 40.2 14.4 29.0 13.2 2007 21.9 43.6 22.5 38.8 23.9 14.8 18.1 9.1 43.4 48.3 64.8 7.2 2008 35.2 37.1 48.1 11.3 27.8 25.0 22.3 12.7 16.9 36.8 33.4 34.1 2009 15.2 32.1 23.9 29.7 22.6 11.9 1.1 33.2 30.9 18.7 44.7 31.8 2010 34.0 40.9 22.8 35.5 30.4 6.4 1.4 14.5 23.2 55.5 22.0 19.7 2011 12.6 21.1 53.8 17.9 9.7 29.4 11.2 28.4 22.0 16.1 41.0 12.5 2012 2.7 15.2 38.6 29.1 29.4 4.3 9.0 33.4 40.0 18.3 27.3 26.0 116 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 2013 30.1 12.2 28.5 16.8 23.8 0.0 0.1 15.2 54.5 37.3 30.0 23.5 2014 0.5 17.9 40.7 30.2 19.7 2.0 22.2 47.4 79.7 22.5 16.8 36.7 2015 6.1 54.3 6.1 41.2 54.2 31.8 2.6 3.0 29.7 29.4 20.8 29.0
To effectively predict runoff, the input to hydrologic models must accurately capture rainfall duration and intensity. The type of precipitation data (historical or synthetic) and the temporal and spatial resolution of rainfall data required by the model, however, depend on the goal of a particular study. In small watersheds, where runoff reaches the outlet on the order of minutes or hours, rainfall durations and intensity data must have the same resolution in terms of time in order to reach a correct calibration of the model and a reliability of the results. Since the historical record only contains daily rainfall data, it was necessary to generate a synthetic sequence of rainfall with the same statistical proprieties as those in the observed record in order to define the appropriate extreme value for shorter rainfall durations (i.e. 15 minutes, 30 minutes, 1 hour, 3 hours, 6 hours, 12 hours). 4.2.2 Temperature This indicates slightly high temperatures throughout the year. An analysis of temperature shows a positive trend in both minimum and maximum temperature covering all the months. The rate of increase of the annual temperature is found to be 0.39°C per decade. This rate of warming is quite high and is very much above the global average (about 0.3°C per decade). One possible explanation for the micro-climatic warming in the project areas could be that due to massive land and swamp reclamation it is possible that the local radioactive balance in this region could have been affected. Kisoro District has a relatively low temperature where mean annual maximum temperature is 23°- 25°C in the dry spell and mean annual record of 10°-12.5°C Relative humidity in the project areas ranges between 90% and 100% in the mornings and decreases to between 50-65% in the afternoons during all months. The recordings show that the relative humidity for both the mornings and afternoons decreases in the months of July, August, September and October. 4.2.3 Soils and Geology Geology More than 80% of the project area is underlain by the oldest rock system, the Precambrian age which consists of the basement complex system as the oldest overlain in some areas by a succession of sedimentary strata which have undergone a variable degree of dynamo-thermal metamorphism. The absolute age of the Precambrian formations has not been determined with any accuracy and their chronological relationship to one another often remains obscure. The rocks belonging to the Karagwe-ankolean System are much younger and generally less altered than the Toro Group except for the upper faces of the Buganda series containing phyllites, slates and mudstones which also occur in the Karagwe - Ankolean system.
117 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 4-3: Geological map of the Kabale-Lake Buyonyi project areas
The soils are mainly volcanic, ferralitic and peat soils. The ferralitic soils are the most widespread in the project area and are in the advanced stage of weathering and have little or no mineral reserves to draw on. They largely depend on bases held in the clay and organic complexes for their fertility. Productivity of the ferralitic soils depends on favourable, adequate depth and maintenance of the humid topsoil. The peat soils are mainly papyrus swamps. The peat soils are formed as a result of accumulation of a thick layer of organic matter below swamp vegetation due to slow decomposition. Peat swamps produce the rich organic soils for agriculture which dominate the valleys the project areas.
118 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 4-4: Geological map of the Kisoro project areas
In Kisoro district in particular, there are four different soil types and this can be explained in terms both geological and geomorphological processes which have significance in soil formation. There are four main soil types found in Kisoro. Euthopic Soils for Tropical Forest Region - Volcanic ash These are often rich in organic matter and sometimes saturated with bases to more than 50% of its exchange capacity. These soils are reach in plant nutrients and contain fairly high reserve of weatherable minerals usually developed on volcanic ash. Volcanic ash soils are found in the southern part of Kisoro district in the sub-counties of Busanza, Muramba, Chahi and Nyarusiza around the Mufumbira Mountain ranges. The project road crosses this type of soils. These are soils of medium-high productivity due to high base levels and resistance to erosion. These soils are derived from Pleistocene to recent alluvial depending on local conditions including original chemical composition and age of the deposits as well as drainage conditions. Ferralitic Soils of High Altitude These are high altitude un-differential soils with dark horizons (Bufumbira complex). They represent almost the final stage in tropical weathering. They are usually deep with little differentiation into defined horizons and possess a fine granular structure very friable and porous. There is little reserve of weatherable minerals and the clay minerals are all of 1:1 lattice type (kaolinite) associated with Iron oxides and are usually sandy clay loams textured. There soils are generally found on hill slopes where there are shallow and highly available, but in valley bottoms and low lands, the souls are mature, deep and well drained and these are wide spread in the project area.
119 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Non-hydromoprhic-Organic Soils of Mountains These are found at high altitudes and are almost entirely organic mountain soils. The upper layer contains more than 20% organic matter in the first 40cm. In Kisoro montane organic soils are predominant especially around Sabinio Mountain area. The organic soils are found in forests and mountains. These are mainly found in high altitude forest areas in the Southern and Northern part of the District. Soils are of high productivity due to the high content of humus/organic matter with high water holding capacity though easily affected by the dry season - desiccation. Papyrus Peat Soils These comprise peat, sands and clays, developed on papyrus residues and river alluvium. Peat soils were formed as a result of accumulation of thick layer of organic matter below swampy vegetation through slow decomposition, and these dominate swamps.
Figure 4-5: Soil formation of Kisoro-Mgahinga and Nyarusiza-Muhabura
4.2.4 Seismicity Eastern Africa’s seismicity is dominated by the East African rift system. Potentially, this rifting represents the initial or incipient stages of a continental separation. As is also known, the rift system bifurcates around the Tanganyika Shield (now more often termed the Tanzania Craton) into a western and eastern branch, with the western one terminating near Lake Eyasi, where there is an increase in seismicity. The area is located north of the Western branch of the East Africa Rift System, within the Tanzanian Shield (carton). While the Shield separating the two branches of the rift system is of Precambrian origin, the rift system itself consists of asymmetrical basins bounded by alternate high angle normal faults or when unfaulted, monoclines, on the other side linked by comparatively high strain accumulation zones.
120 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
The project site is located within the Shield, but within the Albertine Graben or rift system, thereby potentially affected by the major tectonic in the region. The major earthquakes events occurred in Uganda are given in the Table below.
Table 4-26: List of Major Earthquakes in Uganda Date of Epicentre Magnitude Socio-economic losses occurrence 09 July 1912 Kitgum, close to 6.7 Partial destruction of buildings Aswa Shear zone in northern Uganda 02 October 1929 Toro, Western Rift 5.9 Change of water colour in hot springs, occurrence of landslides 18 March 1945 Sembabule (40 KM 6.0 Entebbe seismograph put out of NORTH OF Masaka order, five persons died and town) close to destruction of some buildings. Katonga shear Zone.
20 March 1966 Toro, Western rift 6.6 150 people died & over 1300 persons injured; loss of properties worth $1 million 07 September 1990 Lake Victoria, near 5.0 Destroyed semi- Kampala permanent buildings
09 October 1991 Butiaba Port, Lake 5.3 Destroyed semi- Albert, Western Rift permanent buildings
05 February 1994 Kisomoro, Toro, 6.2 Eight people died, destruction Western Rift of property worth $61 million
The studies revealed that for the rift zone, an earthquake of 6 magnitude or larger can be expected
4.2.5 Hydrologic and hydraulic study Existing conditions Currently, the road under design is characterized by an alignment that develops in a flat area for the first stretch, with longitudinal slope values lower than 1.0%, and in an area with more pronounced slopes in the second stretch, where the road alignment crosses drainage lines.
121 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Plate 4-15: Kisoro-Mgahinga road sections
In its first part, the road runs in a flat area, for this reason it is not crossed by important drainage systems. The road, in fact, intercepts almost exclusively only small channels serving agriculture in the areas bordering the road alignment. The existing pipe culverts are normally made of concrete or “ARMCO” steel pipe and characterized by a diameter ranging between 600 mm and 1000 mm. The points of inlet and outlet of these pipe culverts are protected by riprap, in order to prevent the erosion phenomena due to the kineticity of the current. Pipe culverts inlet and outlet are also provided by wing walls. The main purpose of these wing walls structures is to hold the backfill from sliding to the entrance and protect the soil from erosion. The inner side of the road is sometimes provided with a ditch for collecting water coming from the road and from the embankment. The ditch is made excavating the natural ground level without finishing or grouted stone pitching. The ditch develops along the alignment of the road and drains the water collected in the crossing culverts. It should be noted that in many cases the presence of sedimented material was found at the outlet point of the culverts, which could limit the outflow of water, causing flooding problems. A solution to this problem may be increasing the slope of the new culverts. Definition of Categories of Properties The settlements along the road can be divided into 5 main categories: i. Empty lands. These areas are lands where no human activity is present, and they are therefore expected to have low economic value. They might also not have private owner and be public property.
122 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard ii. Farms. These are areas with crops and no building or structure. iii. Rural households. This category includes houses and buildings out of the trading centers, where no relevant commercial activity is expected to be carried out. Mainly residential properties will be part of this group. iv. Trading centers and towns. This category includes all the conglomerates of houses, buildings and green areas in between that can be defined trading centers. This includes the urban areas of Kabale and Kisoro. v. Special commercial or institutional activities. This category includes all the special buildings and related lands whose cost or value is not comparable to the previous category. They are hotels or receptive structures, churches, schools and other private or public institutions.
4.2.6 Hydrological Analysis A hydraulic study has been performed on the river along the road alignment in Kable-Lake Buyonyi in order to evaluate the hydraulic risk of inundation. An inundation map of the river has been drawn in order to assess the flood risk. This hydraulic analysis was carried out using ArcGIS and specific hydraulic-hydrological software, HEC-RAS and HEC-HMS. Finally, as a boundary conditions for the calculations, a slope was imposed on the upstream and downstream sections of the section of water course in question, identified by the available topographic surveys, equal to: i. Upstream Slope s = 0.0065; ii. Downstream Slope: s = 0.0065.
As shown in the following figure, the design upgrading works shall not be affected by floodplain events with 100yrs of return period.
Figure 4-6: Inundation map along the road alignment in Kabale-Buyonyi area
123 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Lithology in Kabale Ironstone lenses in Kabale; several occurrences of hematite-rich ironstone of the Rutooma Formation, are currently exploited by artesanal miners in the Muko area in Butare, Kyanyamuzinda, Kamena and Kashenyi and around Kabale town. Muko-type ironstone occurs as massive or semi- massive layers, intercalated in shales and phyllites of the Kirimbe Formation. The thickness of the ironstone layers ranges from a few metres to more than 10m. The average thickness in drill holes at Butare is 6 m, and the ironstone strata have been followed in trenches and drillings up to 250 m down dip (Katto 1997).
Plate 4-16: Pile of haematite ore in an artisanal quarry
Black, very fine-grained hematite rock shows a planar fabric and comprises minor quantities of sericite, quartz, kaolin and carbonate, the latter filling cavities. Fe2O3 contents of up to 99 wt% have been assayed in samples from Nyamiyag mine (Muwanguzi 2010). The occurrence of ironstones appears to be stratigraphically controlled with thickening of original layers in fold hinges. The artisanal mining operations produce a hematite concentrate for the Hima cement factory to produce flux in Portland cement manufacture. Sandstone, quartzite, grit in Kabale and Kisoro − Coarse- grained to gritty, locally quartzitic sandstones of the Kashanga Formation occur as intercalations within the mudstone- shale-phyllite succession of the Kirimbe Formation. The thickness of the sandstone packages ranges from a few metres to >100 m. In general, thicker sandstone intercalations do not consist of a single thick bed but contain cm-to metres-thick interbeds of grey-greenish shale and/or siltstone or fine-to medium- grained sandstone. The intercalated sandstones/quartzites show various lithologies. Some members are whitish to light- grey, coarse-grained to partly gritty sandstones that may contain beds with quartz clasts of 1–3 mm in size. Other varieties are massive, recrystallized quartzites or consist of fine-to medium-grained massive sandstone. Load cast structures have been observed in places. Thick sandstone units with a total thickness of > 100 m, intercalated in the middle part of the mud- stone-shale-phyllite succession is exposed in road cuts along the new Kabale-Kisoro road, North West of Lake Bunyonyi. This is a flysch-type, turbiditic succession composed of sandstone beds up to 4−5 m in thickness. Typically, the turbiditic unit has thin beds of course, gritty sandstone at the 124 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard base, with brownish grey, fine-to medium-grained sandstone forming the bulk of the unit. This rather massive sandstone grades sharply into greenish, very fine- grained, partly laminated siltstone at the top. In several road-cuts, a typical sequence of a graded unit (or Bouma cycle) consists of: i. top: light bluish-greenish-grey, very fine-grained siltstone, partly laminated, ~20−60 cm thick; ii. massive, medium-grained sandstone; iii. base: coarse-grained, massive gritty sandstone, ~15−30 cm thick
Plate 4-17: Bouma sequence of the Kashanga Formation. Road cut on the Kabale-Kisoro road
The Rugezi Group comprises a conglomeratesandstone-siltstone succession exposed in a South East–North West trending synform that extends North West and South East from Kabale town. The succession starts with conglomerates and gritty sandstones (Rwene conglomerate), which, from observations in Rwanda, mark an intra-Akanyaru-Ankole unconformity. Conglomerate in Kabale − Polymictic, matrix-to clast-supported conglomerates, intercalated with sandstone, pebbly sandstone and finer-grained conglomerate layers and lenses of the Rwene- Kakore Formation of the Rugezi Group are exposed North West and South East of Kabale town. The mostly dark-grey to bluish matrix of this unsorted basal conglomerate is gritty or coarse- grained sandstone, while angular to sub-rounded and scarce rounded pebbles range from less than one cm up to 60 cm in size. The clast material of the rock is mainly comprised of vein quartz and (quarzitic) sandstone, supposedly mostly derived from older units of the Akanyaru- Ankole Supergroup, sup- porting the assumption of an intra-Supergroup unconformity. Matrix-supported polymictic conglomerates with angular to rounded pebbles, of finer, though variable grain-size, also occur as interbeds in gritty sandstones. In a quarry North West of Kabale town, specific conglomerate horizons with elongated angular mudstone/ claystone clasts are exposed within gritty sandstones and thin conglomerate horizons. The clasts are aligned with their long axes parallel to the bedding planes. Other layers are more chaotic in appearance, without preferred orientation of the clasts. Elsewhere, these beds contain angular to sub-rounded sandstone and chert clasts up to boulder size or sandstone and chert pebbles, associated with the angular mudstone pebbles, which are rounded and relatively small. In contrast to sandstone and chert pebbles, mudstone clasts show no evidence of extensive abrasion
125 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard and must be of proximal derivation. Nearby, intercalated ironstone beds of decimetre-size occur in sandstones. The observed features suggest a shallow water depositional environment for the metasediments of the Rwene-Kakore Formation. The gritty and pebbly sandstones as well as coarse polymict conglomerates may represent beach and shoreline deposits, with the partly gritty sandstones being deposited in a lower shore face. Horizons containing mainly “flat- pebble conglomerates” with mudstone fragments could be interpreted as tempestites that formed in a sub-tidal shallow water environment, near the shoreline but below the fair- weather wave base when turbulent water caused by storms and storm surges disrupted beds of semi-lithified mud layers leading to channelling and pebble formation. The sediment was mixed with rounded sandstone and chert pebbles that have been either previously deposited or were transported into the basin during the storm. An alternative explanation would imply failure of the shore face by seismic (and related tsunami) events, causing downwards sliding of unstable mudstone, even on a nearly sub- horizontal slope, accompanied by erosion of the uppermost semi lithified mud layers. In fact, some much unsorted varieties containing also variably sized sandstone and chert pebbles may represent debris flows. The general absence of evidence of syn-depositional faulting elsewhere in the Akanyaru-Ankole succession, also in the younger parts of the Rugezi Group overlying the basal conglomerates (like unconformities associated with conglomerate horizons) is in favour of the tempestite and near- shoreline model for most of the mudstone clast-bearing beds.
Plate 4-18: Metasediments of the Rwene-Kakore Formation
126 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
4.2.7 Baseline Assessment for Air Quality, Vibration, Noise and Radiation There is no permanent environmental monitoring station in the study area; however, site specific monitoring was conducted. Project implementation will follow Occupational Safety, Health and Environmental requirements of the Government of Uganda and industry best practices. The Assessment provides a baseline that facilitated the preparation of the Environmental and Social Impact Statement. This assessment is consistent with the Occupational Safety and Health Act, 2006; National Environment Act Cap. 153, NEMA (Noise and Vibration regulations), ISO 7243; Hot Environments—Estimation of Heat Stress on Working Man, Based on the WBGT-Index (Wet Bulb Globe Temperature) [ISO 1989]. Environmental Pollution As Uganda’s urban population grows, pollution of air, noise and water are emerging as significant issues in socio-environmental challenges with significant health implications. During project implementation, it is expected that there will be significant changes in air quality from particulate matter, dangerous emissions (Nitrogen Oxides, Carbon oxides), noise and vibration that will affect the workers and communities. Baseline results on air quality, noise, vibration, magnetic radiation and physical agents have been provided as an output from this assessment and subsequent periodic assessments have been proposed to ensure that permissible levels are upheld according to National and International Standards. Particulate matter Particulate matter is the sum of all solid and liquid particles suspended in air many of which are hazardous. This complex mixture includes both organic and inorganic particles, such as dust, pollen, soot, smoke, and liquid droplets. Once inhaled, these particles can affect the heart and lungs and cause serious health effects. Road construction activities will most likely increase fugitive dust and exhaust gases in the air around the site. Inhalable (PM10) and respirable (PM2.5) particulate matter are comprised of very small particles that are less than 10 μm and 2.5 μm respectively. Particles of diameter smaller than 10 μm can make their way deep into the respiratory tract and will become lodged there in. Project-related sources of particulate matter (PM) include internal combustion and fired equipment such as the diesel generators and engines when they are fired. Combustion-related PM is generally in the respirable range (<2.5 μm), while fugitive and process dust are generally within the inhalable range (>2.5 μm). Oxides of Nitrogen (NO, NO2) Nitrogen oxides are produced in most combustion processes and are almost entirely made up of Nitric Oxide (NO) and nitrogen dioxide (NO2). Together, they are often referred to as NOx. The NO2 is an orange to reddish gas that is corrosive and irritating. Most NO2 in the atmosphere is formed by the oxidation of NO, which is emitted directly by combustion processes, particularly those at high temperature and pressure, such as internal combustion engines. Nitric oxide is a colourless gas with no apparent direct effects on animal health or vegetation at typical ambient levels. The levels of NO and NO2, and the ratio of the two gases, together with the presence of hydrocarbons and sunlight are the most important factors in the formation of ground-level ozone and other oxidants. Further oxidation and combination with water in the atmosphere forms nitric acid, which is another part of “acid rain”. In the project area, NOx will be released by all internal and external combustion equipment on site, but in relatively small quantities.
127 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Carbon Monoxide (CO) Carbon monoxide is a colourless and odourless gas. It is a product of incomplete combustion of hydrocarbons such as fossil fuels and wood. Motor vehicles, industrial processes and natural sources (fires) are some common sources. Typical concentrations in the atmosphere are 120μg/m3, while minimum levels known to produce cardiovascular symptoms in smokers is approximately 35,000 μg/m3. CO will be released by all internal and external combustion equipment on site and at firewood fueled cooking areas as well as burning wastes, but in relatively small quantities. Hydrogen Sulphide (H2S) Hydrogen sulfide is a colorless, flammable, extremely hazardous gas with a “rotten egg” smell. It occurs naturally in crude petroleum and natural gas and can be produced by the breakdown of organic matter and human/ animal wastes (e.g., sewage). It is heavier than air and can collect in low-lying and enclosed, poorly ventilated areas such as basements, manholes, sewer lines and underground telephone/electrical vaults. Hydrogen Sulphide can be smelled at low levels, but with continuous low-level exposure or at higher concentrations you lose your ability to smell the gas even though it is still present. The worst thing is that at high concentrations, the ability to smell the gas is be lost instantly. It is therefore important to note that the sense of smell should not be depended on for indicating the continuing presence of this gas or for warning of hazardous concentrations. The health effects of hydrogen sulphide vary with how long, and at what level, an individual is exposed. Asthmatics may be at greater risk. The symptoms of presence of this gas include: i. At low concentrations – irritation of eyes, nose, throat, or respiratory system; effects can be delayed. ii. At moderate concentrations – more severe eye and respiratory effects, headache, dizziness, nausea, coughing, vomiting and difficulty breathing. iii. At high concentrations – shock, convulsions, unable to breathe, coma, death; effects can be extremely rapid (within a few breaths).
Volatile Organic Compounds (VOC) Volatile Organic Compounds (VOCs) are carbon-containing (organic) compounds that readily evaporate into the air under ambient conditions. Many VOCs are of natural origin including methane. Others may be potentially harmful to the environment, either directly through inhalation or indirectly as a contributor to ground level ozone and smog formation. Examples of VOC sources include hydrocarbon fuels, paints and lacquers, paint strippers, cleaning supplies, pesticides, building materials and furnishings, office equipment such as copiers and printers, correction fluids, graphics and craft materials including glues and adhesives, permanent markers, and photographic solutions. While VOCs are naturally present in the atmosphere and emitted by automobiles and industrial processes, the concentrations of many VOCs are consistently higher indoors (up to ten times higher) than outdoors. Some VOCs may have short- and long-term adverse health effects. VOC emissions during project implementation and operation phases will be largely generated from road construction equipment use and operation. Emissions of VOC at the project site will be relatively small. Greenhouse Gases (GHG) Greenhouse gases are emitted because of all internal and external combustion equipment on site, plus land clearing burning and solid waste burning. Greenhouse gases generally include all emissions of carbon dioxide (CO2), nitrous oxide (N2O) and methane (CH4). The sum of all greenhouse gasses is generally expressed as a carbon dioxide equivalent (CO2e). For the project, emissions of CH4 are virtually absent as natural gas is not available as a fuel (natural gas is mostly methane). Diesel, petrol, kerosene, propane and biofuels make up nearly all of the fuel used in the 128 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Local Study Area (LSA). Nitrous oxide is emitted as a byproduct of high-temperature combustion. These emissions are insubstantial. As such, in this assessment, it was assumed that GHGs are fully represented by emissions of CO2 (e.g., CO2e = CO2). Noise ‘Noise’ refers to any unwanted and annoying sound that is intrinsically objectionable to human beings or which can have or is likely to have an adverse effect on human health or the environment. Noise pollution contaminants are generally waves that interfere with naturally occurring waves of a similar type in the same environment. However, noise pollution is defined as unwanted sound or sound that is loud or unpleasant. Sounds are considered noise pollution if they adversely affect wildlife, human activity or are capable of damaging physical structures on a regular basis. In addition, it is considered noise pollution if sound disturbs any natural process even if the sound does not occur on a regular basis. Noise from various sources intrudes unreasonably into the daily activities of human beings and animals creating adverse effects. The National Environment (Noise Standards and Control) Regulations, 2003 stipulates maximum noise levels in the general environment as given in the table below. The maximum noise levels from a facility in the general environment specified in Column 1 to which a person may be exposed shall not exceed the level specified in Column 2 of that Part for the time specified in that Part.
Table 4-27: Maximum permissible noise levels relevant to project Facility Noise limit dB (A) (Leq) Day Night Residential + industry or small-scale production + commerce 60 50 Residential buildings 50 35 Mixed residential (with some commercial and entertainment) 55 45 Time frame: Day – 6.00a.m -10.00 pm; Night: 10.00 p.m. – 6.00 a.m. The time frame takes into consideration human activity.
Vibration Vibration is oscillatory motion of an object about an equilibrium point. Vibration often presents a threat to human health and environment in the areas where it is subjected. It enters the body from the organ of contact with vibrating equipment e.g. hands, arms, feet or while a person seats on a vibrating surface. Health effects attributed to vibration include Lower back pain, Motion sickness, respiratory, endocrine and metabolic changes, impairment of vision, balance or both, Bone damage and Reproductive organ damage among others. In the United Kingdom, the Control of Vibration at Work Regulations 2005 specify daily exposure levels as follows; i. For hand-arm vibration (HAV), the daily ELV is 5 m/s2 and the daily EAV is 2.5 m/s2. ii. For whole-body vibration (WBV), the daily ELV is 1.15 m/s2 and the daily EAV is 0.5 m/s2.
The sources of vibration can be transport and construction equipment among others. The acceptable vibration levels include values of total vibration in their gross (cm/s) and relative (dB) and values of speed through the most developed in practice frequency spectrum (> 355 Hz), which include 6 octaves of frequency bands. Each octave band has their own permissible values of the average- squared wave velocity or amplitude induced by the operating mechanisms and machinery.
129 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Table 4-28: The maximum acceptable ground-borne vibration Period of Day Vibration Level (dBV)* 06h00-22h00 (daytime/evening): 112 40 22h00-06h00 (night-time): 103 35 Critical working areas: 100 30 *Where dBV is the vibration velocity level with reference value, (vr = 10-9 m/s). Oscillatory displacements of an object involve alternately a velocity in one direction and then a velocity in the opposite direction. This change of velocity means that the object is constantly accelerating, first in one direction and then in the opposite direction. The magnitude of a vibration can be quantified by its displacement, its velocity or its acceleration. The draft National Environment (Noise and Vibrations Standards and Control) Regulations, 2013 provide permissible limits of vibration for road construction in order to minimize the risk of building damage as is given in the table below.
Table 4-29: Permissible vibration during construction Permissible vibration velocity (Peak Particle Velocity) at the closest part of any property to the source of vibration at a frequency of Less than 10 Hz 10 – 50 Hz 50 – 100 Hz 8mm/s 12.5mm/s 20mm/s
4.2.8 Magnetic Field Radiation Radiation is the emission or transmission of energy in the form of waves or particles through space or through a material medium. Radiation can be ionizing or non-ionizing. Ionizing radiation carries enough energy to liberate electrons from atoms or molecules, thereby ionizing them. Non-ionizing radiation does not carry enough energy to ionize atoms or molecules — that is, to completely remove an electron from an atom or molecule. Instead of producing charged ions when passing through matter, non-ionizing electromagnetic radiation has enough energy only for excitation, the movement of an electron to a higher energy state. Non ionizing radiation includes a spectrum of ultra violet light (UV), visible light, infrared (IR), microwave (MW), radio frequency (RF) and extremely low frequency (ELF). Almost all wires carrying alternating current radiate some of the energy away as radio waves of extremely low frequency (Frequency of <3 KHz and Wavelength > 100 km). The occurrence of ionization depends on the energy of the individual particles or waves, and not on their number. An intense flood of particles or waves will not cause ionization if these particles or waves do not carry enough energy to be ionizing, unless they raise the temperature of a body to a point high enough to ionize small fractions of atoms or molecules by the process of thermal-ionization (this, however, requires relatively extreme radiation intensities). Extremely low frequency waves (50 – 60 Hz) pose low risk of harming persons. None the less, the International Commission on Non- Ionizing Radiation Protection (ICNIRP) set 200 µT (200,000 nT) and 0.4 µT (400 nT) as the acute and chronic exposure limits to magnetic fields respectively. Chronic exposure means exposure for a long time (7 – 70 years). The cause-effect relationship however varies according to properties (energy level) of the radiating source. The
130 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard scientifically proven effect of non-ionizing radiation is the heating of nerve cells in mammals. Scientific evidence also suggests that prolonged exposure to low frequency magnetic fields is related to an increased risk of childhood leukemia, and retinal Phosphine (a phenomenon characterized by the experience of seeing light without light entering the eye) in adults. 4.2.9 Physical Agents Occupational exposure to heat can result in injuries, disease, reduced productivity, and death. There is evidence that heat stress is an increasing problem for many workers, particularly those located in densely populated areas closer to the equator where temperatures are expected to rise in relation to the changing climate [Lucas et al. 2014]. The Humidex scale is the easiest tool to inform the workers about hot weather conditions. The humidex scale quantifies human discomfort due to perceived heat considering the effect of air temperature and relative humidity. For a given temperature, the humidex increases as the relative humidity (moisture content) of the air becomes higher.
Table 4-30: Ranges of Humidex for various degrees of thermal effect on people Humidex Range (°C) Degrees of Comfort 20 - 29 Comfortable 30 - 39 Varying degrees of discomfort 40 - 45 Uncomfortable 46 and Over Many types of labour must be restricted
4.2.10 Field Findings (Air quality) The results for the air quality, noise, vibration, radiation and physical agents’ baseline assessment for Kisoro town – Mgahinga gate road are given in Table 4-31 below. As well as Nitrogen dioxide, hydrogen sulphide, carbon monoxide, VOCs/PID and methane were below the detecting limit of the measuring equipment.
Table 4-31: Readings for Air Gases monitored Name of ppm %Vol road Name of site Coordinates NO2 H2S CO CO2 PID CH4 Gate to Mgahinga Gorilla National park 36M 0791470 9850197 0 0 0 355 0 0 Partnership Trust Mgahinga Batwa Village 36M 0791563 9850315 0 0 0 363 0 0
Partnership Trust Batwa Vocational Centre 36M 0791850 9850531 0 0 0 341 0 0 Mgahinga Community Primary School 35M 0792005 9850774 0 0 0 341 0 0 Kulanya Trading Centre 35M 0792188 9851112 0 0 0 364 0 0 Gisozi Village (at the hill) 35M 0793001 9851739 0 0 0 345 0 0 Mukibugu Trading Centre 35M 0793562 9852530 0 0 0 350 0 0 mmmmmmmm 35M 0793974 9853424 0 0 0 349 0 0
Mgahinga gate road St Bruno Pre & Primary School sign post at Mataba Village 35M 0795461 9854626 0 0 0 360 0 0
- Kashingye CDC Primary School 35M 0796020 9854648 0 0 0 362 0 0 Wisdom Primary School sign post 35M 0798324 9854843 0 0 0 363 0 0 Nyarusiza 35M 0798294 9856728 0 0 0 365 0 0
Kisoro town Nyarusiza Trading Centre 35M 0798294 9856728 0 0 0 363 0 0
- - Mzee Village at the gate (Batwa Trail Sign post) 35M 0796336 9849997 0 0 0 333 1 0
Mzee Village at UNRA sign post 35M 0796220 9850405 0 0 0 341 0 0
road
At NWSC water site (near Rukongi trading centre) 35M 0796815 9851296 0 0 0 340 0 0 Byangumbagazi 35M 0797349 9852133 0 0 0 355 0 0 Matyazo Village 35M 0797590 9853255 0 0 0 347 0 0
Kisoro town Nyarusiza Muhabura Nyarusiza Savings & Cooperative Credit Society sign post 35M 0797944 9854072 0 0 0 348 0 0 Kabale: Junction at Bushara Island Camp sign post 35M 0830949 9862196 0 0 0 418 1 0
- 1 km from Junction 35M 0830233 9861449 0 0 0 407 0 0
Kabale Municip ality Lake 2 km from Junction 35M 0829136 9861357 0 0 0 378 0 0 131 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard At NWSC Kabale area sign post (water treatment works) 35M 0828281 9860951 0 0 0 361 0 0 Kiyole Village stone mining area 35M 0827640 9861186 0 0 0 350 0 0 Kachwekano Village (Upside of Lake Bunyonyi) 35M 0827482 9860424 0 0 0 354 0 0 At the edge of Lake Bunyonyi swamp (Near NWSC water in 35M 0827078 9860070 0 0 0 352 1 0 At V-Junction nearest Lake Bunyonyi 35M 0826993 9859563 0 0 0 363 0 0 At Lake Bunyonyi Boat Landing site (corner of road) 35M 0826835 9859529 0 0 0 354 0 0
Carbon dioxide was within the ambient air acceptable limit. According to NASA, Global ambient Carbon Dioxide averages at 410 ppm. The UK Occupational Safety and Health Administration (OSHA) sets the following standards; Nitrogen Dioxide (NO2) 5 ppm ceiling limit (a level that should not be exceeded during any part of the work experience), Carbon monoxide (CO) 50 ppm Permissible Exposure Limit (the maximum amount or concentration of a chemical that a worker may be exposed to) for 8 hours, Hydrogen Sulfide (H2S) 20 ppm ceiling limit and 1000 ppm for methane (CH4). Volatile organic compounds (VOCs) are organic compounds characterized by their tendency to evaporate easily at room temperature. Familiar substances containing VOCs include solvents, paint thinner, and nail polish remover, as well as the vapors associated with fuels such as gasoline, diesel, heating oil, kerosene, and jet fuel. The category also includes many specific toxic substances, such as benzene, butadiene, hexane, toluene, xylene, and many others. OSHA adopted a Permissible Exposure Level (PEL) of 0.75 ppm and an action level of 0.5 ppm for VOCs. During construction of the roads, some of the concentration of some of the gases may increase. Continuous monitoring will therefore have to be put in place to ensure that workers and the neighbouring communities are never negatively affected. 4.2.11 Field finding (Ambient Air Quality - particulate matter) Respirable particles (PM> 2.5) and inhalable particles (PM<2.5) were detected within and around the project area as shown in the table 4-32 below. Particles with diameter of 0.3 µm or less and 0.5 µm or less (PM2.5 range) had a higher concentration than the particles with diameter of 5 µm or larger (PM 10 range) concentration was lower. Smog in the atmosphere, dust from occasional moving vehicles as well as pollen from flowering vegetation along the roads are thought to have contributed greatly to the results of particulates measured. Further studies to quantify PM10 and PM2.5 in terms of µg/m3will must be done during construction of the roads.
Table 4-32: Particulate matter in air Name of Name of site Average Particles/m3 road Coordinates 0.3 µm filter 0.5 µm filter 5 µm filter
Gate to Mgahinga Gorilla National park 36M 0791470 9850197 7.30E+07 3.99E+07 6.85E+04 Partnership Trust Mgahinga Batwa Village 36M 0791563 9850315 7.76E+07 3.72E+07 3.00E+04 Partnership Trust Batwa Vocational Centre 36M 0791850 9850531 7.51E+07 3.28E+07 6.11E+04 Mgahinga Community Primary School 35M 0792005 9850774 7.41E+07 3.33E+07 2.68E+07 Kulanya Trading Centre 35M 0792188 9851112 7.18E+07 3.17E+07 3.63E+05 Gisozi Village (at the hill) 35M 0793001 9851739 7.18E+07 3.02E+07 3.44E+05 Mukibugu Trading Centre 35M 0793562 9852530 6.88E+07 3.89E+07 4.21E+05
Mgahinga gate road gate Mgahinga
- mmmmmmmm 35M 0793974 9853424 7.17E+07 2.71E+07 1.22E+05 St Bruno Pre & Primary School sign post at 35M 0795461 9854626 7.00E+07 2.31E+07 3.11E+07 Mataba Village Kashingye CDC Primary School 35M 0796020 9854648 7.08E+07 2.40E+07 4.08E+05
Kisoro town town Kisoro Wisdom Primary School sign post 35M 0798324 9854843 7.16E+07 2.53E+07 5.53E+05
132 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Nyarusiza 35M 0798294 9856728 6.75E+07 2.47E+07 1.64E+05 Nyarusiza Trading Centre 35M 0798294 9856728 7.02E+07 2.24E+07 3.99E+05
- Mzee Village at the gate (Batwa Trail Sign post) 35M 0796336 9849997 7.11E+07 2.47E+07 2.83E+04
- Mzee Village at UNRA sign post 35M 0796220 9850405 7.25E+07 2.70E+07 2.08E+07
At NWSC water site (near Rukongi trading 35M 0796815 9851296 7.18E+07 2.70E+07 3.92E+04
oad centre)
r
Byangumbagazi 35M 0797349 9852133 6.96E+07 2.40E+07 3.11E+04 Matyazo Village 35M 0797590 9853255 6.86E+07 2.64E+07 3.99E+04 Nyarusiza Savings & Cooperative Credit Society 35M 0797944 9854072 6.71E+07 2.31E+07 9.75E+04
Kisoro Kisoro Nyarusiza town Muhabura sign post Kabale: Junction at Bushara Island Camp sign 35M 0830949 9862196 6.96E+07 4.34E+07 1.95E+05 post 1 km from Junction 35M 0830233 9861449 6.86E+07 4.67E+07 2.87E+05
2 km from Junction 35M 0829136 9861357 6.94E+07 3.68E+07 4.38E+05 At NWSC Kabale area sign post (water 35M 0828281 9860951 5.88E+07 1.16E+07 3.96E+04
Lake
- treatment works) Kiyole Village stone mining area 35M 0827640 9861186 6.04E+07 1.18E+07 1.33E+05 Kachwekano Village (Upside of Lake Bunyonyi) 35M 0827482 9860424 5.60E+07 8.57E+06 4.45E+04 At the edge of Lake Bunyonyi swamp (Near 35M 0827078 9860070 5.46E+07 9.15E+06 3.31E+05 NWSC water in At V-Junction nearest Lake Bunyonyi 35M 0826993 9859563 6.32E+07 2.31E+07 5.86E+05 At Lake Bunyonyi Boat Landing site (corner of 35M 0826835 9859529 5.98E+07 1.18E+07 2.60E+05
Kabale Municipality Municipality Kabale road)
4.2.12 Noise Along Kisoro town – Mgahinga gate road, average noise level was highest at Mukibugu trading centre followed by Nyarusiza trading center. At these two sampling points, the noise was above 60 dBA – the maximum permissible noise level for Residential + industry or small-scale production + commerce. This was due to music played and several other activities in those trading centres. See the table below for the noise levels along the project roads.
Table 4-33: Noise Level for the project roads Name of Name of site road Coordinates Noise dB (A) Gate to Mgahinga Gorilla National park 36M 0791470 9850197 51.5 Partnership Trust Mgahinga Batwa Village 36M 0791563 9850315 59.5
Partnership Trust Batwa Vocational Centre 36M 0791850 9850531 50.2 Mgahinga Community Primary School 35M 0792005 9850774 51.2 Kulanya Trading Centre 35M 0792188 9851112 52.7 Gisozi Village (at the hill) 35M 0793001 9851739 50.9 Mukibugu Trading Centre 35M 0793562 9852530 70.3 mmmmmmmm 35M 0793974 9853424 46.7
Mgahinga gate road Mgahingagate St Bruno Pre & Primary School sign post at 35M 0795461 9854626 46.6
- Mataba Village Kashingye CDC Primary School 35M 0796020 9854648 48.2 Wisdom Primary School sign post 35M 0798324 9854843 58.3 Nyarusiza 35M 0798294 9856728 55.9
Kisoro town Kisoro Nyarusiza Trading Centre 35M 0798294 9856728 65.0
- Mzee Village at the gate (Batwa Trail Sign post) 35M 0796336 9849997 52.1
Mzee Village at UNRA sign post 35M 0796220 9850405 46.2 At NWSC water site (near Rukongi trading 35M 0796815 9851296 61.1
road
Kisoro Kisoro town Nyarusiza centre)- Muhabur a
133 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Byangumbagazi 35M 0797349 9852133 56.8 Matyazo Village 35M 0797590 9853255 55.5 Nyarusiza Savings & Cooperative Credit Society 35M 0797944 9854072 55.9 sign post Kabale: Junction at Bushara Island Camp sign 35M 0830949 9862196 60.9 post 1 km from Junction 35M 0830233 9861449 49.6 2 km from Junction 35M 0829136 9861357 55.1
road
Lake Lake
At NWSC Kabale area sign post (water 35M 0828281 9860951 65.6 - treatment works) Kiyole Village stone mining area 35M 0827640 9861186 60.9 Kachwekano Village (Upside of Lake Bunyonyi) 35M 0827482 9860424 54.2 At the edge of Lake Bunyonyi swamp (Near n35M 0827078 9860070 63.0 NWSC water i Municipality Municipality At V-Junction nearest Lake Bunyonyi 35M 0826993 9859563 54.6 At Lake Bunyonyi Boat Landing site (corner of 35M 0826835 9859529 59.6
Kabale Kabale Bunyonyi road)
For Nyarusiza – Muhabura road, noise level at NWSC water site near Rukongi trading centre was slightly above the maximum permissible noise level for Residential + industry or small-scale production + commerce. The noise level at this area was influenced by sounds from birds and vehicular movements. Birds sounds, motorcycles, vehicular movements and human activities all influenced noise level results for the junction at Bushara Island signpost, water treatment works, Kiyora village stone mining area and at the edge of lake Bunyonyi. 4.2.13 Vibration Vibration at all sampling points was below 8 mm/s - Permissible vibration velocity (Peak Particle Velocity) at the closest part of any property to the source of vibration at a frequency of less than 10 Hz as given by the draft National Environment (Noise and Vibrations Standards and Control) Regulations, 2013. The results for vibration measurements are given in the table 4-34 below.
Table 4-34: Project Area Baseline Vibration level Name of Name of site Vibration, road Coordinates mm/s Gate to Mgahinga Gorilla National park 36M 0791470 9850197 1.1
Partnership Trust Mgahinga Batwa Village 36M 0791563 9850315 0.7 Partnership Trust Batwa Vocational Centre 36M 0791850 9850531 1.2 Mgahinga Community Primary School 35M 0792005 9850774 0.9 Kulanya Trading Centre 35M 0792188 9851112 2.0 Gisozi Village (at the hill) 35M 0793001 9851739 1.0 Mukibugu Trading Centre 35M 0793562 9852530 0.9 mmmmmmmm 35M 0793974 9853424 2.3
Mgahinga gate road St Bruno Pre & Primary School sign post at 35M 0795461 9854626 2.2
- Mataba Village Kashingye CDC Primary School 35M 0796020 9854648 2.0 Wisdom Primary School sign post 35M 0798324 9854843 1.3 Nyarusiza 35M 0798294 9856728 1.1
Kisoro town Nyarusiza Trading Centre 35M 0798294 9856728 2.5
- Mzee Village at the gate (Batwa Trail Sign 35M 0796336 9849997 1.9 post)
Kisoro town Nyarus iza Mzee Village- Muha bura at road UNRA sign post 35M 0796220 9850405 1.6
134 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard At NWSC water site (near Rukongi trading 35M 0796815 9851296 1.2 centre) Byangumbagazi 35M 0797349 9852133 0.9 Matyazo Village 35M 0797590 9853255 2.1 Nyarusiza Savings & Cooperative Credit 35M 0797944 9854072 2.0 Society sign post Kabale: Junction at Bushara Island Camp sign 35M 0830949 9862196 0.3 post 1 km from Junction 35M 0830233 9861449 0.8 2 km from Junction 35M 0829136 9861357 1.3
road
Lake Lake At NWSC Kabale area sign post (water 35M 0828281 9860951 1.1
- treatment works) Kiyole Village stone mining area 35M 0827640 9861186 0.9 Kachwekano Village (Upside of Lake Bunyonyi) 35M 0827482 9860424 1.7 At the edge of Lake Bunyonyi swamp (Near n35M 0827078 9860070 2.7 NWSC water i Municipality At V-Junction nearest Lake Bunyonyi 35M 0826993 9859563 2.7 At Lake Bunyonyi Boat Landing site (corner of 35M 0826835 9859529 2.7
Kabale Kabale Bunyonyi road)
The project area is underlain by the oldest rock system, the Precambrian age which consists of the basement complex system as the oldest overlain in some areas by a succession of sedimentary strata which have undergone a variable degree of dynamo-thermal metamorphism. This kind of rock system is prone to high vibration attenuation. There was no heavy vehicle or compacting activity in the area except for motorcycles and small trucks/vehicles that were intermittently passing along the roads. During the roads upgrade, construction activities may increase soil vibration, but this is not expected to reach a level of damaging building structures. Measures will have to be put in place to ensure that workers are not affected by ground vibration or equipment vibration during the road construction and thereafter. 4.2.14 Magnetic Radiation The magnetic radiation in the project area was lower than 200,000nT that the International Commission on Non-Ionizing Radiation Protection (ICNIRP) set as the acute exposure limit to magnetic fields and lower than 400 nT - the chronic exposure limit. The table 4-35 below shows the results of magnetic radiation along the project roads.
135 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Table 4-35: Magnetic Radiation results Name of Name of site Radiation, nT Freq range road Coordinates Gate to Mgahinga Gorilla National park 36M 0791470 9850197 48 50/60 Hz Partnership Trust Mgahinga Batwa Village 36M 0791563 9850315 2 R<2 KHz Partnership Trust Batwa Vocational Centre 36M 0791850 9850531 1 R<2 KHz
Mgahinga Community Primary School 35M 0792005 9850774 2 R<2 KHz Kulanya Trading Centre 35M 0792188 9851112 2 >2.0 KHz Gisozi Village (at the hill) 35M 0793001 9851739 1 16.7 Hz Mukibugu Trading Centre 35M 0793562 9852530 3 R<2 KHz mmmmmmmm 35M 0793974 9853424 1 16.7 Hz St Bruno Pre & Primary School sign post at 35M 0795461 9854626 1 R<2 KHz
Mgahinga gate road gate Mgahinga
- Mataba Village Kashingye CDC Primary School 35M 0796020 9854648 0 - Wisdom Primary School sign post 35M 0798324 9854843 3 >2.0 KHz Nyarusiza 35M 0798294 9856728 26 50/60 Hz
Kisoro town town Kisoro Nyarusiza Trading Centre 35M 0798294 9856728 241 50/60 Hz
Mzee Village at the gate (Batwa Trail Sign 35M 0796336 9849997 0 - post)
- - Mzee Village at UNRA sign post 35M 0796220 9850405 0 -
At NWSC water site (near Rukongi trading 35M 0796815 9851296 0 - road centre)
town Byangumbagazi 35M 0797349 9852133 11 150/180Hz
Matyazo Village 35M 0797590 9853255 0 - Nyarusiza Savings & Cooperative Credit 35M 0797944 9854072 1 16.7 Hz
Kisoro Nyarusiza Muhabura Society sign post Kabale: Junction at Bushara Island Camp 35M 0830949 9862196 135 50/60 Hz sign post 1 km from Junction 35M 0830233 9861449 0 - 2 km from Junction 35M 0829136 9861357 1 16.7 Hz
At NWSC Kabale area sign post (water 35M 0828281 9860951 1 16.7 Hz treatment works)
Lake
- Kiyole Village stone mining area 35M 0827640 9861186 1 16.7 Hz Kachwekano Village (Upside of Lake 35M 0827482 9860424 2 16.7 Hz Bunyonyi) At the edge of Lake Bunyonyi swamp (Nearn35M 0827078 9860070 2 16.7 Hz NWSC water i At V-Junction nearest Lake Bunyonyi 35M 0826993 9859563 1 16.7 Hz At Lake Bunyonyi Boat Landing site (corner 35M 0826835 9859529 1 16.7 Hz
Kabale Municipality Municipality Kabale of road)
The magnetic radiation was low in the area due to absence of major power lines. The area was mainly surrounded by hilly projections largely covered with vegetation. The trading centres were not
136 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard densely populated and possibly with few radiations emitting equipments such as mobile telephones and microwaves. 4.2.15 Physical Agents/ Humidex The relative humidity in the project areas was generally high while temperatures were low all day round as potrayed in the table 4-36 below.
Table 4-36: Temperature and Relative Humidity Name of Dry Air Dew Point Wet Bulb Temp WBGT, 0C road Name of site Coordinates Temp 0C RH % Temp 0C RH % Temp 0C RH % Gate to Ngahinga Gorilla National park 36M 0791470 9850197 18.1 78.4 14.4 80 16 81.3 15.8 Partnership Trust Ngahinga Batwa Village 36M 0791563 9850315 19.1 77.9 14.8 77 16 76.8 16.2 Partnership Trust Batwa Vocational Centre 36M 0791850 9850531 19.3 77.4 15 78 16 76.9 16.3 Ngahinga Community Primary School 35M 0792005 9850774 19.4 77 14.9 76 16 77 16.1 Kulanya Trading Centre 35M 0792188 9851112 22.8 66.1 16 64 18 63.3 18.3 Gisozi Village (at the hill) 35M 0793001 9851739 21.5 66.3 14.7 66 17 66.1 17.1 Mukibugu Trading Centre 35M 0793562 9852530 20.7 75 16.2 75 18 74.6 17.7 mmmmmmmm 35M 0793974 9853424 22.4 66.4 15.6 66 18 67.2 17.8
Ngahingagate road St Bruno Pre & Primary School sign post at Mataba 35M 0795461 9854626 29.5 50.9 17.8 50 21 48.1 21.4
- Kashingye CDC Primary School 35M 0796020 9854648 29.2 51 17.2 50 22 48.3 21.8 Wisdom Primary School sign post 35M 0798324 9854843 24.2 60 15.5 59 18 59 18.3 Nyarusiza 35M 0798294 9856728 24.3 61.1 16.2 62 19 62.3 19.1
Kisorotown Nyarusiza Trading Centre 35M 0798294 9856728 22.4 68.1 16.2 68 18 68.2 18.3
- - Mzee Village at the gate (Batwa Trail Sign post) 35M 0796336 9849997 25.3 45.7 12.5 49 17 51.9 16.7
Mzee Village at UNRA sign post 35M 0796220 9850405 21.3 65.4 14.6 64 17 63.4 17.0
road
At NWSC water site (near Rukongi trading centre) 35M 0796815 9851296 20.3 65.3 13.3 64 16 63.2 15.8 Byangumbagazi 35M 0797349 9852133 22.4 59.7 14.7 62 17 61 17.3 Matyazo Village 35M 0797590 9853255 23.1 52.5 13.6 55 16 51.1 16.3
Kisoro Nyarusiza town Muhabura Nyarusiza Savings & Cooperative Credit Society si 35M 0797944 9854072 27.9 45.3 14.6 45 19 45.5 19.2
Kabale: Junction at Bushara Island Camp sign post 35M 0830949 9862196 21.2 66 14.6 66 17 66.2 17.0 1 km from Junction 35M 0830233 9861449 23.9 57.5 15 58 18 58.3 17.9
Lake
- 2 km from Junction 35M 0829136 9861357 25.5 52.3 15.3 51 18 50.5 18.1 At NWSC Kabale area sign post (water treatment 35M 0828281 9860951 25.4 45.7 13.2 47 18 46.4 18.0 Kiyole Village stone mining area 35M 0827640 9861186 26.6 42.3 12.9 43 18 42.7 17.6 Kachwekano Village (Upside of Lake Bunyonyi) 35M 0827482 9860424 22.8 51.6 13.5 56 17 56.6 17.0 At the edge of Lake Bunyonyi swamp (Near NWSC 35M 0827078 9860070 22 48 19.5 21 27 20.9 25.1 At V-Junction nearest Lake Bunyonyi 35M 0826993 9859563 27.2 33.9 12.6 27 20 25.7 19.0
Kabale Municipality At Lake Bunyonyi Boat Landing site (corner of roa 35M 0826835 9859529 30.6 32.7 11.4 33 18 31.9 18.0
From the table 4-36 above, the wet bulb globe temperature (WBGT) obtained indicates that heavy and very heavy activities can safely be done within the roads’ upgrading project areas. According to ISO 7243: Hot Environments—Estimation of Heat Stress on Working Man, Based on the WBGT- Index (Wet Bulb Globe Temperature) [ISO 1989] , WBGT exposure limits for acclimatized workers is set at 33°C i. Resting, 30 °C - Light activity, 28 °C - Moderate activity, 25 °C - Heavy activity and 23 °C ii. Very heavy activity. It is however, known that at high relative humidity levels in the atmosphere,
137 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Evaporation of sweat from the skin is low and this has the effect of increasing body temperature. Heat stress control measures should therefore be instituted for work to be done safely during the roads’ upgrade.
4.3 Vegetation 4.3.1 Vegatation Species diversity and distribution A total of 51 survey points was studied for vegetation and fauna along existing Kabale-Buyonyi, Bunyonyi-Kabeho, and Kisoro-Mgahinga & Nyarusiza- Muhabura Roads.
ID Easting Northing Road section Habitat type 1 791473 9850193 Kisoro-Mgahinga Modified subsistence agriculture 2 791489 9850196 Kisoro-Mgahinga Modified subsistence agriculture 3 792169 9851086 Kisoro-Mgahinga Modified subsistence agriculture 4 792153 9851098 Kisoro-Mgahinga Modified subsistence agriculture 5 792958 9851702 Kisoro-Mgahinga Modified subsistence agriculture
6 792972 9851688 Kisoro-Mgahinga Modified subsistence agriculture 7 793539 9852529 Kisoro-Mgahinga Modified subsistence agriculture
8 793531 9852541 Kisoro-Mgahinga Modified subsistence agriculture 9 793974 9853391 Kisoro-Mgahinga Modified subsistence agriculture 10 793990 9853388 Kisoro-Mgahinga Modified subsistence agriculture 11 794435 9854324 Kisoro-Mgahinga Modified subsistence agriculture 12 794427 9854330 Kisoro-Mgahinga Modified subsistence agriculture 13 795361 9854601 Kisoro-Mgahinga Modified subsistence agriculture 14 795360 9854583 Kisoro-Mgahinga Modified subsistence agriculture 15 796500 9854646 Kisoro-Mgahinga Modified subsistence agriculture 16 796499 9854661 Kisoro-Mgahinga Modified subsistence agriculture 17 797397 9854546 Kisoro-Mgahinga Modified subsistence agriculture 18 797398 9854535 Kisoro-Mgahinga Modified subsistence agriculture 19 798316 9854833 Kisoro-Mgahinga Modified subsistence agriculture
20 798300 9854841 Kisoro-Mgahinga Modified subsistence agriculture 21 798130 9855808 Kisoro-Mgahinga Modified subsistence agriculture
22 798147 9855806 Kisoro-Mgahinga Modified subsistence agriculture 23 798313 9856736 Kisoro-Mgahinga Modified subsistence agriculture 24 798306 9856745 Kisoro-Mgahinga Modified subsistence agriculture 25 796336 9849994 Nyarusiza-Mahubura Modified subsistence agriculture 26 796325 9849994 Nyarusiza-Mahubura Modified subsistence agriculture 27 796233 9850430 Nyarusiza-Mahubura Modified subsistence agriculture 28 796244 9850422 Nyarusiza-Mahubura Modified subsistence agriculture 29 796806 9851284 Nyarusiza-Mahubura Modified subsistence agriculture 30 796787 9815129 Nyarusiza-Mahubura Modified subsistence agriculture
138 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 31 797341 9852098 Nyarusiza-Mahubura Modified subsistence agriculture 32 797354 9852094 Nyarusiza-Mahubura Modified subsistence agriculture
33 797588 9853229 Nyarusiza-Mahubura Modified subsistence agriculture 34 797574 9853225 Nyarusiza-Mahubura Modified subsistence agriculture 35 797943 9854078 Nyarusiza-Mahubura Modified subsistence agriculture 36 797954 9854088 Nyarusiza-Mahubura Modified subsistence agriculture 37 830995 9862216 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture 38 830226 9861466 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture 39 830222 9861473 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture 40 829227 9861376 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture
41 829231 9861359 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture 42 828298 9860967 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture 43 828298 9860981 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture
44 827635 9861204 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture 45 827632 9861198 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture
46 827487 9860412 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture 47 827476 9860401 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture 48 827080 9860059 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture 49 826924 9859417 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture 50 826826 9859461 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture 51 826911 9859464 Kabale-Bunyonyi-Kabeho Modified subsistence agriculture
Kabale-Bunyonyi (KB) and Bunyonyi-Kabeho Fifty-one (51) species were recorded from this project area. The most common life form were herbs as shown in the figure 4-7 below. At the start of the chainage is mainly urban area. On the road edges is mainly herbs particularly Ageratum conyzoides, Galisonga ciliate. Among the common grasses on the road edges included Panicum trichocladum, Pennisetum clandestinum while Phytolacca dedocandra was the most common climber Eucalyptus gardens were common along the project area. Markhamia lutea a nationally reserved species was recorded in one area mainly on the edges.
139 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 4-7: Distribution of plant species by life forms along the Kabale-Bunyonyi and Bunyonyi-Kabeho
Chainage 1+000→3+000 along Kabale-Bunyonyi The road enters rural areas characterized by a series of informal quarries and borrow areas on both sides of the road. Subsistence gardens of cabbages, some Irish potatoes are seen. Among the most common herbs include Ageratum conyzoides, Galisonga ciliate. Among the common grasses on the road edges included Pennisetum clandestinum. Stands of Eucalyptus grandis, Acacia mearnsii were also recorded along the project area.
a) Urban area at the start of road alignment b) Housing along the road alignment
140 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
c) Eucalyptus plantations along section of the d) Cabbage gardens along the road project areas alignment .
Chainage 3+000→5+000 along Kabale-Bunyonyi The road starts climbing reaching the highest point at the top of the mountain, where a 5-way junction hosts the small Kachwekano trade centre. This stretch is characterized by 2 sharp curves (figure below,). Stands of Eucalyptus grandis forests dominate these areas.
a) Vegetation near the sharp bend ascending towards Kachekano
141 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
b) Typical vegetation near the Water works c) gravel extraction near Kachekano trading centre
Chaniage 5+200→7+000 along Kabale-Bunyonyi and Chaniage 0+00 along Bunyomyi-Kabeho The road starts going down to the level of the lake with an elevation difference of around 110m. It keeps a constant average gradient of 6%. In this stretch, two curves of 80m and 50m radius are at a quick sequence in a narrow corridor between big trees and steep cuts. Again, stands of Eucalyptus grandis are the most dominant vegetation in the project area.
Aerial view of road at Birds nest hotel Beautiful views overlooking Lake Bunyonyi
142 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 4-8: Land use map along Kable-Bunyonyi , Bunyonyi-Kabeho
Kisoro-Mgahinga Road A total of seventy-four (74) species were recorded along the entire road alignment. The most dominant life forms were herbs followed by shrubs while only one species of fern was recorded along the project area.
Figure 4-9: Distribution of plant species by life forms along the Kisoro-Mgahinga alignment.
143 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard KM 0+000→4+000 along Kisoro-Mgahinga alignment. The area is mainly urban area with subsistence gardens along the chainage. Typical crops grown include maize, Irish potatoes, sorghum and banana intercrops. Occasionally, small Eucalyptus grandis plantations is seen in places. On road edges, grass species are mainly dominated by Ageratum conyzoides, Digitaria abyssinica with Centella asiatica a climber growing on hedges in places.
a) Eucalyptus gardens at road edge b) Senna didymobotrya along the edge
From this point a road departs to connect the secondary access of Mgahinga Park. To reach the main gate, visitors must turn right. The road crosses rural areas of farms mainly of Irish potatoes; maize, beans and newly opened fallows are common. Typical roadside grass species include Eragrostsis tenuifolia, while common herb communities include, Galisonga ciliata Galisonga parviflora, Impatiens niamniamensis while Kyllinga bulbosa was the most frequent sedge species within this area. Erythrina abyssinica trees were scattered along the road edges and usually debarked and used as a medicine. KM 9+000→13+000 along Kisoro-Mgahinga alignment. From here to the end of the road at the Mgahinga gate, the vegetation is mainly made up of subsistence gardens of wheat, beans and Irish potatoes. Road edge grass species included Pennisetum clandestinum, Pennisetum purpureum and Poa annua. Vernonia amygdalina, Tetradenia riparia and Morus nigra trees can be seen near the gate.
144 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
a) Solanum species b) Bamboo at gate
c) Bamboo at gate d) School along road Plate 4-19 : Common vegetation near the Mgahinga gate
In this area, several resorts allow the tourist to have an early morning access to the park, otherwise difficult. The road ends at the gate of the park where currently a reception controls the accesses. The visitors can enter with their vehicles and park them inside.
145 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 4-10: Land use along Kisoro-Mgahinga road
Nyarusiza-Mahabura (NM) A total of fifty-seven (57) species were recorded from this area. The most common life forms were herbs and grasses with very few trees and sedges.
Figure 4-11: Distribution of plant species by life forms along the Nyarusiza-Mahabura alignment.
146 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard KM 0+000→2+000 along Nyarusiza-Mahabura alignment. This stretch is an urban area mainly. The subsistence gardens of Irish potatoes, maize and millet dominate this area with banana gardens completing the crops grown in this area. Among the most common herbs include Ageratum conyzoides, Galisonga ciliate. Among the common grasses on the road edges included Pennisetum clandestinum while Urtica massaica was the most common tree forming stands in places. Markhamia lutea a nationally reserved species was recorded in one area mainly on the edges. Stands of Eucalyptus grandis were also recorded along the project area.
c) Maize gadens along the road alignment d) Eucalytus stands along the edge Plate 4-20: Characteristic vegetation along Nyarusiza-Mahabura road
Figure 4-12: Land use along along Nyarusiza-Mahabura road.
147 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
4.3.2 Vegetation Species of Conservation Importance Only one species is nationally threatened, mainly because they are heavily exploited, becoming rare, and have been reserved by the National Forestry Authorities in Uganda. Markhamia lutea The species is listed on Uganda’s National Forestry Authority Reserved Species list and therefore protected from exploitation and threats to its habitats (Government of Uganda 2003, The National Forestry and Tree Planting Act 2003, Article 30, 1 & 2). Such species may not be cut, damaged, disturbed, removed, collected, transported, exported, purchased, sold or donated without written consent of the Minister of District Council (The National Forestry and Tree Planting Act 2003, Article 31, Section 4a & 4b). However, it is logged commercially especially for its quality timber and use as firewood and charcoal. The Table 4-37 below shows its distribution along the Kisoro-Mgahinga, Nyarusiza-Muhabura and Kabale-Bunyonyi roads respectively. Isolated individuals were recorded on the edges along each of the road sections. The species are widely distributed in Uganda and is mainly planted in homesteads where it is used for building poles.
Table 4-37: Markhamia lutea in the project area Point ID Species Easting’s Northings Site location 1 Markhamia lutea 0796500 9854646 Kisoro-Mugahinga 2 Markhamia lutea 0797568 9852954 Nyarusiza- Mahabura 3 Markhamia lutea 0797588 9853229 Nyarusiza-Mahabura 4 Markhamia lutea 0829227 9861376 Kabale-Bunonyi 5 Markhamia lutea 0829888 9861349 Kabale-Bunonyi
4.3.3 Invasive plants Arroyo et al (2000) define invasive species as species establishing in the wild beyond their natural range of distribution following intentional or accidental transportation of whole plants or propagules by humans or human related activities. According to the IUCN (1999), invasive plant species are alien species which become established in natural or semi-natural ecosystems or habitats, are an agent of change, and threaten native habitats. Invasive species are the second greatest threat to biodiversity conservation, following habitat destruction (CBD 2002; Winterbottom & Eilu, 2006). In June 2018, a survey of invasive plant species was undertaken alongside the vegetation and flora survey. The aim was to provide baseline information about the status of invasive species in the project area. Whenever the species was spotted, the number of individuals and the percentage cover of the species was visually estimated in the context of the vegetation in which it was growing. A total of three species of invasive species were recorded as shown in table below. With increased anthropogenic disturbance, they are likely to spread further.
Table 4-38: Invasive Species in the Proposed Project Area ID Species Eastings Northings Life form Site name
1 Ricinuns communis 791585 9850320 Shrub Kisoro-Mgahinga
148 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 2 Ricinuns communis 797397 9854546 Shrub Kisoro-Mgahinga 3 Ricinuns communis 798130 9855808 shrub Kisoro-Mgahinga 4 Bidens pilosa 793990 9853388 Herb Kisoro-Mgahinga 5 Bidens pilosa 0795360 9854583 Kisoro-Mgahinga 6 Senna didymobotrya 795661 9854593 Tree Kisoro-Mgahinga 7 Senna didymobotrya 796806 9851209 Tree Nyarusiza-Mahabura
8 Senna didymobotrya 797043 9851812 tree Nyarusiza-Mahabura 9 Senna didymobotrya 797559 9852899 tree Nyarusiza-Mahabura 10 Senna didymobotrya 797568 9852954 tree Nyarusiza-Mahabura
Plate 4-21: Ricinus communis along Kisoro-Mgahinga road
Bidens pilosa This species is widespread and a native to America. It is commonly known as blackjack, mainly dispersed by attaching to clothing using stiff hairs found on the seeds. It is a weed in gardens and has been included in the 100 worst invasive species. In some parts of the country, its leaves are used as medicines to treat coughs. Senna didymobotrya This species is becoming widely distributed in Uganda. Its use as a source of building poles is helping it spread, and it can be found in almost all vegetation types in Uganda. Within the project area, it was recorded along the Kisoro Mgahinga road where it is still limited in distribution.
149 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 4-13: Distribution of Senna didymobotrya
4.4 Fauna Species in the Project Area 4.4.1 Mammals (a) Large Mammals
A total of 11 large mammal species (Table 4-39); were physically encountered within the project area. These belong to 3 Orders, 6 families and 10 genera. None of the mammal species is threatened according to IUCN Redlist of species.
Table 4-39: Large mammals recorded in the project area Common name Specific name Conservation Record status type Order Primates Family Cercopithecidae: old world monkeys 1. Vervet monkey Cercopithecus aethiops D 2. Olive baboon Papio anubis ID 3. Golden monkey Cercopithecus ID kandti), Order Carnivora Family Herpestidae: mongooses 4. Banded mongoose Mungos mungo ID
150 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Common name Specific name Conservation Record status type Family Hyaenidae: aardwolf & hyenas 5. Spotted hyena Crocuta crocuta LR/cd ID Order: Artiodactyla Family Suidae: pigs 6. Warthog Phacochoerus D ID 7. Bushpig Potamochoerus porcus Family Hippopotamidae: hippopotamuses 8. Hippopotamus Hippopotamus ID amphibius Family Bovidae: horned ungulates 9. African buffalo Syncerus caffer LR/cd ID 10. Common duiker Sylvicapra grimmia D 11. Oribi Ourebia ourebi LR/cd D D D 12. Waterbuck Kobus ellipsiprymnus LR/cd Key Conservation status LR Low Risk cd conservation dependent Record type D direct ID indirect
(b) Small mammals
All recorded 6 small mammal species (Table 4-40); were physically encountered within the project area. These belong to 2 Orders, 3 families and 4 genera. The Order Rodentia was the most abundant Order associated with 2 families: Sciuridae and Muridae. The success of this group is in part attributed to its adaptability to new food sources and habitats, and its relatively brief reproductive cycles
Table 4-40: Small mammals that were encountered within the project area Species Specific name Conservati on Status Order Insectivora Family Soricidae: shrews 1. Tiny musk shrew Crocidura fuscomurina sw - DD 2. Greater grey brown musk Shrew C. luna sw m DD 3. Dwarf musk shrew C. olivieri sw - LC Order Rodentia Family Muridae: mice & rats 4. Common thicket rat Grammomys dolichurus sw s g c LC h 5. Common striped grass rat Lemniscomys striatus g h c LC
151 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Family Myoxidae: dormice 6. African common dormouse Graphiurus murinus g w LC Key Conservation status LR Low Risk cd conservation dependent Record type D direct ID indirect
4.4.2 Butterflies Eight species of butterfly (from two families) were identified within the study area. None of the species is threatened and are known to have wider breeding ranges. Therefore the project will not adversely impact them. Table 4-41: Butterflies in the project area Specific name Habitat Ecological classification IUCN Order Lepidoptera Family Pieridae Subfamily Colladinae 1. Catopsila florella grassland O m c NE 2. Eurema hecabe grassland W m NE Subfamily Pierinae 3. Belenois creona grassland O m NE 4. Colotis evenina grassland O NE 5. Eronia leda grassland O NE Family Nymphalidae Subfamily Danainae 6. Danaus chrysippus grassland O m c NE Subfamily Nymphalinae 7. Junonia hierta grassland W c NE Subfamily Acraeinae 8. Bematistes aganice grassland - NE Key
Ecological classification F Forest dependent species O Open habitat species FH Highland closed forest species S Swamp/wetland species FL Lowland forest species W Widespread species f Forest edge/woodland species m Migratory species c Rapid coloniser of fields, towns, and road verges
152 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 4.4.3 Herptiles Amphibians From this study, a total of 5 amphibian species were recorded, belonging to Order Anura, 3 families and 3 genera (Table 4-42). This is relatively low amphibian diversity considering the biodiversity potential of the project area. The low species richness could be attributed to the steep altitudes, that keep amphinains comfined only in wetlands Family Hyperolidae had the highest number of species due to the Cyperus properties of wetlands around Lake Bunyonyi. All recored amphibians were of least concern according to IUCN. Table 4-42: Amphibians of the study area No Species Common Name IUCN Status 1. Bufo maculatus Flat backed toad LC 2. Hemisus marmoratus Marbled Snout-burrower LC 3. Hoplobatrachus occipitalis Crowned Bullfrog LC 4. Hyperolius pusillus Waterlily reed frog LC 5. Hyperolius viridiflavus Common Reed Frog LC
Plate 4-22: Bufo maculatus
Reptiles
A total of 14 reptile species were recorded within the project area, these belonged to 8 families, 10 genera and 2 Orders namely; Serpentes and Sauria of class Reptilia (Table 3). The Order Sauria was most dominant within project area, because most lizards have well-developed limbs; the head is normally held high off the ground, and they are agile predators hence increasing their colonization success unlike the limbless Serpentes.
IUCN Order Family Genus Common Name Status Sauria Agamidae Acanthocercus atricollis Common Tree Agama LC Sauria Chamaeleonidae Trioceros gracilis Gracile Chameleon NE
153 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Sauria Chamaeleonidae Trioceros johnstoni Ruwenzori Three-horned NE Sauria Gekkonidae Hemidactylus brookii Brook's House Gecko NE Sauria Gekkonidae Hemidactylus mabouia Tropical House Gecko NE Sauria Gekkonidae Lygodactylus gutturalis Chevron-throated Dwarf Gecko NE Sauria Lacertidae Adolfus jacksoni Jackson's Forest Lizard NE Sauria Scincidae Trachylepis maculilabris Speckle-lipped Skink NE Sauria Scincidae Trachylepis striata Common Striped Skink NE Sauria Scincidae Trachylepis varia Variable Skink NE Serpentes Boidae Python sebae African Python NE Serpentes Colubridae Dispholidus typus Boomslang NE Serpentes Colubridae Hapsidophrys lineata Black-lined Green-snake NE Serpentes Elapidae Naja melanoleuca Forest Cobra NE
Plate 4-23: Adolfus jacksoni
4.4.4 Birds Seventy Nine bird species were recorded in the project area. None of the recorded species is threatened. Majority of the species are known to have wide ecological/breeding ranges. Some of the species are migratory and have breeding ranges in more than one continents.
154 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 5.0 CHAPTER FIVE: PUBLIC PARTICIPATION
Stakeholder engagement has been an ongoing process which included stakeholder analysis and planning to engage with local communities and other key stakeholders. The Stakeholders plan and its implementation aimed at: i. Disclosure of the project, risks, impacts and opportunities to affected communities and project stakeholders; ii. Identification of risks and adverse impacts and reviewing mitigation measures. iii. Generating good understanding and acceptance of the project by key stakeholders; iv. Appreciating stakeholders’ expectations of the project and be mindful of them during project design, implementation and operation; v. Obtaining preliminary feedback from affected stakeholders regarding mitigation and recommendation including compensation and land-take issues, for later consideration as part of the Resettlement Action Plan vi. Capturing gender disaggregated views and concerns, and incorporate these into the decision- making, project implementation and management processes; ensure indigenous people are consulted vii. Establishing socio-economic baseline and support characterization of potential environmental and socio-economic impacts and inform the assessment of impact significance
5.1 Stakeholders Consulted Stakeholder Engagement made use of public information, public hearings and stakeholder consultations using participatory rural appraisal (PRA) tools such as focus groups. A series of public consultative meetings were held with a broad cross section of local stakeholders in each of the local Councils/ sub counties where the proposed projects will be implemented. Other stakeholder consultations with national level stakeholders, district technical staff, Uganda Wildlife Authority (UWA), Uganda National Roads Authority (UNRA), National Environment Management Authority (NEMA), Ministry of Water and Environment (MO& WE), Ministry of Gender, Labour and Social Development, Ministry of Lands, Housing and Urban Development, Ministry of Energy and Mineral Development, Wild life Conservation Society (WCS). This ESIA was also prepared in close consultation with local communities, business and special sector groups, government agencies and other stakeholders. 5.2 Stakeholder Consultative Meetings during the ESIA Phase Socio-economic baseline Survey and stakeholders’ consultative meetings during the ESIA Phase focused on a selection of communities (from parishes) which shall directly benefit from the project.
Table 5-1: Administrative Units where the Road passes Sub- County Parishes Kabale District Kitumba Sub- County Mwendo, Bokoora, Kitimba, Bushuro, Bugo Kabale Municipality Northern Division Rubanda District Bubare Sub-country Kagema Parish Kisoro District Nyarusiza Gitenderi , Mabungo, Gasovu, Rukongi Muramba Bunagana, Muramba, Gisozi, Sooko Kisoro Municipality South Division/
155 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
5.3 Preparatory phase The field activities were preceded by a preparatory/mobilization plan for the inclusion and consultation with all the key stakeholders. During this phase, the ESIA team prepared and agreed on the tools and methods; mobilized research assistants and community-based facilitators; identified stakeholders/communities to be consulted; and sought official authorization. Appropriate and recognized participatory rural appraisal methods were prepared. These included a list of checklists with questions that were used during: Focused group discussions, key informant interview and community questionnaire survey. Participatory rural appraisal (PRA) was dominantly used to enable local people to share. The program for public consultations and awareness creation with all project stakeholders were developed in consultation with the local leadership in the three districts. The team collaborated with the District Community Development Officers (DCDOs) and the sub-county Community Development Officers to identify, notify and mobilize district and local stakeholders. These included representative of farmers groups, political leaders, women and youth group’s representative. The planned consultative meetings were widely publicized by means of "Community Radios” and invitations letters to various local government institutions, community leaders and stakeholder institutions. After obtaining free prior and informed consent, meetings with various stakeholders, a program for various community meetings were confirmed indicating the dates and venues. 5.4 Facilitation of Stakeholder and Community Meetings These included: Focus Group Discussions [FGDs] were held with staff of the respective districts, non-government organizations, technical and political leadership of counties and sub-counties as well as the Kabale and Kisoro Municipalities. Focus Group Discussions were also conducted with transport and Tour operators, the vulnerable including the Batwa, women, youth, people with disabilities and people living with HIV/AIDS, market vendors, Landlords, farmers, faith based and non-government organisations.
156 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Plate 5-1: Meeting with Local leaders of Kibuga
Plate 5-2: Meeting with stakeholders of Bubaare sub-county
157 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Plate 5-3: Meeting with Administrators of Schools
An attempt was made to ensure that all likely affected persons were fairly represented considering issues of gender, age, and physical ability. To this effect, a gender analysis was integral to all the tools for purposes of getting information on women, men, girls and boys in terms of their division of labour, roles and responsibilities, access to, and control over, resources, and their relative condition and position in society. To this effect, Focus Group discussions were conducted with men and separate ones with women and other vulnerable groups. The separate FDGs with women and women served to create enabling conditions for their participation and to ensure that they freely express their concerns and discuss more freely. During the consultative meetings, the team took relevant notes, photographs as well as making keen observation of the respondents’ gestures while reacting and responding to issues during the consultations. Discussions were conducted in language(s) understandable to all affected people. At the end of consultations or public hearing, the Consultant documented evidence of consultations through minutes and signed lists of participants. Consultations were made through informal group discussions in the Project communities; FGD; and through formal meetings with district, sub county and parish leaders. The views and thoughts gathered through these consultations and analyses of the data provided have been incorporated in the form of participation strategies and interventions. Data gathered also addresses the gender issues to further study the project benefits that will alleviate the poor, women and socially vulnerable groups. Men, women and youth were encouraged to join the FGDs. There were question and answer sessions after each group presentation to elicit the targeted information from the communities. In all communities during the consultation meetings expressed their desire to participate in this project. With a high level of engagement, the benefits of this project would cut across all gender divisions, helping to ensure these benefits are more sustainable. The FGDs, in which groups were disaggregated into male, female and youth and issues of the key ‘benefits’ and ‘adverse effects’ which came out of these discussions are listed.
158 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Below is the table portraying the Summary of Meetings and Stakeholders consulted.
Table 5-2: Summary of Meetings and Stakeholders consulted Date of Meeting Number and Category of Stakeholders Location and Venue Disaggregated by se and occupation KISORO DISTRICT 22/6/2018 Land lords, TRADERS AND FARMERS NYARISIZA SUBCOUNTY Men (26), Women (0) NYARUSIZA SUBCOUNTY HEADQUATERS OFFICE 22/6/2018 Sub county Chief SAS; LCIII KISORO Chairperson- Nyarusha; Secretary for NYARISIZA SUBCOUNTY Women; NYARUSIZA SUBCOUNTY LC 1 Chairperson; ACDO; GISO HEADQUATERS ( LCIII’S Agricultural officer; Public Health Officer OFFICE) IOC Police- Nyarushiza
9 Male and 1 female Total 10 22/6/2018 Tourist Operators. VIRUNGA HOTEL Male (2), Female (0) Total 2 22/6/ 2018 Youth, Women, PWDS and elderly representing the Vulnerable Nyarusiza Sub-county office Hall 3 OLD MEN, 1 OLD WOMAN, 12 MEN, 2 WOMEN AND 1 DISABLED (TOTA 19) 23/6/2018 Transport operators (Taxi drivers, BodaBoda Rusiza Boda-Boda stage and truck drivers) Rusizi Market, Kisoro 10 men Municipality Southern Division 23/06/2018 Tourist Operators - AMAJAMBERE IWACU AMAJAMBERE IWACU COMMUNITY CAMP, MALE (2) FEMALE (0) Muramba Sub-County 23/06/2018 Tourist Operators Volcano Safari Volcano Safari Office Muramba MALE (2) Sub- country near Park 23/06/2018 Representative of Non- Kisoro Municipality/ government Organisations Southern division 1.5km Uganda Red Cross Society. Southern division LCII Ubuntu Community Empowerment Foundation. Hope for Orphans and Vulnerable Children. Mgahinga community development organization
2 women and 2 men TOTAL (4) 159 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Date of Meeting Number and Category of Stakeholders Location and Venue Disaggregated by se and occupation 23rd/6/2018 Political and Technical leaders of KISORO Kisoro Municipality/ MUNICIPALITY-Southern Division Southern division 1.5km Town clerk; Chairperson LC III; Women Southern division LCII office representative Youth representative; LCI and Speaker
Males- 3 and 4 Females TOTAL (7) 24/6/2018 Administrators of various schools and health NYARISIZA SUBCOUTY— centres and Churches CENTRAL Male: 8 and Females: 0 KABINDI CHURCH OF TOTAL (8) UGANDA 24/6/2018 KISORO – BATWA COMMUNITY Gahinga Batwa Village Batwa men, women and Youth Muramba sub-county Total Female:15 Total Male:8 Total Attendance:26 28/6/2018 Transport operators (BodaBoda), Muramba trading center farmers, elderly members, junction to Ngahinga gate women, youth and students Total Female:2 and Total Male:32 Total Attendance:34
28/ 6/ 2018 Occupations Identified: Muramba Sub county Muramba Sub county Chief, LC3 member and representatives: headquarters office Females 5 and Males 10 . TOTAL 15 28/6/2018 Traders and Land Lords. 4 Women & Kibugu Trading Centre, 6 Men Muramba Sub-County. TOTAL:10 28/6/2018 Administrators of schools and health GISOZI SDA PRIMARY centres MEN (12) WOMEN (2) SCHOOL TOTAL 14 KABALE DISTRICT 25th-6-2018 Political and Technical Leadership of NORTHERN DIVISION Kabale Municipality: – Mayor – Kabale MINICIPALITY Municipal Engineer HEADQUATERS; MAYOR’S Speaker OFFICE. Secretary production Sub county Chief SAS –Kitumba Parish
3 Male and 2 Females TOTAL 5
160 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Date of Meeting Number and Category of Stakeholders Location and Venue Disaggregated by se and occupation 25th-6-2018 LAND LORDS, TRADERS AND Kabale Municipality FARMERS of Kabale Municipality Northern Division Northern Headquarters MALE (19) FEMALE (5) TOTAL (24) 25th-6-2018 OC Kitumba Police post Kabale Municipality LC chairpersons Northern Division School and health Administrators Headquarters Administrators health FEMALE 3 and MALE 11 TOTAL 14
25/6/2018 KABALE Municipality–: Transport operators KABALE (BodaBoda 10 Trucks and Taxis (8) Municipalit
y– TOTAL 18 (MALE) NORTHERN DIVISIO N headquarters office 26th/6/2018 Kitumba Sub-county Chief Kitumba Sub- Kitumba Sub-county Local councilors county headquarters Health representative; Elders and PWDs
4 Male and 4 Female 8 T0TAL
26/06/2018 Tourist Operators Lake Bunyonyi Landing Site 10 – men 26/ 06 / 2018 2 TRADERS, MARKET VENDORS, BUSINESS KACWEKANO MEN AND WOMEN, AND LANDLORDDS TRADIN G CENTER MALE (18) FEMALE (8) TOTAL 26
26/6/2018 Community Opinion Leaders KIYORA 15 WOMEN; 10 FARMERS and 5 VILLAG TRADERS E/ KITUMBA TOTAL 30 26/06/2018 Meeting with Community Members of Kiyora Village, Kitumba Village Kiyora Village– FARMERS (11) AND TRADERS (8) TOTAL (19 men)
26/06/2018 Meeting with the Vulnerable including Kacwekano Trading Centre 5 youthful Boda-boda riders, 4 Elderly and 1 person with disabilities 1 Business man. TOTAL 11 (MEN).
161 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Date of Meeting Number and Category of Stakeholders Location and Venue Disaggregated by se and occupation 26/06/2018 Stone Quarry Landlords, tenants, Kiyora Stone Quarry employees, youth and children 2 Landlords, 1 Chairman, tenants, employees or children Female:25 & Male 50
TOTAL: 75 26/06/2018 LAKE BUNYONYI Landlords and Lake Bunyonyi Landing Site Business Community 12 women and 30 men TOTAL 42
26/06/2018 Transport Operators Lake Bunyonyo Landing site 10 Tour guides, 4 BodaBoda operators, 10 Boat operators. TOTAL: 30 (Male)
RUBANDA DISTRICT 27/6/2018 Bubaare Sub-County Political and Technical Leadership Bubaare Sub- County headquarters Sub-County Chief; LCIII Chairperson ACDO; GISO Agricultural Officer; Public Health Officer OC in- charge of Family and Child Affairs 9 Male and 2 Female TOTAL 11
27/ 06/ 2018 Rubanda District Political and Technical Leadership RUBANDA 11:00 PM LC V; CAO; DISO; and District Natural resource Distr officer; District Engineers ict HEADQUARTERS MALE (06) FEMALE (0) TOTAL (6)
27/06/2018 Community Leaders and representative of women Bubaare Sub- and youth of Bubaare Sub-County 4 WOMEN County headquarters 5 MEN Total (9)
Table 5-3: Total meetings held and number of stakeholders Meetings Female Male Total KISORO 15 55 103 158 KABALE 13 88 222 310 RUBANDA 3 6 20 26 GRAND 48 149 345 494 TOTAL
162 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Some concerns raised by PAPs and other stakeholders during the consultation include: i. The proposed improvement of the road will entail road widening to accommodate additional lanes that may accentuate displacement of people who have depended on the road corridor for their livelihoods. Others to be affected will include people with land ownership claims whose land will be compulsorily acquired for incorporation of road junctions. ii. The communities, especially the farmers, landlords and those engaged in various commercial activities, expressed fear and concern about the impact of displacement and resettlement which may include Loss of assets such as business structures, property walls/fences; Loss of means of livelihoods and Loss or compromised means of access to social amenities and homes; commercial buildings and crops during grubbing and clearance to claim Rights of the way. iii. According to the land lords, the affected/displaced households may experience challenges with finding alternative places for resettlement. Their fears are based on the consequent escalation of prices of land amidst land scarcity in the project area. The communities recommended to allow traders to negotiate alternative locations before re-allocation, raise awareness about the compensation process, advise the youth to use compensation funds wisely and advised payment to be made through banks with the signature of both spouses.
Some recommendations raised by PAPs and other stakeholders during the consultation include: i. Improve drainage with the provision of appropriate sizeable culverts ii. Maintenance and repair funds should be made available iii. Ambushing of vehicles should be reported to and handled by the police. This means setting up traffic police and police posts to reduce accidents and incidents of robbery along the roads iv. Building retention walls, Road signs and humps v. Public toilet and night security lights should be part of the road design vi. Upgrading access roads to bitumen especially those that branch off and connect the islands at corners at Lake Buyonyi area. vii. Environmental protection during construction viii. Provide Clear road signs and Reflectors in combination with community awareness and Sensitization on how to use the road and how to interpret the sign posts ix. Reduce Sharp corners and Provide pedestrian lanes/ Walkway;
Details of the resettlement impact shall be highlighted by the socio economic survey and census within the Reasettlement Action Plan as a separate Report. The Census will estimate the number of people whose property that will be destroyed. An estimation of affected properties will be performed and we will have a picture of the area to be likely acquired and compensated.
163 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 6.0 CHAPTER SIX: ANALYSIS OF THE PROJECT ALTERNATIVES
In the previous stages of the project different alignment alternatives have been designed, studied and evaluated to achieve the best one according to various parameters, and a selection of 4 different options for every lot was described and presented to the Client. Community participation and consultation on the alternative alignments were done and views and opinions analyzed. Sector specific information elicited during these discussions were included in the identification of options. To identify a preferred alternative the Consultant carried out a cost-benefit analysis on three possible options; they were: a) Do Nothing Scenario b) Upgrading existing road alignments option c) New construction alignment option
6.1 Technical Design options 6.1.1 Typical Cross Sections According to the position, the characteristic of the existing and the design terrain and the distribution of the traffic categories, 4 different typical cross sections have been selected for this road. The typical cross section as explained in the following paragraphs are the results of several meetings and interaction with UNRA’s engineers, and they have been approved by the Client in the Design Option Report of this project. The final proposed typical cross sections are very comfortable, providing any sort of facilities and dedicated areas, as for the figures below. They are in line with the spirit of touristic improvement of the region and with the vision 2040, protecting the “weak” road users and facilitating the interactions between all the traffic categories. The adoption of the proposed section meets the vision of the project and the positive impact on the road users, though this comes with additional costs for the construction of the whole infrastructure. The following paragraphs will explain the characteristic of the typical cross sections. Table 6-1: Typical cross section applicable to different parts of the roads Section Application From Chainage To Chainage
XS-A1 URBAN 0+000 0+840
XS-A2 ROLLING 0+840 3+100
XS-A3 MOUNTAINOUS 3+100 6+250
XS-A2 ROLLING 6+250 7+168
XS-A4 URBAN / LOOP 0+000 0+551
164 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 6-1: Section XS-A1-cross section is urban, applicable in the town limit of Kabale
This cross section is urban, applicable in the town limit of Kabale. The central part of the road, reserved to vehicles, has two lanes of 3 meters each and two hard shoulders of 1.5 meter each. On both sides of it, a one meter separation is provided and accommodates landscape, lighting poles and trees. Laterally, after the landscape, a 2 meters cycling path and, elevated, a 2 meters pedestrian sidewalk are provided, for a total width of the road of 19 meters. Water can flow on the surface and will be released in the side ditches, the lighting poles, provided only in the main intersections, have 2 lamps each, and the road is completed with all ancillary elements as traffic sign, traffic marking and special touristic signboards. The design speed is 50 Km/h, but due to some natural constrain this value has been locally reduced.
165 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 6-2: XS-A2-cross section applicable out of Kabale town up to treatment plant
This cross section is rolling, applicable out of Kabale town till the water treatment plant and, after the mountain, from the swamp area to the lake. The central part of the road, reserved to vehicles, has two lanes of 3 meters each and two hard shoulders of 1.5 meter each. On only one side of it, different from the two parts using this section, a 3 meters wide pedestrian and cycling path is provided, elevated from the rest of the carriageway. For safety reasons, a barrier is located to the edge with the river or with the swamp area. As the width of the existing road is approximately 8 meters, to widen the section big excavations on one side will be required, to accommodate all the elements. The design speed is 70 Km/h, but due to some natural constrain this value has been locally reduced.
Figure 6-3: Cross section applicable out of Kabale town till the water treatment plant
166 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard This cross section is mountainous, applicable from the water treatment plant to the top of the mountain and also the on the other side till the swamp area. The road has two lanes of 3 meters each and two hard shoulders of 1.5 meter each. For safety reasons, a barrier is located to the edge with the river or with the swamp area. As in this part the exiting road, and probably the future one, has a very steep longitudinal gradient, it’s almost impossible for pedestrian and especially for cycle to climb; for this reason no dedicated space for these categories is provided, and, in case, they will use the hard shoulder. As the width of the existing road is approximately 8 meters, to widen the section big excavations on one side will be required, to accommodate all the elements. The design speed is 50 Km/h, but due to some natural constrain this value has been locally reduced. See following paragraph for more details.
Figure 6-4: Cross section applicable from the water treatment plant to the top of the mountain
This cross section is urban, as classification, but special because applicable on the lake shore, along the loop connecting the resorts, the restaurants and shop and the boat piers. It has to be considered not simply as a road, but a corniche to improve touristic development and enhance touristic activities, like the existing market. The road is one way and one lane of 3 meters, with right shoulder of 0.50 meters and left shoulder of 1.5 meter. A strip of 1 meter divides the road from the pedestrian and cycling area and accommodates trees, landscape and lighting poles. The lake side can be completed with benches, gazebos, market kiosk and any other touristic element.
167 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard The design speed is 50 Km/h, but, to reduce the impact of the cars on the area and promote integration with safe pedestrian and cycling routes, speed management element will be inserted (max 30 Km/h). Kisoro Design Options In addition to the alignment proposed in the option A, UNRA decided to include another stretch of the road, departing from the roundabout at the market area and leading to the other gate of the park. a) Typical Cross Sections
This cross section is urban class and it is applicable in the town limit of Kisoro. The central part of the road, reserved to vehicles, has two lanes of 3 meters each and two hard shoulders of 1.5 meter each. On both sides of it, a one meter separation is provided and accommodates landscape, lighting poles and trees. Laterally, after the landscape, a 2 meters cycling path and, elevated, a 2 meters pedestrian sidewalk are provided, for a total width of the road of 19 meters. Water can flow on the surface and will be released in the side ditches, the lighting poles, provided only in the main intersections, have 2 lamps each, and the road is completed with all ancillary elements as traffic sign, traffic marking and special touristic signboards. The design speed is 50 Km/h, but due to some natural constrain this value has been locally reduced.
Figure 6-5: Cross section applicable in the town limit of Kisoro project areas
b) Village Sections
This cross section is rolling, applicable in the rural areas out of the villages. The central part of the road, reserved to vehicles, has two lanes of 3 meters each and two hard shoulders of 1.5 meter each.
168 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Figure 6-6: Cross section applicable in the rural areas of Kisoro project
On only one side of it, a 2.5 meters wide pedestrian path is provided, separated from the carriageway by a one meter wide strip to allocated trees and landscape. Due to the usual characteristic of the cycling traffic, often carrying large and heavy loads, the cycling path is provided in the hard shoulder, one way every side. As the width of the existing road is approximately 6 meters, to widen the section some expropriation at the lateral fields will be required, to accommodate all the elements. The water drainage will be naturally on side of the road, without collection in manholes, pipes or network, and being disperse by the side ditches. The design speed is 70 Km/h, but due to some natural constrain (villages) this value has been locally reduced. 6.1.2 Design Road Alignment Horizontal Alignment The horizontal and vertical alignments of the road have been designed, according to the criteria and to Client’s input, trying to minimize the earthworks and the general impact on the agricultural area. Due to the continuous sequence of curves in the existing alignment of the road, during the design process it was not possible to follow perfectly the edge of it; the upgrade of the road to a category III paved implies also the reduction of the number of curves and some limits on the length of the clothoids or the arcs. Vertical Alignment The vertical alignment design of the project road was carried out as per the guidelines contained in the Ugandan MoWH&T Road Design Manual of January 2010. The Max longitudinal gradient, according to normative, to be used for the different sections are 6% for the Urban Terrain, 7.5% for Rolling Terrain and 11.00% for the Mountainous Terrain. The characteristic of the alignment allowed to keep the gradient under the limits imposed by the norm. In the very end stretch of both roads in the Kisoro project areas, approaching the Park Gates, the existing gradient of the roads is increasing over the limit of the rolling section.
169 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard For this reason, in the vertical alignment these parts have been considered as Mountainous, to allow higher gradients. But the typical cross section has not been changed because of the importance of the approach to the gates and for the limited application of the section. Intersections During the design of the roads it was necessary to design also some at grade intersections. For the Kisoro-Gates, the connection with the existing paved road and some lateral minor roads are configured as T Junctions, but the intersection on the market area, in Nyarusiza, has been designed as a roundabout. At grade intersections will be designed according to the Section 8 of the Ugandan Ministry of Works and Transportation “Road Design Manual”, edition 2010, Volume I (Geometric Design); all the intersections on site will be designed as “At grade Intersections”, and, except for 2 locations, they will be simple of the type A – Unchannelized Intersections, without any need of acceleration or deceleration lanes. To design this type of intersections it is necessary to consider the visibility of the vehicles approaching from the minor road, as it is the one giving way to the main road. Manual suggest to utilise the visibility triangle. Summary of the Environmental and Social option analysis of the Road Location Alternatives The scores were given on a scale of 0 to 10 with 0 being least impact and 10 being very high impact. For instance, it was anticipated that option 3 would have a very high impact on biodiversity and land use, a high score out 10 was given while on the positive side if the impact enhances the landscape or land use, a high score out of 10 was given. Different scores are given for the different options with regards to different environmental aspects as shown in the table 6-2 below. The colour scale is from white to Red signifying less to very high significant impact. Table 6-2: Kisoro-Mgahinga Road sections Environmental parameters Option 1 Option 2 Option 3 Option 4
1. Ecological Considerations; (a) Biological diversity including: Impact on number, diversity, breeding habits, etc. 2 2 4 3 of wild animals and vegetation. Terrestrial flora 2 2 2 2 Wetlands 0 3 5 3 Terrestrial fauna 2 2 2 2
Butterflies 2 2 2 2 Small Mammals 3 2 3 4 Large Mammals 1 1 2 2 Herpetofauna 3 3 3 3 Total 15 17 23 21
170 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Option 1 and 2. The sites are generally degraded with little vegetation present. Vegetation has also been modified for agriculture and some bush (wooded grassland) still remains in some sections. The different options will require different levels of vegetation clearing. However, the option with minimal vegetation clearance shall be chosen due to less environmentally sensitive areas or threatened species. Different project component alternatives are likely to have different impact on different aspects of the environment likely to adversely affect the ecology within the project area (e.g. interference with the migration routes of mammals or birds which is more on option 3 and 4. Therefore, option 1 will have minimal Environmental impact compared to other options. (b) Sustainable use including: Impact on soil fertility. 0 0 4 3 Impact on breeding populations of fish and game 1 1 4 2 or wild animals. Natural regeneration of woodland and 0 0 0 0 sustainable yield. Wetland resource degradation. 1 2 5 3 Total 2 3 13 8 (c) Ecosystem maintenance including: Impact on food chains. 1 1 5 3 Nutrient cycles. 1 1 2 1 Impact on aquifer recharge, water run-off rates, 1 1 3 4 etc. Impact on extent of habitats. 1 1 2 2 Impact on fragile ecosystems. 1 2 4 5 Environmental parameters Option 1 Option 2 Option 3 Option 4 Total 5 6 16 15 Option 1 cross a number of settlement areas, where wetlands have been reclaimed to serve number of economic activities. There is less impact on biological diversity, sustainable use and ecosystem habitat Fragmentation and disturbance since the area is already modified. 2. Social considerations including: Impact on generation/reduction of 6 6 6 6 Unemployment in the area. Impact on social cohesion /disruption. 4 4 3 2 Impact on human health. 1 1 1 1 Impact on immigration or emigration. 4 4 3 3 Communication - roads opened up 3 3 4 5 roads closed 0 0 0 0 roads re-routed. 0 0 0 0 Impact on local economy. 8 8 8 8 Effects on culture and objects of cultural value. 8 8 8 8 Total 26 26 25 25
171 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Most of the positive impacts are rated high due to its enhancement to the environment. Hence it’s important that the Project construction will have beneficial impacts on business, employment agriculture and local economic growth in the project area as a whole. However, during construction and operation, some businesses near the project may experience a loss of patronage. The roadway will increase access to jobs, schools, stores, recreation and other community services and amenities Option 1; will present positive returns in terms of development of local centre’s, economy, community services accessibility among others. While some of the other options tend to pass through areas with minimal settlement and public facilities
3. Landscape: Impact on views views opened up 8 8 7 8 views closed 0 0 0 0 Visual impacts (features, removal of vegetation, 4 4 8 5 etc.) Compatibility with surrounding area. 8 8 5 5 Impact on amenities e.g. Recreation Amenities opened up 8 7 6 7 Amenities closed 0 0 0 0 Total 28 27 26 25 The road projects within option 1 and 2 will not significantly affect the landscape area since it’s within the existing road alignment and compatible with the surrounding while option 3 would therefore require construction of a new road as well as option 4 which will pass areas relatively undisturbed 4. Land uses: Impact on current land uses and land use 9 8 7 8 Possibility of multiple use. 4 5 4 4 Impact on surrounding land uses and land use 8 8 7 8 potentials
Continuity of livelihoods within the communities 8 7 4 4
Total 29 28 22 24 All of the alternatives alignments have similar land use impacts. Impacted land includes undeveloped and agriculture usage. It will be necessary to expand the existing road which would likely increase the impact on the ecology. Relative traditional and remote farm land may have adverse effects especially in rural agricultural areas in option 3, 4 and 2. Increasing the quality of the National Park may have effects on income generated from tourism to the local community to enhance on agriculture and trade
5. Resettlement issues/compensation Cost of compensation, Number of people likely to 8 7 9 6 be affected/resettled, Land tenure and land use, Existing social services and infrastructure
172 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard In terms of resettlement issues, Businesses and community services especially at major trading centres will experience a significant impact when they are removed or relocated. The businesses and community services may have difficulty in obtaining suitable relocation sites; they may lose clients and, upon relocation, may incur additional costs to re-establish themselves. Such relocations can also have a significant impact in the communities in general. The socio economic effects to businesses from right-of- way acquisition and displacement include the costs of moving, replacing buildings, and the effect of relocation on revenues and projects This therefore means there will be need for compensation for the livelihood lost in case there is need to acquire this land. There are less people settled in option 3 and hence the compensation would be minimal while option 4 provides a new alignment with its associated high costs. While option 1 and 2 would require Compensation only for the few properties on the Right of way since it’s an existing alignment.
TOTAL SCORE 113 114 134 124
Consequently, from the weighting, Option 1 (Kisoro-Mgahinga) and option 2 (additional Nyarusiza- Muhabura) is likely to have less impact on the environment and more enhanced positive social aspects, followed closely by Option 2 and 4. Option 4 is likely to have very significant impact due to its proximity to sensitive habitats and the establishment of the new road alignment. Conclusion From this analysis, it is clear that option 1and 2 are the most preferred options due to the financial feasibility, but also due to its less impact on the environment and enhanced social benefits compared to the other two options which considered introducing the roads in relatively undisturbed areas.
Table 6-3: Kabale-Bunyonyi and Bunyonyi-Kabeho Road Section Environmental parameters Option 1 Option 2 Option 3 Option 4
1. Ecological Considerations; (a) Biological diversity including: Impact on number, diversity, breeding habits, etc. 2 4 6 2 of wild animals and vegetation. Terrestrial flora 2 3 4 3 Wetlands 0 3 5 3 Terrestrial fauna 2 3 4 2 Butterflies 2 2 2 2 Small Mammals 3 4 5 3 Large Mammals 1 2 2 2 Herpetofauna 4 3 3 3 Total 16 24 31 20
173 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Option 1 and 4. Vegetation has also been modified for agriculture and some plantation forests along option 4. The different options will require different levels of vegetation clearance. However, the option with minimal vegetation clearing shall be chosen due to less environmentally sensitive areas or threatened species. Option 1 will have minimal environmental impact compared to other options which will require new alignments crossing through fragile habitats.
(b) Sustainable use including: Impact on soil fertility. 1 5 7 3 Impact on breeding populations of fish and game 2 2 4 2 or wild animals. Natural regeneration of woodland and sustainable 0 0 0 0 yield. Wetland resource degradation. 4 6 7 5 Total 7 13 18 10 (c) Ecosystem maintenance including: Impact on food chains. 2 4 8 6 Nutrient cycles. 1 1 2 1 Impact on aquifer recharge, water run-off rates, 3 3 4 3 etc. Impact on extent of habitats. 1 2 3 2 Impact on fragile ecosystems. 3 6 7 5 Total 10 16 24 17 Option 1 cross a number of settlement areas, where wetlands have been reclaimed to serve number of economic activities. There is less impact on biological diversity, sustainable use and ecosystem habitat fragmentation and disturbance since the area is already modified. The other options are likely to increase on fragmentation and degradation of rather intact land
2. Social considerations including: Impact on generation/reduction of unemployment 6 6 6 6 in the area. Impact on social cohesion /disruption. 4 4 3 2 Impact on human health. 1 1 1 1 Impact on immigration or emigration. 4 4 3 3 Communication - roads opened up 3 3 4 5 roads closed 0 0 0 0 roads re-routed. 0 0 0 0 Impact on local economy. 8 7 6 7 Effects on culture and objects of cultural value. 8 8 8 8 Total 26 25 24 25
174 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Most of the positive impacts are rated high due to its enhancement to the environment. Hence it’s important that the Project construction will have beneficial impacts on business, employment agriculture and local economic growth in the project area as a whole. However, during construction and operation, some businesses near the project may experience a loss of patronage. The roadway will increase access to jobs, schools, stores, recreation and other community services and amenities
Option 1; will present positive returns in terms of development of local centre’s, economy, community services accessibility among others. While some of the other options tend to pass through areas with minimal settlement and public facilities
3. Landscape: Impact on views views opened 8 8 7 8 views closed 0 0 0 0 Visual impacts (features, removal of vegetation, 4 4 8 5 etc.) Compatibility with surrounding area. 8 8 5 5 Impact on amenities e.g. Recreation Amenities opened up 8 7 6 8 Amenities closed 0 0 0 0 Total 28 27 26 26 The road projects within option 1 will not significantly affect the landscape area since it’s within the existing road alignment and compatible with the surrounding while option 2,3,4 would therefore require construction of a new road as well as passing areas relatively undisturbed
4. Land uses: Impact on current land uses and land use 9 8 7 8 Possibility of multiple use. 6 4 4 5 Impact on surrounding land uses and land use 8 6 7 7 potentials
Continuity of livelihoods within the communities 8 7 4 6
Total 31 25 22 26 All of the alternatives alignments have similar land use impacts. Impacted land includes undeveloped and agriculture usage. It will be necessary to expand the existing road which would likely increase the impact on the ecology. Relative traditional and remote farm land may have adverse effects especially in rural agricultural areas in option 3, 4 and 2.
5. Resettlement issues/compensation Cost of compensation, Number of people likely to 5 7 9 6 be affected/resettled, Land tenure and land use, Existing social services and infrastructure
175 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard In terms of resettlement issues, Businesses and community services especially at major trading centres will experience a significant impact when they are removed or relocated. The businesses and community services may have difficulty in obtaining suitable relocation sites; they may lose clients and, upon relocation, may incur additional costs to re-establish themselves. Such relocations can also have a significant impact in the communities in general. The socio-economic effects to businesses from right-of-way acquisition and displacement include the costs of moving, replacing buildings, and the effect of relocation on revenues and projects.
This therefore means there will be need for compensation for the livelihood lost in case there is need to acquire this land. Option 4, 2, and 3 provides a new alignment with its associated high costs. While option 1 would require compensation only for the few properties on the Right of way since it’s an existing alignment.
TOTAL SCORE 118 137 154 130
Consequently, from the weighting, Option 1 (Kabale-Bunyonyi and Bunyonyi-Kabeho) follolowing the existing road with minimal re-alingments) is likely to have less impact on the environment and more enhanced positive social aspects since the project will follow the existing road alignment with some cuts and fills, followed closely by Option 4 and 2. Option 3 is likely to have very significant impact due to its proximity to sensitive habitats and the establishment of the new road alignment through several hilly sections with increased distance/ time of travel. Conclusion From this analysis, option 1 is the most preferred option due to its financial feasibility, but also due to its less impact on the environment and enhanced social benefits compared to the other three options. 6.2 Model summary of evaluating Road Upgrade options The model was configured to evaluate the following options of the Road Upgrades from the existing road. The proposed Options of evaluation are limited to the Do Nothing or Do Minimum Scenario against the Do Something Scenario as represented in table 6-4 below. Table 6-4: Evaluation of Road Upgrade options Without Project Activities With Project Activities Best Case Upgrading Project Options Future Maintenance (Post Construction) 1. Single Surface Dressing with Lot A Double Bitumious on shape correction when stabalized Base. Lot B Double roughness is greater than or 1. Regravelling every 5 years Bitumious Surface (DBST) on equal to 5 IRI (Periodic (Periodic Maintenance) stabalized Base Maintenance). After Works roughness is 2.8 IRI. 2. Grading every year when roughness is less than or equal Upgrade gravel Road to Paved to 12 IRI (Routine Double Bituminous Surface 2. Drainage cleaning every year Maintenance) standard (Routine Maintenance) 3. Spot-regravelling when Gravel 3. Edge repair when edge-break Thickness is less than or equal is greater than or equal to to 100 mm (Routine Construction starts in year 2019 10m2/km (Routine Maintenance). Maintenance)
176 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Replacing 30% of annual material loss 4. Routine Miscellaneous works every year (Routine Maintenance) Duration of construction is 3year 4. Patching when number of potholes per km is greater than or equal to 5 (Routine Maintenance). Repair to 100% of potholes, Time Lapse Factor = 1 month. 5. Routine Miscellaneous works every year (Routine Maintenance)
6.3 Best Case "Do Nothing or Minimum Option" Comprises routine maintenance works and activities aimed at preserving the current Kabale- Buyonyi, Bunyonyi-Kabeho, Kisoro Mgahinga and Nyarusiza-Muhabura asset using recurrent expenditure. In this case the roads would only be subject to routine maintenance activities such as grass-cutting and cleaning of drainage structures (culverts, ditches). These activities would be the least expensive of all interventions considered in this analysis. However, the roads are in a deplorable state so grass cutting and cleaning of drainage cannot improve the riding quality of road, improve travel time nor reduce vehicle operating costs. Do Something Scenario: Kisoro-Mgahinga Road upgrade means paving the roads to bituminous standard and maintaining it by applying periodic maintenance and routine maintenance such that the average long- term road condition will not exceed a threshold roughness value of 4 IRI. Conclusion The project roads corridors preffered, Kabale-Lake Buyonyi, Kisoro-Mgahinga and Nyarusiza- Muhabura closely follow the existing roads with horizontal curve improvements to the design standards. While improving the existing road alignments horizontally and vertically, urban areas and major settlements along the existing roads were kept in view to minimize severance to the properties. Where possible, steep gradients of the existing alignments were designed out to meet UNRA standards. In conclusion, this evaluation therefore proposes the ‘road upgrading scenario’ as the preferred choice as it presents the least cost and meets the desired needs of the Country.
177 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 7.0 CHAPTER SEVEN: POTENTIAL SIGNIFICANT IMPACTS OF THE PROJECT
The Environmental Social Impact Assessment tools along with stakeholder consultation were used to identify and measure the significance of impacts. Negative or positive social changes, demography, traditional lifestyles, employment that can result from the Project; and other factors, including consequential development in the Project area or cumulative impacts from other existing or planned activities were identified. The identified impacts have been grouped according to the project phase. The impacts of the proposed road projects were assessed in relation to the pre-construction, construction and post-construction phases, both along the Project area and other affected areas. Construction of the Kabale-Bunyonyi, Bunyonyi-Kabeho, Nyarusiza-Muhabura Gate and Kisoro- Mgahinga will exert direct short term impacts limited to the construction period and direct long-term impacts both during and after construction. These will result from the road clearance, construction works, and the subsequent potential increase in traffic volumes. Indirect Impacts will arise from multiplier effects on ecosystem and human habitat induced by increase in traffic volumes and greater accessibility throughout and beyond the project area in addition to the enormous boost to the tourism sector. Impacts will be both positive and negative. Several methods were used to determine the significance of impacts which included the socioeconomic, biophysical in regards to their ecological values. It’s also important to note that the analysis includes the extent of the impact whether its site specific/limited area, local, regional, national or transboundary. The criteria for evaluation of magnitude of environmental and social impacts has been categorised in terms of: • Extent: evaluates the area of occurrence/influence by the impact on the subject environment; whether the impact will occur on the site, in a limited area (within 1 km radius of the site), locally (within 5 km radius of the site); regionally (district wide, nationally or internationally). • The duration of impact on the subject environment, whether the impact will be Temporary (< 1 year) or during construction phase only; Medium term (5 – 10) years or lasting after construction has been completed), Long term (>10) or permanent. • Intensity: the quantifiable effects of impacts, measured where possible, against the appropriate standard for a respective environmental component. This includes existing standards, guidelines or scientific evidence and in worst case scenario expert judgment, (Scale of 1 -3; Low, Medium or High). • Magnitude has been represented by the combination of intensity, duration, frequency of occurrence of event or impact, and anticipated extent of impact. • Probability: Evaluates the likelihood of occurrence of predicted impact on the subject environment on a likert scale (Very Unlikely, Unlikely, Likely, Certain, Definite) • Overall Impact Significance: A product of sensitivity and Magnitude and is assigned a rating of Low, Medium or High. • Type of Impact: Categorizes into direct, indirect or cumulative effects of the specific impact. • Direction: Negative or Positive. Reversibility: Irreversible or Reversible. A tabulated summary of all impacts is presented followed by a discussion of impacts anticipated, mitigation or enhancement measures proposed in the table below;
178 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Table 7-1: Evaluation of impacts of the road projects
Impact Source Receptor Magnitude Overall significance
Magnitude Impact Significanc e
3) 3) 3)
occurrence
- - -
Probability of Duration (1 Extent (1 Intensity (1 Spread of HIV/AIDS An influx of migrant labour, sexual behaviors H Community 3 3 3 High High Resettlement of some ROW Acquisition Community 2 1 2 Medium Medium properties and crops Gender related impacts Influx of migrant labour and increased H Community 1 1 2 Medium Medium income in the communities Increase in suspended Site clearance, road construction, movement H Community, flora and 3 1 2 High Medium particulate matter of heavy machinery fauna Noise machinery and construction activities H Community and fauna 1 1 1 Low Medium Vibration machinery and construction activities H Community and fauna 1 1 1 Low Medium Impact on water pollution of water resources due to waste M Community, flora and 2 1 2 Medium Medium resources oils, spills, sediments and other wastes fauna siltation, erosion and Increased water runoff and erosion, H Community, flora 1 1 1 Medium Medium land slides Vegetation clearance Occupational Safety and risk in terms of occupational health and H Community 2 2 2 High medium Health hazards safety Loss of Flora Construction phase site clearing for houses, H Community, flora and 3 1 2 Medium Medium roads fauna Impacts related to site clearing for houses, roads H Community, flora and 3 1 2 Medium Medium Hydrology and fauna Drainage
Disturbance and Habitat Construction phase disturbance, noise, M All vegetation 1 1 3 Medium Low Alteration human presence and pollution construction workers lack the security of a definite tenure and basic H Community and workers 3 1 2 Medium Medium and Labour social and employment protection Visual Impacts due to visual scenery alteration in the project area M Community, Landscape 3 1 2 Medium Medium Road works and fauna
179 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Impact Source Receptor Magnitude Overall significance Magnitude Impact Significan
c e
3) 3) 3)
occurrence
- - -
Probability of Duration (1 Extent (1 Intensity (1 sites for sources of dust, noise, siltation and oil pollution among H Community, flora and 3 1 2 Medium Medium material others at Material extraction sites fauna Impacts on Property and cultural aspect disturbance M Community 1 1 1 Medium Low Physical Cultural Resources and Indigenous People Construction camps Construction camps construction, H Community, flora and 1 1 1 Low Low and work sites equipment storage, serviced, fauna materials stockpiles Waste Management Wastes generated could be both hazardous H Community, flora and 1 1 2 Low Medium and Impact on Soil and non-hazardous fauna Quality Traffic accidents and Traffic and Road accidents H Community and fauna 1 1 1 Medium Low Safety
Table 7-2: Summary of the evaluation of socioeconomic impacts Project Phase Impact significance Construction Phase Without mitigation With Mitigation Positive socioeconomic Employment Opportunities Medium Medium Road side business activities Low Medium Skills Development Low Medium Utilization of Local Labour and Income Generation Low High Community participation and Ownership Low Medium Income for Owners of Construction Materials Low Medium Construction Negative socioeconomic impacts Discrimination and Recruitment Policies Medium Low
180 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Project Phase Impact significance Construction Phase Without mitigation With Mitigation Disruption in access to social services Medium Low Sexual misbehavior, HIV/AIDS Medium Low Violation of Cultural Norms Medium Medium Traffic accidents Medium Low Operation Phase Positive socioeconomic Improved Road and safety Medium High Improved ambient air quality Medium Medium Reduction in Vehicles Operating Costs Medium High Improved social service delivery Medium High Boost to tourism Medium High Promote eco-tourism for conserving and enhancing bio-cultural diversity Low High Local Economic Development Low Medium Development of improved Infrastructure Medium High Boosting Trade and increasing availability of basic commodities Medium High Post Construction Cumulative impacts negative impacts Haphazard development High Low Land slides Medium Low Deforestation and timber logging Medium Low Road Accidents High Low Cumulative impacts positive impacts Improved Roads and reduced travel time Medium High Improved business opportunities Medium High Improved service delivery Medium High Better service delivery and improvement of livelihood Medium High
181 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
7.1 Potential Positive Impacts of the road construction Project The proposed construction of the roads is in-line with the national policy of improving tourism and will also improve the welfare of the people in the project area, and of all Ugandans, in general. The socio-economic positive impacts that are associated with road projects include reduction in traffic accidents, travelling time and delays, leading to improved accessibility and mobility to social services especially by pregnant women, elderly, PWDs. In addition, improvement in transport services was expected to facilitate timely delivery of drugs/medicines as well as mobility of health care services providers. In consequence, significant reduction maternal and infant mortality rates, enhancing productivity, improvement in school enrolment and leading to improved quality of life. Specifically, the following positive impacts are anticipated. 7.1.1 Reduced Transport Costs in the Project Areas The proposed road investments will lead to reduced transport costs in the project areas. These benefits will be quantified in terms of savings in vehicle operating costs, reduced travel time costs and reduced accident costs and have been included in the economic analysis of the project roads. In addition to the benefits above, the likely wider economic development benefits resulting from the road investment project are enormous. As the structure of transport costs and demand is altered in the economy of the project areas, so the improved road shall have “multiplier” ripple effects throughout the economy. Changes in tourism, agricultural output, fishing industry, and other services will result. These benefits will be referred to as “exogenous benefits”. 7.1.2 Increased tourism For this touristic road project located in the South west of Uganda known worldwide for its proximity to Uganda’s Unique Mountain Gorillas species in the Bwindi Impenetrable and Mgahinga attraction areas, the quantified main exogenous benefits resulting from economic development are predominantly benefits from increased levels of tourism. The area of Lake Buyonyi and Mgahinga National Park are close to Rwanda and within the tourism circuit. With the implementation of the various tourism developments plans of the area, the area and the country at large will benefit from the tourism facilities and its contribution to the Gross Domestic Product. The potential for tourism industry is immense in the three districts of Kabale, Rubanda and Kisoro which are endowed with several tourist attractions that are currently constrained by inadequate road infrastructure. The road project is intended to enhance the scenic view of tourist’s sites that will provide alternative options that will attract tourists. Other initiatives include: Widening of the Buyonyi landing site area and upgrading access to properties, pedestrian precincts and touristic viewing points. The project will enhance improved access to villages’ local markets such as handcrafts, music and dance of the Batwa along the Kisoro-Mgahinga and Nyarusiza-Muhabura Road Sections. This will improve household income and the districts' revenue. The key stakeholders in this project road included Ministry of Tourism, Wildlife and Antiquities; Ministry of Trade, Industry and Cooperatives and Government agencies namely Uganda Wildlife Authority, Uganda Tourism Board, Uganda Wildlife Education Centre. Civil Society Organizations include African Wildlife Foundation, Wildlife Conservation Society, Uganda Association of Tour Operators, Uganda Hotel Owners Association, and Uganda Tourism Association due to the
182 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard exogenous benefits of the project and its intended objectives. The project shall facilitate the smooth operations of the above stakeholders and making it easy to reach in case of project monitoring. The project road will contribute to Uganda’s being the “Pearl of Africa”, which has ten national parks displaying the best of East Africa. Their Rift Valley landscapes and tropical forests make dramatic backdrops to an extensive variety of flora and fauna. Managed by Uganda Wildlife Authority (UWA), the parks offer ‘traditional’ savanna safaris along with boat tours, forest hikes, and mountain climbing and wildlife research activities. Uganda is unrivalled on the continent as a bird watching destination with over 1,000 species of birds – several of which are found nowhere else on the planet. These birds are mostly found around Lake Bunyonyi which is in the project roads zone of influence. Uganda is also home to 13 types of primates including over half of the world’s endangered mountain gorillas (and our closest relative – the chimpanzee), located in Mgahinga National Park (which is also in the project road influence zone). Uganda has 54% of all the mountain gorillas in the world. Considering that there are only 880 or so mountain gorillas, this is a significant contribution to world heritage. The mountain gorillas are found in the world heritage site of Bwindi Impenetrable National Park (50% of world mountain gorillas) and Mgahinga National Park. Mgahinga Gorilla National Park is the second habitat of the mountain gorilla, after Bwindi Impenetrable National Park. Mgahinga has only one habituated gorilla family, Nyakagezi group and a maximum of 8 people can see the great apes in a day. Gorilla tourism in Mgahinga is developing steadily over the years especially with additions of new tourist activities such as the Batwa Trail and Golden Monkey trekking. Accommodation in Mgahinga is provided at Amajambere Iwacu Community Camp (budget accommodation) and Mount Gahinga Lodge, and a mid-range lodge run by Volcanoes Safaris, amongst others. This facility are likely to grow into prominent tourism hospitality places serving the country and contributing to the increased revenue base. 7.1.3 Promote eco-tourism for conserving and enhancing bio-cultural diversity The road will promote eco-tourism which is likely to provide economic incentives for conserving and enhancing bio-cultural diversity while contributing to the protection of the natural and cultural heritage and districts’ revenues. With road construction activities and resultant booming tourism, there may be an increase in businesses and a proliferation in roadside vending activities. This will empower local communities to fight against poverty by conserving the environment, sustaining the well-being of the local people. These benefits may also come from sharing revenue with tourist operators and tourist management authorities. 7.1.4 Local Economic Development Boosting trade and increasing availability of basic commodities: When implemented, the improved road will contribute to the revitalization of the local economy through linking the people in the project area to district and regional markets for supply and trade; providing access to markets; decreasing the cost of transport and goods; and increasing availability of basic commodities including farm input that will boost agriculture especillay Irish in Kisoro and Kabale, vegetables and livestock production. 7.1.5 Development of improved Infrastructure With the increased vehicular traffic, the upgraded tourism roads will increase the durability of the existing roads hence avoiding the huge costs associated with maintenance of the existing gravel roads.
183 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 7.1.6 Utilization of Local Labour and Income Generation Construction of the roads will directly create job opportunities for workers especially the youth and women that will benefit through temporary employment and skills improvement for those who will be recruited along the project vicinity. The communities have already expressed interest in providing local labour on the project. This ultimately increases income levels and potentially improves the livelihood of the communities. There will also be improvement in local businesses that provide basic supplies for the workforce. Road maintenance will generate additional local employment opportunities for enterprise development and diversification of the local economy. There are a number of tour operators, who are closely associated with the project road and Uganda Wildlife Authority as guides for treks in Mgahinga Gorilla National Park and Lake Buyonyi area. The common activities in the park are gorilla tracking, Sabyinyo volcano hike, golden monkey tracking and the Batwa Trail. Local tour operators such as Bamboo Ecotours based in the nearby Kisoro town provide services like transport to clients interested in visiting Mgahinga while along Lake Buyonyi, so many people are employed in the transport sector and other tourism related services. The improvement of the road will attract more people and a boost to the local income generating activities. 7.1.7 Skills Development The workers who will be keen to learn on the job are likely to be employed elsewhere hence further improving on their skills and improving on their income. Those to be employed, whether directly or indirectly, will have a more steady flow of income in the form of weekly or monthly wages/ opportunities which can be invested in ancillary business enterprises. The enhancement/upgrade of skills and experience and an increase in income stability will be a positive impact both directly through employment at on sites and indirectly by feeding into the supply chain, the enhancement of skills and experience is likely to occur at a local level. 7.1.8 Community participation and Ownership Community participation will provide the opportunity for the project to be truly led by the district and local governments and owned by the community. Soft and hardware capacity building is envisaged to build capacity of the Locality and community to maintain roads and other basic social infrastructure. 7.1.9 Income for Owners of Construction Materials Land owners for sites where construction material (borrow, sand and rock areas) will be sourced earn from the sale of these materials. Boosting Trade and increasing availability of basic commodities; providing access to markets, decreasing the cost of transport and goods, and increasing availability of basic commodities including farm input that will boost agriculture and livestock production (which is the main source of livelihood in the project area). 7.1.10 Better service delivery and improvement of livelihood Cheaper and more efficient transport systems, improved marketing opportunities for agricultural produce and non-farm items, better communications throughout the districts and better access to social services such as health and education. Emerging business opportunities resulting from booming tourism activities; Cross border trade; and transport service related activities such as tour guides
184 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Widening of the landing site and improvement of the docks to provide a one-way pedestrian-friendly road at Lake Bunyonyi is expected to facilitate a wide walkway for a pleasant stroll on the shores of the lake/ enhancing the touristic and trading potentialities at Lake Bunyonyi Upgrading footpaths and cycle ways is expected to beautify the most touristic sections and increase access to villages in proximity of local markets and accessibility to attractive tourist zones. This is expected to scale up the existing initiatives by district and NGOS that promote community tourism for the Batwa, women and other vulnerable people. This initiative will also scale up existing affirmative action for the Batwa and other vulnerable people. 7.2 Potential Positive Health Impacts The impact of HIV/AIDS on large capital projects and by the projects is double edged. For instance, an improvement in transport services was deemed to improve services and accessibility to health and VCT services. Similarly, long distance transport routes can be utilized to facilitate the provision of HIV prevention and care services. Improved transportation is expected to facilitate timely delivery of drugs/medicines to health care facilities and for patients to receive timely health services including VCT. 7.3 Construction Phase Impacts (Negative Impacts) 7.3.1 Social disruptions due to Population Influx Dominance of migrant workers on employment opportunities Contractor’s preference of migrant workers to undertake skilled and semi-skilled employment reduces employment opportunities for community members. The practice may marginalize community and reduce their support towards the project. Denial of employment opportunities to suitable community members is against the spirit of the National Development Plan and vision 2040 that seek to raise incomes of PAPs.
Mitigation measures: i. Priority for skilled, semi-skilled and unskilled labour should be given to persons from within immediate communities. Implementation of this mitigation can be through advatiseing of available vacncies in the local media including public places such as notice boards at public offices. Moreso, the contractor needs to consider recommendations of the local council recommendations, thus ensuring that the local labour is given priority at recruitment. ii. Recruitment of labour force should be undertaken in consultation with Districts Labour Offices, community leadership. iii. Community sensitisation aimed ad ensuring that the local population express interest in the available jobs. Furthermore, the sensitisation will be continuous throughout the project to ensure that cultural values and norms of the area are appreciated. iv. Remuneration for labour will be through benchmarking within the the local area such that the labour market is not distorted. v. Foreign workers should have work permits as required by law. vi. The contractor shall be recruired to follow Ugandan Labour laws and related regulations on the recruitment and disciplinary measures for the workers.
HIV/AIDS and other sexually Transmitted Diseases Infrastructre projects are known to congregate persons from different areas into one concetration centre in search of either direct or indirect employment opportunities. IOM (2015) noted that there is a strong link between spread of HIV and other STDs circumstances of movement directly affect the
185 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard potential risk of infection for a migrant and the communities in which they settle. The proposed project is expected to generate a considerable influx of migrant workers which will increase the risk of spread of HIV/AIDS and other STDs. The impact of increased risk of HIV includes pressure on local health systems, impact on community livelihood and social cohesion. Increased HIV prevelance would result into reversal of economic gains within the community and may reduce the ability of the community to benefit from the project.
Mitigation measures: i. UNRA will norminate a Service Provider for HIV/AIDS to the Works Contractor. The norminated entity will conduct workplace HIV/AIDS awareness, and control programmes for the contractor’s workers. This is in addition to other key services such as senstisation against Gender Based Violence (GBV) and Violence Against Children (VAC). ii. Furthermore, collaboration with the health service providers, especially government health centres and Non Governmental Organisations, in the area will be sought to ensure that HIV/AIDS awareness and control programmes are intensified in the project area, with focus on public concetration centres such as schools and trading centres among others.
Prostitution, crime and drug abuse The proposed road project is expected to generate additional disposable income particularly for the active working group of youth and young adults. Studies in the transport sector have recognized that men who have disposable income and who travel or migrate for work such as construction workers and truck drivers provide most of the demand for commercial sex and are likely to engage in risky behaviours such as unprotected sex with casual partners and sex workers. A large influx of males for a construction project increases demand for sex in an area (Republic of Uganda, 2016).
The risk of HIV makes this impact negative high significance medium to long term irreversible.
Mitigation measures: iii. The contractor should have an independent security system that collaborates with the local security organs. iv. The contractor should have an independent security system that collaborates with the local security organs. v. Development and implementation of security plans should involve local (LC) leaders and police. vi. Create awareness and build capacity within communities, workers, security agencies on the dangers of prostitution, crime and drug abuse to resist the temptation. vii. Capacity of local authorities should be enhanced to handle challenges associated with migrant and immigrant workers.
Potential of child abuse The proposed project traverse areas with several schools and settlements. It is likely that workers associated with the project will engage in sexual relationships with school and under aged children.
The impact is negative with high sensitivity and overall impact significance moderate.
Mitigation measures: i. The Nominated Service Provider (NSP) by UNRA to the Works Contractor will have VAC component in their contract to ensure that services aimed at preventing Violence Against Children (VAC) are provided and implemented as much as possible.
186 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard ii. The contractor will be required to develop a child protection plan while be implemented in corroboration with community leaders, school and districts. iii. The contractor will be required to collaborate with communities to provide information where child abuse cases are reported. iv. The community will be sensitised on children rights and risks of child abuse. v. Minimise the interaction of children with workers and closed monitor and report workers’ behavior. vi. No under age children will be employed on the project. Recruitment will be made through the recoomendation by the local authorities in order to ensure compliance. vii. The worker code of conduct will be provisions of ensure that the rights of children are not violated. viii. Cases of child abuse shall be reported to the police for investigation and prosecution.
Disruption of families (social structure) High disposable income especially for men increases predisposition to extra marital affairs. The extra marital affairs often involve both married and un-married male and females and sometimes young females below the age of consent. This newly introduced behaviour leads to a high level of family conflict, family break-ups and early marriages and general disintergration of the social structure. Cases have been reported where men with new disposable income completely abandon their families resulting into school dropouts, single mothers and increased risk of child labour. Social vices are a common risk in infrastructure development. This is attributed to workers who exploit the local communities by taking advantage of high disposable income compared to community members and taking advantage of company resources. In addiotion, compensation for land and other properties during the process of land acquisition and involuntary resettlement tends to avail a lot of resources in a household, that when mismanaged, it results into breakdown of the social structure.
Mitigation measures: i. Financial literacy among the project workers, the general community to facilitate for appropriate use of the resources accrued from the project. In addition, a Resettlement Action Plan (RAP) has been prepared as part of the Project Preparation Documents and it addresses the potential risks associated with compensation and involuntary resettlement. Implementation of the RAP will follow a No-Object from the AfDB and the Chief Government Valuer after determining that such risks have comprehensively been addressed. ii. There will be a Worker’s Code of Conduct that will be binding to all workers on the project ans will provide requirements of responsible living within the community. iii. Awareness creation for community members on the challenges of additional disposable income and how it can have a disruptive effect on the family. iv. The contractors should be bound to follow the UNRA Environment and Social Policy, procedures and guidelines. v. Contractors with their - should be obliged to have Codes of Conduct for employees and anti- retaliation policies. vi. Administrative controls should be instituted to prevent unethical use of employers’ resources. vii. Sensitization of community members on the challenges of additional disposable income of migrant workers how it can have a disruptive effect on the family and therefore be prepared viii. Empower community leadership to be able to protect the rights of children, woman and family norms.
187 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard ix. Enhanced the capacity of local authorities to handle challenges associated with migrant and immigrant workers. x. The contractors should have regular community engagement meetings. xi. As part of project implementation structures, the Works Contractor will establish a grievance redress mechanism (GRM) to ensure that grievances from the project recorded and resolved. UNRA will establish Grievance Management Committees at the village level to facilitate the management of grievances in the area. 7.3.2 Discrimination and Recruitment Policies Potential hindrances to female participation in project implementation may include sexual harassment from fellow male workers and construction site are often considered to be unsafe for women and children and can be poorly serviced, which are impediments to female participation in construction work. Enhancement measures The contractor shall be requested to design contractors’ working facilities designed with attention provided to gender-based requirements. In compliance to best practices, separate personal comfort facilities shall be maintained on all long-term sites where labour is mixed gender. Latrine facilities are to be equal and adequate to local standards. i. Gender Responsive Resettlement Entitlements
The analysis revealed that the male members of the household are the ‘breadwinners’ and decision makers in the household in terms of finances. Enhancement measures: The conditions for the dispersal of entitlements should require the presence of both the household head and his spouse to sign the agreement and receive the entitlement. ii. Gender Responsiveness of Construction Activities
Construction activities may have short-term adverse impacts on women in the project area through disruption of public services and increased travel times in areas of construction. In addition, construction could hinder access to public transport and market areas and other aspects of women daily schedule. Women are generally responsible for childcare, including children travelling to school, for which access may be adversely impacted from temporary construction activities along streets within the local areas. The negative environmental and social impacts are likely to affect women and men differently given the gender division of labour. Concerns regarding poor distribution of employment opportunities for the women may also surface. Enhancement measures: The contractual obligations of the contractor shall include a Traffic Management Plan, and provide pedestrian access, which shall mitigate the above issues and how impacts of construction which temporarily close and block access to properties shall be minimized. The works contractors are to provide areas in community for men, women and children to access public transport and services to temporarily replace those which are blocked due to construction activities. Safe and secure access to social services for women, men and children to be maintained around the construction at all times. Cultural respectability towards women and children Construction works of various forms may be extremely close to households, having full view into household areas.
188 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Enhancement measures: The contractors shall be required to observe ‘cultural respectability’ towards women and children. In addition, it will be a requirement that works contractors’ provide information and consult in each community area prior to commencing works. 7.3.3 Blocked and interruption of accesses to social amenities and property Road works may result into blocking of accesses to social facilities and property through cutting, filling, dumping of gravel, heaping of spoil, barricades etc. The practise results into considerable disruption of economic and social activities in the project area and may cause stress and resentment of project activities.
This impact is negative, moderate, short and medium term, reversible
Mitigation measures: i. The contractor should always consult and plan with communities on convenient stock piling areas and accesses during construction. ii. Existing accesses should be restored after works, or convenient alternatives provided
7.3.4 Impacts arising from Displacement and Involuntary Resettlement The Kisoro and Kabale road projects will be associated with resettlement of some properties and crops along the project right of way. The project will also entail a lot of cut and fills which would imply very high construction costs, and a huge environmental and social impact, due to the quantity of tree to demolish and the width of the road footprint. For these-reason we advise a departure from the standards due to natural constrain of the existing road
The specific impacts of the resettlement process to the project affected persons shall include: i. The Right of Way is one of the main challenges of the project. The distance between property boundaries at the starting section is wide approximately 23m. Properties, farms and buildings are likely to be within the road Right of Way. ii. Overhead electricity transmission lines run along the road up to Ch. 2+700. Some existing water pipelines are also expected to be in the RoW, connecting the Water Treatment Plant to the town of Kabale. iii. Loss of sources of livelihoods following the damage of communal facilities and household property including houses, Consequent challenges in obtaining suitable relocation sites and losing clients and, upon relocation iv. Additional costs to re-establish themselves including the costs of moving, replacing buildings, and the effect of relocation on revenues v. The number of affected people is expected to be significant, especially in Kisoro-Mgahinga - Nyarusiza and Nyarusiza-Mahabura Roads where many farms and houses lay adjacent to the existing narrow road. According to the manual the right of way is 50 meters for rural areas, and 30 meters for urban areas. Most part of both lots can be considered rural and therefore a right of way of 50 meters shall be adopted. vi. Illegal quarrying activities on the Kabale-Bunyonyi are likely to affect the Road works if they are not regulated since most of the activities are near the Road. vii. The Kabale-Bunyonyi and Bunyonyi-Kabeho section is likely to be affected by water service interruptions since the existing Kabale water intake and pipe network are close to the Road project.
189 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard viii. Disruption of community setup, especially the weekly Markets along Lake Bunyonyi Loop which will require relocation. ix. The issue of Roadside markets needs to be handled during the design of the road since most of the people derive their livelihood from road side vending especially in irish potatoes and other vegetables x. Properties that are likely to be affected by the road include kiosks, fences, crops and buildings especially along Nyabugu, Kabindi and Mulamba trading centres and crop along the entire spectrum of the road in both the Kisoro and Kabale municipalities and other trading centres that are located along the roads.
Criteria Comment Nature Construction of the road projects will have an impact of Displacement and Involuntary Resettlement Impact Magnitude Medium Extent The extent of the impact is local since it will be within the project area. Duration The duration would be Short term Intensity The intensity is Medium but this impact can be avoided and mitigated with proper planning Likelihood There is a high likelihood that this impact will occur. Impact significance (pre- Medium if mitigated mitigation) Degree of Confidence The degree of confidence is high.
Mitigation measures i. Compensation payment must be accompanied by education on management of such entitlements with support system on investment opportunities. UNRA shall ensure that compensation is timely and adequate. ii. A Resettlement Action Plan (RAP) will ensure that this is taken care of as separate report. The Resettlement Action process should include monitoring on the project affected communities for a period of two years after compensation payment. iii. The Utility Companies, UNRA, and the Contractor shall work together to ensure that prior to any disruption in public utility services; the people are sufficiently notified and also that there is no conflict between the community over the use of resources. The alternative sources must be continuously monitored to ensure they are reliable and satisfactory. iv. The Utility companies in collaboration with UNRA shall agree on the modality and costs for compensation during the construction phase. v. The local population should be informed in case of any planned service disruptions and this should be temporal.
190 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 7.3.5 Gender Impact analysis Gender Impact analysis is instrumental to identify the gender differentiated impacts on women, men, youth and the elderly. The identified gender negative and positive impacts of the road projects determine the nature and scope of gender responsive mitigation plans as well as gender impacts in terms of costs and economic benefits. The assessment indicates that some impacts are more specific to various stakeholders depending on location, gender, occupation and income. In some cases, women experience these impacts differently because of their sex - their biological characteristics as female - but more often because of their gender - their socio-cultural definition as women. a) Road Accidents (a gender Impact): Women and children are likely to be the major victims of traffic accidents considering their frequent journeys as they cross to collect water and fuel wood and traveling to health centres and schools. To this effect, the provision of pedestrian lanes and speed control and road signs are imperative. b) Limited Access to Employment: Employment opportunities for women were seen to be restricted. The number of women attaining a primary school education was reported to be much lower than males in the project communities, but women were apparently more actively seeking to be employed, regardless of education and skill levels- this is a sex related since some jobs are too strenuous to be undertaken by women. Despite affirmative provisions in various legal and policy instruments and contracts clauses, women and men were not likely to benefit equally from the employment. Household responsibilities and the nature of strenuous work, gender insensitive working environment may inhibit women. Women were likely to be vulnerable to psychological and sexual abuse making them susceptible to HIV/AIDS and other STIs. c) Economic vulnerability: The gender negative impacts in the context of resettlement and displacement was expected to occur when husbands misuse the money from compensations of affected properties and abandon their wives and children. An increase in prices was predicated to exacerbate economic vulnerability by reducing the availability and affordability of basic goods and services (rent, food, drugs) putting the economically vulnerable at risk and making them more vulnerable to poverty. d) Health impacts: An influx of migrant labour and increased income in the communities could lead to gender-based violence, extra marital sexual engagement leading to the spread of HIV/AIDs and other STIs. Many local and migrant workers could pose health and safety concerns for local women in the form of excessive drinking and sexual promiscuity. The risks associated with deterioration in air quality parameters during the construction phase will have a greater negative impact on small children than on the adults of the local population. An increase in sexual exploitation of young girls, unwanted pregnancies and school dropout are dominantly mentioned. Limited livelihood options due to displacement and temporary closure of business may prompt the youth to engage in prostitution, drug abuse and contract HIV/AIDS. e) Gender Income Poverty: Direct and induced impact relates to gender differences in income for the same position and a tendency to provide income that is below the national standards. As the ‘breadwinner’ and having control of income and other resources in the household, the male household head may demand the right to keep entitlements for resettlement compensation impacts for himself rather than sharing with his spouse. This may lead to family members being deprived. f) Restricting access to social services: Women are responsible for childcare, including children travelling to school, for which access may be adversely impacted from temporary construction
191 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard activities along streets within the local areas. Construction activities could have short-term adverse impacts on women in the project area through disruption of public services and increased travel times in areas of construction. Construction could hinder access to public transport, social services (schools, health centres) and market areas and other aspects of their daily schedule.
Criteria Comment Nature Construction of the road projects shall contribute to gender related impacts Impact Magnitude Medium Extent The extent of the impact is local since it will be within the Project area. Duration The duration would be Short term Intensity The intensity is Medium but this impact can be avoided and mitigated with proper planning Likelihood There is a high likelihood that this impact will occur. Impact significance (pre- Medium if mitigated mitigation) Degree of Confidence The degree of confidence is high.
7.3.6 Possible health and safety hazards. Considering the current status of the exisiting road, the terrain of the area, the social setup and the proposed poject development activities, there will be various health and safety hazards with potential impact to the local communities. They include increased construction traffic which is likely to increase the risk of accidents in the area. Similary, there construction activities will increase vibration in the area and this might impact on the structural intergrity of the existing structures along the project road. Moreso, the construction activities generate dust which has potential to decrease the quality of ambient air and visibility in the project area and especially along the project road and the near the Project Associated Facilities. Dust generation, waste water and use of chemicals further pose risks of contaminating watercourses. Others include increase noise and light in the project area, however, these are common at particular work sections especially quarries. The discussion of the potential impacts of increased traffic and waste management is presented in section 7.3.21 and 7.3.20 respectively. In addition, section 7.3.10 addresses potential occupational health and safety impacts of the project. However, the impact of dust, vibration and noise are presented in the following section 7.3.7. 7.3.7 Air emission, dust and noise impacts During the construction phase, temporary changes in air quality are expected due to emission of hydrocarbons from vehicles and other diesel engines on the site. The present levels of NOx, SO2, CO and PM indicate that the air does not contain abnormal concentrations. During construction phase, monitoring of these parameters require to be carried out periodically to keep the levels within prescribed limits by adopting rectification measures. Temporary changes in noise levels are expected during construction of the road. In order to check the noise pollution, noise filters may be erected around crushing and batching plants and regular maintenance of heavy earth vehicles may
192 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard be adopted to reduce noise levels. The following section analyses the specific impacts of air emission, dust, noiuse and vibrations together with their corresponding mitigation measures: Increase in suspended particulate matter (Dust) Site clearance, road construction, movement of heavy machinery and equipment to the site may generate dust within the environment arising out of the vehicular activities. Poor air quality may result from the mostly diesel-powered machinery or engines. These activities will be continuous throughout the construction phase. Some air impurities may also result from cement depending on the nature of materials the contractors intend to use but this is expected to be minimal. Other most likely source of air pollution is motor vehicle transport. There is direct correlation between concentrations of particulates, nitrogen oxides and sulfur oxides with increased traffic congestion. The contents of sulfur oxides in the diesel exhaust require special attention. The interaction with vapor and sunlight makes SO2 to transform into sulfuric acid (H2SO4) which will settle at the roadside, infiltrate into soil and water and finally become part of the trophic chain. Furthermore, removal of material or soil and vegetation cover is done with aid of a bulldozer. Fugitive dust shall be generated during the extraction and removal of overlying material, as well as from windblown dust generated from cleared land and exposed material stockpiles. Dust can also be generated during transportation of extracted material to the stockpiles. This dust can take the form of entrainment from the vehicle itself or due to dust blown from the back of the trucks during transportation. Fugitive dust may have significant adverse impacts such as reduced visibility, soiling of buildings and materials. Fugitive dust can also adversely affect human health.
Criteria Comment Nature Operation of construction machinery and vehicle, site clearance, transport of materials might lead to general increase in dust pollution Impact Magnitude High Extent The extent of the impact is local since it will be within the project area and the communities within. Duration The duration would be Short-term as it would occur throughout the construction phase of the project but temporal in nature Intensity The intensity is Medium but this impact can be avoided and mitigated with proper planning Likelihood There is a high likelihood that this impact will occur. Impact significance (pre- Medium-Low mitigation) Degree of Confidence The degree of confidence is high.
Given the short duration and low level of public road use/activity expected during construction, no significant adverse impacts are anticipated on these receptors. Impact of fugitive dust emissions on employees on site could however be significant during the construction phase, but will vary between phases, with level of activity and meteorological conditions. Wet suppression with water is the least expensive of the possible control measures but is temporary in nature and thus needs to be repeated.
193 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Mitigation measures Care should be taken to ensure that the dust generated, or particulate matter is greatly controlled. This would involve: i. Maintain and update an incident and accident register. This will guide an informed decision making as well as monitor the progress of the suggested mitigation measures. ii. Trucks carrying finer granular materials should always be covered and fitted with tail gates, iii. The engines whether for trucks or other plant/equipment should be well maintained in efficient form to reduce on gaseous emissions, iv. Where the emissions cannot be effectively controlled, workers should be provided with appropriate respiratory Personal Protective Equipment/gear. Workers should be medically certified to wear respiratory Personal Protective Equipment/gear provided. v. All stockpiles should be maintained for as short a time as possible and should be enclosed by wind breaking enclosures of similar height to the stockpile. Stockpiles should be situated away from the site boundary, water courses and nearby receptors and should consider the predominant wind direction. During the transfer of material to piles, drop heights should be minimized to control the dispersion of materials being transferred. Additional preventative techniques include the reduction of the dust source extent and adjusting work processes to reduce the amount of dust generation. vi. Water dowsing shall be done several times daily to access road sections and construction sites to reduce fugitive dust generation to prevent damage to dwellings and avoid nuisance to persons; Construction areas shall be watered near settlement/villages on a set schedule depending upon weather conditions; vii. Avoid the burning of materials such as tires, plastics, rubber products or other materials that create heavy smoke or nuisance odour. Do not burn material which produces toxic gases. viii. Speed control measures on the road will be enforced.
Noise and Vibration a) Noise Because of the increase in machinery and construction activities, excessive noise levels are likely to occur from operation of the heavy duty equipment and construction process. National Noise regulations require that day and night time noise levels at the site not exceed (85 and 65) dBA respectively. The noise generated by the construction phase activities would create a negative, temporary but reversible impact which has been evaluated as medium for workers and the environment.
During construction it is necessary to measure noise levels produced by the construction equipment. These predicted impacts cannot be quantitatively determined precisely, primarily due to the lack of detailed information at this stage related to the scheduling and positioning of construction related activities. Instead a qualitative description of the impacts is provided.
This involves the identification of possible sources of emissions and the provision of details related to their impacts. Construction is commonly a temporary activity in nature with a definite beginning and end. Construction usually consists of a series of different operations. For the proposed roads’
194 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard upgrade project, it will be very much necessary to monitor noise pollution during the construction period to quantify noise generated by the construction equipment against standards. This will aid putting in place further mitigation measures. The Table below gives standard noise impact by construction equipment according to the EPA classification.
Table 7-3: Noise levels (in dBA), distance +/- 18 metres Equipment Noise level Bulldozer 80 Frontloader 72-84 Rock breaker 81-98 Dump truck 83-94 Scraper 80-93 Roller 73-75 Asphalt paver 86-88 Welding generator 71-82 Concrete mixer 74-88 Air compressor 74-87 Pneumatic instruments 81-98 Cement and dump trucks 83-94
Table 7-4: Noise Exposure Limits: Maximum exposure to noise permitted in the workplace Noise, dB(A) Maximum exposure time in hours per employee and per working day More than 87 but not more than 90 8 More 90 but not more than 92 More 6 than 92 but not more than 95 More 4 than 95 but not more than 97 3 More than 97 but not more than 100 2 More than 100 but not more than 102 1.5 More than 102 but not more than 105 1 More than 105 but not more than 110 0.5 More than 110 but not more than 115 0.25 More than 115 * 0.00 *Exposure to continuous or intermittent noise louder than 115 dB (A) should not be permitted. Impairment. Noise also affects wildlife as it drives animals away from their natural habitat. Criteria Comment Nature There will be impact from noise and vibration during the Construction of the road. Impact Magnitude Low Extent The extent of the impact is local since it is confined to the project area Duration The duration would be Short-term/temporal as it would occur during construction Intensity The intensity is Low to medium since many operation machinery shall be used and restricted to day time Likelihood There is a High likelihood that this impact will occur. Impact significance (pre-mitigation) Medium (-VE) Degree of Confidence The degree of confidence is medium.
195 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Mitigation Measures The potential noise impacts will be mitigated or minimized by adopting the following measures: • To reduce noise and vibration, plant and equipment used during construction stage shall be well maintained in accordance with manufacturers’ specifications and manuals; • To cause least disruption to local population, it is recommended that construction producing nuisance noise level be minimized or rescheduled so as not to disrupt functions or special religious holidays; • Works should be restricted to day time (6.00-18.00hrs) to avoid increasing unnecessarily the background noise levels in the night when people need to sleep; • Construction workers would be provided with hearing protection (ear muffs) and its use shall be enforced. During induction, workers should be trained to avoid and minimize unnecessary noise caused by raving of engines, leaving motors and machines idling; • Near settlements, activities producing excessive noise level including blasting should be restricted to day time except for underground works; • Equipment normally producing high levels of noise should be used only when it is really necessary. b) Vibration Construction equipment’s often cause ground vibration which spreads to a distant vibration-sensitive receiver such as buildings predominantly by means of surface waves and body waves. Vibrations reduce with distance and material damping which is thought to be attributable to energy loss caused by internal sliding of soil particles. Clay soil exhibits higher damping than sandy soils (Wiss, 1967). Wet sand attenuates less than dry sand. Buildings perceive vibration effects in different forms e.g. low rambling sounds and feel-able vibrations at moderate levels and slight damage at high levels. Damage of buildings from vibration due to construction activities can only occur if the building is very old or ancient. Severe vibrations are often caused by blasting and impact pile driving.
Table 7-5: Typical vibration criteria addressing building damage Particle Velocity Category Source mm/s (in/s) Industrial Buildings Wiss (1981) 100 (4) Buildings of Substantial Construction Chae 100 (4) Residential Nichols, et al., Wiss (1981) 50 (2) Residential, New construction Chae 50 (2) Residential, Poor Condition Chae 25 (1) Residential, Very Poor Condition Chae 12.5 (0.5) Buildings Visibly Damaged DIN 4150 4 (0.16) Historic Buildings Swiss Standard 3 (0.12) Historic and Ancient Buildings DIN 4150 2 (0.08)
Construction activities such as blasting, pile driving, demolition, drilling or excavation have the ability to cause significant potential impact when in close proximity to sensitive structures. The table below shows vibration source levels for construction equipment.
196 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Table 7-6: Vibration source levels for construction equipment Equipment PPV at 25ft (in/sec) Approximate Vibration velocity levels † LV at 25ft Pile Driver Upper range 1.518 112 (Impact) typical 0.644 104 Pile Driver (Sonic) Upper range 0.734 105 typical 0.170 93 Clam Shovel drop 0.202 94 (slurry wall) Hydro mill (slurry In soil 0.008 66 wall) In rock 0.017 75 Large bull dozer 0.089 87 Cassion drilling 0.089 87 Loaded trucks 0.076 86 Jack hammer 0.035 79 Small bull dozer 0.003 58 † Root Mean Square Velocity in decibels (VdB) is 1µ inch/second
During the baseline assessment, all readings were below the vibration levels, which was due to the fact that none of the above construction equipments were being used. A few fragile buildings made of mud and wattle existed along the project areas. After the roads’ construction, and due to increased speed, noise and vibration will decrease slightly.
Criteria Comment Nature There will be impact from vibration during the construction of the road. Impact Magnitude Low Extent The extent of the impact is local since it is confined to the project area Duration The duration would be Short-term/temporal as it would occur during construction Intensity The intensity is Low to medium since many operation machinery shall be used and restricted to day time Likelihood There is a High likelihood that this impact will occur. Impact significance (pre- Medium (-VE) mitigation) Degree of Confidence The degree of confidence is medium.
Mitigation Measures The following are the major noise and vibration mitigation measures:
i. It is therefore recommended that vibration impact assessment be made, if construction activities such as pile driving, demolition, drilling or excavation are conducted, for they have been noted to cause significant potential impact. Only, well serviced equipments should be used at all times to minimize level of vibration to workers and public. Additionally, road construction activities should be done only during day time.
197 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard ii. The contractors ought to have a clause on compliance to safety and health standards and guidelines as part of their purchasing policy which would lead to acquiring of less noisy and less vibrating equipment and machinery along with preventive maintenance manual. iii. Engineering controls should be used to reduce noise and vibration at the source (isolation, dampening etc.) iv. All equipment should be well maintained. v. Appropriate methods must be utilised for placement of equipment which would otherwise generate vibrations vi. Occupational hygiene monitoring system should be instituted and implemented.
7.3.8 Impact on the Lake Bunyonyi During construction there may be increased risks associated with pollution of nearby water resources especially around Lake Buyonyi area and other ground water sources.
Among the key impacts on lake Bunyonyi include;
i. Contamination from oil leaks from the construction machinery ii. Accumulation of construction waste due to runoff from the construction sites and onsite maintenance workshop iii. spoil sediment due to poor transportation and storage; there are chances of dumping spoil near the lake. iv. Suspended material loading and other nutrients in the water may lead to eutrophication and deterioration of water quality within the Lake Buyonyi water catchment and other riprian areas. Eutrophication can lead to several negative impacts on freshwater ecosystems, including noxious blooms of blue-green algae, lower dissolved oxygen, and shifts in species composition of many taxa.
Criteria Comment Nature There is a potential of pollution of water resources due to waste oils, spills, sediments and other wastes. Impact Magnitude Medium Extent The extent of the impact is local since it is likely to be Limited to communities. Duration The duration would be medium-Long-term Intensity The intensity is Medium given the high large amount of disturbance that it can cause on the water resources Likelihood There is a likelihood that this impact will occur. Impact significance (pre- Medium (-VE) mitigation) Degree of Confidence The degree of confidence is high.
In practice catchment management in the future will have a significant influence on mitigation of these impacts. If there is no careful catchment management interventions there will therefore be a moderate risk of eutrophication in the water sources.
198 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Mitigation Measures i. Establish temploary runoff intercepters and oil-intercepters for all works that are done near the shores of Lake Bunyonyi. ii. Keep spill kits close to the construction sites in case there is an incidental spill off, so that it can be immediately cleaned up; iii. Do not permit any refueling, storage, servicing or maintenance of the equipment within 100 m of drainages, water courses, alluvial plains or other sensitive environmental resources. If these activities must be done at the construction site, all precautionary measures shall be taken to prevent leaks or spills from reaching the soil or nearby water courses; Wherever possible these activities (refueling, storage, servicing or maintenance) should take place in construction camps adequately prepared for these purposes (adequately lined for preventing any soil and groundwater contamination, and equipped with culverts along the perimeters to collect water runoff that will be directed to wastewater treatment facilities; iv. Do not allow ready‐mix concrete trucks containing alkaline cement or residues of cement to enter any watercourse. Washout of the concrete trucks shall be performed at the concrete batching plant camp, where appropriate facilities will be provided. If the washout of concrete trucks were necessary at or near the construction site, this shall be done at distance greater than 200 m of any watercourse and never in a very high or high habitat sensitivity area. The washout area will be clearly signposted and drivers shall be aware of the designated locations for washout; v. Avoid setting up camps on alluvial terrains because of the high levels of the underground water table and the risk of pollution; vi. Organize proper handling and storage of lubricants, solvents as well proper usage of construction equipment; vii. Minimize the storage of substances that are harmful to soils and waters (e.g. fuels for construction machinery) on the construction site. All hazardous substances either products to be used or waste, shall be stored in adequate places, far from sensitive areas (e.g. water courses, habitats with a rich biodiversity hot spots) and adequately equipped to prevent any soil, surface water or groundwater contamination); viii. Undertake regular preventive maintenance of vehicles and construction machinery so as to reduce leakages of lubricants, motor oil and fuel. ix. Water quality downstream will be monitored visually regularly, with samples taken and analysed on periodic basis.
7.3.9 Landslides, Siltation and sedimentation Increased water runoff and erosion from various work sites could potentially result in siltation of downstream water courses and drainage systems since most of the project areas have lowland which are a source of water resources. Excavations, the cut and fill of several sections is anticipated with high enbankments which could potentially result in substantial siltation. Significant Land slides and erosion can occur at unstable cut and fill sections, spoil dumps resulting in the transport of material and siltation of nearby water courses, blockage of roads and can also lead to potential loose of property of even life.
199 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Criteria Comment Nature There is potential of siltation, erosion and land slides Impact Magnitude Medium Extent The extent of the impact is local since it is likely to be limited to communities Duration The duration would be Short-term as it would occur during the construction phase of the project Intensity The intensity is Negligible given that this impact can be easily avoided with proper planning Likelihood There is a very high likelihood that this impact will occur. Impact significance (pre- Medium (-VE) mitigation) Degree of Confidence The degree of confidence is high.
Mitigation Measures i. It is suggested that a sediment management plan should be designed for the project roads. ii. Site drainage systems should include sedimentation basins. iii. Water quality downstream will be monitored visually regularly, with samples taken and analysed on periodic basis. iv. Support erosion control interventions such as planting trees and grasses in Lake Buyonyi buffer zone and other erosion prone areas especially in areas of high cuts/enbankments. v. Keep all access roads and other drainage features clean and tidy to prevent the build‐up of oil and dirt that may be washed into a watercourse or drain during heavy rainfall;
7.3.10 Occupational Safety and Health hazards at the workplace Physical Agents In a very hot environment, the most serious concern is heat stroke. However, the Project Area is in one of the coldest regions of the country with average temperatures of about 17oC and highest mean of 26oC. In absence of immediate medical attention, heat stroke could be fatal. Heat exhaustion and fainting (syncope) are less serious type of illnesses which are not fatal but interfere with a person's ability to work. Excessive exposure to heat is referred to as heat stress and excessive exposure to cold is referred to as cold stress. The victims of heat stroke and hypothermia are unable to notice the symptoms, and therefore, their survival depends on co-workers' ability to identify symptoms and to seek medical help. While symptoms can vary from person to person, the warning signs of heat stroke can include complaints of sudden and severe fatigue, nausea, dizziness, lightheadedness, and may or may not include sweating. If a co-worker appears to be disorientated or confused (including euphoria), or has unaccountable irritability, malaise or flu-like symptoms, the worker should be moved to a cool location and seek medical advice. Warning signs of hypothermia can include complaints of nausea, fatigue, dizziness, irritability or euphoria. Workers can also experience pain in their extremities (hands, feet, ears, etc.), and severe shivering. Workers should be moved to a less heated shelter and seek medical advice when appropriate.
Threshold Limit Values (TLVs) for working in hot environments are given in units of WBGT (wet bulb globe temperature) degrees Celsius (°C). The WBGT unit takes into account environmental factors namely, air temperature, humidity and air movements, which contribute to perception of hotness by 200 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard people. The Humidex scale is the easiest tool to inform the workers about hot weather conditions. The humidex scale quantifies human discomfort due to perceived heat taking into account the effect of air temperature and relative humidity. For a given temperature, the humidex increases as the relative humidity (moisture content) of the air becomes higher. As relative humidity increases, the rate of evaporation (escape) of sweat (heat) from the body reduces thus making body temperature to remain high.
Injuries and falls Injuries while working in civil construction activities may result from many causes, including slips and falls, lifting heavy equipment, misuse of tools and mishandling equipment. Slips and falls may occur as a worker climbs platforms and scaffolds while working at height. The operations at the site will require awareness raising and training of workers on occupational safety and health risk management and supervision to ensure that work is done safely. Operations for the site preparation further pose occupational risks resulting from machine related injuries and prolonged exposure to noise among others. Construction activities would pose many safety and health risks to workers if the developers of the site /contractors do not institute adequate preventive measures.
Criteria Comment Nature The construction works poses a risk in terms of occupational health and safety Impact Magnitude High Extent The extent of the impact is local since it will be within the project area, and to specific sites Duration The duration would be Short-medium term since it occurs mainly during the construction phase of the project Intensity The intensity is medium since it can be avoided and mitigated with proper planning Likelihood There is a High likelihood that this impact will occur. Impact significance Low-medium (pre-mitigation) Degree of Confidence The degree of confidence is high.
Mitigation Measures i. The Contractor will be required to offer Safety training to all workers on the the project. In addtion, it will be the requirement of the Contractor to ensure that safety induction will be given to all persons given access to the project. ii. Moreso, toolbox talks, as requirement, will be conducted every workday of the project before workers commence works of the day. iii. All incidents, including near misses, shall be recordered, investigated suct that their causes are determined and measure to prevent a future reoccurance are implemented. The records will be regulary updated and kept in the incident and accident register. iv. In an unfortunate event of a fatality, the Contractor will make a report to Supervision Consultant and ensure that UNRA and the AfDB project team is informed within 24 hours of the ocurance. This will be followed by an indepth investigation to prevent a future occurance. In addition, a penalty will be given to Contractor, according to the provisions of the Works Contract, if it determined that the fatality was as a result of the negligence of the Contractor.
201 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard v. The Contractor shall select staff to be trained by officers from Heath directories within the Ministry of Health in first aid procedures, Ministry of Gender, Labour and Social Development; vi. The first aid team will be in charge of educating workers on first aid procedures. A well- stocked first aid kit must be provided on site; in addition to having a site clinic and a trained nurse. vii. The location of first aid kit and names and contacts of first aiders should be provided on site; viii. There should always be a project standby vehicle to rush injured persons to the nearest health facility; ix. Appropriate signage should be provided along sections of road to inform and warn road users. Examples could be: Road works ahead, Men at work, Danger Construction traffic, etc. x. Warning signs and appropriate barricades would be erected and placed along excavations since most of the project areas will consit of cut and fill sections which are likely to hhave high enbankments/slopes. An example could be: Beware: Open trench xi. Reversing alarm shall be fitted on all moving vehicles to avoid accidents; xii. The Contractor will apply ‘safety first’ rule to govern all activities and operations within the work camp and along the route and areas within his jurisdiction; xiii. Plan for reinstatement and restoration of borrow-pits giving it shape, method of achieving it, drainage and sediment control, re-soiling and re-vegetating it will be as per specifications; xiv. The contractor must make every reasonable effort to minimize road safety hazards and inconvenience to other road users, resulting from the passage of his, or his subcontractors' haulage vehicles, and should impose and enforce compliance with speed limits; and xv. In cases where haul routes pass through towns or major settlements, before commencement of civil works, the contractor shall prepare construction traffic management plans which set out clearly the steps which shall be taken to minimize the impacts of his haulage traffic, including but not limited to the regular watering of un-surfaced sections to suppress dust and the enforcement of speed limits. 7.3.11 Loss of Flora Road construction near the Mgahinga National Park and the Lake Buyonyi habitat, plus its access roads together with clearance of the Contractor’s camps, material sites and other permanent or temporary project structures and the associated activities will result in further vegetation clearance. Some vegetation will be permanently lost and surrounding vegetation will experience changes in species composition towards more riparian species. Clearance of vegetation can result into destruction of threatened species and sensitive habitats including the wetlands. This can also lead to local habitat fragmentation.
Criteria Comment Nature Construction phase site clearing etc. would result in a direct negative impact on the vegetation of the site. Impact Magnitude Medium Extent The extent of the impact is on-site since the impacts are limited to the boundaries of the site. Duration The duration would be long-term as the vegetation of the area would be affected. Intensity The intensity is medium given the high large amount of disturbance that is likely to accompany the construction on the road 202 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Likelihood There is a very high likelihood that this impact will occur. Impact significance (pre- Medium (-VE) mitigation) Degree of Confidence The degree of confidence is high.
Mitigation Measures: It is recommended to adhere to principles of environmental conservation during the construction period in order to avoid excessive destruction of vegetation and disturbance of land in the forested area. Therefore, to minimize the destruction of trees and natural vegetation, it is recommended that:
i. Excessive destruction of trees and other vegetation should be avoided; ii. Vegetation clearing will be limited to construction areas stipulated in the design reports; iii. Wood from trees that are cut down would be given to communities for their use and will be compensated in cash for the loss of privately-owned mature trees and by replanting for the loss of natural vegetation as appropriate; iv. Communities should be supplied with fast growing trees of their choice which they will plant at a selected location. The cost can be included in the civil works contracts; v. Consider the location of mature trees during route selection for the access road construction and land clearing for borrow sites; vi. Specifically prohibit borrowing, spoil disposal and camping within the boundaries of existing productive farmland and forests; vii. The Contractor will be responsible for any fire accident caused by his activities within the woodland and forests; viii. The contractor is responsible for the conduct of his workforce in relation to environmental protection matters and to specifically prohibit unnecessary felling of trees; the Contractor should inform the local authorities about the project and arrange special policing to protect illegal timber extraction during construction along the project road especially along the Kabale-Buyonyi Road section which has dominant eucalyptus and pine tree species close to the right of way; ix. The contractor together with the local authorities shall count all trees of commercial value to be removed during construction and include them in the Bill of Quantities. This is to enable the determination of the true cost of clearing done by contractor; x. The contractor should put in writing a request for authorization to carry out clearing. The authorization indicates the width and the exact location where clearance would take place. xi. All work contracts shall prohibit illegal logging.
7.3.12 Impacts related to Hydrology and Drainage Being a mountain area, the road is often crossed by drainage lines coming from the upstream zones. Due to the morphology, the area under study is, in fact, characterized by a complex hydraulic network. At the intersections between the road and the hydrographic network, pipe culverts are placed to allow the water runoff. The pipe culverts are normally made of concrete and characterized by a diameter ranging between 600 mm and 1000 mm. The points of inlet and outlet of these pipe culverts are protected by a finishing made with riprap, in order to counter the erosion phenomena due to the kineticity of the current. Pipe culverts inlet and outlet are also provided by wing walls. The
203 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard main purpose of these wing walls structures is to hold the backfill from sliding to the entrance and protect the soil from eroding.
The inner side of the road is provided with a ditch for collecting water coming from the road and from the embankment. The ditch is constituted by an excavation in the natural ground level without finishing or grouted pitching. The ditch develops along the alignment of the road and drains the water collected in the various culvert that it intersects. The outer side of the road, however, is not provided with a ditch.
It should be noted that in many cases the presence of sedimented material was found at the outlet point of the culverts, which could limit the outflow of water, causing flooding problems. A solution to this problem may be to increase the slope of the new culverts.
The excavation of the surrounding mountains due to the quarries rapidly modifies the morphology and hydrology of the area. Given to the quality of the soil, landslides and transportation of debris are possible and common road storm water drainage solutions might not be sufficient to face these events. The upgrading of the project road is likely to increase the water flow capacity and affecting several natural drainage features in the course of construction. Sedimentation may also occur of the available lower water catchments as a result of cut to spoil and soil erosion. Temporary fills and stockpiles adjacent or exposed to the sensitive water catchments may also lead to sedimentation. Some short-term/temporary changes in hydrology and drainage are likely to occur during the construction phase. Effects of siltation and poor drainage in these areas have to be catered for.
Criteria Comment Nature Construction phase site clearing, roads etc. would result in a direct Negative impact on the hydrology. Impact Magnitude Medium Extent The extent of the impact is on-site since the impacts are limited to the boundaries of the site. Duration The duration would be long-term as the vegetation of the area would be affected. Intensity The intensity is medium given the high large amount of disturbance that is likely to accompany the construction on the road Likelihood There is a very high likelihood that this impact will occur. Impact significance Medium (-VE) (pre-mitigation) Degree of Confidence The degree of confidence is high.
Mitigation Measures i. In order to protect the planned infrastructure from flooding, a drainage system has been designed, in accordance with the UNRA standards. The drainage system consists of culvert, to ensure the correct flow of the waters affecting the hydrographic network of the area, and side ditches, to collect the water coming from the road pavement and lateral embankments. ii. More in particular, the culverts are made of concrete pipes designed to contain the flow rates corresponding to rain events with a return period of 25 years, while the lateral drainage system
204 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard consists of trapezoidal ditches capable of channeling the surface runoff. With the designed drainage system it is possible to ensure a safe usage of the infrastructure, even in correspondence of meteoric events of particular intensity. iii. A side ditch has been provided for in the drainage design of the road, with the double function of collecting the water coming from the road surface and protecting the road itself from erosion caused by the waters coming from the embankment. The lateral ditch develops along the road alignment and collects the water by discharging it into the drainage lines that the road intersects along its alignment. iv. The lateral ditch is characterized by a trapezoidal section, with a base width of 500mm, height of 700mm and side slopes equal to 3H/2W. In order to avoid erosion due to the kineticity of the flow, the lateral ditch QC with the sections characterized by high slopes. v. The lateral ditch verification has been performed by calculating the maximum capacity of the trapezoidal channel in relation to the critical runoff that must be collected. vi. A study was also carried out to analyze the flood risk linked to the presence of Lake Buyonyi adjacent to the planned infrastructure, in order to verify that the road will not be affected by particularly intense flood events. The inundated area does not reach the road in case of a RP 100yrs event. vii. The Contractor must approve their work program, approach and methodology to ensure that it does not cause flooding, reduce flow downstream or increase sedimentation unnecessarily. Dry season construction may be preferred especially along wetlands; viii. The timing for culvert construction will avoid the rainy season to prevent potential flooding and other water flow and quality impacts; ix. Instructions on selected design for culvert repairs would be as per specifications; x. The culvert construction design shall incorporate measures such as adequate size to direct and contain the streams to prevent overflow or erosion, thereby avoiding siltation of the water body; xi. Drains will be constructed to direct storm water and run-offs. Siltation traps shall be installed to trap silt and sediment and reduce contamination of water bodies; xii. Where sedimentation was unavoidable during construction, communities should be provided with alternative sources of water. This could be provided by tanker services or a borehole can be sunk at an agreed location for the use of the communities affected; xiii. When heavy contamination of water by sediment or silt occurs, the Contractor should quickly remedy the situation by removing the source of sediment or silt from near the water body so that aquatic life is not destroyed; xiv. Clearing of grass along the corridor will be restricted to the right-of-way (RoW), and road works shall progressively follow clearing. This will avoid exposing large cleared areas to the eroding effects of rainfall; xv. Heaped construction materials shall be covered; xvi. Excavated materials shall be retained away from the streams and covered, to avoid possible losses into the water course; xvii. Vehicle washing, servicing and fuelling, etc. shall be carried out at suitable and confined designated places, away from the river or water sources. Containment measures such as drains, oil trap, sump and bins will be provided to receive all wastes (liquid and solid) generated; and xviii. Rainwater collection is encouraged on construction site or camp sites.
205 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 7.3.13 Disturbance and Habitat Alteration The construction of the roads will involve noise and vibration that may cause short- term disturbance to fauna that occupy adjacent habitats. The primary causes of noise and vibration would come from traffic, equipment operation and movement, clearing and excavation, rock breaking (drilling and blasting) and construction. Such impact shall be common in areas towards Mgahinga National Park areas, around the Lake Buyonyi area and also settlements were there are domestic animals.
Disturbance of wildlife communities from the increased activity resulting from the road construction, will come in the form of noise or increased access by people and can be a significant form of stress upon the populations particularly if they are sensitive species.
Criteria Comment Nature Vegetation clearance and disturbance. Impact Magnitude Medium Extent The extent of the impact is on-site since the impacts are limited to the local area. Duration The duration would be short-term as the disturbance would persist for the Duration of the construction phase. Intensity The intensity is high given the high large amount of disturbance that is Likely to accompany the construction work. Likelihood There is a very high likelihood that this impact will occur. Impact significance (pre- Low (-VE) mitigation) Degree of Confidence The degree of confidence is high.
The following measures are recommended to mitigate disturbance and possible death of animals;
i. No constructing workers camps, workshops, and equipment and material storage sites within / close to habitats for animals like forests or wetlands. ii. Locate all associated structures and temporary and permanent construction-related sites (e.g. construction camp, borrow pits) as far as possible within the zone of inundation, and in disturbed habitat locations to minimise habitat loss and human/wildlife interactions; iii. Restoration of the site after construction should enable re-establishment of suitable habitats. iv. Disposing of all used cables in order to prevent them from being used to make snares. v. Effort should be made to keep noise levels within the permissible limits as contained under the national and international noise legislation under chapter Three. vi. Measures proposed to reduce air pollution should be implemented; vii. Re-vegetation of workshop, workers’ camp, storage material and borrow areas with vegetation species indigenous to those areas should be carried out during reinstatement. viii. Fitting high noise producing machinery during construction with silencers ix. Regular servicing, maintenance and appropriate repair of haulage vehicles and construction machinery with a potential to generate noise. x. Stone crushing plants should be operated according to manufacturer’s specifications. xi. Limiting construction, excavation activities, blasting activities and movement of haulage vehicles to day time since the noise impact is less felt during day than during the night.
206 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard xii. In addition, to avoid any unnecessary disturbance of wildlife during the construction phase of the projects, the following will be prohibited for fauna species, which constitute the mitigation measures specified in Article 6 of the Bern Convention:
− All forms of deliberate capture and keeping and deliberate killing; − Deliberate damage to or destruction of breeding or resting sites; − Deliberate disturbance of wild fauna, particularly during the period of breeding, rearing and hibernation, insofar as disturbance would be significant in relation to the objectives of the Bern Convention; − Deliberate destruction or taking of eggs from the wild or keeping these eggs even if empty; − Possession of and internal trade in these animals, alive or dead, including stuffed animals and any readily recognizable part or derivative thereof, where this would contribute to the effectiveness of the provisions of this article.
The following legislative measures/restrictions will also be followed in accordance with Article 7 of the Bern Convention:
− Closed seasons and/or procedures regulating the exploitation; temporary or local prohibition of exploitation, as appropriate, in order to restore satisfactory population levels; − Sale, keeping for sale, transport for sale or offering for sale of live and dead wild animals. − In order to avoid any unnecessary disturbance to wildlife during the construction phase: − Movement of machinery and workers will be limited to the designated construction sites and camp facilities. − The construction sites will be secured by temporary fencing to prevent entrance of animals into the construction sites and thus mortality due to construction activities. − Unnecessary traffic outside the designated routes within the Project Area will be minimized in order to prevent mortality of animals.
7.3.14 Impacts related to construction workers and Labour Majority of the segment of workers on road projects consists of those who are recruited by firms through third party contractors or on temporary work, and who lack the security of a definite tenure and basic social and employment protection. Temporary contract workers not only constitute a significant share of the labour market in the road projects and this has serious implications for both economic development and active labour market policies.
The “outsourcing” of labour through subcontractors and other intermediaries is now the norm. This means that work in construction of roads has become increasingly temporary and insecure, and workers’ protection (where it existed) has been eroded as large numbers are excluded from social security schemes. The increase in the practice of employing labour through subcontractors has also had a profound effect upon occupational safety and health and it has undermined collective bargaining agreements and training provision.
207 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Criteria Comment Nature Wealth fare of workers and rights are often ignored Impact Magnitude Medium Extent The extent of the impact is local since it is likely to be limited to the Project area. Duration The duration would be Long-term as it would occur throughout the Project life cycle. Intensity The intensity is Medium Likelihood There is a high likelihood that this impact will occur. Impact significance (pre- Medium-Low (-VE) mitigation) Degree of Confidence The degree of confidence is high.
Mitigation Measures: i. Strict adherence to the labour laws and regulations governing employer-worker relations that cover various aspects such as the resolution of labour disputes, hiring and firing workers, closure of establishments, retrenchment, strikes and lockouts. ii. Social dialogue and collective agreements shall be encouraged because of the specific circumstances of construction, notably the high mobility of labour between employers. Collective bargaining provides a mechanism for the provision of social benefits and training on a shared basis while employers do not pay into social security funds on behalf of construction workers who are on temporary contracts. iii. There is need to embrace casual and temporary workers and all those with non-standard forms of employment recognized by the trade unions and establishment of labour cooperatives, especially for women, which is seen as one way for women to break through the barriers to skilled work actively supported by legislation that provides for the registration of workers’ associations with the Department of Labour. iv. Extension of social security to all by providing adequate insurance against periods of sickness or unemployment, as well as medical and retirement benefits is of critical importance in attracting and retaining workers. Where there are state insurance schemes that apply to permanent workers, attempts can be made to extend them to all workers, with schemes specifically tailored to the needs of construction workers.
Promoting health and safety; ensuring that accident prevention strategies are adopted as follows:
i. There should be cooperation between employers and workers in taking appropriate measures to ensure that workplaces are safe and without risk to health; ii. All parties to a construction contract have responsibilities, including those who design and plan projects; iii. The principal contractor is responsible for coordinating the prescribed measures and each employer is responsible for their application in respect of workers under his authority; and iv. Workers have the duty to report risks, but also the right to remove themselves from imminent and serious danger. ii. Training is fundamental to meeting the skill requirements of the construction industry.
208 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 7.3.15 Visual Impacts due to Road works During construction, there is also anticipated cut and fills in several sections as well as re-alignments in some areas. The area vegetation cover which is unique along the roadsides may also be cleared hence altering the aesthetics of the area. Therefore, the aesthetic appeal of the area will be altered by the presence of the different road infrastructure if not well planned. In terms of aesthetics and landscape, a well-designed touristic road would fit well with its surrounding objects and if not considered then there will be lack of harmony between the tourism elements in the area which form the distinctive landscape of Kitezi. However, the magnitude and severity would also depend on the number of material sites opened and the restoration that will be done after construction.
Criteria Comment Nature There will be visual scenery alteration in the project area Impact Magnitude Medium Extent The extent of the impact is local since it is likely to be limited to the project area. Duration The duration would be Long-term as it would occur throughout the project life cycle. Intensity The intensity is Medium given that vegetation will have to be cleared for construction to take place and there will be eminent visual alteration. Likelihood There is a Medium likelihood that this impact will occur. Impact significance (pre- Medium-Low (-VE) mitigation) Degree of Confidence The degree of confidence is high.
Mitigation Measures The effects of the road construction on the landscape can be corrected in part through measures, such as landscape planting and the integration of the design of the road furniture in tandem with the surrounding landscape, as follows: Shaping of the terrain around altered impacted areas so as to recreate the surrounding land morphology; i. The results of calculation are requesting a granular subbase of 200 mm and a granular base of 150 mm. For the surface layers, in order to consider local peculiarity, aesthetic and environmental features, DSD (double surface dressing) has been proposed and agreed. ii. This special pavement, without using black asphalt finishing layer but using chipping with local aggregates and double surface dressing as a binder, approved by the flexible pavement guide, combines flexibility and durability with integration with the environment (landscape colour), regular maintenance and perfect finishing. Our additional proposal is the use of the bituminous water based cationic emulsion. iii. Planting vegetation with autochthonous species present in the project area such as; iv. Slopes of the cuttings and embankments. Vegetation measures are generally recommended for slopes;
209 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard a. Using construction materials with colours and textures that blend well with those of the surrounding landscape (e.g. dark concrete for dam and bridge pillars);
v. Any quarry areas opened for the construction of the project, shall be reinstated at the end of the construction works to as far as is possible their original conditions and replanted. The requirements for reinstatement must be included in the contract documents. The general rehabilitation procedure should be as follows:
b) Back fill the gaping holes with spoil material from cut and fill process followed by stockpiled overburden initially removed from the borrow sites and quarries. c) Levelling/re-contouring and compaction of the fill in the pit d) Spreading of stock-piled top soil initially obtained from the borrow sites and quarry over the compacted fill material. The top soil layer should not be less than 50cm thick. e) To prevent wash away of fill material and top soil, re-vegetate the top soil with grasses and/or trees indigenous to the site. In case of sites with sloppy terrains, re- vegetation should be done during dry season and not during the wet season because top soil could easily be washed by storm water and hinder the growth of the grass. The grass planted during the dry season should be watered until it grows.
vi. Empty bitumen drums should not be scattered along the construction site. A central place for storage of empty bitumen drums awaiting disposal to appropriate sites should be got. vii. All areas under which workers camps will be constructed should be restored to as near as possible their original state.
f) Shaping of the terrain around altered impacted areas so as to recreate the surrounding land morphology; g) Planting vegetation with autochthonous species present in area
7.3.16 Local Peculiarities According to the Ugandan Road Design Manual, one of the option for the pavement design could be the “Double Surface Dressing” – ref. chap 6.2. Road Design Manual Vol. 3. With this proposal we are looking to avoid the contrast between the black top of a traditional bituminous pavement with the surrounding green and natural environment.
210 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
This solution allows to use local aggregates as finishing, matching in this way the colours of the surrounding soils.
Moreover: i. Meeting the Ugandan Design Manual specification (for traffic less than 6,000 vehicles per day), ii. Provides high resistance to skidding hence accident hazards reduces. This is ideal for mountainous roads; iii. Bitumen content in two coats is 17-18 kg/10 sqm, which, means less expensive than classic wearing course solution. iv. Heating of chippings is not involved and a hot mix plant is not required, hence an environmental friendly treatment v. The reflection cracking are retarded considerably due to its flexible behaviour vi. Delay in oxidation of bitumen in binder course because stone chippings, provides protection from sunrays, resulting into a durable pavement. vii. Matching the colours of the local area reducing the visual impact on the environment; viii. Long life out of dense urban area.
In order to have the desired finishing colour, attention has to be paid to three main factors: ix. The dosage of bituminous emulsion (an excess of it would cause bleeding and the black top finishing); x. The selection of aggregates from local sources; 211 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard xi. The aggregates have to be laid without soaking them in the bitumen.
A key addition to the standard Double Surface Dressing we would like to suggest and that would strongly influence the green impact of the road construction on the environment is the usage of Bituminous Emulsions with water (avoiding Kerosene, Diesel, etc.). Oil-derived products, once the emulsion is applied, will evaporate to the atmosphere creating a major environmental impact and damage. Considering that the Priming Emulsion is applied at an average rate of 1 litre/sqm, and that the ratio bitumen/additive is 60/40, the volume of Kerosene or Diesel dispersed into the atmosphere in a road long 20km and wide 10m would be 80 m3. Moreover, emulsion with water needs low temperature (45°) to be applied that makes it also safer for the operator. Moreso, once the water evaporates, no residues in the atmosphere are released. Taking into consideration the energy necessary to heat the cutback up to 75° (for the Priming) or 175° (for bitumen), the footprint would be much worse.
View Point Stopping Areas The road is a link between Kabale and the lake. The journey to reach the shores of the lake is something that can be enjoyed by the users, crossing green lands, reaching the top of the mountain and passing scenic viewpoints with unique experience. Given the mountainous characteristic of the site, the road gives the chance to place view points and let the drivers stop in safe locations to enjoy the view of the valley and the lake. Kachwekano, at the top of the mountain is one of the perfect location to experience a 360° view of the lake and the Kisoro Valleys.
Plate 7-1: Potential view points along the Road
Mitigation Measures
i. To follow the touristic features of the road, some viewpoints at the top of the mountain were placed to allow travellers to enjoy the view of the valley and the lake. The road end with a loop on the lake shore, with a one-way single lane road but with separate pedestrian facilities to create a corniche to allow tourist enjoy the lake, the piers for the boats and the local market stalls.
212 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard ii. The view point shall be built in concrete (foundation and main structures), and then paved with the local wood to provide continuity with the safety road barriers and for a better merge with the local environment. iii. The visible concrete shall be covered and finished with the local stone, rip-rap technique. iv. Pedestrian safety barriers surrounds the terrace to avoid accidental falls. Wire barriers have the great vantage to be open and permit to enjoy the panorama or wooden or concrete barriers for a better merge with the surrounding environment. v. Moreover, for cultural and touristic purposes, each view point shall be furnished with a specific sign board (with high quality graphic) where the description of the view is provided. vi. Taking into consideration the environment, the aesthetics of the road and driver’s comfort, the designs adopt solutions that blend functionality and pleasant visual impact. This means the adoption of Wood and Steel Safety Barriers (WSB) that mitigate the impact on the local environment. ii. The wooden and steel guardrail combines the containment capacity of its steel core with the natural and rustic appearance of wood, to guarantee safety in areas where the aesthetic integration with the environment is a must, like Natural parks, Mountain roads, Urban and rural areas, Tourist sites, etc.
Figure 7-1: Wooden and steel guardrail combined iii. The sawed wooden components of rail and post cover are manufactured with conifer woods (minimum quality MEG far rail and ME-2 far covers of any of the species described in the UNE 56544); with a class 4 preservation treatment to protect the pieces against biological attacks. The metallic components are made from hot-rolled steel sheet, S235JR grade according to EN 10025 and hot dip galvanized (according to EN ISO 1461).
7.3.17 Sources and Transportation of Construction Materials The sites for sources of material (borrow sand and rock areas) shall have a number of potential negative impacts including: dust at sites and along access roads; siltation and oil pollution of down- stream areas; inaccessibility of land for cultivation or grazing during operation of site; noise from the site; among others. The impacts of the marterial extraction sites and transportation if not well
213 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard planned can distrupt some of the tourism activities in this areas not withstanding change in visual quality and land scape
Criteria Comment Nature There will be dust, noise, siltation and oil pollution among others at Marterial extraction sites Impact Magnitude Medium Extent The extent of the impact is local since it is likely to be limited to the Project area. Duration The duration would be Long-term as it would occur throughout the project life cycle. Intensity The intensity is Medium given that vegetation will have to be cleared and land scape disfigured and there will be eminent visual alteration. Likelihood There is a high likelihood that this impact will occur. Impact significance (pre- Medium (-VE) mitigation) Degree of Confidence The degree of confidence is high.
Mitigation Measures
The recommended measures shall include the following: i. Quarry and borrow sites and access roads are deemed to be part of the site, so that the powers and authority of the contractor extend to them in the same way as to other areas where works are being undertaken; ii. The contractor is required to prepare detailed Site Environmental Plans (SEPs), and method statements for approval prior to commencement of any site development, and to execute all work at the sites in accordance with the plans. The SEPs should address all matters relevant to environmental protection and the minimization of impacts. Information provided in the SEPs should include, but not be limited to the following:
a. A site plan showing the location and proposed extent of the quarry, and borrow sites b. Access road and any other facilities which may be installed, c. Details of all landholdings, vegetation and land use, d. Distance from the site to the nearest habitation, e. Measures which will be taken to minimize erosion caused by access road construction and drainage system operation, f. Any other measures which will be taken to minimize environmental impacts, including orientation of working faces to reduce visual impact, and g. Measures to be taken to make the quarry site safe on completion of exploitation, and to rehabilitate any agricultural land which has been affected by access road construction and operation; h. All other necessary certificates/permits should be acquired from the approved authorities before use of the marterial sites.
214 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard iii. The Contractor shall not enter the land until compensation to owners or legal occupants is effected has been given; iv. Store the topsoil for site rehabilitation; v. Borrow material shall be excavated within the limits of depth and area shown on the borrow pit plans, and in a manner that will not prejudice the use of the material for the intended purpose; vi. Borrow pits shall be continuously protected against the ingress of surface water, and the Contractor shall construct such temporary banks as may be required for diverting surface water, and, in so far as is possible, his operations shall be planned in such a way that the borrow pit will be self-draining, provided that silt traps are installed; vii. Borrow areas shall be kept dry and ensure that borrow material is sufficiently dry when required for use; viii. The reinstatement of the entire area shall be done in a manner so as to blend it with the surrounding area and to permit the re-establishment of vegetation for example using indigenous tree, shrub and grass species; and ix. For this purpose the borrow area shall be shaped to even contours without any slopes being steeper than 1:6, The overburden and/or topsoil shall be pushed back, spread evenly to the prescribed thickness and landscaped over the area of the quarry, borrow pit, access road, spoil or stockpile area. After spreading, the topsoil shall be protected by seeding or re-vegetation.
7.3.18 Impacts on Physical Cultural Resources and Indigenous People Besides the known heritage sites of Batwa within and near Mgahinga National Park, the communities identified other sites which are located in various strategic places that are located outside the parks that may directly or indirectly be affected by the proposed road projects.
Other key types of sites that were identified were the various Places of Worship (e.g. churches), cemeteries and burial places. It must be pointed out that most of the cultural sites are the cornerstones of the tourist attractions which are more abundant in Kisoro district than Kabale and Rubanda Districts. According to the communities, visitors and tourists to Mgahinga forest, Garama cave, Volcano demonstration camp and Batwa village will increase and are not to be affected apart from construction phase when some of the roads to these sites may be blocked. Since cultural sites have big attachments onto the communities, the stakeholders recommended the need of involving the cultural institutions in making decision regarding any likely impact of the cultural sites. The detailed location of these graves shall be captured in the RAP.
Significant number of the Batwa have been integrated within the communities especially in Gisozi Parish, Mulamba Sub County. However, the main establishment is 3 kilometres way from the project area.
Criteria Comment Nature The project physical cultural resources are within while other significant ones are out of the project zone of influence
Impact Magnitude Medium Extent The extent of the impact is local given the impact will be limited to the project area Duration The duration would be Short-term
215 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Intensity The intensity is Low Likelihood There is a Medium likelihood that this impact will occur. Impact significance (pre-mitigation) Low (-VE) Degree of Confidence The degree of confidence is high.
Mitigation Measures
i. Public notices will be put in place for those affected by the road project and there after compensation for the loss will be paid for the affected resources to be relocated. This will be done after an agreement between the Contractor, UNRA, Department of Museums and Monuments (Ministry of Tourism, Wildlife and Antiquities and the community) on how best they can be protected. ii. The department of Museum and Monuments will be responsible for only nationally identified significant cultural and historical sites while the local communities are responsible for their cemeteries, traditional and physical cultural resources according to the societal norms. iii. If any significant physical cultural resources are encountered during the construction, the department of Museum and Monuments should be contact for further guidance. iv. The Intergrated Safegyards System of the African Development Bank and the relevant Operational Safeguards will be adhered to while dealing with cultural heritage and in case of chance finds. v. A Chance Finds Procedure will be prepared as part of the Contractor’s Environmental and Social Implimentation Plan for the Project. vi. Under the Uganda law, any chance finds should be reported to the Department of Museums and Monuments of the Ministry of Tourism, Wildlife and Antiquities and the Chief Administrative officer (CAO). If the finds are not of interest to the Department of Museums and Monuments, they should be reburied on a site set aside for such purpose. If they are unknown human remains, such should be handled in line with the cultural norms with the involvement of local leaders and religious leaders. vii. The Implementing Agency (UNRA) staff will ensure that the Contractor is adequately briefed about the chance finds procedures before commencing works. Procedure on how to handle chance finds of physical cultural resources should be included in all civil works contracts.
If the Contractor discovers any physical cultural resources, such as archaeological sites, historical sites, remains and objects, including graveyards and/or individual graves during excavation or construction, the Contractor shall: viii. Stop the construction activities in the area of the chance find; ix. Delineate the discovered site or area; x. Secure the site to prevent any damage or loss of removable objects until the responsible local authorities or the Department of Museums and Monuments of the Ministry of Tourism, Wildlife and Antiquities take over; xi. Notify the supervisory Project Engineer who in turn will notify the responsible local authorities and the Department of Museums and Monuments of the Ministry of Tourism, Wildlife and and Antiquities immediately (within 24 hours or less). xii. Responsible local authorities and the Department of Museums and Monuments of the Ministry of Tourism, Wildlife and Antiquities would then be in charge of protecting and preserving the site before deciding on subsequent appropriate procedures. This would
216 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard require a preliminary nevaluation of the findings to be performed by the staff of the Department of Museums and Monuments of the Ministry of Tourism, Wildlife and and Antiquities. xiii. Decisions on how to handle the finding shall be taken by the responsible authorities and the Department of Museums and Monuments of the Ministry of Tourism, Wildlife and Antiquities. Such a decision will be documented in writing. This could include changes in the layout (such as when finding irremovable remains of cultural or archaeological importance) conservation, preservation, restoration, and salvage. xiv. Works may resume only a written decision is received by the Contractor and the Implementing Agency (UNRA).
7.3.19 Construction camps and work sites Contractors will establish Construction camps and work sites. These temporary work sites will require water and fuel supplies, potentially putting additional demand, albeit temporary, on fuel, electricity, security waste managemt services among others. Generated waste (human, kitchen, workshop, office, equipment, machinery wastes) may affect the environment if not handled properly. In addition, the construction process will involve clearing and glubbing and generation of overburden, which is a seedbank that is key during environmental resotartion.
Construction camps include workers’ living and eating areas, and the grounds where equipment is stored and serviced and where materials are stockpiled. Careless construction camp design and management can lead to serious environmental degradation including sewage and garbage pollution; depletion of fauna and flora through illegal harvesting (poaching); infrastructure overloading- health services, sewage treatment, schooling and law enforcement; and spills from construction equipment operation and servicing. Traffic disruptions may also be created by carelessly planned detours and road closures. In some agricultural areas, closures can create additional problems during harvest seasons. The temporary settlements built for construction workers can have significant impacts (some positive) on local economic activities.
Criteria Comment Nature The project shall establish construction camp yards, and marterial work sites Impact Magnitude High Extent The extent of the impact is local given the impact will be limited to the project area Duration The duration would be Short-term Intensity The intensity is Low Likelihood There is a very high likelihood that this impact will occur. Impact significance (pre-mitigation) Low (-VE) Degree of Confidence The degree of confidence is high.
217 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Mitigation Measures
i. Individual ESIAs will be undertaken in accordance with OS 1 of the AfDB and will require approval by NEMA before commencement of construction works at any of the Project Associated Facilities. The ESIA will ensure that potential alternatives have been evaluated and only best options considered. More so, the ESIA will ensure that a clear layout plan that demonstrates design options to avoide and minimize potential negative impacts are considered. ii. During the site planning and setting up, many potential impacts may be avoided by taking preventive measures when setting up a work site. Careful siting of borrow pits, stockpiling areas, work depots, and work camps can avoid sensitive areas, reduce air and noise pollution, minimize visual intrusion, and help to prevent local traffic congestion. Confining the handling and use of hazardous materials at the construction site can go a long way in reducing the risks of accidental spills. iii. Overburden from the construction sites must be stored within approved project area and protected for furture use during environmental restoration. However, spoil and excess construction will be stored in existing un restored borrow areas. It will be the requirement of the Works Contractor, in his method statement and work plan to ensure that spoil is stored in sites approved sites. Otherwise a project brief will be done in accordance with the National Environment Act, 2019. iv. Contractor must enter into negotiations with owners of land and acquire the land legally; v. Avoid lands on which disputes already exist; vi. Workers camp construction, sanitation, use and maintenance should be according to specifications; and vii. All the contractor’s sites and facilities should be formally decommissioned to an approved condition. Therefore, prior to completion, the Engineer should check that all requirements regarding clean-up and reinstatement have been met. viii. The Contractor must prepare and implement a plan for the approval of the Engineer, prior to the decommissioning of camps. Activities to be carried out should include removal and disposal of all waste, demolition and removal of unwanted structures, removal and disposal of any soil which has been contaminated by the spillage of fuel, or any other polluting material, and any others necessary to restore the site, as far as possible, to its initial state.
7.3.20 Poor Waste Management including spoil, hazardous and non-hazardous wastes. During the construction of the road projects, the workers and visitors could generate solid wastes, non-hazardous, food wastes from food stuffs, packaging materials from retail facilities, paper, newspaper, polythene and variety of food containers. However, there is also a chance of some hazardous waste including solvents, oil spillage, coolants, acids, and alkalis may be produced as a result of washing/cleaning activities and project cars maintenance activities. These wastes may get into water stream and soil thus affecting the biota that depend on this habitat. It should be that the project areas are near a water body (Lake Buyonyi) and Mgahinga National Game Park, which are sensitive to poor waste management and such impacts if not mitigated could harm the natural biota.
Criteria Comment Nature Wastes generated could be both hazardous and non hazardous Impact Magnitude Medium Extent The extent of the impact is Site specific 218 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Duration The duration would be Short-term as it would occur before the wastes are collected for disposal Intensity The intensity is Medium, but this impact can be avoided and mitigated with proper waste management Likelihood There is a high likelihood that this impact will occur. Impact significance (pre- Medium (-VE) mitigation) Degree of Confidence The degree of confidence is high.
Mitigation Measures
Solid Waste: Non-hazardous solid waste shall be collected within the asphalt and bitumen, concrete mixing areas. If possible, place the label on waste containers in the office areas for metals, glass, paper, plastics and food wastes. Regularly, the contracted solid waste collector will take the solid wastes to the designated solid waste management areas.
i. Properly store all the overburden/excess construction material as well as spoil to be utilled in land scaping and restoration. Overburden will be used to fil the deep excavations of the quarry and borrow pits. ii. Pollution prevention and waste minimisation shall be made key aspects of a wider construction waste management plan. These shall be supplemented by having waste management facilities e.g. waste containers. All waste generated at a given construction location will be collected in appropriate containers and disposed of as required by NEMA guidelines and by a licensed contractor. iii. An appropriate Waste Management Plan will be prepared by the Contractor as part of the Contractor’s Environmental and Social Implementation Plan for the Project. The Plan will contain appropriate waste management practices such as Separation of wastes according to their hazardous and non-hazardous nature and their proper treatment and disposal shall be considered with special attention paid to any hazardous wastes; iv. Workers will be sensitised about responsible litter control and waste management practices. v. Closure of camps and equipment yards will ensure no waste is left behind and contaminated areas on sites are properly remediated. vi. Fuel transport and storage facilities will be licensed by the Petroleum Supply Department in MEMD. Such licenses require use of bunded fuel storage, ensuring measures for spill and fire control vii. Waste storage areas should be hygienic to prevent nuisance odours, vermin and dust, loss of waste materials and scavenging; viii. At workers’ camps, organic waste should be buried on site while measures should be instituted to have any recyclable waste stockpiled to await transportation to recyclers; ix. Soak away pits and septic tanks for domestic waste should be constructed at workers’ camps; x. Sanitation facilities should be provided at the workers’ camps; xi. Routine inspections aimed at assessing the effectiveness of waste management systems shall be undertaken by the District Environmental Officers of the resident districts to be traversed by the proposed Standard gauge railway line;
219 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard xii. Immediate removal of waste material (concrete, iron, rocks, etc.) accidentally deposited, from highly sensitive habitats; xiii. Collection and treatment of domestic solid alike waste generated in the construction site and camps (food, beverages, packaging waste such as paper, bottles, glass, etc., glass bottles, batteries) according to national legislation (separation of recycling waste materials from the waste stream that will be disposed of in the solid waste landfill). Recyclable waste should be given to an authorized recycling company; xiv. Signing a contract with the company for waste collection and transportation for the collection and transport of the waste generated at the construction site to the nearest landfill; xv. Ensuring that the contracts signed with the companies dealing with waste recycling and recovery will take delivery and acceptance of the waste streams is performed on a frequent basis so that the construction sites are clean at any time; xvi. Reusing excavated soil and construction waste as much as possible;
Hazardous Materials: For hazardous materials management, some strategies are recommended:
xvii. All vessels (drums, containers, bags, etc.) containing oil/fuel/surfacing materials and other hazardous chemicals shall be bunded in order to contain spillage. xviii. Ensuring that the hazardous waste is packaged and labelled showing the R and S phrases (risk and safety statements of the hazardous waste) and it is temporary stored on safety storage facility equipped with adequate ventilation, fire resistant conditions especially if there are VOC emissions and mercury containing lamps. xix. Ensuring that the access to these temporary hazardous waste storage points be only allowed for trained and equipped staff, and entrance prohibited for untrained workers and public; xx. Promptly cleaning up all waste spills. xxi. Making available for inspections full records of the type of waste stream generated, quantity composition, origin, disposal destination and method of transport for all different waste streams. xxii. Waste should be removed from the site in manner consistent with national NEMA regulations (for example, transporters should be licensed). While transporting waste, care should be taken to prevent waste spreading to areas outside the construction site boundary.
7.3.21 Traffic Accidents and Safety Due to the touristic destination of the two roads, the speed management is a very important part of the design to be considered; driving slowly will be the best way to enjoy the landscape. Also the high number of pedestrians using the rural road, for safety reasons, requires particular attention to speed limitations. An increase in the number of vehicles and the high speeds at which they travel on the roads will pose risks to the health and safety of the general road users, specifically to the pedestrians in busy trading centres and where schools, markets, churches, mosques and health centres are located. Women, children, the sick PWDS and older persons will be most at high risk while crossing in search of food, fuel-wood, water and to schools. Similar impacts will be experienced by other members of the community who on particular days have to visit markets and places of worship (churches) and boda-boda transport cyclists. Proper safety
220 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard measures are required to safe guard accidents for other road users since the area has steep gradients with sharp corners and deep valleys.
Criteria Comment Nature Traffic and Road accidents pose risks to the health and safety of the general road users Impact Magnitude Medium Extent The extent of the impact is Site specific Duration The duration would be Short-term Intensity The intensity is Low but this impact can be avoided and mitigated Likelihood There is a high likelihood that this impact will occur. Impact significance (pre- Low (-VE) mitigation) Degree of Confidence The degree of confidence is high.
Mitigation Measures
i. A Traffic Management Plan will be prepared by the Works Contractor as part of the Contractor’s Environmental and Social Implementation Plan for the Project. The Plan will include measures deemed suitable and will not be limited to the following: installation of temporary speed humps, temporary road signs, flag personnel to guide traffic, and suppression of dust to increase visibility. ii. Due to the touristic destination of the two roads, the speed management is a very important part of the design to be considered; driving slowly will be the best way to enjoy the landscape. Also the high number of pedestrians using the rural road, for safety reasons, is requesting particular attention to speed limitations. iii. Temporary humps and road signs will be installed at appropriate road sections to ensure that 30 kmphr speed limit in the construction area is enforced during construction phase. However, during operations phase, permanent humps, gates, rumble strips or narrowing, as regulated by the Section 11 of the Ugandan Ministry of Works and Transportation “Road Design Manual”, edition 2010, Volume I (Geometric Design), will be set along the alignments for safety purpose, during the following design stages, especially at the entrances of the villages.
7.3.22 Impacts associated with Bitumen materials for surface dressing Surface dressing is a simple and inexpensive road surface treatment which is highly effective if adequate care is taken in the planning and execution of the work. The process is used throughout the world both for surfacing medium and low traffic roads as a maintenance operation for roads of all kinds. The roads shall require bitumen which shall be used in double surface dressing which is associated with pollution of the water and soils in case of poor disposal of unused bitumen and aggregates or bitumen spills would have the localized impact of contaminating environmental resource (soil and water).
221 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Criteria Comment Nature Pollution of the water and soils in case of poor disposal of unused bitumen and aggregates or bitumen spills Impact Magnitude Medium Extent The extent of the impact is Site specific Duration The duration would be Short-term Intensity The intensity is Low but this impact can be avoided and mitigated Likelihood There is a MEDIUM likelihood that this impact will occur. Impact significance (pre- Low (-VE) mitigation) Degree of Confidence The degree of confidence is high.
Mitigation Measures
i. Pavements are often resurfaced to improve roughness and skid resistance. Adequate texture should be provided during resurfacing to obtain the best drainage relief and friction characteristics. The plant should be Located away from sensitive ecological areas or resources. ii. Ensure good housekeeping to avoid onsite and offsite environmental contamination by bitumen. iii. The contractor should collect leftover bitumen and aggregates properly keeping it for use on other sections of the road. iv. Contractor should use bitumen emulsion where feasible. In hilly areas with steep road gradients, cut-back bitumen should be used. v. Contractor should not discharge bitumen into road side drains. vi. Contractor should collect and store empty bitumen drums at equipment yards and not abandon them along the road.
7.4 Potential Impacts during Operation phase Upon upgrading the proposed roads, their lifetime will be long and impacts during operation will depend mainly on future traffic increases. As the operational period is much longer than the construction period, the cumulative impacts from operations are of greater concern than during construction. The main positive impact of the project is expected to be reduced travel time, easy access to markets by communities and improved service delivery. In turn, this will have a positive impact in reducing the air pollution and environmental impacts associated with gravel roads. 7.4.1 Positive impacts i. Improved ambient air quality: Upgrading of the roads will improve ambient air quality, since generation of dust and exhaust fumes will significantly be minimized. ii. Reduction in Vehicles Operating Costs: Lower speeds due to poor roads imparts extra stress on motor vehicle engines (higher engine revolution per unit time) and so faster engine wear as compared to when a vehicle travels at higher speeds (lower engine revolutions per unit time). In addition, upgrading of the existing roads will result into saving in mileage per litre of fuel as traffic will be able to travel at relatively higher speeds.
222 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard iii. Reduction of Vehicular Accidents: Upgrading the roads will involve change of road geometry, including reduction of sharp horizontal curves and improvement of sight distances. The result of this will be reduction in the rates of accident during operation. iv. Monitoring mechanisms will be required to determine emissions levels of noise, vibration, physical agents, dust and other suspended particulate matter (SPM), nitrogen dioxide (NO2), sulfur dioxide (SO2), and carbon monoxide (CO) during operation phase. Based on data from similar projects, Dust emissions, noise, and vibration are all expected to be reduced after construction of the road. Ambient concentrations of SPM, NO2, SO2, and CO are expected to decrease since the higher volume of vehicles expected to use the roads. There will also be reduced friction between the tyres and the tarmac surface thus reduced emissions from unburned lubricating oil, ash-forming fuel and oil additives. The total air pollution load will increase slightly due to increase in traffic volume on the new roads but ambient air quality is expected to be maintained well below the national standard for SPM, NO2, and SO2. CO2 emissions increase with traffic volumes but decrease with vehicles moving at a higher velocity. During the operation phase, the vehicles on these roads will move at a higher velocity than before upgrading the said roads. Thus, the project will reduce the total GHG emissions.
Criteria Comment Nature Operation of the roads may lead to increased traffic along the main access roads within the project area Impact Magnitude Low Extent The extent of the impact is local since it is likely to be limited to Communities using this section of the river. Duration The duration would be Long-term as it would occur throughout the project life cycle Intensity The intensity is Negligible given that this impact can be easily avoided with proper planning Likelihood There is a high likelihood that this impact will occur. Impact significance (pre- Moderate-Low (-VE) mitigation) Degree of Confidence The degree of confidence is high.
7.5 Cumulative Impacts Cumulative impacts involving soil damage may affect many aspects of the environment along the project areas around Lake Buyonyi and towards the hilly parts of the projects areas in Kisoro especially around mulamba areas and the entire Nyarusiza-Mahabura road section with steep gradients. The development of a road could encourage deforestation and vegetation clearance, which, in turn, could lead to erosion of the slopes, re-channeling of streams and water courses, and possibly minor landslides especially in the Kabale-Buyonyi sections. The project planning and design process should be made to foresee any future developments which may affect runoff dynamics. Potential erosion problems can often be predicted by observing local stream water flow during and immediately after storm events. Very rapid rises in volume and turbidity can suggest poor watershed conditions.
223 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Problems are most likely to arise where water flows are more concentrated than before the existence of the road project, the road crosses watercourses, cut or fill slopes are steeper than previous natural slopes, and cleared areas that are left unplanted. Evidence of soil problems on previous or similar works on the Kisoro-Kabale road project is a useful indicator for anticipating the impacts of the current project. The type and extent of past erosion are important factors to consider in this context. An awareness of previous land use on the road site can pinpoint related problem areas. Mitigation Measures on cumulatve impacts
i. Consultation with the local population was a vital part of assessing existing and imminent erosion problems. Adapting local erosion control techniques used in agriculture can be helpful to the road project, as can learning the most suitable plant varieties for controlling erosion in the area. ii. Thematic maps of soil type distribution, rainfall, vegetative cover, slope aspect, and drainage basin boundaries could all be overlaid on a representation of the projected road alignment to highlight potential problem areas for soil erosion within the road design. iii. The likelihood of serious environmental impacts on soil as a result of road projects can be reduced by minimizing the area of ground clearance; avoiding sensitive alignments, such as those which include steep hillsides; balancing filling and cutting requirements through route choice, so as to avoid the production of excess spoil material and reduce the need for borrow pits; avoiding the creation of cut slopes and embankments which are of an angle greater than the natural angle of repose for the local soil type; and replanting disturbed areas immediately after disturbance has stopped, not after construction has been completed. iv. Grasses (herbaceous plants) can effectively limit surface erosion. In order for sowing or transplanting to be successful, it is necessary to Store and reuse topsoil. This requires that topsoil be separated from subsoil during the initial excavation. The more fertile topsoil can later be deposited on the slopes to form a superficial layer conducive to seedling establishment. v. Shape the slope surface for maximum seedling survivability vi. Choose the right varieties, according to soil type, climate, ease of maintenance, and desired engineering function. Whenever possible, use local varieties. Vetiver grass (Vetivetiu zizanioides) is one particularly effective variety for protecting against soil erosion vii. Choose the right time of the year (for example, take advantage of the rainy season).
Engineering Measures to calm cumulative impacts In many cases, vegetation alone may not be enough to prevent erosive damage to slopes, and various engineering measures may be needed to complement or replace it. The use of slope retaining techniques may be necessary when slopes are unstable because they are too high and steep; climatic conditions are such that establishment of vegetation is slow or impossible; there is a risk of internal erosion or localized rupture because of drainage difficulties; and it is necessary to decrease the amount of earthwork because the road width is limited.
Well-established engineering measures for slope protection include:
i. Intercepting ditches at the tops and bottoms of slopes. ii. Gutters and spillways are used to Control the flow of water down a slope; iii. Terraced or stepped slopes to reduce thesteepness of a slope. A berm (or &berm) is the level section between slope faces riprap, or rock material embedded in a slope face, sometimes combined with planting, retaining structures, such as gabions (rectangular wire
224 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard baskets of rocks), cribs (interlocking grid of wood or concrete beams, filled with earth or rock), or other types of wooden barricades and gridwork, usually battered back against the slope; retaining walks, iv. More substantial engineering structures able to resist bending, and with a footing designed to withstand pressures at the base of the slope; reinforced earth, embankment walls built up as the earth fill is placed, with anchors compacted into the fill material; and shotcreting and geotextiles, generally more expensive options with specific applications
Drainage Improvements A major factor in the prevention of soil erosion and siltation of watercourses the Lake Buyonyi and Kisoro road projects shall be the ability to the control of the volume, location, and speed of water flows in the vicinity of exposed soils and slopes. Some important drainage mitigative measures include:
v. Cutoff drains to catch water before it reaches critical areas, and diverging drains, which avoid excessive concentration of flow vi. Concrete dissipation structures designed to slow fast-running storm water in drains, and hence reduce its downstream erosive potential. Most of these require ongoing maintenance; and settlement basins, which allow silt, pollutants and road rubbish to settle out of runoff water before it flows into downstream watercourses.
225 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 8.0 CHAPTER EIGHT: ENVIRONMENTAL AND SOCIAL MANAGEMENT AND MONITORING PLAN
8.1 Introduction In order to be effective, environmental management must be fully integrated with overall project management effort at all levels, which itself should be aimed at providing a high level of quality control, leading to a project which has been properly designed and constructed and functions efficiently throughout its life. Some of these management issues are sectoral in nature, requiring participation of other Government authorities or the NGOs. Most of the project environmental management activities will be carried out during the construction phase, since this is when most impacts can be expected to arise. Management will very largely be concerned with controlling impacts which may result from the actions of the Contractor, through enforcement of the construction contract clauses related to protection of the environment as a whole and of the components within it. 8.2 Role of Developer (Uganda National Roads Authority) The Developer will monitor compliance of the Contractor through its implementation agency, and a stakeholder wide monitoring group comprising technical staff from government institutions (NEMA, MoWE, MoWT, Ministry of Lands, Housing and Urban Development etc) and Civil Society.
8.3 Duties of the Consultant Supervisors’ Environmental Officer/Monitor It will be the duty of the Supervising Consultant’s Environmental Officer/Monitor to review ongoing construction plans with regards to their potential for adverse impacts to work being undertaken during the construction of the proposed project.
The Environmental Monitor or his designate will be on site daily during the initial start up of construction of the roads especially the Environmentally Sensitive Area (swamp crossing). At a minimum, weekly site visits are required if construction crews are working on site. If no construction is taking place, the Environmental Officer/Monitor will visit the site on a fortnightly basis to ensure all mitigative measures are operating as intended.
The environmental Officer/Monitor will be responsible for the following activities: Review work schedules with respect to environmental management and monitoring;
• Monitor fuel delivery procedure regularly and check all equipment on site on a regular basis; • Check condition and operational efficiency of all sediment control facilities. In accordance with the Sediment and drainage management plan; • Supervise the implementation of the environmental social management plan and all the other required plans; • Develop environmental orientation meetings. • Work with UNRA’s Safeguards Unit in supervising and guiding construction contractor(s). • Undertake scheduled site supervision of state of environmental compliance as documented or executed by the contractor’s environmental officer. • Any other specific duties are prescribed in terms of reference developed for the supervising consultant by UNRA. • Work closely with Station Engineers to establish and sensitize Road Committees.
226 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 8.4 Duties (ToR) of the Contractor’s Environmentalist i. Preparation of a standalone ESMP linking environmental and social activities of the road works in line with guidance issued by UNRA. ii. Monitoring and ensuring compliance of all the contractors workers to the requirements of the contract and this ESMP; iii. Monitoring and ensuring compliance to all Government of Uganda orders, rules, laws and regulations with respect to environmental and social matters; iv. Day to day monitoring of environmental matters – this will include wider environmental aspects including matters not directly concerned with the actual construction such as contractors camps, off-site temporary storage and temporary works areas; v. Working with the Contractors Health and Safety Officer to manage community liaison issues and oversee the effective management of the project grievance mechanism as defined in Section 1800 of the special specification and the original ESIS; vi. Working with the Contractors Health and Safety Officer and the Clients nominated subcontractor to facilitate the successful delivery of the project HIV/AIDS programme as defined in Section 1800 of the special specification. vii. Working closely with the Engineers Environmental Specialist to ensure full compliance with all environmental and social aspects of this ESMP, the contract documents and any other Government of Uganda rules, regulations, orders or community requests as necessary and as required. viii. Awareness raising and training of contractor staff with respect to environmental issues; this will include notification of the severe penalties for non-compliance with instructions which may include dismissal. ix. Preparation of a monthly environmental monitoring report. This monthly report will be submitted to the Engineer for initial approval and will also require approval by the UNRA Environmental Specialist. x. Attend all monthly site meetings and will report on their findings – problems, issues and corrective action taken – all of which will be included in the monthly report format. xi. Any other matters or issues relating to environmental and social aspects of the works as defined by the Engineer. xii. Review on-going construction plans with regards to their potential for adverse impacts, particularly if work is being undertaken in environmentally sensitive areas. Full-time employee of the contractor, the Environmentalist will be on site daily. xiii. Coordinating archaeological inspection and monitoring by a specialist archaeologist from the Department responsible for museums and monuments. This will also involve conducting cultural heritage tool box talks to construction personnel as advised by the Specialist Archaeologist. xiv. Maintain a log of community complaints/ grievances related to cultural heritage and corrective actions taken to address them. xv. Plan environmental and social activities to be implemented alongside construction works. xvi. Ensure that planned activities are implemented, monitored and reported to supervising engineering consultant. xvii. Ensure community concerns are addressed xviii. Prepare monthly reports to be submitted to UNRA indicating environmental activities that were undertaken. xix. Prepare a Final Mitigation Report at the end of the project
227 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 8.5 Duties of the Health Safety Expert i. The duties of the Health Safety Officer will be to ensure that occupational health and safety issues are well complied to ii. Advise the Contractor on types and measures of personal protective equipment iii. Ergonomics’ of the working conditions iv. Close work as a team member in implementing environment management and Monitoring Plan 8.6 Duties of the supervising Sociologist v. Working with UNRA’s Safeguard unit and the Environmentalist in supervising and guiding the contractor(s) on OHS vi. Undertake scheduled site supervision to ensure compliance as documented and executed by the contractor vii. Work with the Station Engineer and the Environmentalist to establish road committees viii. Work with UNRA to ensure a smooth compensation and resettlement process ix. Undertake all actions as proposed in the Resettlement Action Plan (RAP). x. Any other duties as may be assigned by the Resident Engineer
8.7 Duties of the contractors Sociologist i. Oversee the overall implementation of the Resettlement Action Plan (RAP) working together with consultants from the Resident Engineer and UNRA ii. To manage community liaison issues and oversee the effective management of the project grievance mechanism as defined in Section 1800 of the special specification and the original ESIS; iii. To work with the clients’ nominated subcontractor to facilitate the successful delivery of the project HIV/AIDS programme as defined in Section 1800 of the special specification. iv. Undertake mainstreaming of gender issues into the entire project including but not limited to work placements, tools and fixtures, sanitary utilities, creating awareness on sexual harassment and any other forms of discrimination based on gender, ethnic background and race. v. Work with communities to address sexual harassment, adultery, sexual relations with minors and any other forms of anti-social behaviour like drug peddling associated with contract workers. vi. To ensure full compliance with all environmental and social aspects of the ESMP, the contract documents and any other Government of Uganda rules, regulations, orders or community requests as necessary and as required. vii. Will serve to build strong and open communication with Local authorities, communities and faith organizations among other along the entire project route. viii. Monitor resettlement activities involving project affected communities and identify individual liable to injurious damage early enough for further action. ix. Produce monthly reports on social aspects of the project and submit them to the Engineer. x. Any other professional duties not included here but are deemed to be within the general sphere of the sociologist
228 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 8.8 Reporting The Environmental Officer/Monitor will maintain regular contact with the Resident Engineer and will submit weekly monitoring reports detailing the following:
i. A description of construction activities that may affect the environment; ii. Any non-compliance (with contract conditions, regulations and guidelines) and any subsequent work stoppage; iii. Unexpected environmental concerns and corrective measures; iv. Amendments to the Environmental Management and Monitoring Plan or any other required plans; v. Any reports required by any of the other plans; and vi. Tracking of issues causing environmental concern vii. Any unresolved concerns will be carried over to the next reporting period until the issue has been resolved. This will allow for the tracking of issues until it is confirmed the issue/concern has been resolved.
8.9 Project Staging Construction activities will be carefully planned and scheduled in a manner that ensures the avoidance or absolute minimization of environmental impacts. The Resident Engineer will be familiar with and be able to identify those areas and times that present environmental issues and will prepare schedules and the work methods accordingly. Schedules will be forwarded to the Environmental Officer/Monitor at least one week in advance of commencement of each operation.
8.9.1 Temporary Work Stoppage Prior to initiating work stoppages, any mitigative and environmental protection measures required to safeguard the environment and the project during work stoppages will be completed. If potential adverse environmental impacts are observed during work stoppage periods, required environmental measures to avoid or minimize impacts will be initiated.
8.10 Environmental Quality Assurance Program for construction 8.10.1 Project Site meetings The Consulting Engineer’s Environmental officer/Monitor will be involved in regular project meetings with the Resident Engineer and the Contractors Representative. The purpose of such regular meetings will be to outline the schedule of upcoming construction and proposed activities, and to review the activities of the previous two weeks In the event that the Environmental Officer/Monitor or Resident Engineer deem the compliance regarding environmental requirements to be inadequate at any time during the Project, the frequency of the biweekly regular meetings will be increased accordingly. 8.10.2 Compliant/Non-compliant Criteria A non-compliant activity is any activity that does not comply with the requirements of the Environmental Management and Monitoring Plan, The Contractor should comply with the National Environmental Cap, 153 and the laws of Uganda.
229 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 8.11 Environmental Social Management Plan Summary The environmental social management plan summary presented below could apply to all road links irrespective of interventions applied. The extent of management would however be determined by activity that is being carried out.
230 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Table 8-1: Suggested Environmental and Social Management plan for the project roads Aspect Associated Impact Mitigation/Monitoring Implementation Responsible Monitoring Net Effects Estimated Actions & Requirements & Reporting Party / Follow- Cost ($) Schedule Up A. CONSTRUCTION PHASE: Likely negative biophysical environment impacts Loss of vegetative Limit removal of vegetation Monthly and UNRA NFA Minimize and $50,000 Earth works cover during widening to design width of the road. progress report Contractor Environment Replace for restoration and material borrowing Provide tree seedlings for Officer vegetation lost tree planting. Contractor Limit vegetation removal to approved areas & borrow pit size. Re- instate borrow pit after use. Soil erosion, Minimise destruction of Throughout Engineer Environme Avoid and Provided in sedimentation and trees and vegetation; a project Contractor nt Officer reduce soil the landslides clause should be included Contractor erosion and contractual in the construction contract Project silting of sum - Clearance of trees that requires the contractor Engineer water and exposure of to quantify the number of downstream sensitive soils, trees removed for the - Destabilization of purpose of road; Slope stability can Restore be upset by the vegetation immediately after creation of road the end of works cuts or Terraced or stepped slopes - Embankments on to reduce thesteepness of a the hilly terrains slope along the project Cut-off drains to catch water areas. Excessive before it reaches critical steepness of cut areas, and diverging drains, slopes, deficiency which avoid excessive of drainage, concentration of flow modification of water flows, and excessive slope loading can result in landslides
231 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Aspect Associated Impact Mitigation/Monitoring Implementation Responsible Monitoring Net Effects Estimated Actions & Requirements & Reporting Party / Follow- Cost ($) Schedule Up Massive Dust Water sprinkling 3-4 times Contractor Project Minimize air Provided in generation Engineer pollution Erection of speed control Daily the Environment contractual signals and ramps. Officer Covering of sand both sum stockpiled and in haulage trucks Keeping vehicles in good condition Siltation of water Provide alternative water Continuus Contractor Project Minimize Provided in bodies resulting from sources for communities Engineer Engineer pollution of the excavation and material before commencement of MoWE nearby water contractual deposition works. Continuus bodies sum
Completing work on schedule. Deposition of constructional material at least 50m from Continuous water bodies. Embankment erection around fuelling and servicing area for vehicles Re-channelization Occupational Health Noise from Train all workers on the Site Daily Occupational Project Minimize $35,000 for & Safety machine Culvert Safety precuracation, Health and Engineer noise training excavation, awareness creation Safety Environment pollution workers on Construction and other Daily Officer Officer Controlling exposure of safety works workers to noisy and vibrating precautions equipment Provide workers with the right Personal Protective Gear Accidents resulting Toolbox(safety) meetings Bi-Weekly Monthly UNRA Project Reduce Provided in in injury Quarterly Weekly Contractor Engineer health the Awareness creation Daily risks to contractual Training of first aid team workers and sum general public. Reduce accidents
232 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Aspect Associated Impact Mitigation/Monitoring Implementation Responsible Monitoring Net Effects Estimated Actions & Requirements & Reporting Party / Follow- Cost ($) Schedule Up Road accidents to Mounting of informative road Daily Contractor Project Minimize Provided in workers and general Engineer accidents signs Engineer the public contractual Protecting actual working area or eliminate sum with barricade them at work Apply speed control measures site. at the active sites
Indiscriminate waste Segregation of waste for re- Daily Contractor Project Reduce Provided in dumping NEMA Engineer pollution use, recycle and reduction the Environment contractual Emptying of waste bins at Officer of sum approved waste dump site environment Decommissioning of toilets by indiscriminate after project completion. disposal of Implementing a proper house waste keeping culture B. CONSTRUCTION PHASE: likely Negative Socio-economic impacts
Land Acquistation Loss of Property, Land, Prepare and Implement an Pre and during UNRA UNRA To provide Provided in and marking the construction Local Local alternative and Business adequate Rettlement Action the Right of Way authorities authorities livelihoods to contractual Plan (RAP). MoLHD PAPs sum Adquate and prompt compensation to all Project Affected Persons. Disrruption of social The Utility Companies, UNRA, Pre and during UNRA UNRA Ensure Provided in services NEMA and the Contractor will construction Local authorities Local authorities continuity of the work together the social contractual services Rellocate all the affected sum utilities before project implenetation The local population should be informed in case of any planned service disruptions Influx of workers HIV/AIDS- Spread of HIV/AIDS/STIs Quarterly monthly Contractor Project Limit the $40,000 for infection due to Awareness workshops Engineer spread of HIV MoH HIV/AIDS and reckless sexual Provision of free condoms awareness attitudes STIs campaigns Peer group education
233 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Aspect Associated Impact Mitigation/Monitoring Implementation Responsible Monitoring Net Effects Estimated Actions & Requirements & Reporting Party / Follow- Cost ($) Schedule Up Iincrease in The contractor shall work with Throughout UNRA Project Increase Provided in unacceptable behaviors the Local authority to identify construction Contractor Engineer safety and the period morals of the such as prostitution, wrong doers. Environment contractual Officer community Genderbased violence, Employment of workers from sum local communities should be Community thefty and drug abuse. done in cinsulatation with Local Development councils. Officer Listen to complaints, record and track proposed solutions to problems Respond promptly to complaints Establish and implement a workers’ code of conduct Gender sensitization meeting and workshops
Child abuse Avoid employment of persons Throughout Community UNRA Increase Provided in below the age of 18years construction Development safety and the period morals of the Prepare and implement Officer, contractual community an adquate workers’ Contractor’s sum code of conduct sociologist Apprehend all staff associaeted with child abuse
Disruption of community Implemention of continuous Whenever Sociologist UNRA, Informed Provided in relationships and meaningful stakeholder required UNRA, Project community the Engineer and engagements Contractor, contractual Contractor shall engage a Environment sum community liaison officer Officer, Establish channels of Community communication with Development communities Officer Listen to complaints, record and track proposed solutions to problems Respond promptly to complaints
234 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Aspect Associated Impact Mitigation/Monitoring Implementation Responsible Monitoring Net Effects Estimated Actions & Requirements & Reporting Party / Follow- Cost ($) Schedule Up Physical Cultural Impact on cultural Project activities involving At all time During Engineer Environment To document $65,000 Resources (PCRs) resources earthworks must include an Construction Contractor Officer and record Contractor artefacts and and Indigeneous approved Chance Finds Environment People procedure in construction Project settle norms Officer contracts, to cover the Engineer of society possibility of discovering physical cultural heritage during excavation Engineering design of the road can assist in the restriction of access to sensitive areas. Impact on Indigeneous Ensure that any prospective At all time During Engineer UNRA No impact on $120,000 people (Batwa) road does not encroach upon Construction Contractor the Batwa
the productive resources, Environment sacred sites, and burial Improved Officer grounds of the indigenous liviehood for peoples especially the Batwa Sociologist the Batwa community Construct some socio centers like schools and health centres to enhance Batwa liviehood. C. CONSTRUCTION PHASE: Likely Positive socio-economic impacts
Employment Employment of local Ensure people from local During UNRA UNRA To have Provided in opportunities population community are given priority construction Contractor Local Contractor gainful the where appropriate leaders Local employment, contractual leaders income and Provide information about the sum skills availability of employment opportunities and qualifications needed Work with local communities during recruitment Training to be provided to workers recruited from local communities with minimum qualifications to equip them with necessary skills
235 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Aspect Associated Impact Mitigation/Monitoring Implementation Responsible Monitoring Net Effects Estimated Actions & Requirements & Reporting Party / Follow- Cost ($) Schedule Up Market for agricultural Esure that supply of foods and Whenever supply Contractor UNRA Communities Not produces basic neccesities is from is needed to increase applicable communities their income
OPERATIONAL PHASE: Likely Positive socio-economic impacts
Increased revenue Increased tax base for The Government to ensure efficient During operation UNRA UNRA Improved Not local government use of tax collected in its economy applicable development programmes
Improved transport Ease and safe Improved assess routes to the During operation UNRA UNRA Socio- Provided in transportantion of goods gardens, homesteadies, economic the hospitals transformatio and services contractual Ensure regular maintence of n sum the road to ensure a long-life span Install meaningful road signs Install speed control measues in the trading centers
236 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
8.12 Contractors Management Plans The following summarises details of the plans that shall be prepared together with the contraotrs Environmental Social Management Plans to enhance the daily monitoring and supervision of the project activities during the various phases of the project. The plans will enable follow-ups of the mitigation measures by the Environmental Expert, Sensitization campaigns, Institutional coordination and ancillary measures 8.12.1 Cultural Resources Management Plan (CRMP) Cultural heritage management during the project construction will be a responsibility of the contractor.
Purpose This plan will serve the following purposes:
i. It translates commitments in the ESIA into implementation procedures with respect to protection of cultural resources during road upgrade, ii. Serves as a key tool the contractor can utilise to manage and monitor preservation of resources of cultural heritage significance. iii. Provide transparency to stakeholders that commitments made actually being fulfilled. This CRMP plan shall provide: iv. Responsibilities for implementation of the plan, v. Impact management measures to be implemented, vi. Verification and monitoring, vii. Records and reporting requirements.
Objective of CRMP Through its contractors, UNRA seeks to ensure that socio-cultural impacts are minimized as far as possible. Thus, the broad objective of this CRMP is to describe approach and procedures to be undertaken by the contractor about protection of cultural resources.
8.12.2 Occupational Health and Safety (OHS) Plan The plan covers measures and methods which the Contractor shall put in place to ensure occupational health and safety (OHS), to prevent the spread of HIV/AIDS and STIs and to ensure equal employment opportunities for men and women as well as addressing their specific gender needs.
General The Contractor shall comply with among others the following Statutory Regulations, rules and bylaws with respect to OHS, HIV/AIDS and STI prevention and Gender equity:
1) OHS: The Public Health Act, the Factories Act, the Workers’ Compensation Act, the Trade Union Decree, the Employment Decree and other statutory regulations, rules and bylaws that may be enacted from time to time by Government in respect of OHS.
2) HIV/AIDS: The National multi-sectoral AIDS control approach (MAC) and the National Strategic Framework (NSF) for the HIV/AIDS prevention and care, which obligate line
237 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Ministries and the private sector to ensure that people living with HIV/AIDS are not discriminated against at the work places.
3) Gender Equity: The Local Government Act and National Gender Policy (1997) and the Social Development Sector Strategic Investment Plan (2003) which provide for a legal basis for protecting women and their rights and to ensure affirmative action on the basis of gender.
Together with the above, the Contractor's attention is also drawn to any current international protocols or convention on OHS in which Government of Uganda is a signatory to. In compliance with above mentioned government and international regulations on OHS, HIV/AIDS and Gender equity and on the basis of available social impact assessment studies related to the project, the Contractor shall prepare an OHS, HIV/AIDS and Gender Management Plan which shall include details of measures he/she proposes to adopt in a bid to:
a) Prevent and reduce accidents and injuries to the staff and workers and minimise health hazards to the adjacent community and general public. b) Prevent the spread of HIV/AIDS and STIs between his staff, labourers and the immediate local community. c) Care for workers and staff who are infected with HIV/AIDS and STIs including provision of counselling and clinic services. d) Encourage the recruitment of men and women as well as addressing their specific gender working and living needs in the road construction environment. e) The OHS, HIV/AIDS and Gender Management Plan shall be submitted to the Engineer not later than 4 weeks after the notice to commence the Work.
8.12.3 HIV/AIDS and STI Prevention Management Plan The Contractor’s Management Plan for HIV/AIDS and STI shall include details of the measures he/she proposes to adopt to combat the spread of HIV/AIDS and sexually transmitted Infections (STI) between his/her staff, labour and the local community. The plan shall also outline workplace policies and programmes for employees living with HIV/AIDS, information and awareness campaigns and effective screening and counselling policies for STI and HIV/AIDS cases of his/her project staff.
The contractor will work closely with Uganda Aids Commission and MoH to put in place non- discriminatory workplace measures to protect the employees living with HIV/AIDS and to ensure that they are treated and counselled. Prevention measures will also be established to protect others against any risk of illness and injury, which can result in HIV/AIDS infection and transmission.
The Contractor shall advise all site staff and labour of the danger and impacts of STI’s in general and HIV/AIDS. To this end, the Contractor shall conduct information, education and consultation (IEC) campaigns at least every other month, targeting the site staff, labour, and the immediate local communities. The Safety Officer or another of the Contractor’s staff may carry out the awareness training if qualified; otherwise a person from outside (e.g. from Hospital) may be hired to carry out the awareness training. The Contractor shall throughout the Contract provide, maintain, and operate at least one STI and HIV/AIDS clinic on each site or make alternative arrangements with an existing suitably qualified and equipped local clinic. Each clinic shall be suitably staffed and equipped for the screening,
238 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard diagnosis and counselling of STI and HIV/AIDS cases of the project staff and labour. The Contractor shall pay the clinic to provide free treatment for general STI cases for his/her workers, whereas the HIV/AIDS cases shall be referred to the national HIV/AIDS programme coordinated by the Ministry of Health (MoH).
The Contractor shall throughout the Contract liaise with MoH and designated local representatives to report progress and coordinate the STI and HIV/AIDS alleviation measures on Site with the MoH national programmes. All the above provisions shall be provided and clearly elaborated in the plan.
8.12.4 Gender Management Plan The Contractor’s Management Plan for Gender shall include description of recruitment policy and procedures, awareness raising meetings, gender sensitive working conditions and facilities to be provided at the workplace, and participatory gender sensitive monitoring.
The Contractor shall throughout the contract period liase with both government and non- government organisations at all levels dealing with gender and social development issues. The local leaders and Community Development Officers shall be contacted to advise and mobilise communities during the recruitment process.
The Contractor shall ensure that recruitment procedures and working conditions/facilities are gender sensitive and that:
1) Announcement notices of equal employment opportunities are posted in visible and popular places in the local communities and that such notices also reach women and youth leaders. 2) Both men and women are represented in any information and consultative meetings held at the site and that gender and social issues are raised and analysed. 3) Equal payment is made to men and women for similar work and that payment of wages is made to the workers and not to representatives. 4) Flexible working hours are introduced to the extent possible to take account of multiple roles of women and cultural norms. 5) Separate toilet and accommodation facilities are provided for women, including sanitary facilities and shades for children of working mothers.
The Contractor shall submit monthly reports of labour attendance disaggregated by gender, and the Contractor shall use gender compliance monitoring and evaluation forms to assess and report how gender concerns are addressed in recruitment, promotion, payment, provision of gender sensitive facilities, on-the-job training, etc.
8.12.5 Erosion and Sediment Control Plan This plan shall describe environmental protection measures to prevent erosion and sedimentation. Protection measures during the construction of the proposed roads is to control sediment and runoff and specific sediment and drainage control plans for all areas of disturbance are hereby proposed and herein.
239 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 8.12.6 Waste Management Plan This plan will ensure that waste generated during road construction is handled in a way that protects the environment and complies with applicable regulations. The following are some of the materials that can be expected to generate during construction:
• Vegetation stripping; • Concrete forms; • Containers for various construction materials (e.g. asphalt, concrete and steel); • Pallets; • Plastics; • Waste oil, filters, lubricants and hydraulic fluids; • Concrete; • Food; and • Sewage
The plan shall address open burning, refuse disposal, recycling, reuse, sewage disposal, and camp (yard) waste disposal practices.
8.12.7 Safety Manual The contractor shall have a safety manual which stipulates the company’s health and safety policy. It addresses the general requirements of the employer and employee, the structure by which these requirements are to be met, and the induction of new employees in terms of safety (covering, for example, accident procedures, fire and medical emergency procedures, responsibilities, reporting, information dissemination).
The safety manual should address safe working procedures in very great detail. It should deal with, inter alia , handling of oils and other chemicals, cleaning of plant and equipment, earthworks and excavation, electrical safety, emergency procedures, safe use of equipment, hygiene/housekeeping in the contractor’s or workmen’s camps, prohibition of use of weed killers for clearing vegetation, fire procedures/precautions, fire risk assessment, flammable liquid safety, disposal of hazardous chemicals, recycling of waste oils and lubricants, protective clothing, tools, occupational safety(e.g. exposure to dust ,noise and air pollution) The safety manual should also provide a checklist of issues that require monitoring.
It is recommended that each contractor prepares a safety manual (or revises his existing one), and that the manual is followed and referred to constantly. A Health, Safety, and Environment Officer should be appointed to work on the site, and he/she must be familiar with the requirements and guidelines contained in the manual.
8.12.8 Emergency Response Plan There are a number of activities that the contractors will engage in that may result into accidents, where the situation may become an emergency. These include the preparation of asphalt, blasting of rock, or accidents involving plant and equipment. There is also a risk of fire from cooking at the workmen’s camps, or from careless storage, handling or disposal of oil product.
240 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Bearing this in mind, the contractors shall prepare an Emergency Response Plan (ERP), which can be included in the Safety Manual. The ERP should focus on, inter alia:
• Health and safety training; • Evacuation procedures; • Public relations during an emergency
8.12.9 Borrow Pit/Quarry Management Plan The purpose of the borrow pit / quarry management plan is to:
i. Explain the need for the proposal (on the development) and describe the physical characteristics, scale and design of the borrow pit or quarry; ii. Examine the existing environmental character of the proposed site and the area likely to be affected by the borrow pit or quarry; iii. Predict the possible environmental impacts of the borrow pit or quarry; iv. Put in measures that will be taken to avoid, offset or reduce adverse environmental impacts; v. Incorporate measures that will be taken to enhance the habitat at the borrow pit or quarry. vi. Provide measures for environmental rehabilitation and restoration of the affected sites. This will be in accordance with the conditions of approval of the ESIA for the borrow area and in line with the approved method statement. In addition, the restoration schedule will be in accordance with the Contractor’s approved Work Plan for the project
8.12.10 Spill Contingency Plan This document shall describe spill contingency measures the response plan for the proposed project roads. The plan is designed to reduce impacts to the environment in the event of spill through ensuring materials are available and established procedures followed.
The purpose of the Spill Contingency Plan is to provide a course of action, which will be implemented to a low a prompt and orderly response to spills that may occur during construction works. A spill of liquid, or gaseous substance, which would impair the usefulness of the land, water or air where it is released, will be responded to by the procedures outlined in the contingency plan.
This plan is intended to provide guidance to provide in the event of a spill. The areas of responsibility of the various personnel who will directly be involved are outlined to provide clear direction of what each person should be doing at the time of an emergency. The Environment Officer/Monitor in consultation with the Supervisor’s Representative will review this plan regularly. The review date will be recorded and kept on file.
8.12.11 Traffic Management Plan a) Programme for control of traffic The Contractor shall submit to the Engineer a detailed Traffic Control Plan. Such Plan shall be approved by the Engineer before the Contractor commences work, and shall show amongst other things the method of protection of the public and give details of the hours of operation, location, types and numbers of traffic safety devices, barricades, warning signs, flagmen and the like. The Traffic Control Plan shall be in accordance with and complementary to the Programme of Works submitted by the contractor. 241 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
The frequency and duration of delays to traffic while passing through, over or across the Works, shall be kept to a minimum. They shall, in no case exceed half an hour and should normally be less than 20 minutes. Any method of working which requires road closures in excess of 30 minutes shall be the subject of 48 hours prior notice to and agreement of the Engineer, who may refuse to allow such closure in default of due notice.
The Contractor shall take particular care, when passing traffic through his/her Works, that all excavations and other hazards are properly protected with barriers and are illuminated at night. In the preparation of this Traffic Control Plan, the Contractor should take into consideration the following:
Further, the passage of public traffic on sections of a road may be allowed prior to the "Taking- over Certificate" where this is clearly in the interest of the public and the traffic can be accommodated on the road surface in a safe manner without damage to structures or pavement layers and without undue disruption of the Contractor's work. The Contractor shall be responsible for the control of public traffic over such sections, including temporary traffic control facilities. 8.12.12 Labour Influx Management Plan Labour Influx Management Plan shall be developed and implemented during mobilisation and monitored continuously. This will be linked in the code of conduct of the workers. The plan will i. stipulet how skilled, semi-skilled, expatriates and casual labourers will be acquired; ii. the plan will explore how the relationship between the construction crew and the communities will be managed; iii. establish approaches of minimizing the amount of labour force required at a given time.
8.12.13 Tree Planting Guidelines and Management Tree planting are to be provided in accordance with the UNRA Guidelines on tree planting. Roadside plantation will not only create productive assets but will also check the deterioration of roads and will contribute to strengthen ecological balance and reducing global warming. Criteria of trees to be planted along national roads corridors. Planting trees along the nation roads should achieve several advantages. These include: -
i. Acting as shade and capable of stabilizing temperature and prevention of extreme weather conditions ii. Beautification of the landscape and giving better visual conform for road users. iii. Providing good and clean climate with the possibility of attracting benefits from carbon credits. iv. Controlling of soil erosion, siltation of water bodies and retention of runoff v. Capturing of dust and other pollutant emissions vi. Serving as barriers and acoustic insulation to reduce noise levels. vii. Trees grown or retained along the national road corridors will provide nesting grounds for a wide range of birds and provide bee forage when they flower and fruits human and birds.
242 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 8.12.14 Grievance Redress Procedure/ mechanism Affordable and accessible procedures for third party settlement of disputes arising from resettlement, such resettlement and property compensation mechanisms will consider the availability of judicial resource and community and traditional dispute settlement mechanism. In order to protect the PAPs, a grievance mechanism will be set up, so that they will have avenues for re-dressing their complaints/grievances. The mechanism will be accessible, transparent, fair and effective. This will ensure the progress of the proposed projects in Kabale and Kisoro Districts.
The grievance mechanism operating at each location will receive inputs from four main sources:
(a) Directly from the PAPs or other members of the affected community. (b) From the RAP implementation team. (c) From the Monitoring and Evaluation Officer who will forward the issues/concerns identified in the field. (d) From the local government offices at the divisional level/ L.C level since these are as close to the community as possible.
Steps of the grievance process are described below.
Step 1: Receipt of Complaint/Grievance A verbal or written complaint from a PAP or community member will be received by the Grievance Officer or an assigned contact officer in a given administrative jurisdiction/authority near to community level and recorded in a grievance log which will be held in the offices of each division/LC office. The contact officer at the division of LC will be the Town Clerk or LC Chairperson respectively.
Role of a Grievance Officer A Grievance Officer (GO), who will be a member of the Project Implementation Team, will lead the grievance mechanism. Principal responsibilities of the GO will include:
a) Recording the grievances, both written and oral, of the affected people, categorising and prioritising them and providing solutions within a specified time period. b) Discussing grievances on a regular basis with the Working Group and coming up with decisions/actions regarding issues that can be resolved at that level. c) Informing the Steering Committee of serious cases within an appropriate time frame. d) Reporting to the aggrieved parties about developments regarding their grievances and the decisions of the RAP implementation Steering Committee. e) Providing inputs into the monitoring and evaluation process.
The grievance team will hold meetings at the division/ municipality headquarters where grievances are received by a contact person who would then hand over the received complaints to the grievance Officer, for entering into the grievance log using the grievance form. The grievance log will indicate grievances, date opened/lodged, actions taken to address or reasons why the grievance was not acted upon (e.g. the grievance was not related to the resettlement process), information provided to complainant and date on which the grievance was closed.
Grievances can be lodged at any time, either directly to the GO or the sub-county/divisional office. The process of lodging a complaint is outlined below:
243 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard a) The GO will receive a complaint from the complainant or from the appointed contact person at the sub-county/divisional offices. b) The GO will ask the claimant questions in their local language, write the answers in English and enter them in English onto the grievance form. A representative of an independent local authority or civil society organisation witnesses the translation of the grievance into English. The GO reads the complaint in English and translates it into the complainant’s local language on the grievance form. c) The local leader (representative of an independent local civil society organisation) and the complainant both sign the grievance form after they have both confirmed the accuracy of the grievance. d) The GO lodges the complaint in the grievance log.
Step 2: Determination of Corrective Action If in their judgement, the grievance can be solved at this stage and the GO and a representative of a local authority or civil society will determine a corrective action in consultation with the aggrieved person. A description of the action, the time frame within which the action is to take place, and the party charged with implementing the action will be recorded in the grievance database.
Grievances will be resolved and the status reported back to complainants within 30 days. If more time is required, this will be clearly communicated and in advance to the aggrieved person. In cases that are not resolved within the stipulated time, detailed investigations will be undertaken and results discussed in the monthly site meetings with the affected persons. In some instances, it may be appropriate to appoint independent third parties to undertake the investigations.
Step 3: Meeting with the Complainant The proposed corrective action and the time frame in which it is to be implemented will be discussed with the complainant within 30 days of receipt of the grievance. Written agreement to proceed with the corrective action will be sought from the complainant (e.g. by use of an appropriate consent form). If no agreement is reached, Step 2 will be revisited.
Step 4: Implementation of Corrective Action Agreed corrective actions will be undertaken by the project developer (UNRA) or its contractors within the agreed time frame. The date of the completed action will be recorded in the grievance database.
Step 5: Verification of Corrective Action To verify satisfaction, the aggrieved person will be approached by the grievance officer to verify that the corrective action has been implemented. A signature of the complainant will be obtained and recorded in the log and/or on the consent form (see Step 3). If the complainant is not satisfied with the outcome of the corrective action, additional steps may be undertaken to reach agreement between the parties. If additional corrective action is not possible alternative avenues may be pursued.
Step 6: Action by Local Leaders and Project Contractors If the Grievance Officer and the independent observer cannot solve the grievance, it will be referred to relevant parties, such as local leaders, district and municipal officers, the contractor, Chief Government valuer and UNRA, for consultation and relevant feedback provided.
244 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Step 7: Action by Grievance Committee If the complainant remains dissatisfied and a satisfactory resolution cannot be reached, the complaint will be handled by the Grievance Committee. A dedicated Grievance Committee will be established to assess grievances that arise from disputes. This will include the following members:
a) UNRA, b) MLHUD, c) Chief Admnistrative officer, d) Division/municipality representative where it applies, e) District Land Officers/ surveyor; f) Representative of the valuer; g) Grievance Officer; and h) Consultant/Sociologist (optional)
This committee must have a quorum of at least three persons. Decisions will be reached by simple majority. The Grievance Committee should be constituted for as long as grievances are being lodged.
Once the Grievance Committee has determined its approach to the lodged grievance, this will be communicated to the Grievance Officer, who will communicate this to the complainant. If satisfied, the complainant signs to acknowledge that the issue has been resolved satisfactorily. If the complainant is not satisfied, however, the complainant notes the outstanding issues, which may be re-lodged with the Grievance Committee or the complainant may proceed with judicial proceedings.
Step 8: Action by Developer (UNRA) If no satisfactory solution is reached by the Grievance Committee, the complainant can be advised to lodge the complaint with the management of UNRA to make the process easily accessible to the complainants. If no satisfactory solution is reached by UNRA management in charge of the road project, the complainant has the option to seek redress via judicial processes.
Step 9: Alternative Action by Chief Government Valuer (CGV) Some grievances may be beyond the capacity of the GO or the Grievance Committee to handle expeditiously without the technical support of other professionals, such as the CVG. Some of the grievances may be specifically related to the valuation process, valuation rates and awards. Therefore, the GO will determine whether a complaint can be resolved by the Grievance Committee or, if not, whether it should be referred to the CGV for technical and administrative advice.
The CGV will make the necessary consultations with offices he/she deems fit to consult in his/her capacity as CGV. If a satisfactory solution is not achieved or provided by the CGV, the aggrieved person can resort to the judicial process.
Capacity-Building for the Grievance Officer and Grievance Committee It will be important for the GO to be appointed based on his/her experience and training in conflict resolution through mediation and reconciliation. It will also be important for the GO to have sufficient skills in data management, including data entry, data analysis and storage. This notwithstanding, it will be important that steps are taken to orient and build the capacity of the GO as part of the project implementation team in conflict resolution procedures, such as mediation and reconciliation, and other management areas such as record-keeping, report- writing and ICT equipment management.
245 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard The Grievance Committee members will also need to be oriented to the grievance management system suggested in this RAP. The capacities of the Grievance Committee members will also need to be built around issues of conflict identification, conflict information analysis and conflict resolution as provided for in the land legislation.
Other Alternatives The other alternative recourse suggested as a last resort is for the complainant to seek redress in formal courts of law. The Land Act (Cap 227) establishes land tribunals at regional/district level. It empowers the land tribunals to determine disputes relating to the amount of compensation to be paid for land acquired compulsorily in the public interest. The affected person may appeal to a higher ordinary court. The Land Acquisition Act allows for any person to appeal to the High Court within 60 days of the award being made. The Land Act (Cap 227) also states that traditional authority mediators and clan leaders can play a role in settling land disputes.
8.13 Contractors Code of Conduct and Workers Code of Ethics Contractor’s Code of Conduct a) The employer is required to ensure that there is no workplace harassment especially the female employees; b) The employer is required to ensure equal opportunity in employment; c) The employer/contractor should ensure fair treatment of all road construction staff; d) The contractor shall ensure that there is no discrimination of workers based on race, gender or size. All workers shall be entitled to equal payment for similar job; e) The contractor shall ensure that workers have access to occupation health and safety gears/equipment’s relevant for the type of work; f) The contractor shall ensure that workers enjoy their rights and freedoms. Workers’ must enjoy their fundamental human rights and freedom of association in particular; g) The contractor shall put in place mechanisms for workers’ consultation. As is best practice a review committee which includes representatives elected by workers will be established. Processes and mechanisms for workers to articulate their grievances will be provided to workers; and h) The Contractor should ensure that workers subjected to disciplinary proceedings arising from behaviour will have access to a fair and transparent hearing with the possibility to contest decisions and refer the dispute to independent arbitration or relevant public authorities.
Workers Code of Ethics
a) Workers shall not use illegal drugs and alcohol during the road road construction; b) Workers shall no use the construction equipment’s and resources to carry out activities other than those of the proposed road construction; c) Construction workers shall ensure that they observe speed limits during express route construction; d) The construction drivers are prohibited from hooting unnecessarily during construction as the proposed project areas are busy areas for institutions and businesses; e) The workers shall at all times use the provided personal protective equipment’s for safety during the construction of the roads; f) The construction crew shall respect property of the contractor and shall not engage in theft;
246 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard g) The workers shall observe time during the construction of the roads; and h) The workers shall not engage in sexual activities with minors (below 18) and married persons to avoid crime and conflicts during the construction of roads.
8.14 Environmental Monitoring Plan An environmental monitoring program has been proposed for the road projects and it is detailed in the table above. Environmental monitoring is used as a tool in relation to environmental management as it provides the basis for rational management decisions regarding impact control. By using the information collected through monitoring, environmental mitigation and benefit enhancement measures can be improved and the works or operation will be modified or halted when necessary. Therefore, the objectives of this environmental monitoring programme include:
• To monitor changes in the environmental conditions as a result of implementing the road Project; • To check on whether mitigation and benefit enhancement measures have actually been adopted, and are proving effective in practice; • To provide a means whereby any impacts which were not clearly defined/identified/evaluated or unforeseen at the time of preparation of this ESIA can be identified, and to provide a basis for developing appropriate and additional impact mitigation measures to take into account those newly evaluated impacts • To provide information on the actual nature and extent of key impacts and the effectiveness of mitigation and benefit enhancement measures which, through a feedback mechanism, can improve the planning and execution of other similar road projects. • To ensure that personnel exercise due diligence in carrying out activities The proposed environmental monitoring programmes shall include:
8.14.1 Compliance monitoring An environmental compliance monitoring programme will ensure that pre-construction commitments made to regulatory agencies, and other stakeholders are implemented. Compliance monitoring will ensure that preventive and environmental measures are in place throughout the project area. Compliance monitoring is undertaken for a project to ensure that appropriate regulations and company specifications are implemented during project development. Activities relevant to all phases of the project (i.e., construction, operation and decommissioning) are subject to the provisions of relevant regulations and guidelines.
Compliance monitoring will be performed by UNRA personnel that are familiar with the applicable regulations and will ensure that activities be planned and conducted with the knowledge and understanding of standard specifications. Monitoring will ensure that any planned activity during project development is not in contravention of the regulations or UNRA specifications. In the event of noncompliance, UNRA personnel overseeing compliance monitoring will immediately report the activity to UNRA, and implement measures to achieve compliance. Monitoring during operations will be conducted during normal working hours. General environmental conditions in the project area and surrounding areas will be monitored.
8.14.2 Environmental effects monitoring Environmental effects will be monitored in order to assess the accuracy of any predictions made in the ESIA concerning potential impacts. After project implementation, potential environmental effects 247 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard of construction will be monitored. Site visual examinations of the environmental features along the project areas will be conducted to identify potential problem areas.
8.14.3 Induction for Workers The Project Manager and the EHS officer will be responsible for ensuring that all Project personnel under their control receive both initial and ongoing environmental awareness training sufficient to ensure they are familiar with their environmental responsibilities under the ESMP.
The Project induction will provide all site employees with an overview of the works and the associated Environmental Management System and key aspects that would be adversely impacted on the project. Records of the induction would be maintained in a register which would clearly log in workers that attend and the respective topics covered as well as the dates of induction training. The Environmental induction training will, as a minimum cover:
• Individual responsibilities under the ESMP. • Risk management strategies for addressing potential. • Environmental impacts and for developing appropriate control strategies for any activity perceived to pose an Environmental risk. • Key Environmental concerns and associated control strategies. How fuel and oils will be handled. • Waste minimization, recycling, and disposal guidelines. • Incident and emergency response actions including reporting and recording guidelines • Complaint handling procedures. • HIV/AIDS awareness training.
8.14.4 HIV/AIDS Awareness training The Ministry of Health through it’s the local government as well as identified NGOs in the corridor will contact communities in the corridor, fix training days on which they will public awareness of HIV/AIDS; prevention, methods of transmission and treatment. They will also hold sessions for counselling and voluntary testing. At such trainings attendants should be made aware of other sexually transmitted diseases.
The table 8-2 below illustrates the different parametres that require monitoring during the differnert road construction phase, the time frame for monitoring and the responsible parties.
248 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Table 8-2: Environmental Monitoring Plan S/N Impacts Mitigation Monitoring Method for Frequency of Responsibility Indicator Monitoring Monitoring Construction Phase Land slides Ensure that excavations and Level of observation Weekly Contractor and erosion ditches are refilled sediments Gullies Supervising Re-vegetate/plant trees in the Engineer area cleared Soil movement Where ditches or excavations are unavoidable, ensure the site is reclaimed and natural trees/vegetation replanted
1 Vegetation Cover Restrict vegetation clearing to Area of land Patrol observation Weekly Contractor the area required deforested UNRA Re-vegetate affected sites 2 Loss of property, Identify project affected people No. of grievances Survey One off UNRA(Resettlemen land, Notify people about reported Payment records t consultant) busines compensation No. of people Consultations with MLH&UD UNRA, s relocation of utilities compensated UNRA LC111;follow LC111 Prepare RAP Zero grievances up PAP survey Implement RAP
3 Impact on water Use barriers or other measures Water quality Water sample analysis Weekly UNRA resources to prevent sediments and (turbidity, Ph, BOD, MoWE contaminants at interface with DO) Contractor water NEMA 4 Destruction of Minimize site clearance to the Water quality Water sample analysis Weekly UNRA wetlands and habitat area required for civil work (turbidity, Ph, BOD, Observation/inspection NEMA DO), Absence of Level of siltation Contractor siltation District Environment Officer 5 Soil Erosion Revegetation Water pollution Observation/inspection Weekly UNRA Grassing Level of siltation NEMA Contractor District Environment Officer 6 Noise Pollution Use light and noise proof Noise levels Measurements of noise Quarterly UNRA, NEMA equipment levels
249 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
7 Oilspills and Perform routine check on Vegetal Field observation Monthly UNRA hazardous chemicals vehicles and machines daily, cover Soil Contractor and ensure proper microbial Soil test maintenance Water Treat and scoop soil any time tests fluid drip is noticed 8 Burrowpit and Ensure that engineering design Monitor Site Weekly UNRA construction and best construction practices reinstatement Inspection Contractor materials are adhered to an Meeting Ensure that construction debris d exploitation plan Payment for use of are disposed and kept away materials from contact with surface water Absence of waste Proper exploitation plans are materials followed 9 Occupational Health Use of PPEs should be Workers wearig Site inspection Weekly UNRA and safety enforced PPE, Type of Contractor PPEs available 10 Waste Management Segregate waste Physical evidence of Site Daily UNRA Store waste properly before wastes Contractor disposal observation Recycle, re use and reduce Photograph solid waste Dispose of non-recyclable/non inspection reusable waste in an approved dump Operation Phase 11 Increase Monitor and enforce traffic Speed control Campaign Every 6 National Road Safety traffic/movement management rules Measures. reports/minutes months Council and accidents Records from traffic Erect warning signs police Police UNRA Install speed control at trading No. of accidents reports Once a year Contractor centres, schools etc along the road Inspection Local Authority Interviews Monitoring of Positive Impacts
250 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
12 Employment of locals - No of locals Recod Quarterly UNRA employed Survey No. of women employed 13 Improved - Increase income Survey Quarterly UNRA transportation of farm produce to market centres 14 Improved - Increased Survey Quarterly UWA accessibility to the accessibility project area 15 The local, regional - Increased route use Survey Quarterly UNRA and national and economy Economies would Expand hence Increased tax base. 16 Improved healthcare - Improved service Survey Quarterly UNRA delivery and delivery education become more accessible
8.14.5 Monitoring and Management Cost The table 8-3 below represents the various phases of the project and gives the estimated costs for follow-ups of the mitigation measures by the Environmental Expert, Sensitization campaigns, Institutional coordination and ancillary measures.
Table 8-3: Environmental Monitoring and Management Costs Item Description Unit Estimate d Rate (UGX) Amount (UGX) No. Quantity Uganda shillings Uganda shillings
1.0 Environmental action plan, decommissioning plans and L.S. 1 20,000,000 20,000,000 reporting 2.01 Provide Environmental and social manager Month 24 3,500,000 84,000,000 Provide qualified safety officer to deal with OHS, HIV/AIDS Month 24 3,500,000 84,000,000 and gender management, including transport 2.02 HIV/AIDS and STD prevention and counselling
251 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
(a) Information, education and consultation campaigns including Month 24 2,000,000 48,000,000 regular distribution of condoms to workforce (b) Provide, maintain and operate STD and HIV/AIDS clinic or Month 24 2,000,000 48,000,000 make alternative arrangements with existing local clinic (c ) Employment of Nominated Sub-Contractor for Provision of L.S 1 70,000,000 70,000,000 HIV/AIDS Programme and child protection Management Fee for Employment of Nominated Sub- Contractor, L.S 15,000,000 including provision of services such as transport to workforce and distribution of condoms and IEC material and on-site accommodation for Consultant Sociologist and ASP as required for duration of contract. 2.03 Gender (a) Gender sensitization and awareness raising Lump sum LS 5,000,000 5,000,000 meeting/workshops (b) Gender sensitive monitoring and reporting Lump sum LS 5,000,000 5,000,000 2.04 Safety Clothing and Equipments (a) Provision of safety clothing and equipment for the workforce. Person-Years 150 300,000 45,000,000 (Ushs 300,000 to be paid for each of the 150 people per year) 4.01 Institutional coordination and support during construction and PS to paid 1 30,000,000 30,000,000 monitoring i.e Local NGO’s, Local Government and lead annually Agencies Meetings
4.02 Grievance Redress Committees Lump sum 50,000,000 50,000,000
252 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
9.0 CHAPTER NINE: CONCLUSION AND RECOMMENDATIONS
9.1 Conclusion The ESIA has noted that the proposed have a vast number of potential positive impacts. However, it has several potential adverse negative impacts as well, especially during the construction phase. The project impact analysis section of this Report has presented the categorization of these potential impacts and has further presented the proposed mitigation measure to minimize the potential negative impacts. Consequentially, a lot of mitigation measures and best practices shall be implemented in order to avoid, minimize or manage the impacts. It is the responsibility to ensure that adequate supervision of the Works Contractor is done such that the mitigations measures prescribed in this ESIS are well implemented.
The ESIA has also noted that implementation of the mitigation measures will involve preparation of various management plans for approval of different authorities, including NEMA and following standards of several stakeholders, key being the AfDB. Therefore, monitoring of the project will involve a number of stakeholders whose role will be to ensure that the project provides anticipated benefits at minimal environmental and social cost to the communities and the environment in which it will be implemented.
Considering the measures prescribed, the level of scrutiny of this project and the supervision expected from stakeholders such as NEMA, UWA, government ministries including tourism, Ministry of Tourism, Wildlife and Antiquities, local governments of Kabale and Kisoro relevant NGOs and AfDB, UNRA will sustainably implement the proposed project. 9.2 Recommendation To ensure that the Contractor takes environmental management seriously part of the special specification will spell out activities to be carried out by contractor on project site to ensure that environment is protected as required by the laws of Uganda. The Contractors responsibility shall include but not be limited to:
• The procurement of the services of a competent Environment, Health and safety officer. He should have a good knowledge of environmental management and be able assess risk to the environment and implement measures proposed to mitigate them; • The provision of regular information, instruction, training and supervision are necessary to ensure sound environmental management on the works; • Train workers to minimize, waste, noise, and dust and vibration. Avoid contamination of water sources, vegetated areas with excrement. • Implement the recommendations in the approved ESIA document and NEMA Certificate approval conditions, particularly the required mitigation measures and the environmental management and monitoring plans, and the owner’s environmental and social management framework; • Acquire approval conditions provided by NEMA (approval certificate), and permits from lead agencies, Department of Petroleum Supplies (Construction permit, operating license for storage and dispensing facilities of petroleum products), Ministry of Water and Environment; • The Contractor should then prepare a Contractor’s Environmental, Social, Health and Safety Management Plans to comply with the above requirements. This should include an implementation framework, including staffing and budget.
253 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard • The Contractor will also consult general public and disclose information in relation to construction scheduling, traffic management, public health and safety, and the results of Environmental monitoring. • All expenditure and costs related to complying with Environmental safeguards as applicable to construction and development of the project would be met by the Contractor
254 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard REFERENCES
Agnew, A.D.Q & Shirley, A. 1994. Upland Kenya wild flowers: A flora of ferns and herbaceous flowering plants of upland Kenya. East African Natural History Society. Arroyo M.T.K, Marticorena, C, Matthei, O, and Cavieres, L.(2000). Plant invasions in Chile: Present patterns and future directions. In Invasive species in a changing world. Mooney, H.A, and Hobbs, R.J (Eds). Washington, DC: Island press, pp 385-421 Beentje, H. 1994. Kenya trees, shrubs and lianas. Natural Museums of Kenya Cheek, M. 1998. The plants of Mount Cameroon, a conservation Checklist. Royal Botanic Gardens, Kew. Coker, Kent A. and Coker, P. 1992. Vegetation Description and Analysis – A Practical Approach. John Wiley & Sons, New York. Cox, G. Laboratory manual of general ecology 6th Ed. Dubuque, Iowa: William C. Brown; 1990. CBD 2002. Convention on Biological Diversity. Available online at http://www.cbd.int. Accessed June 2017. Eggeling, W.J. 1940. The indigenous trees of the Uganda protectorate. Government Printer, Entebbe, Uganda Guidelines for Environmental Impact Assessment in Uganda, NEMA 1998 Hamilton, A. (1990). A field Guide to Ugandan Forest Trees. Makerere University. Howard, A. 1991. Nature conseration in Uganda’s protected forest reserves. IUCN, Gland, Switzerland & Cambridge, UK IUCN (2016). The list of threatened species. WWW.IUCN.redlist.org. Accessed June 2017 Kaj Elgstrand, Nils F Petersson (Ed,); OSH for Development, Royal Institute of Technology, June 2009 (pages 223 -264) Chapter Editor Ulrik Sundbäck Kalema, J. & Beentje, H. (2012). Conservation checklist of the trees of Uganda. Kew Publishing. Royal Botanic Garden, Kew. Langdale-Brown, I., Osmaston, H.A., Wilson, J.G. 1964. The Vegetation of Uganda and its bearing to land-use. Uganda Government Printer, Kampala. Malick A.J .2004. Environmental and social management framework for Kampala industrial business park (KIBP) at Namanve. Millennium Ecosystem Assessment. 2005. Ecosystems and Human Well-being: Full Document. World Resources Institute, Island Press, Washington, DC. Available online at: http://www.maweb.org/en/Global.aspx. Nantamu, N., 2005. The Albertine Rift: a globally important endangered space harbors the majority of Africa’s biodiversity. Environmental Brief no. 3, USAID/Uganda, Kampala. National Environment (Noise Standards & Control) Regulations, 2014 NEMA, 2010, State of the Environment Report for Uganda 2010. National Environment Management Authority, Kampala. NEMA, 2010. Environmental Sensitivity Atlas for the Albertine Graben. Second Edition. UN Conference on Environment and Development (UNCED) (1992) Agenda 21, UNCED, New York. ISSG, 2018. Invasive Species Specialist Group. Website available at: http://www.issg.org/database. Accessed December 2018. Plumptre, A.J., Owiunji, I. and Nkuutu, D. (2012). Biodiversity surveys of Montane Forests of the Albertine Rift in Uganda. Wildlife Conservation Society, Kampala, Uganda Plumptre, A.J., Behangana, M., Ndomba, E., Davenport, T., Kahindo, C., Kityo, R. Ssegawa, P., Eilu, G., Nkuutu, D. and Owiunji, J. 2003. The biodiversity of the Albertine Rift. Albertine Rift Technical Reports no. 3.Appendices Polhill R.M. 1954. Tropical Flora of East Africa (FTEA). Balkema Rotterdam. A.A. Balkema, Rotterdam. The Atomic Energy Regulation, 2012
255 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard The National Environment (Noise and Vibrations Standards and Control) Regulations, 2013 Occupational safety and Health Act 9, 2006 White, F. 1983. The vegetation of Africa. UNESCO, Paris Winterbottom, B. & Eilu, G. 2006. Uganda biodiversity and tropical forest assessment. USAID report. International Resources Group. WHO Air quality guidelines for particulate matter, ozone, nitrogen dioxide and sulfur dioxide Global update 2005
National Documents 1) District Development Plans for Rubanda, Kisoro and Kabale districts 2) District Development Plans for Kisoro and Kabale Municipalities 3) District State of Environment Reports for Kisoro and Kabale districts 4) The Constitution of Uganda, 1995 5) The Environmental Impact Assessment Regulations, 1998 6) The Factories Act, Cap 198, 1964 7) The International Convention on Biological Diversity, 1992 8) The Land Act,1998 9) The Local Governments Act, 1997 10) The Monuments Act 1967. 11) The National Environment (Hilly and Mountainous Areas management) Regulations, 2000 12) The National Environment (Minimum Standards for Management of Soil Quality) Regulations, 2001 13) The National Environment (Waste Management) Regulations 52, 1999 14) The National Environment (Wetlands, River Banks and Lake Shores Management) Regulations, 2000. 15) The National Environment Act, Cap 153 16) The National Environment Discharge of Effluent into Water or Land Regulations, 1999 17) The National Environment (Noise Standards and Control) Regulations, 2003. 18) The National Forestry and Tree Planting Act, 2003 19) The National Gender Policy, 1997 20) The Policy on Conservation and Management of Wetland Resources, 1995 21) The Public Health Act, Cap 269, 1964 22) The Road Act, 1964 23) The Traffic and Road Safety Act, 2004 24) The Uganda Wildlife Act, Cap 200 25) The Water (Waste Discharge) Regulations, 1998 26) The Water Act, Cap152, 1995 27) The Workers Compensation Act, 2000 28) Physical Planning Act, 2010
Ministry of Works and Transport
1) GoUMoWT (1999) Sectoral and Environmental Policy & Management Assessment of the First Road Project 2) GoUMoWT (2008) Environmental Impact Assessment Guidelines for Road Projects 3) GoUMoWT (2008) Guidelines for Mainstreaming HIV/AIDS in the Roads Sub- Sector 4) GoUMoWT (2008) Roads Sub-Sector Gender Policy Statement 5) GoUMoWT (2008) Roads Sub-Sector Guidelines for Mainstreaming Gender 6) GoUMoWT (2008) Roads Sub-Sector Guidelines for Mainstreaming Issues of People with Disabilities and Elderly Persons
256 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 7) GoUMoWT (2008) Roads Sub-Sector Guidelines for Mainstreaming Occupational Health and Safety 8 8) GoUMoWT (2008) Roads Sub-Sector HIV/AIDS Policy Statement 9) GoUMoWT (2008) Roads Sub-Sector Policy Statement for Occupational Health and Safety 10) GoUMoWT (2008) Roads Sub-Sector Policy Statement for People with Disabilities and Elderly Persons
Guidelines from the Development Partners 1) Intergrated Safeguards System (Safeguards aabd Sustainability Series 2013) 2) Safeguard policies of the African Development Bank 3) Management Policies - The Guide to Managing the National Park System, the US Department of Interior 4) New South Wales (Australia) road classification “Touristic Road” with the scope of building sustainable roads (Roads Act 1993).
257 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard APPENDICES
Appendix 1: APPROVED TERMS OF REFERENCE
258 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
259 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
260 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Appendix 2: Plants Species by Family Name along the Proposed Project Roads from Kisoro-Mgahinga Road- Families by Alphabetical Order Species name Family Life form Conservation status Achyranthes aspera L. Amaranthaceae scrambler NA Acrocephalus deberstii Th. Dur. & De Lamiaceae herb NA Wild. Ageratum conyzoides L. Asteraceae herb NA Alchemia kiwensis Engl. Rosaceae herb NA Alternanthera sp. Amaranthaceae herb NA Amaranthus dubius Thell. Amaranthaceae herb NA Anisochilus distichus Lamiaceae herb NA Asplenium theciferum Aspleniaceae fern NA Bidens pilosa L. Asteraceae herb invasive Brugmansia suaveolens (Humb. & Willd.) Solanaceae shrub NA Bercht & J. Presl. Caesalpinia decapetala ( Roth ) Alston Caesalpiniaceae shrub NA Centella asiatica (L.) Urban Apiaceae creeper NA Clerodendrum johnstonii Oliv. Verbenaceae shrub NA Commelina africana L. Commelinaceae herb NA Commelina benghalensis L. Commelinaceae herb NA Commelina diffusa Burm.f. Commelinaceae herb NA Conyza floribunda H. B. K. Asteraceae herb NA Crassocephalu montuousum (S. Moore) Asteraceae herb NA Milne-Redh. Crassocephalum vitellinum (Benth.) S. Asteraceae herb NA Moore Cyathula orthacantha (Hochst.) Schinz Amaranthaceae herb NA Cyathula uncinulata ( Schrad ) Schinz Amaranthaceae herb NA Cyperus rigidifolius Steud. Cyperaceae sdge NA Dichrocephala integrifolia O. Ktze. Asteraceae herb NA Dichrocephalum integrifolia O. Ktze. Asteraceae herb NA Digitaria abyssinica (A. Rich.) Stapf Poaceae grass NA Digitaria velutina (Forssk.) P. Beauv. Poaceae grass NA Drymaria cordata (L.) Roem. & Schult. Caryophyllaceae herb NA Dyschoriste radicans Nees Acanthaceae herb NA Eragrostis aspera (Jacq.) Nees Poaceae grass NA Eragrostsis tenuifolia A. Rich. Poaceae grass NA Erythrina abyssinica DC. Papilionaceae tree NA Eucalyptus grandis Maiden Myrtaceae tree NA Galisonga ciliata (Raf.) Blake Asteraceae herb NA Galisonga parviflora Cav. Asteraceae herb NA Galium spurium L. Rubiaceae herb NA Glinus sp Molluginaceae herb NA Hypoestes forskaolii ( Vahl ) R. Br. Acanthaceae herb NA Impatiens niamniamensi Gilg. Balsaminiaceae herb NA
261 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Keetia guinzii (Sond.) Bridson Rubiaceae liane NA Kyllinga appendiculata K. Schum. Cyperaceae sedge NA Kyllinga blbosa P. Beauv. Cyperaceae sdge NA Leucas martinecensis (Jacq.) Ait.f. Lamiaceae herb NA Markhamia lutea K. Schum. Bignoniaceae tree NA Momordica foetida Schumach. Cucurbitaceae climber NA Morus nigra L. Moraceae tree NA Oxalis corniculata L. Oxalidaceae herb NA Pennisetum clandestinum Pilger Poaceae grass NA Pennisetum purpureum Schumach. Poaceae planted NA Phaseolus vulgaris L. Papilionaceae Herb Phytolacca dodecandra L'Herit Phytolacaceae scrambler NA Plantago palmata Hook.f. Plantaginaceae herb NA Plectranthus edulis Vatke Lamiaceae herb NA Poa annua L Poaceae grass NA Polygonum nepalense Meisn. Polygonaceae herb NA Pygium africanum Hook.f. Rosaceae tree NA Ranunculus multifidus Forssk. Ranunculaceae herb NA Ricinus communis L. Euphorbiaceae shrub invasive Rubus rigidus Sm Rosaceae scrambler NA Rumex abyssinicus Jacq. Polygonaceae herb NA Rumex rwenzoriensis Chiov. Polygonaceae herb NA Senna bicapsularis (L.) Roxb. Caesalpiniaceae shrub NA Senna didymobotrya Fresen. Caesalpiniaceae shrub invasive Setaria pumila (Poir.) Roem. Schult. Poaceae grass NA Solanum aculeastrum Dunnal Solanaceae shrub NA Solanum annnguivii Lam. Solanaceae shrub NA Tagetes minuta L. Asteraceae herb NA Tetradenia riparia (Hochst.) Codd. Lamiaceae shrub NA Tragia brevipes Pax Euphorbiaceae climber NA Trifolium rueppellianum Fres. Papilionaceae herb NA Vernonia amygdalina Del. Asteraceae tree NA Vernonia biafrae Oliv.& Hiern Asteraceae straggler NA Zehneria scabra (L.f.) Sond. Cucurbitaceae climber NA
262 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Nyarusiza-Mahabura road. Families by Alphabetical Order Species name Family Life Conservation form status
Achyranthes aspera L Amaranthaceae herb NA Ageratum conyzoides L. Asteraceae herb NA Asplenium aethiopicum (Burm.f.) Aspleniaceae fen NA Becherer Caesalpinia decapetala ( Roth )Alston Caesalpiniaceae shrub NA
Clerodendrum johnstonii Oliv. Verbenaceae shrub NA Commelina benghalensis L. Commelinaceae herb NA Commelina zambesica C. B. Cl. Commelinaceae herb NA Conyza floribunda H. B. K. Asteraceae herb NA Cotula abyssinica A. Rich. Asteraceae herb NA Crassocephalum (S. Moore) Milne- Asteraceae herb NA Redh.
Cynodon dactylon (L.) Pers. Poaceae grass NA Digitaria velutina (Forssk.) P. Beauv. Poaceae grass NA Drymaria cordata (L.) Roem. & Schult. Caryophyllaceae herb NA
Drymaria cordata (L.) Roem. & Schult. Caryophyllaceae herb NA
Eragrostis aspera (Jacq.) Nees Poaceae grass NA Eriochloa fatmensis (Hochst. & Poaceae grass NA Steud. ) W. D. Clayton
Erythrina abyssinica DC. Papilionaceae tree NA Erythrococca bongensis Pax Euphorbiaceae shrub NA Eucalyptus grandis Maiden Myrtaceae tree NA Galisonga ciliata (Raf.) Blake Asteraceae herb NA Galium spurium L. Rubiaceae herb NA Guizotia scabra (Vis.) Chiov. Asteraceae herb NA Hegenia abyssinica (Bruce) J. F. Gmel. Rosaceae tree NA Hypoestes forskoalii ( Vahl ) R. Br. Acanthaceae herb NA Justicia heterocarpa T. Andrsson Acanthaceae herb NA Kosteletzkya adoensis (A. Rich.) Malvaceae herb NA Mast.
Kyllinga appendulata K. Schum. Cyperaceae sedge NA Kyllinga bulbosa P. Beauv. Cyperaceae sedge NA Leggera alata Sch. Bip. Asteraceae herb NA Leonotis nepetifolia (L.) Ait.f. Lamiaceae herb NA Leucas martinicennsis (Jacq.) Ait.f. Lamiaceae herb NA Lobelia sp. Campanulaceae herb NA
Markhamia lutea Nationally reserved Momordica foetida Schumach. Cucurbitaceae climber NA
263 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Ocimum gratissimum L. subsp. Lamiaceae herb NA gratissimum
Oplismenus hirtellus (L.) P. Beauv. Poaceae grass NA Pellaea adiantoides (Willd.) J. Sm. Adiantaceae fen NA Pellaea calomelanos (Sw.) Link Adiantaceae fern NA Pennisetum clandestinum Steud. Poaceae grass NA Phytolacca dodecandra L'Herit Phytolacaceae scrambler NA
Pityrogramma calomelanos (L.) Link Adiantaceae fern NA var. calomelanos
Plantago palmata Plumbaginaceae herb NA Polygonum nepalense Meisn. Polygonaceae herb NA Ranunculus multifidus Forssk. Ranunculaceae herb NA Rumex usambarensis Chiov. Polygonaceae herb NA Satureja biflora Benth. Lamiaceae herb NA Senna bicapsularis (L.) Roxb. Caesalpiniaceae shrub NA Senna didymobotrya Fresen. invasive Setaria homonyma (Steud.) Chiov. Poaceae grass NA Solanum incanum L. Solanaceae herb NA Sonchus oleraceus L. Asteraceae herb NA Tetradenia riparia (Hochst.) Codd, Lamiaceae shrub NA Trifolium rueppellianum Fres. Papilionaceae herb NA Urtica massaica Mildbr. Urticaceae herb NA Vernonia auriculifera Hiern Asteraceae tree NA Zehneria scabra (L.f.) Sond. Cucurbitaceae climber NA
264 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Kabale-Bunyonyi and Bunyonyi-Kabeho road. Families by Alphabetical Order Species name Family Life form Conservation status
Acacia mearnsii De Wild. tree L C Acanthus polystachius Delile Acanthaceae shrub NA Achmella caulirrhiza Delile Asteraceae herb NA Achyranthes aspera L. Amaranthaceae herb NA Ageratum conyzoides L. Asteraceae herb NA Ageratum conyzoides L. Asteraceae herb NA Ageratum conyzoides L. Asteraceae herb NA Anisochilus distichus Lamiaceae herb NA Asparagus africanus Lam. Asparagaceae herb NA Basella alba L Basellaceae climber NA Bidens pilosa L. Asteraceae herb invasive Bothriocline longipes (Oliv. & Asteraceae scrambler NA Hiern ) N. E. Br.
Clerodendrum johnstonii Oliv. Verbenaceae shrub NA Crassocephalum montuosum (S. Asteraceae herb NA Moore) Milne-Redh.
Cupressus sp. Cupressaceae tree NA Cynodon dactylon (L.) Pers. Poaceae grass NA Cyperus latifolius Poir. Cyperaceae sedge NA Digitaria abyssinica (A. Rich.) Stapf Poaceae grass NA Droguetia iners (Forssk.) Schweinf. Urticaceae scandent NA Drymaria cordata (L.) Roem. & Caryophyllaceae herb NA Erythrina abyssinica DC. Papilionaceae tree NA Eucalyptus grandis Maiden Myrtaceae tree NA Gynura scandens O. Hoffm. Asteraceae scandent NA Hypericum peplidifolium A. Rich. Guttiferae herb NA Ipomoea tenuirostris Choisy. Convolvulaceae climber NA Justicia heterocarpa T. Andersson Acanthaceae herb NA Keetia guinzii (Sond.) Bridson Rubiaceae liane NA Kyllinga bulbosa P. Beauv. Cyperaceae sedge NA Kyllinga elatior Kunth Cyperaceae sedge NA Leucas martinicensis (Jacq.) Ait.f. Lamiaceae herb NA Markhamia lutea K. Schum. Bignoniaceae Coppiced Nationally reserved Panicum trichocladum K. Schum. Poaceae grass NA Panicum trichocladum K. Schum. Poaceae grass NA Pennisetum clandestinum Steud. Poaceae grass NA Phyllanthus nummulariifolius Poir. Euphorbiaceae herb NA Phytolacca dedocandra L'Herit Phytolacaceae scrambler NA
265 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Plantago palmata Hook.f. Platanginaceae herb NA Ranunculus multifidus Forssk. Ranunculaceae herb NA Rubus rigidus Sm. Rosaceae scrambler NA Rumex abyssinicus Jacq. Polygonaceae herb NA Rumex usambarensis Chiov. Polygonaceae herb NA Senecio syringifolius O.Hoffm. Asteraceae scandent NA Senna bicapsularis (L.) Roxb. Caesalpiniaceae shrub NA Setaria homonyma (Steud.) Chiov. Poaceae grass NA Sida rhombifolia L. Malvaceae herb NA Solanum anguivii Lam. Solanaceae herb NA Urtica massaica Mildbr. Urticaceae straggler NA Vangueria apiculata K. Schum. Rubiaceae tree NA
Appendix 3 : Birds recorded withi the project area Common name Specific name Ecological type Family Ardeidae: herons, bitterns, & egrets 1. Black-headed heron Ardea melanocephala w 2. Cattle egret Bubulcus ibis w Family Scopidae: hamerkop 3. Hamerkop Scopus umbretta w Family Ciconiidae: storks 4. Marabou Leptoptilos crumeniferus Family Threskiornithidae: ibises & spoonbills 5. Hadada Bostrychia hagedash w 6. Glossy ibis Plegadis falcinellus W Family Accipitridae: vultures, eagles, & hawks 7. African white-backed vulture Gyps africanus 8. African hawk eagle Hieraaetus spilogaster 9. Long-crested eagle Lophaetus occipitalis f 10. Fish eagle Haliaeetus vocifer W 11. Black kite Milvus migrans A Family Falconidae: falcons 12. Grey kestrel Falco ardosiaceus Family Phasianidae: quails & francolins 13. Red-necked spurfowl Francolinus afer 14. Crested francolin Francolinus sephaena Family Numididae: guineafowls 15. Helmeted guineafowl Numida meleagris Family Rallidae: rails & crakes 16. Black crake Limnocorax flavirostra W Family Otitidae: bustards 17. Black-bellied bustard Eupodotis melanogaster Family Jacanidae: jacanas 18. Jacana Actophilornis africanus W
266 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Family Charadriidae: plovers 19. Crowned plover Vanellus coronatus 20. Wattled plover Vanellus senegallus W 21. Brown -chested wattled plover Vanellus superciliosus Aw Family Burhinidae: thick -knees 22. Ring-necked dove Streptopelia capicola f 23. Red-eyed dove Streptopelia semitorquata f 24. Green pigeon Teron australis F Family Psittacidae: parrots & lovebirds 25. Red-headed lovebird Agapornis pullaria f 26. Brown parrot Poicephalus meyeri Family Musophagidae: turacos 27. Ross' turaco Musophaga rossae F Family Cuculidae: cuckoos & coucals 28. Didric cuckoo Chrysococcyx caprius 29. African cuckoo Cuculus gularis A Family Caprimu lgidae: nightjars 30. Gabon nightjar Caprimulgus fossii 31. Pennant-winged nightjar Macrodipteryx vexillarius A Family Apodidae: swifts & spinetails 32. Little swift Apus affinis Family Coliidae: mousebirds 33. Speckled mousebird Colius striatus 34. Blue-naped mousebird Urocolius macrourus Family Alcedinidae: kingfishers 35. Pied kingfisher Ceryle rudis W Family Meropidae: bee-eaters 36. White-throated bee-eater Merops albicollis Af 37. Little bee-eater Merops pusillus 38. Madagascar bee-eater Merops superciliosus A Family Coraciidae: rollers 39. Lilac-breasted roller Coracius caudata 40. Broad-billed roller Eurystomus glaucurus Afw Family Upupidae: hoopoes 41. Hoopoe Upupa epops Family Phoeniculidae: wood hoopoes 42. Green wood hoopoe Phoeniculus purpureus Family Bucerotidae: hornbills 43. Grey hornbill Tockus nasutus Family Capitonidae: barbets & tinkerbirds 44. Spotted-flanked barbet Lybius lacrymosus 45. Yellow-fronted tinkerbird Pogoniulus chrysoconus f Family Indicatoridae: honeyguides
267 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 46. Black-throated honeyguide Indicator indicator f Family Picidae: woodpeckers, wrynecks, & piculets 47. Nubian woodpecker Campethera nubica 48. Cardinal woodpecker Dendropicos fuscescens Family Alaudidae: larks 49. Flappet lark Mirafra rufocinnamomea Family Hirundinidae: swallows, martins, & rough-wings 50. White-headed rough -wing Psalidoprocne albiceps f 51. Sand martin Riparia riparia PW Family Dicruridae: drongos 52. Drongo Dicrurus adsimilis f/F Family Oriolidae: orioles 53. Black-headed oriole Oriolus larvatus f Family Corvidae: crows, ravens, & piapiac 54. Pied crow Corvus albus Family Remizidae: penduline tits 55. African penduline tit Remiz caroli f Family Timalidae: babblers 56. Black-lored babbler Turdoides melanops Family Campephagidae: cuckoo shrikes 57. Black cuckoo shrike Campephaga flava Af Family Pycnonotidae: bulbuls 58. Common bulbul Pycnonotus barbatus f Family Turdidae: thrushes & robins 59. African thrush Turdus pelios f Family Sylviidae: warblers 60. Grey-backed camaroptera Camaroptera brachyura f 61. Winding cisticola Cisticola galactotes w Family Muscicapidae: flycatchers 62. Black flycatcher Melaenornis edolioides Family Motacillidae: wagtails, pipits, & longclaws 63. Plain -backed pipit Anthus leucophrys 64. Yellow-throated longclaw Macronyx croceus 65. African pied wagtail Motacilla aguimp w Family Malaconotidae: bush shrikes 66. Black-headed gonolek Laniarius barbarus f Family Laniidae: shrikes 67. Common fiscal Lanius collaris 68. Grey-backed fiscal Lanius excubitorius Afw Family Prionopidae: helmet shrikes 69. Helmet shrike Prionops plumata f Family Sturnidae: starlings & oxpeckers
268 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard 70. Violet-backed starling Cinnyricinclus leucogaster Af Family Zosteroptidae: white -eyes 71. Yellow white-eye Zosterops senegalensis f Family Ploceidae: weavers, sparrows, & whydahs, etc. 72. Black-headed weaver Ploceus cucullatus 73. Black-necked weaver Ploceus nigricollis f Family Estrildidae: waxbills, firefinches, & mannikins 74. Waxbill Estrilda astrild w 75. Black-cheeked waxbill Estrilda erythronotus 76. Red-billed firefinch Lagonosticta senegala 77. Red-cheeked cordon bleu Uraeginthus bengalus Family Fringillidae: buntings, canaries, & seed-eaters 78. Golden-breasted bunting Emberiza flaviventris 79. Yellow-fronted canary Serinus mozambicus Key
Ecological type A Afrotropical migrant FF forest specialist W water specialist P Palearctic migrant F forest generalist w water non-specialist f forest visitor
269 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Appendix 4: Minutes from meetings st Date: 1 February 2018 Time: 9.00 am Project Location: UNRA Office W.2016.02 ID:
Consultancy Services for Feasibility Study and Detailed Engineering Design for Projec t Title: Upgrading of Selected National roads (8 lots) Lot 5: Kabale-Bunyonyi (7.8Km) and Kisoro-Mgahinga Gate (13.4 Km) Subject: Discussion of Draft Environmental Social Scoping Report Attendees:
NAME ORGANIZATI ROLE CONTACT ON
Dr. Charles Koojo (CK) ViA International Environmental [email protected] Specialist
Eng. Riccardo Centonze ViA International Civil Engineer [email protected] (RC)
Mr. Moses Oluka ViA International Envir. Specialist [email protected] Assist
Ms. Betty Babirye (BB ViA International Sociologist [email protected] o.uk
Mr. Joseph Asiimwe UNRA Senior Environ. [email protected] Specialist
Mr. Wilber Lukwago UNRA Senior Environ. [email protected] Specialist
Mr. Patrick Kamanda UNRA Environmental [email protected] Specialist Kitui Esther UNRA Senior Sociologist [email protected]
ID TASK RESPONSIBLE
1 Provide updated environmental scoping Reports ViA International
2 Include comments in final scoping Report ViA International Review and update the legal requirements including development 3 ViA International partners 4 Review the submitted draft scoping documents and provide comments UNRA
5 Provide updated scoping report to UNRA ViA International
6 Submit the final scoping Report to NEMA UNRA
270 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Summary of the Meeting: The meeting started at 9.30 am with the UNRA Environmental and Social Safe guards Team and the ViA experts on the draft Environmental scoping report shared with the UNRA Team by email on Wednesday, the 31st of January 2018. The experts of ViA International briefly presented the contents of the different sections of the report and received and noted the comments of UNRA technical staff.
Item Discussion Notes Policy and Reference will be legal / The need to make reference to the recently approved/endorsed policies done including the UNRA Environment and Social Safeguards policy; Regulatory Markets Act, Tree planting guidelines, National Environment (Hilly and framework Mountainous Areas management) Regulations, 2000 Baseline information is pertinent to elicit the existing levels of such Noted Socio- economic issues as crime rates, migration/migrants and their relationship with the information community, gender based issues, child proitection and dropout rates, impact of workers The need to be well articulated, revised and attached to the final Noted Stakeholder s scoping report. engagement plans and Ministry of Gender , Labour and Social Development-Apart from Disclosure occupation health issues, the ministry is also in responsible for social program issues of gender, marginalized people, child protection, the elderly and people with disabilities and gender based violence.
Costing the The ESMP should be comprehensively costed Noted ESMP Project It is not yet clear who is funding the project. However the funders are Noted funding keen to ensure that the project is compliant with their respective environment and social safeguards. UNRA has instutionalised the safeguards of both WB and IFC Road design Design aspects in areas that are sensitive and the need to have on aspects board a hydrologist to advise on mitigating flooding arising from the mountains especially on Kisoro-Mgahinga, Nyarusiza-Muhabura Road Links Environme ntally Potential siltation and pollution of the lake arising from economic Noted and activities along and near the Lake Buyonyi loop. The impact of socially sensitive quarrying, cut and fill requiring pit restoration. areas The need to engage the communities who are involved in quarrying and provide them alternative livelihoods. The need for tree planting program to mitigate the impact of quarrying
271 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Social issues The following need to captured by socio-economic baseline to To be included establish the status and level in both the Migration household and Crime rate community Gender basedviolence Child protection meeting Wildlife and Human conflicts Existing and planned projects questionnaire/int Gender , Vulnerable people ( including those with disabilities0 erview guide HIV/AIDS awareness and prevention Stakeholders engagement Grievance Redress Mechanism Land acquisition and involuntary resettlement Cultural Resources Labour and working conditions
272 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Appendix 5: Summary of Issues Raised From the Stakeholder Consultations Composition of Institution Out comes Date of Stakeholders consultation
Kabale District Kabale District Kabale –Buyonyi to include the additional 23rd -25th Technical officials Local Government Road from the Lake Buyonyi Loop (7.3 km October 2017 (CAO, Natural Resources from Junction of the loop) to the Resorts to Department, Engineering benefit a number of Resorts and villages Department, Community Development Department) The entire area is going to be planned as a tourism hub.
There is a planned action plan by the Kabale District to make the entire area around Lake Bunyoyi a tourism Zone hence additional Kilometres to other sites would improve the tourism facilities in the area Kisoro District Kisoro District There was concern for the project to include 26th October Technical officials Local the Kisoro-Muhavura Gate as an alternative 2017 (CAO, Natural Resources Government (5.3 Km) to provide full access to the park Department, Engineering Department, Community Development Department)
Kisoro Municipal Kisoro There was concern for the project to include 27th October Technical officials Municipal the both the Kisoro Town Roads for the 2017 (Environment Office, Physical Council benefit of the Town since often due to the Planning, Community project many town Roads will be used as Development, Engineering detours and haulage routes and Kisoro- Department) among Muhavura Gate as an alternative (5.3 Km) to others provide full access to the park
Sub county Chair person and Nyarusiza Sub There was concern for the project to include 26th October Sub County Chief of, Nyarusiza county the Kisoro-Muhavura Gate as an alternative 2017 Sub county in Kisoro District (5.3 Km) to provide full access to the park
The area around Nyarusiza Sub county produces most of the Irish potatoes that are consumed in Kampala, Rwanda and Congo and also within the region Manager Bwindi Bwindi There was concern for the project to 25th October Mgahinga Mgahinga include the Kisoro-Muhavura Gate as an Conservation Trust Conservation Trust alternative (5.3 Km) which is the beginning of 2017 trekking activities and would provide full access to the park for the tourists due the fact Research officer the at some of the key tourism activities such as birding, mountain hiking attract so many Nature Uganda- Bwindi Mgahinga Conservation tourist Trust office The area around Ntebeko is planned as a future tourism centre and a consultant has been hired to develop a concept and products especially the integration of Batwas
273 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
The construction of both Kisoro- Ntebeko gate and Kisoro-Muhavura Gate will accelerate tourism potential to the Mghahinga National Parks and the consequent trickle effect to the communities Warden, Assistant Warden and Uganda Wild life There was concern for the project to include Warden, Assistant officials of Uganda Wild life Authority the Kisoro-Muhavura Gate as an alternative Warden and officials Authority (Mgahinga National (5.3 Km) which is the beginning of trekking of Uganda Wild life Park) Authority (Mgahinga activities and would provide full access to the National Park) park for the tourists due the fact the at some of the key tourism activities such as birding,
Kabale – Kiyora Stone Quarries Community
Date: 26th June 2018 Stakeholder Interviewed: Stone Quarry Landlords, tenants, employees, youth and childre
Mobilizing Communities along Kabale-Lake Bunyonyi road for meetings Total Attendance: 75 Total Female: 25 Total Male: 50 Occupations 2 Landlords, 1 Chairman, rest were tenants, employees or children. Identified: District: KABALE District
Location/Sub-county: KITUMBA
Venue of Meeting: Kiyora Stone Quarry Highlights of the meeting: i. Kiyora composed of small families who depended almost entirely on about 10 stone quarries to survive. The steep hills did not intimidate people from spending whole days breaking rocks into aggregate that was transported to nearby towns. Sand was also traded as a by-product. ii. The community was represented by 75 members who exposed the hard marginalization from other locals since quarrying was a dirty environmentally destructive job. iii. A tarmac road with pedestrian walkways brought excitement as less dust and more business would be realized. iv. Alternative income sources like roadside restaurants for tourists would make better sanitation, healthcare and education affordable the next generation saving them of the dust, disease, harassment and scourge of hot days in the sun associated with Kiyora stone quarries.
274 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Uganda Wildlife Authority Date: 1st December 2017 Stakeholder Interviewed: Manager EIA UWA Justine Namara Total Female: 1
Total Male: 2 Location: Kampala Venue of Meeting: UWA Headquarters Kampala Highlights of the meeting: Water Catchment management measures especially around Lake Buyonyi Change and contamination due to wastes, therefore soil erosion and waste management should be minimised Increased pressure on the natural resources to increased people in the areas Sufficient mitigation for aquatic life and the park animals to be adhered to Likely impact of noise and vibration during construction. The impact may be minimal given that they are out of the park area, however mitigations measures should be incorporated to reduce the impact Employer should budget for UWA Staff to be frequently involved in the environmental management and monitoring in order to minimize impacts
Uganda Wildlife Authority(Mgahinga National Park)
Date: 25th October 2017
Stakeholder Interviewed: Warden, Assistant Warden and officials of Uganda Wild life Authority (Mgahinga National Park)
Total Female: 0 Total Male: 3 Location: Kisoro Venue of Meeting: Mgahinga National Park
There was concern for the project to include the Kisoro-Muhavura Gate as an alternative (5.3 Km) which is the beginning of trekking activities and would provide full access to the park for the tourists due the fact the at some of the key tourism activities such as birding, mountain hiking attract so many tourist Environmental Mitigation measures should be key in the construction management Include the Park Management in environmental management and monitoring
Bwindi Mgahinga Conservation Trust & Nature Uganda-
Date: 25th October 2017
Stakeholder Interviewed: Manager Bwindi Mgahinga Conservation Trust and Research officer Nature Uganda- Bwindi Mgahinga Conservation Trust office
275 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Total Female: 0 Total Male: 2
Location: Kampala Venue of Meeting: Bwindi Mgahinga Conservation Trust office, Kabale
There was concern for the project to include the Kisoro-Muhavura Gate as an alternative (5.3 Km) which is the beginning of trekking activities and would provide full access to the park for the tourists due the fact the at some of the key tourism activities such as birding, mountain hiking attract so many tourist
The area around Ntebeko is planned as a future tourism centre and a consultant has been hired to develop a concept and products especially the integration of Batwas
The construction of both Kisoro-Ntebeko gate and Kisoro-Muhavura Gate will accelerate tourism potential to the Mghahinga National Parks and the consequent trickle effect to the communities;
Ministry of Labour, Gender and Social Development
Stakeholder Interviewed: Commissioner Occupational Health and Safety Mr. David Mugisa Total Female: 0 Total Male: 3 Location: Kampala Venue of Meeting: MoLGSD Kampala, Headquarters
Highlights of the meeting: Upon commencement of construction works, it is recommended that periodic occupational hygiene surveys are undertaken to monitor air quality, vibration, noise and physical agents in accordance with permissible levels. These measurements should provide Time Weighted Averages (TWA) and Short Time Exposure Limits (STEL) for each of the variables in consideration of seasonal variations. Sampling techniques should be consistent with those used during baseline monitoring visits; Medical Surveillance program for all workers should be instituted and effectively implemented; Safety and Health awareness on potential hazards and control measures attributed to air quality, vibration, noise and physical agents should be conducted targeting workers and community members; Robust accident and incident monitoring system should be established and implemented.
276 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard KABALE – LAKE BUNYONYI (Transport Operators) Date: 26th June 2018 Stakeholder Interviewed: Transport operators Total Female: 0 Total Male: 30 Occupations 10 Tour guides, 4 Boda Boda operators, 10 Boat operators Identified: District: 10 Tour guides, 4 Boda Boda operators, 10 Boat operators KABALE District Location/Sub-county: Lake Bunyonyi Venue of Meeting: Lake Bunyonyi landing site
Highlights of the meeting: Transport operators at Lake Bunyonyi were multi-skilled offering transport, translating and tour guiding services so as to maximize income. The area has a low employment rate as chances at hotels and campsites were few. The youth most of whom were migrants took to alcoholism. The meeting was a platform for transport operators to express their deep frustrations among them;- high prevalence of HIV/AIDs, unemployment, poor sanitation and few docking spaces for the boats. The community would benefit from better infrastructure, tourist inflows and business Growth. Highlights of the meeting: Transport operators at Lake Bunyonyi were multi-skilled offering transport, translating and tour guiding services so as to maximize income. The area has a low employment rate as chances at hotels and campsites were few. The youth most of whom were migrants took to alcoholism. The meeting was a platform for transport operators to express their deep frustrations among them;- high prevalence of HIV/AIDs, unemployment, poor sanitation and few docking spaces for the boats. The community would benefit from better infrastructure, tourist inflows and business growth.
277 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard KABALE – LAKE BUNYONYI (Transport Operators) KABALE – NORTHERN DIVISION Date: 25th June 2018 Stakeholder Interviewed: Transport operators (Boda Boda, Trucks and Taxis)
The LC3 Chairperson Kabale Northern Division in a pre-meeting introduction of VIA team
Total Attendance: Total Female: Total Male: Occupations Boda boda (commercial motorcycle), taxi/saloon car or truck driver. Identified: District: KABALE District
Location/Sub-county: Northern Division
Venue of Meeting: Northern Division Offices
Highlights of the meeting: The road from Kabale to Lake Bunyonyi marks the boundary between Kabale and Rubanda districts and is mainly used by communities on the shores of the lake. Transport operated often had jobs between the districts. Tourists, traders and locals have to endure dust, potholed and the reality of falling off the narrow road especially at sharp corners. An upgraded tarmack road would reduce transport challenges like accidents, damages to vehicles, delay and sense of insecurity. The population and demand for transport services would increase. Agriculture, trade, stone quarrying and lumbering would become more profitable as losses will be cut. A better standard road would attract a high class services in tourism, finances, education, healthcare and sanitation. Transport operators would have more competition with migrates from villages and neighboring towns. Sensitizing, supervision and road signs would be needed to regulate road users.
278 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard KISORO – BATWA COMMUNITY ; District: Kisoro District , Location/Sub-county: Mgahinga Date: 24th June 2018 . Venue of Meeting: Gahinga Batwa Village Stakeholder Interviewed: Batwa men, women and Youth Attached the attendance list and photA group of Batwa village dwellers
Total Attendance: 26
Total Female: 15 Total Male: 9
Occupations 3 tour guides. Identified: Highlights of the meeting: The Batwa village is close to 1 km from Mgahinga gate. At the time, 30 semi-temporary homes had been constructed. The roughly 30 member community had a challenge accessing to water. All the food grown was consumed domestically. Being remote the Batwa practiced no trading and relied on NGOs such as OBUDU and Volcano to intervene when amenities like clothing, flour, sugar, soap and salt were needed. Child birth was controlled by observing the menstrual cycle. The proposed road would best bring such services like sanitation, education and Healthcare. A better road would ease transport to Kisoro town. At the time of the meeting, a Boda Boda trip which was rare cost a saddening shilling 8000.
279 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard KISORO - MURAMBA ; Date: 28th June 2018
Stakeholder Interviewed: Transport operators (Boda Boda), farmers, elderly members, women, youth and students. Total Attendance: 34 Total Female: 2
Total Male: 32 Occupations 11 Motorcyclist, 6 farmers, 2 security officers, 2 Chairpersons. Identified: District: Kisoro District Location/Sub-county: Muramba Sub-county
Venue of Meeting: Muramba trading center market
Highlights of the meeting: 34 active residents spared time to share pertinent aspects of their town in relation to the proposed road. Muramba was strategically located at the junction leading to either Kibugu or Mgahinga gate. Access to water was a huge challenge to the community. The existing road was dusty and stony. Floods were reported common in a village called Muhwezi. Youth expressed serious anticipation of the proposed road upgrading. KISORO -NYARUSIZA Date: 22nd June 2018
Total Attendance: 20 Total Female: 4 Total Male: 16 Occupations 8 peasant Farmers, 1 Landlord, 3 indicating Apiculture. Identified: District: Kisoro District Location/Sub-county: Nyarusiza Sub-county
Venue of Meeting: Nyarusiza Sub-county office Hall
280 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Highlights of the meeting: The meeting was very interactive meeting comprising a representative attendance even by 3 inquisitive elderly members. The youth had a marked interest in the proposed 2 lane road upgrading citing possible employment opportunities and better household income. The women identified a high number of children born blind due to stone quarrying. Residents said they suffered much flooding and dust while transporting Irish by head loading on the existing road. Elderly men made suggestive questions on honest compensation for easy resettlement. However, the meeting lasted over 2 hours as some youth were aggressive towards the Facilitator (a youth representative). This was case for issues like ongoing government Youth livelihoods programs as government funding had delayed. Unemployment was blamed on subsistence economic activities and bureaucratic government support.
281 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Stakeholder Interviewed: Transport operators (Taxi drivers, drivers) Boda Boda and truck
Research team meeting Transport operators of Nyarusiza
Transport operators interacting after the presentation
Total Attendance: 13 Total Female: 0
Total Male: 13
Occupations 10 Motorcyclist, 2 Taxi Drivers & the local chairman was in attendance as Identified: Owned a motorbike.
District: Kisoro District Location/Sub-county: Kisoro Southern Division Venue of Meeting: Nyarusiza boda boda stage
Highlights of the meeting: • Rusiza town was the first town along Kisoro-Nyarusiza road. Other nearby trading centers were Nturo and Bushenyi. The meeting point was a walkable distance from the Southern sub- division offices and a 30minutes walk to Kisoro district offices. The elderly were identified as vulnerable since they are weak. • Fuel pricing and the unhealthy potholed dusty road were a challenge to the transport operators. Literacy was relatively low due to relative school dropout. • Household income would increase with better business, employments and wealthy customer for the operators. However disposable income would attract sexual migration and the resultant increase in communicable disease spread.
282 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard RUBANDA – Rubaare sub-county
Date: 27th June 2018 Stakeholder Interviewed: Representives of the Vulnerable groups(Elderly, women, youth and PWDs) Total Attendance: 5 Total Female: 4 Total Male: 9 Occupations 1 Reverend cannon Identified: District: RUBANDA District Location/Sub-county: Rubaare Sub-county
Venue of Meeting: Rubaare Sub-county offices
Highlights of the meeting: The meeting comprised an intellectual group of local representatives among them a Reverend Cannon and a representative for people living with HIV/AIDs. Issues fronted were the high population due to little family planning and the severe erosion due to deforestation. These resulted in malnutrition and violence. Residents were concerned of the noise pollution during and after road construction. Recommendations raised were youth employment and discipline of road construction staff.
283 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Appendix 6: LISTS OF CONSULTATIVE MEETING ATTENDANCE
284 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
285 Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Meeting the Batwa Community
Lake Buyonyi Land Lords, Tour Operators and Business, Community
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard NGOs in Kisoro/along the project areas
Consultative meeting with the Vulnerable Groups in Kisoro project areas
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Political Leadership and Technocrats of Southern Division and Kisoro Municipal Council
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Consultative Meeting with Kitumba Sub county Police, Local Council 1, School Administrators and
Other Security agencies held At Kitumba Sub County Lukiko Hall
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard Consultations with the PWDS, Local councilors, Health representatives and Elders
Land Lords, Traders and Farmers at Rusiza Market
Consultative meeting with the Men along the Kiyora Village-Kitumba Sub County
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Consultative meeting with the Teachers and Medical practitioners in Gisozi Parish
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Consultations with Muramba Sub county political, technocrats and security leaders
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Consultations with Bubare Sub county political, technocrats and security leaders
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard
Consultations with Nyarusiza Sub county political, technocrats and security leaders
Traders, Market Vendors, Business Men and Women, and Landlords’ at Kacwekano Trading Center
Proposed upgrade of Kabale-Bunyonyi (7.8km), Bunyonyi-Kabeho (7.3km), Kisoro-Mgahinga Gate (13.4km) and Nyarusiza-Mahabura Gate road (5.3km) from Gravel to bituminous standard