Jable of Contents

ROAD SECTORINSTITUTIONAL SUPPORT TECHNICAL ASSISTANCE PROJECT(RSISTAP)

Public Disclosure Authorized REVIEWAND UPDATE FOR THE FEASIBILITYSTUDY AND DETAILED ENGINEERING DESIGN OF - - ROAD

Draft Final Feasibility Study Report E-265 VOL. 2 Public Disclosure Authorized

Environmental and Resettlement Impact Assessment Volume 2A: - Supplementary Social Impact Assessment Public Disclosure Authorized This volume is an Addendum to the second volume of a set of four volumes. The other volumes are: -

Volume 1 Main Text

Volume 3 Appendices

Volume 4 Preliminary Engineering Drawings Public Disclosure Authorized

Roughton Intematronal In assoc,aron with U-Group Consult Table of Contents

ROAD SECTORINSTITUTIONAL SUPPORT TECHNICAL ASSISTANCE PROJECT(RSISTAP) REVIEWAND UPDATE FOR THE FEASIBILITYSTUDY AND DETAILED ENGINEERING DESIGN OF KARUMA - PAKWACH - ARUA ROAD Draft Final Report Environmental and Resettlement Impact Assessment Volume 2A: - Supplementary Social Impact Assessment

Table of Contents Executive Summary

1. Background Infornmation...... 1-2 1.1 Introduction...... 1-2 1.2 Objectives and Use of Social Assessments ...... 1-2 1.3 Methodology and Approach ...... 1-2 2. Project Description...... 2-1 2.1 Project Aim ...... 2-1 2.2 The Existing Road ...... 2-1 2.3 Altemative Alignment in Area of Murchison Falls National Park...... 2-2 2.4 Rehabilitation Works ...... 2-2 2.4.1 Road Widening and Earthworks...... 2-2 2.4.2 Drainage Improvements ...... 2-3 2.4.3 Pavement Construction ...... 2-3 2.4.4 Road Safety...... 2-3 2.4.5 Programme for Execution of the Works ...... 2-3 3. CULTURAL AND SOCIO-ECONOMIC PROFILE ...... 3-1 3.1 Overview ...... 3-1 3.2 The Project Area ...... 3-1 3.3 Population Characteristics...... 3-1 3.4 Settlement and Housing ...... 3-2 3.5 Energy and Domestic Water Sources ...... 3-2 3.6 Transport and Communication...... 3-2 3.7 Heath ...... 3- 3 3.8 Education and Literacy...... 3 3 3.9 Land Tenure...... 3 4 3.10 Land Use ...... 3 4 3.11 Sources of Income and Employment ...... 4 3.12 Social Organization ...... 3.13 Areas of Socio-cultural Importance...... 3.14 Agencies with Interests in the Project ...... E.i 4. THE CULTURAL AND SOCIO-ECONOMIC IMPACTS ...... 4.1 Overview ...... 4.2 Effects on the Local Community/Families ...... 4.3 Effects on Women ...... 4.4 Effects on Refugees ...... 4.5 Effects on Private Companies...... 4 4.6 Effects on Urban Areas ...... 5. Mitigation Measures ...... 5. 5.1 Overview. 5.2 Land Take 5.2.1 Permanent Land Take ...... 5.2.2 Temporary land take ......

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5.2.3 Compensation procedure and considerations...... 5-1 5.3 Construction Traffic and Road Detours ...... 5-1 5.4 Traffic (Road) Safety and Nuisance ...... -.. 5-2 5.5 Loss of Business Opportunities by Women ...... 5-2 5.6 Scarcfty of Fuelwood ...... 5-2 5.7 Proliferation of Diseases...... 5-3 5.8 Possible Food Shortages...... 5-3

Appendices

1 People Consulted During The Study

2 Rates of Compensation

List of Tables

Table 2-1 Quantities of Construction Matenals...... 2-4 Table 3-1 Population Numbers and Density ...... 3-1 Table 3-2 Other Important Demographic factors in the Project Area ...... 3-1

Roughton Intemational In associatyon with U-Group Consult Executive Summaly

Executive Summary

E. Introduction ThisSocial Impact Assessment (SA) Report (Volume 2 A) wasprepared as a SupplementaryReport to the EnvironmentalImpact Assessment Report (Volume 2) in orderto allowmore detailed consideration ofsocial issues and stakeholder participation inthe designof the project.

E.2 Socio-economic and Cultural Environment i) Sourcesof Incomeand Employment The mainsource of householdlivelihood in the projectarea is predominantlysubsistance farming. An averageof 80% of the total householdsgrow variouscrops on small-holdingsusing rudimentary methodsand relyingon family labourespecially women and children. No soil enhancementpractices suchas applicationof fertilizersare usedto improveproductivity per unHt area. Incomefrom activities such as petty trading and formal employmenttypically just augmentthe assuredincome from subsistencefarmning. The projectarea is potentiallya highly productiveagricultural region, which will benefitfrom the upgradedroad. It will becomeworthwhile for farmersto investin traditionalagricufture cash-crops that they were previouslyunable to sell. For example,it will becomeeasier to transportcotton and other agriculturalproducts to Kampalaand Jinja . In addRtionit will becomeeasierto transportmanufactured goods from those towns to the project area. Transportand vehicle maintenancecosts will reduce becauseof improvedroad surface and reductionin the time taken to completea joumey. Becauseof reductionsin vehicleoperating costs createdby improvedroads, the price of goods into the regionfrom elsewherein the countryshould reduceas shouldthe cost of passengertransport. The likely resulting improvementto feederroads will spreadthis effect into areassome distancefrom the projectroad.

Improvementto the roadwill greatlyimprove access and trade to hithertoremote and less developed parts of the West Nile region and in particularfarmers will have improvedaccess to markets. Basic commoditiessuch as paraffin,washing soap and salt will become more readily availableand small businessesare morelikely to prosper. ii) Health Each of the districts in the project area has at least one govemmentrun hospital,which is usually supported,by missionhospitals, such as KuluvaHospital in Arua. MulagoHospital is the best equipped referral hospitalbut is about 500 km from Arua and 325 km form . Very few peoplein the prolec area are able to utilise Mulago Hospital at presentdue to existinghigh trans,portcosts and pocr bus services.

The most commondiseases in the study area malaria(40%), respiratoryinfections (34%), diarrhoea diseases(8%) and intestinalworms (7%). The Aids pandemicis also rampant. The current level of Aids awarenessis estimatedat over 60% of the total population. iii) Educationand Literacy Literacy levels in the three districts of the project area are still low. The lowest literacylevels Orelng associatedwith femalesand rural areas. In for example,only 32% of all the populationaged I O years and above can read and write. However,with the current UniversalPrimary Education (,-PE Programsupported by the govemment,the rate of Iteracy is expectedto increase. With imp(ove accessibility(when the projectroad is upgraded)and increasedIteracy due to the UPE Program -e numberof unemployedyouth is expectedto decrease. iv) Effectson Womenand Households As a specialgroup, women will be affectedin a numberof ways, by the proposedroad upgrading positiveimpacts will be of mediumto long-termduration, since they are all significant. They -, . - improvedmobility to health carefacilities and markets;increased income from their produce-,:m ..- l

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job opportunities; increased dealings with other areas of the country and their women's groups. Some negativeimpacts may be felt by women,such as a reductionin the availabliltyof firewood. v) Effectson Refugees The projectarea especiallyGulu and Arua districts have a numberof intemallydisplaced people and refugeesfrom Sudan and the Congowithin their boundaries. The upgradingof this road will improve accessibilityto the refugeecamps and protectedareas for relief agencies. The road has long beena problemto relief organizationsdealing with refugeesin northemUganda. Most of the relief suppliesto the internallydisplaced and refugeesfrom neighbouringcountries, comes from . iv) Sites of CulturalImportance Investigationsshow that this projectwill not directly affectany known sites of archaeologicalor cultural importance. But as a general principle,the constructionphase activitiesshould try to avoid religious sites such as graveyardsand family shrines. E.2 Socio-economicImpacts and Mitigation BHtumensealing and upgradingthe existing Kanrmato Pakwachto Arua road will be associatedwith some minor adversesocial impacts. However,these undesirablesocial impactswill be minimisedby implementingappropriate mitigation measures as summarisedbelow i) LandTake The upgradingof the projectroad, which will be almostentirely restrictedto its existingalignment, will involvevery iittle additionalland take. The area traversedby the road is sparselypopulated and in the unlikelyevent that it is necessaryto offer resettlement,there is plentyof availableunoccupied land. In such cases, adequatecompensation will be appropriate. Provisionhas been made for payment of compensation.In most cases,the affectedfamilies and/or households prefer not to be resettledbut to be giventhe freedomto relocatewhere they choose. ii) Road Safety Improvementof the road will encouragemore traffic and higher vehicularspeeds. A major part of the trafficwill be long-distancehaulage trucks to andfrom southemSudan and eastemCongo.

Increasedtraffic speed due to a better standard of road will have an effect on road safety for pedestrians,cyclists, livestock and their owners,who will face some increasedrisks of injuryfrom faster movingvehicles.

The existingroad has a poorsafety record thereforeparticular attention has been given to designing measuresthat will increase road safety along the rehabiiitatedroad. The main safety improvements include: * Road wideningand improvedjunction lay-outs * Provisionof bitumen sealed shoulders (whole road), bus bays and parking spaces in settlements * Improvedroad signs and road marking * All new bridgeswill be constructedwith 1.5 metre wide raised footpaths on both sides of the carriage-way iii) Pro,ieration of Disease Spread of diseasessuch as AIDS and other infectiousdiseases along the project road could be i significantsocial impact. Strengtheningthe medical facilities and improvingon people's awareress based on current active programswill help in reducingthe rate of infection. The level of awareness n Ugandawith regardto improvedhealth is now relativelyhigh, therefore disease control is impro\nng iv) Scarcityof Fuetwood Woodfuel is the main source of energy in and more especiallyin rural areas. Fueow'.- I consumptionis likelyto increasewhen the projectroad is upgraded. The main reasonbeing that "- , new trading centresare likely to developalong these roads which may attract peoplefrom within . outsidethe project area. Since electric power from UEB grid will not be immediatelyavallace -- increasedpopulation in the centresand outsidethe areaserved by this road will use woodfuelf- of their energyrequirements.

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The end result will be that the now well-vegetatedareas along the proposedroad will be targetedfor charcoal production. Existing plots of wood on private land and some trees may be depleted. Strengtheningafforestation programs and supportinguse of fuel saving cook stoves especiallyaround all settlementsin the projectarea should be able to alleviatethe scarcityof fuelwood. E.2 Conclusions Consultationswith local representatives,women's groups and youth groups has shown that the upgradingand bitumensurfacing the Karumato Pachwachto Arua Road is very strongly supported. Indeed,it is thoughtto be long overdue becausethe West Nile regionhas no good roadconnection to Kampala(unlike other regions). Undesirableimpacts are consideredto be of little significanceby comparisonto the majorbenefits expected to arise from the road upgrading.

The most significantconcem of the people in Aura voiced at all meetingswas that the road contract should not be let out as one single contract. They were of the view that the Karuma- Pakwachsection be given to a different contractorfrom the Pakwach- Arua section in order to minimize delays, especiallythose associatedwith insecurity.

RoughtonIntemational pj * In association with U-Group Consult Section 1 Background Inform;tyoU

1. BACKGROUNDINFORMATION 1.1 Introduction As part of the feasibilitystudy for the upgrading of the Karumato Pakwack to Arua Road, an environmentimpact assessment (EIA) has been undertaken.The purposeof the EIA is to identifythe likely beneficial and detrimentalenvironmental consequences that may arise as a result of the upgradingof the existinggravel roadto bitumenpaved standard.The EIA has beencarried out with the primary aim of recommendingappropnate actions to mitigate any adverseeffects on the physical, biologicaland humanenvironment.

This Social ImpactAssessment (SA) Report(Volume 2 A) was preparedas a SupplementaryReport to the EnvironmentalImpact Assessment Report (Volume 2) in orderto allowmore detailedconsideration of socialissues and stakeholderparticipation in the designof the project. 1.2 Objectivesand Use of SocialAssessments SA is a process for ensuringthat developmentstake into account key relevantsocial issues; and incorporatea participationstrategy for involvinga wide range of stakeholders. The process aimsto ensure that projectobjectives and incentivesfor developmentare acceptableto the range of people who are intendedto benefdtfrom the intervention. It also ensuresthat projectviability and rsks are assessed early. People are emphasisedbecause they are the reason for and the means of development. Their cultures, societies, and organisations provide the foundation on which developmentprograms rest.

SA is a methoddeveloped by the World Bankand it is used by the Bankfor projectsinvolving: * Indirectsocial benefits and direct socialcosts D Significantuncertainty or risk * Large numberof direct beneficiaries;and D Target assistance.

Karumato Pachwachto AnuaRoad, like other infrastructureprojects falls in the first categoryi.e. will bring a numberof indirectsocial benefitsto all the people in the projectarea with respectto increased accessibility.

Social Assessmentsare usually carried out in a project contextand the main objectives of carrying them out are to:

D Identifykey stakeholders and establishan appropriateframework fortheir participaltionin the project; * Ensurethat projectobjectives and incentivesfor changeare acceptableto the range of peopleintended to benefit,and that genderand othersocial differences are refleced e projectdesign; * Assessthe social impactof developmentprojects, and where adverseimpacts are identified,to determinehow they can be overcomeor at leastsubstantially miftigated . * Developcapacity at the appropriatelevel to enableparticipation, resolve conflict. pe. 4 service delivery,and carry out mitigationmeasures as required. 1.3 Methodologyand Approach

The methodologyand approach adopted in the steps of preparingthis SA are consistentwith tre ., " Bankprocedures and existing Operational Directives. Generally, the followingapproach was use' a) Data collection through review of existing secondary data, local consul'* participatoryanalysis, and on - the - sport assessmentof the currentstate of d ' the project area. All this data was later analysedfor ease of use in the asse'% - exercise. b) Identificationof stakeholdersin this project. The rangeof stakeholdersin Bank . includesthose affectedby the outcome,negatively or positively,or those who c the outcomeof a proposed intervention. In this case they include MoWHC

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UWA, BAT (U) Ltd, Urban Authorities such as Pakwach, Nebbi and Arua, Local Communities/families, Educational Institutions, the Youth, Women, Refugees and of course the World Bank. c) Systematic analysis of the social factors consisting of cultural and demographic factors, employment and income, land use and ownership of land, health, education and other services, and the perception of the road project in the local communities. d) Assessment of social impacts and risks likely to be caused by this road project with respect to stakeholders. e) Development of mitigation plan for the adverse socio-cuftural impacts. f) Determination of plans on how key stakeholder groups will be involved throughout the project.

Roughton Intemational P,# In associaton with U-Group Consult Secton 3: PrOjectDescrpton

2. PROJECTDESCRIPTION 2.1 ProjectAim The aim of the projectis to constructa high standard bitumensurfaced road to replacethe existing gravel roadconnecting Karuma to Pakwach,Nebbi and Arua. 2.2 The ExistingRoad The existing routealignment is essentiallywell engineeredand generallyfits well into the undulating topography. As a result, there is no engineering requirementfor the design of any major road realignments. i) Karumato

The road from Karumato Olwiyo is 53.1 kms in length. It follows a nearly direct route across hilly terrain and has been constructedwith minimum earthworks. For the first 42 kms the road lies just within the north-eastemboundary of the MurchisonFalls NationalPark (MFNP). The landscapeis mainly dense vegetationconsisting of both grass and treeswith some localisedswamps. Upgradingof this alignmentwill involverelatively minor deepeningof road cuts and raising of embankmentsacross watercoursesand low lying swamDyland.

The existingroad is generallypoorly surfacedwith 'murram' (laterite gravel) derivedfrom borrow pits adjacentto the road(many of which are in MFNP). Somesections of the road are currentlyessentially un-surfaced(earth road) due to lack of adequate road maintenance(grading and regravelling). As a result, partsof the route are extremelyrough with deep rutting. Very poor side drainagehas resultedin locaiised erosion of the road canriageway. During wet weather long sections of the road become dangerouslyslippery and some short sectionsbecome impassable. The existingroad is generally7.0 metres wide but reducesto 6.5 metres in some sections. There is one major bridge structure at chainage 33.2 km where the road crosses the Ayago River, which drains southwardsinto the River Nile. At the majorityof low points elsewherealong the roadthere are small diametercross drainage culverts.

Outside MFNPthe landscapebecomes more open with progressivelyfewer trees. The road crosses over the disused railway,which runs between Pakwach and Gulu, just before entering Olwiyo: At Olwiyo thereis a junctionwith the roadto Gulu. ii) Oiwiyoto Pakwach

This section of road is 54 kmnin length. The road follows a less direct alignmentbetween Olwiyo and Pakwachsince it follows a routeinfluenced by a need to avoidsteep gradientsassociated with incised drainagecourses. As far as possiblethe road follows a watershedalignment and as a result thereare no bridgesalong this section. The road does howevercross the railwaythree times in this section Approachingthe Albert Nile at Pakwachthe road and railwayline share the same alignmentas they cross about 1.5 kilometresof swamp on high embankment.The roadsurface is typicallyrough except on the approachto PakwachBridge where a good gravelsurface currently exists. In this section The existing road is typically 8.0 metres in width but varies between 6.5 metres at its narrowestto a maximumof 9.0 metres. iii) Pakwachto Nebbi

The section from Pakwach to Nebbi is 53.7 km in length. The first 30 krn of the alignment Ircm Pakwachto Nyaravuris hilly and undulatingbut followsa steadilyrising ridge consequentlythere are no major bridgestructures along this section. Between Nyaravurand Nebbithe roadtraverses the terran crossing several rivers and tributarieswith significant catchments. Majority of the river bndges ale single lane and will needto be replacedin order to meetthe designrequirements of the proposedroad Visibilityis also poor on the approachesto several bridgesand extensiverealignments will be requ.l!1 at these locationsto improvethe geometry. In this sectionthe existingroad is typicallybetween ; 3 and 10.0 metres in width, narrowingdown on the approachto bridges. The existing road swr1.4,^ continuesto be rough and deeplyrutted in places, but has receivedmore maintenancethat the 1 sectioneast of Pakwach,which has sufferedfrom moreacute security problems.

Roughton Intemational Pi;' In assocraron with U-Group Consult Section 3: Project Descnpwon iv) Nebbito Arua

At Nebbi the roadforks right at the junction with the road to Goli and then continuesnorthwards to and Arua. This section from Nebbito Arua is 76.0 km in length and passesthrough rolling to hilly terrain. The roadserves a relativelyhigh local populationand has been generallymaintained in good shape. Howeverthere are several bridgesthat have failed in recent times and made the road impassableto traffic.

The road crossesthe Ora River, which is the largestriver between Pakwachand Arua, immediately south of Okollo. Thereafterthe road descendsalong a ridge beforerising followinganother ridgeto Uleppi. Subsequentlythe terrain becomesmore hilly, crossingseveral rivers. The approachto Aruais paved for 1.5 kilometresbefore a roundaboutat the entryto the town. The main road and some of the side streetsthrough Arua are partially paved. The roundabouthas three arms,the left forms the main road throughArua andthe nght goes to the White RhinoHotel and airstripbeyond. The approachroad and the pavedroads in the town are in needof rehabilitation.

WVththe exceptionof the Okollobridge over the Ora River,which is a single span throughsteel trussof about 40 metrespan and 7.0 metreswide, the existingstructures over the other rivers are single lane. There are thirteensuch structures,all of which-need to be replacedon the grounds of width and in some cases inadequategeometry on the approaches. Most are single spansof 10 metresor less. In this section the existing road is typically 9.5 metres in width but varies between 9.0 metres at its narrowestto a maximumof 11.0metres. 2.3 AltemativeAlignment in Area of MurchisonFalls NationalPark The section between Karumaand Olwiya passes throughthe northern edge of the MurchisonFalls NationalPark (MFNP). The northem boundary of MFNP in generalruns along the line of the Adibu River.

Assessmentof the impactof constructinga high standard bitumenroad through a section of Natiohal Park is consideredto be a key environmentalissue associatedwith the upgrading project. The engineeringand environmentalstudies have thereforereviewed the possibiiityof realigningthe section of road in the Park outsidethe northemboundary. Full considerationis givento the possibleoptions for roadupgrading in the areaof the park in Section7.

A numberof alignmentoptions, including following the existingalignment, have been consideredfor the Karumato Olwiyo section, which passes through MFNP. Elsewhereit is proposedthat wherever possiblethe proposedroad will followingthe existingalignment in order to minimisedisruptions to the environment 2.4 RehabilitationWorks 2.4.1 RoadWidening and Earthworks Followingconsultations, the Ministryof Works,Housing and Communications(MOWvHC) confirmed thal a bitumenclass 11road should be selected to provide a carriage-waywidth of 6.0 metrewfth paved shoulderwidths of 1.5 metres. This is the currentnormally acceptable minimum width for a paved road There would appearto be no advantagein consideringa roadusing reduceddesign standards in order to make cost savings,as the reductionin levels of safetyfor road userswould be unacceptable Thus the preliminarydesign is for a bitumen-surfacedroad to fullgeometric and crosssectional standards

The majority of the project lies within an existing road reserve, which will be sufficientlywxe ' construct the road without requiring additional land. The section through MFNP is howevef - narrowestsection of the existingroad and will requiresome additionalland in order to construcdre road.

The majority of the project road is in rolling terrain and the geometryof the existingalignment 41,r% within the requirementsfor a new bitumensurfaced road with a designspeed of 80 k/h, which s - requirementof the MOWHC. The new road will thereforefollow the alignmentof the existing r- +0 . closelyas possiblewhich will minimizethe amountof cut and borrowmaterial required to constr. - road.

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2.4.2 DrainageImprovements The rehabilitatedroad will incorporategreatly improvedand deepenedside drainage. The standard side drain will be 700 mm deep and 500 mm wide at the bottomwith side slopes of 1 in 1.5. Side drains on slopesof greaterthan 5% in cut will be lined(stone pitching) to preventsoil erosion. Covered road drains will be constructedthrough the main settlements.Where there are deep cuttingscut off drains alongthe lengthof the cuttingwill be provided.

As a result of wideningthe road it will be necessaryto extendthe majorityof existingculvert pipes. Where hydrologicalcalculations and past records showthat a culvertis unableto take the peakflow, or inspectionshow the culvertto be structurallyunsound, then the culvertwill be replaced. 2.4.3 PavementConstruction Two designs of pavementhave, been considered for the new road, both of which utilisethe existing pavementas sub grade whereverpossible. The first pavementdesign which is liketyto be used for constructingmost of the road in the first three sectionsi.e. from Karumaup as far as Nebbi,will be a 100 mm natural gravel capping layer overlaid by 100mm of sub base and 200 mm of base. The plasticityof both the sub base and base will have been improvedby the additionof lime. The section from Nebbi up to Arua and possiblya sectionto the east of Nebbiwill be constructedusing 200 mm of lime improvedsub base overlaidby 200 mm of crushedrock base. Table 2-1 on the followingpage showsthe quantitiesof materialsrequired for constructingthe roadpavement. 2.4.4 RoadSafety The existingroad has a poor safety recordtherefore particular attention has been given to designing measuresthat will increaseroad safety along the rehabilitatedroad. The main safety improvements include: - Roadwidening and improvedjunction lay-outs * Provisionof bitumen sealed shoulders (whole road), bus bays and parking - spaces in settlements * Improvedroad signs and road marking a All new bridgeswill be constructedwith 1.5 metre wide raised footpaths on bothsides of the carriage-way 2.4.5 Programmefor Executionof the Works The programmedstart date for constructionof the Works is the year 2000. The projectroad will be either constructedas two separatecontracts i.e. from Karumato Pakwachand from Pakwachto Arua or the road will be split into four contracti.e. from Karumato Otwiyo,Olwiyo to Pakwach,Pakwach to Nebbi and from Nebbito Arua. The durationof the contractswill be betweentwo andthree years each and it is likelythat the contractswill run concurrently.

Roughton Intemational Page In associabon with U-Group Consult Karuma-Pakwach-Ama Road Environmental Impact Assessment Report Section 3: Project Description

Table 2-1 Quantities of Construction Materials

Sectionof Road Length Cut to Fill Cut to Spoil Borrowto Fill Subbaseand Lime for Gravel Base Lime for Base CrushedStone (kms) (inc. Side GravelCapping Subbase Base Drains) (SSG1)

Karurnato Olwiyo 53.1 50,880 314,350 57,23Q 101,950 2,550 97,700 4,890 0 (ExistingRoute)

Karumato Olwiyo 66.1 58,910 324,090 71,000 126,990 3,180 121,700 6,090 0 (AlternativeA)

Karumato Olwiyo 63.3 56,620 354,310 58,120 121,480 3,040 116,420 5,820 0 (AlternativeB)

Olwiyoto Pakwach 54.1 45,280 181,780 45,030 103,870 2,600 99,540 4,980 0

Pakwachto Nebbi 53.7 44,560 120,290 86,170 103,100 2,580 98,810 4,940 0

Nebbito Arua 76.0 64,800 164,160 63,300 145,920 3,650 0 0 139,840

All quantities are cubic metres unless otherwise noted

PageNo: 2-4 Section 3: Cultural and SOCiO-Economlc Proefil

3. CULTURALAND SOCIO-ECONOMIC PROFILE 3.1 Overview This Sectiondescrbes in detailthe socialand culturaldimensions, which (in combinationwith technical, economicand environmentaldimensions) serve as a basis for design and preparationof KPA road project. The profile includedata aboutthe type of communities,demographic characteristics, economy and livelihood,land tenureand natural resourcecontrol, social organization,factors affecting access to power and resources,values and perceptions.The socio-culturalprofile helps to ensurethat proposed projectsand policiesare culturallyand sociallyappropriate, and potentiallysustainable. 3.2 The ProjectArea The projectroad goes throughthe districtsof Gulu, Nebbi and Arua and forms part of the north-west trunk road system,which connectsto the eastern and southernparts of the DemocraticRepublic of Congo and the Sudan.respectively (insert map on page 1 - 2 in the EIA report). The three districts have a combinedtotal areaof 22,460km 2 and a total populationof approximately1.5 millionpeople. 3.3 PopulationCharacteristics Nebbi and Arua districtsare ethnicallyrich with every majortribe in Ugandarepresented particularly in the urban areas. T he Acnoii tnbe mainly inhabits Gulu district with very few 'outsiders'. Population numbersin tnese areashave Increasedover time and pressureon naturalresources is beginningto be felt. For example,there is beginningto be a scarcityof firewoodin areas around Nebbiand Arua urban centres. Populationnumbers and densitiesare summarizedin Table 3.1 below:

Table 3-1 PopulationNumbers and Density District Populationin 000s Area (kM2) PopulationDensity (kmi 2 1969 1980 1991 Land 1969 1980 1991 Gulu 224 270 338 11,560 19 23 29 Nebbi 204 233 317 2,781 73 84 114 Arua 370 472 638 7,595 49 62 84 Uganda 9,535 12,636 16,672 197,096 48 64 85 Source: The 1991 Population and Housing Census - National Summary In all the districts,there are morewomen than men and the averagesex ration (malesper 100 females) in 1991 was 94 havingbeen 93 and 96 in 1980 and 1969 respectively.

Table 3-2 Other ImportantDemographic factors in the ProjectArea Factor/Districts Gulu Nebbi Arua Uganda Dependencyratio % ]68 68 68 52 Under5 yearsMortality Rate per 1000 290 234 230 1203 Total FertilityRate per female 6.9 6.9 6.7 7.1 Orphan-hoodas % of Total Population 14 8 8 9 AverageAnnualGrowth (1980, 1991) 2.1,1.8 1.3, 2.8 2.4, 2.7 2.3, 2 5 Urban Populationas % of Total pop. 11 8 4 11 Householdsize 4.9 5.3 6.0 5.0 % Accessto SafeWater 24 20 22 49 % HouseholdsHeaded by Females 33 28 22 | Source: The 1991 Population& HousingCensus - DistrictSummaries

As may be seen from the above table, the project area has a considerablenumber of widows, orphans. fts mortality rate for the under 5 years is much higher than the national one which is also

Roughton International P;-' In associabon with U-Group Consult Section 3: Cuttural and Socio-Economic Pr;olle higherthan the nationalone whichis also very high comparedto othercountries. Accessibilityto safe water for drinkingby householdis quite low whilethe populationgrowth rate in Nebbi and Aruais much higherthan the nationalaverage.

The dependentpopulation refers to that part of the population,which is below 14 years and above 65 years of age and is therefore,not working. The above table showsthat 68% of the total populationin the projectarea lies in the non-productiveage. The otherpart of the populationhas to work much more to sustaineverybody. 3.4 Settlement and Housing The populationin the study area is mainly rural with clusteredsettlements in a linear arrangement especially on hillsides. Most of these settlementslack clean water and have very poor sanitary provisions. Up to 92% of the entire populationin the studyarea live in grass thatchedhuts madefrom mud and wattle,although use of bricks is becomingpopular especially in urbancentres.

Developmentof seKtlements(including major towns such as Nebbi,Pakwach and Arua) is generallynot planned. This has had a negativeeffect on the provisionof social servicesand improvedenvironment managemente.g. sanitation. Kinshipties are the main factor determiningsettlement pattems and choiceof areafor settling in the studyarea.

Afthough some settlements have access to safe water sources such as boreholes, the majority, rely on the collectionof water for domesticuse from the nearby shallow wells or river sources. Riversare, therefore,a main sourceof waterforthe population. 3.5 Energyand DomesticWater Sources Majorityof householdsin the projectarea dependon woodfuelfor cooking. Nebbi and Arua towns are connectedto the UgandaElectricity Board grid, but due to high costs of runningthe diesel generators, power is only switchedon once a day between7 p.m. and 10 p.m. in the evening. This explainswhy charcoal buming and firewoodsales are importantactivities along the projectroad. A head load of fuelwoodranges in cost between Ushs 500 and 800, while a sack of charcoalcosts between UShs 2,500 and 3,500 dependingon where it is bought. Acacia and Combretumtree species are the preferredfuel wood sourcesbecause they producegood qualitycharcoal.

As indicatedin Table 3.2, an overall average of 32% of the householdsin the Project area has got accessto safe water. The restget their water supplyfor domesticuses form unprotectedsources such as shallowwells, rivers or dams. Urban areas such as Pakwachand Nebbi do not have piped water despite the fact that they have relatively high populationdensities. For this reason, water borne diseasessuch as cholera,dysentery, bilharzia, malaria and river blindnessare rampantespecially in West Nile area. 3.6 Transportand Communication Road transportis by far the most importantmode of transportin the study area. The projectroad is a trunk road and is fed by a numberof feeder roads. These feeder roads are usually in poor condition and not always motorableparticularly during the rainy seasons. An estimatedtotal of 538 km of feedef roads exist in , while has about 1,039 km. Major feeder roads serving !ne projectroad are summarizedin Table below.

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Table 3-3 Major Feeder Roads to Karuma - Pachwach - Arua Road

District Road Length (km) Gulu Olwiyo - 10 Nebbi Pakwach - Panyimur 36 Acwera - Erusi 24 Gole - 8 Paidha - Zeu 44 Nyaravur - Parambo - Panyimur 38 Arua Olepi - Ofaka 32 - Anyavu 26 Ochoko - Pawor 65 Olepi - Alijora 20 Okollo - Inde 27 Bundo- Koyo 30 Source: Nebbi and Arua Departmentof Works. Public buses can access the project area, which costs between UShsl0,000 and 15,000 to travel from Kampala to Arua. The three districts of Gulu, Nebbi and Arua can also be accessed by air. The pedal bicycle is the most common type of transport for medium distances. Short journeys are typically made on foot, particularly by women (who usually only travel as passengers on bicycles).

Communication between Kampala and the study area is largely through radio transceivers. A pnvate communications company called 'Starlight Communications' now operates in Arua, which has greatly improved communication with this town. Uganda Posts Limited is operational but letters currently take a long time to be delivered, but with the upgraded road may alleviate this problem.

3.7 Health

Health Care Services and facilities are provided and operated by the government, private practitioners. NGOs and missions. Each of the districts in the project area has at least one govemment run hospital. which is usually supported, by mission hospitals, such as in Arua. Mulago Hospftal Ls the best equipped referral hospital but is about 500 km from Arua and 325 km form Gulu. Very few people in the project area are able to utilize Mulago Hospital due to high transport costs and poor bus services.

The most common diseases in the study area malaria (40%), respiratory infections (34%), diarrtioea diseases (8%) and intestinal worms (7%). The Aids pandemic is also rampant. The current level of Aids awareness is estimated at over 60% of the total population.

3.8 Education and Literacy

Literacy levels in the three districts are still low. The lowest literacy levels being associated w',l females and rural areas. In Nebbi for example, only 32% of all the population aged 10 years and above can read and write. Males who have not had formal education in Gulu and Arua districts constitute 34x and 30% respectively which impiies that in both districts about 70% of the illiterate people are females

However, with the current Universal Primary Education (UPE) Program supported by the govemment the rate of iiteracy is expected to increase. With improved accessibility (when KPA road is upgradedi and increased literacy due to the UPE Program, the number of unemployed youth is expected decrease.

Table 3.4 beiow shows the Schools along KPA road between Pakwach and Arua. Care stno..I taken when roads works are going on not to disrupt the current arrangement

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Table 3-4 Educational Institutions along the Karuma - Packwach Arau Roads

Road Section Institution Pakwach- Nebbi Primary Post Primary Pakwach, Alwi, Leyi, Alwi Pateng, Pakwach UCC, Alwi Pateng Paila, Oryang, Nyaravur, TTC Pakwach - Nebbi Agwok, Akaba and Namrwodho Nebbi - Arua Afere, Namthin, Omyer, Anyiribu, Nebbi SS, Uleppi SS, Arvu Anika, Army, Bondo, Payuru, Arivu, SS; Ocoko Vocational, Muni Anava, Okpova, Ocoko, Enzeva, Girls SS, Muni TTC Ringiii, Ewava and UpperArua. Source: FieldData 1998

3.9 Land Tenure

The Land Act (1998) and any other previous land laws notwithstanding, the majority of people in the project area own iana on communal basis as has been the case since time immemorial. In accordance with the 1995 Constitution of Uganda, this arrangement of land ownership falls under the customary land tenure system. Households have user rghts over their land and responsibility to utilize the land according to their wishes. Individual household rights may only be terminated if the household ceased to cultivate the land or if members of the household became social outcasts. In which case, land would revert to the clan heads/leaders for reallocation. Individual user rights are passed on to the next person through inheritance.

For any dealings on land for public projects or where 'an outsider' wishes to acquire a large chunk of land, clan eldersAeaders have got to be contacted first. These days, members of- local councils and chiefs may be co-opted but on the preference of elders.

There are few households with land titles even in main urban centres such as Nebbi and Arua. The other forms of land tenure as listed under Article 237 of the Constitution are not common in the project.

3.10 Land Use

Land use in the districts along the project road is typically not planned but determined by availability, suitability and to a great extent by clan decisions. Agriculture is the major use to which land is put and is a major economic activity. Agriculture provides employment to over 90% of the total population. A wide range of agricultural crops and livestock are farmed.

Major crops grown include simsim, sunflower, finger millet, cassava, matooke, sorghum. rice. sugarcane, sweet potatoes and a whole range of other food crops. Traditional cash crops are cotton coffee and tobacco upon which households depend for income to keep homes.

The average size of land holdings ranges between 0.2 and 2.0 hectares. Some households keep a few cows and other small livestock. Fishing is a significant activity in areas close to the rivers, especiaiy the River Nile. Species caught include Nile Perch, Tilapia, Clariaris, Lungfish and Loleco.

3.11 Sources of Income and Employment

Most households obtain their main source of livelihood from subsistence farming, growing both foad and some cash crops. A significant proportion of the population is involved in trade, especially cra0s- border trade. Some youth are involved in pit-sawing and timber production activities. Some households support their incomes by sale of charcoal and firewood along the roadside. Women aso contribute significantly in the production process even though they have limited or even no control over the means of production. Where cash is involved, women's decisions are ignored usually to trief disadvantage because it is mostly women's labour used in the process.

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The main source of household livelihood in the project area is predominantly subsistance farming. An average of 80% of the total households grow various crops on smalkholdings using rudimentary methods and relying on famity labour especially women and children. No soil enhancement practices such as application of fertilizers are used to improve productivity per unit area. Income from activities such as petty trading and formal employment is just to augment the assured income from subsistence farming.

At the district level, the majority of households are not engaged in any formal economic activity. Some people in areas close to the road and urban areas especially the youth and women, provide their service and/or labour either permanently or on temporary basis. People in this category include teachers, mechanics of all types, labourers, vendors/hawkers, carpenters, brick makers and builders and fish-mongers. Such people normally stay in villages from where they commute every morning. Others conduct various types of petty trade business. Examples include: small shops/Kiosks and market stalls dotted along the project road and village paths. These shops and market stalls provide surrounding areas with essentiaVbasic commodities in much small and affordable quantities. This benefits most households whose incomes are low.

A considerable number of people, especially the young, aged, disabled and unemployed depend on family support. Women shoulder most of this responsibility in addition to their other obligations. Recently, the number orphans has almost doubled in each household due to wars and the Aids pandemic, thereby making the life of women much more difficult.

3.12 Social Organization

The project area is generally a rural setting because life in the local communities is still based on informal ties such as kinship or extended family system. In tum, these ties determine the day-to-day socio-economic and cultural activities including land use and land tenure systems, division of labour, conflict resolution and decision making at family and community levels.

Most people in the project area - with exception of a few non-indigenous and formally employed - stay in their villages/ancestral homes and only come to town on specific missions after which they go back. Such missions range from water collection, purchase of essential commodities such as salt, through seeking medical services to making money. They are still attached to their villages for almost all their needs.

Views of the family or household head takes precedence in most issues pertaining to his/her family or household. Issues that cannot be handled within the family may have to be presented to the elders in the extended family circles before being taken anywhere else. The Local Council System - whic2 s also almost based on similar arrangements - or formal courts, may be referred to as the iast resorL ThPe Local Government Act, 1997 stipulates how Local Councils are supposed to go about cases t1^- handle in order to avoid legal confusion.

3.13 Areas of Socio-cultural Importance

Preliminary investigations show that this project will not directly affect any known sites of archaeo"a -a or cultural importance. But as a general principle, the construction phase activities should try to 4. .m religious sites such as graveyards and family shrines.

3.14 Agencies with Interests in the Project

There are a number of agencies with varying degrees of interest in this project either because -- have on-going projects in the region or by the nature of their mandated activities and respon.sa0- Some agencies have been consulted during the EIA investigations (refer Appendix B). These -* - MOWHC, NEMA, UWA, and the Directorate of Water Development, German Development S- (DED), German Technical Co-operation (GTZ), Gulu, the Wetlands Program, Nebbi and Arua administration, World Bank, USAID, and Urban Councils.

The major development activities currently in progress in the project area include the rehabil".- roads in MFNP and the bitumen surfacing of the main street in Arua (which would otherwise ha- part of the current project). Urban councils also have their development plans, which shouki adversely affected by the road upgrading.

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Roughton Intemational In association with U-Group Consult Section 4: Cultural and Socao-Econornic Impacts

4. THE CULTURALAND SOCIO-ECONOMICIMPACTS 4.1 Overview One of the major objectivesof carryingout SAs is to assessthe impactof developmentprojects, and where adverseimpacts are identified,to determinehow they can be overcomeof at least substantially mitigated. Main possiblesocial impacts are identifiedand evaluatedbased on their effect to the key stakeholdersof this project. The key stakeholderswere identifiedin Section 1.3 of this report. 4.2 Effectson the LocalCommunity/Families Improvementof the roadwill encouragemore traffic and higher vehicularspeed in the hithertoquiet rural areas. A major part of the traffic will be long-distancehaulage trucks to and from southemSudan and easternCongo.

Increasedtraffic speed due to a better standard of road will have an effect on road safety for pedestrians,cyclists, livestockand their owners, who will face increasedrisks of injury from faster. movingvehicles.

It is not consideredthat noisewill be a significantproblem when constructionis completeand the road is operational.

As with noise,there will be an increasedproblem of dust during the constructionprocess. However, when the road is upgraded,there will be no impactdue to dust. This will be a positiveenvironmental benefrtof the improvedroad.

Improvementto the roadwill greatlyimprove access and trade to hithertoremote and less developed parts of the WestNile regionand in particularfarmers will have accessto markets. Basic commodities such as paraffin,washing soap and salt will becomemore readilyavailable and small businessesare morelikely to prosper.

A positivebenefit of improvingthe roadwill be that it will be far easier and cheaperfor excessproduce to be taken to major marketssuch as Kampala. It will be worthwhilefor farmersto invest in traditional agriculturecash crops that they were previouslyunable to sell.

The upgradedroad will improveaccess, resulting in the existingsettlements increasing in size and possibly new settlementsbeing established,thereby increasingthe population. There is likely to be increasedhousehold incomes and employmentopportunities.

The project area is potentially a highly productive agriculturalregion, which will benefit from the upgradedroad. It will becomeeasier to transportcotton and otheragricultural products to Kampalaand Jinja while i will becomeeasier to transportmanufactured goods from thosetowns to the projectarea Transportand vehiclemaintenance costs will reduce becauseof improvedroad surfaceand reduction in the time taken to completea joumey. Because of reductionsin vehicleoperating costs createdty improvedroads, the price of goods into the region from elsewherein the countryshould reduce as should the cost of passengertransport. The likely resultingimprovement to feeder roads will spread this effect into areassome distancefrom the projectroad.

Improvementsto the projectroad are likelyto bring changesto socio-economicstatus, social relations household incomes and other related aspects as a consequenceof improvedphysical mobility and market information flow, access to health care services, education, agricultural inputs v'd manufacturedgoods.

Some land will permanentlybe lost to roadwidening and other relatedimprovements. Temporary !and take will occurwhen landis used for borrowpits, quarries,contractor's camps and otherworking areas and accessesto them. Land will also be requiredfor load diversionsduring the constructionprocess Much of this land losscan be mitigatedby fair compensationand afterall, total penmanentland take *.d be insignificantbecause the road is wide enough. There will also be no displacementof familes warrant involuntaryresettlements plans.

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Wrth increased accessibilrty to the region, there is a possibility that the value of land will increase and also bring about changes in the way it is used. All land close to the project road from Pakwach to Arua will specifically gain value, as it will be competed for by various people, for various uses.

Proliferation of diseases during and after construction may occur in the communities along the road. Labourers, truck drivers and other travellers will be in the project area for sometime which will necessitate them to mix socially with the local communities. As a result, various diseases including AIDS may be spread to the community.

Closely associated with this, is the possible erosion of traditional values due to urbanisation that could be associated with the upgraded road. Issues such as truancy, crime, prostitution and other social vices may become more widespread.

Based on the consultations with local representatives and some youth groups, the KPA Road Project is very strongly supported. It is also though to have been long over due because the West Nile region has no good road connection to Kampala (unlike other regions). The most significant concem of the people in Aura voiced at all meetings was that the road contract should not be let out as one to a single contractor. They were of the view that the Karuma - Pakwach section be given to a different contractor from the Pakwach - Arua section in order to minimize delays, especially those associated with insecurity.

4.3 Effects on Women

As a special group, women will be affected in a number of ways, by the proposed road upgrading. The positive impacts will be of medium to long-term duration, since they are all significant. They include:

* Ease mobiiity especially in reaching health facilities, markets and other areas of importance to them in their day-to-day lives. * Increased incomes and better prices for the products they sell as a result of increased marketing facilities which will make their life easier as they fulfill their social obligations. * Job opportunities, for example, through sell of food, drinks, fruits, grinding stones, charcoal and firewood. * Increased dealings with other areas in the country especially with women groups in the south through which exchange of information and experiences will be done. * Possible change in the status of women due to increased incomes as a result of more economic opportunities. Possible indirect social costs that may affect women as a result of this project are not expected to be significant and are far outweighed by benefits, but include: * Possible food shortages in households as a result of selling food produce after having been attracted by good prices offered by traders. * Possible losing out in their small time businesses along the road to bigger and more organized groups with more money to invest. * Shortage of fuelwood due to increased sales of charcoal and firewood by various groups in the project area to the travelling public especially those going to Kampala. * - Loss of land to the project will have an insignificant affect on women and househoids 4.4 Effects on Refugees

The project area especially Gulu and Arua districts have a number of internally displaced people amrd refugees from Sudan and the Congo within their boundaries. The upgrading of this road will Impros accessibility to the refugee camps and protected areas by agencies, which provide relief supply 7 road has been a problem to relief organizations dealing with refugees in northem Uganda but aner "e upgrading, their services will be better and faster which will benefit the refugees. Most of the -,- supplies to either intemally displaced or refugees from neighbouring countries, comes from or t - coordinated in Kampala.

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4.5 Effectson PrivateCompanies Private companiesoperating in the projectarea especiallyBritish American Tobacco (BAT) Uganda Limitedwill greatlybeneft from this projectthrough reduced transport and operationalcosts of vehicles as they ferry tobaccoto Kampala.They will also save in terms of time spent betweenKampala and the tobacco producingareas in the region. However,the upgradedroad may bringin other competitorsfor tobacco growingor promotionof other cash crops such as clonal coffee to replacetobacco. In either cases, it will bethe communityin the projectarea to gain from this competition. 4.6 Effectson UrbanAreas WVthupgrading of KPA road, urbanizationis expectedto increaseand so will the populationof these centres. Many shops will be built and small trading centresmay changetheir statusto bigger ones. Traderswill find it easyto purchaseitems for their businessesand all in all,the living conditionsof the peoplewill greatlyimprove.

It was foundout duringthe field surveythat urbanauthorities in Nebbiand Pakwachwere worriedabout the possibilityof the new road affectingthe existingstructure plans especially if the road avoidsthese towns. This maylead to developmentof unplannedstructures which may be difficultto do awaywith in the futuretown plans.

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5. MITIGATIONMEASURES 5.1 Overview Tarmackingand realignmentof the existing KPA road will be associatedwith some adversesocial impacts. However,these undesirablesocial impacts as identifiedin the previous chapter can be minimisedby implementingappropriate measures proposed below 5.2 LandTake There are two basicissues regarding the mitigationof land take. The first is to minimisethe amountof land taken by constructionactivities, and the second is to mitigatethe effect on the owner,or user of the land that has to be taken. Regardingthe first, road constructionand road detoursto and from sources of materialsshould, as a matterof principal,stick to the existingalignment of existingroad or track. In case of a completelynew access road, avoid meanderingand direct contactwith existing structurese.g. houses.

WVthcompensation for landthat has to be taken either permanentlyor temporary,the overridinggoal is for the processto be fair. It would be reasonableto apply the precautionaryrule that no personor family shouldbe worseoff afterthe projectdevelopment than beforeit.

In all cases. MoWHCand the contractormust explainto the affectedpeople in details,the reasonsfor land take. It is recommendedthat a provisionalsum item be includedin the contractdocuments for the paymentof all compensationthrough the contract,in orderthat this is done promptly. 5.2.1 PermanentLand Take For land taken permanentlyespecially between Nebbi and Arua,compensation should not be less than the market value of the land, any standing crops, buildingsor fruit trees (see Appendix2 for a pnce list). For plantations,such as coffee,an allowanceshould be madefor loss of incomeuntil altemative plantsare establishedand bearing. There may be justificationfor hardshipgrants to permitthe affected familiesto re-establishthemselves. This option seemed to be the most preferredfrom communrty consultationscarried out alongthe projectroad. 5.2.2 Temporaryland take For land to be used temporarily, it is recommendedthat the contractor makes all necessary arrangementssubject to the fbllowing:

a) approval to the lease agreement, and the individual amounts of compensationty MoWHC and local projectmanagement; b) the inclusionof full reinstatementof the land as a conditionof the agreement; c) that any compensationpayment made be not less than the value of the agncufttsm produce which would otherwisehave been producedfrom the land, until the cotrari hands it back, reinstated;and d) paymentsto the affectedshould be madein instalmentsno less frequentlythan qua0Vc'V 5.2.3 Compensationprocedure and considerations These conditions are to protect farmers from exploitation by contractors. Poor farmers arw ^- mesmerisedby a wad of cash, without calculatingthat over the time that the land is to be 'A productionthe cash is less than the value of potential crops. A one-off payment is likely squanderedrapidly, leaving nothing over for the remainderof the leaseperiod.

Presently,there are longdelays in the paymentof compensation,creating major hardships for fa- If there is money in the constructioncontract to cover this, then one of the most serious a ' . aspectsof road developmentprojects would be mitigatedto a greatextent. 5.3 ConstructionTraffic and Road Detours

Wheneverthere are existingtracks to borrow areasand quarries,they shouldbe used and m. -- necessary. If they are non-existent,new tracks should be constructedalong alignmentsag,-

Roughton Intemational In associabon with U-Group Consult section 5 Mitigatio,nMeasures the land users. In either case, new tracks must be used exclusivety. Road detours are unavoidabie. However, their impact on surrounding land can be minimised by keeping them as close as possible to the road line. Where the improved road deviates from the existing road, then the latter should be used as the detour. The length of detours in operation during the rains should reduced. Employment of qualified drivers, detailed briefing of the job in hand, imposition of maximum speed limits within settlements and active management's vigilance are some of the measures to reduce the impact of construction traffic and road detours.

5.4 Traffic (Road) Safety and Nuisance

If not properly organised, the cobstruction process itself will create a serious traffic hazard. A number of good road safety initiatives or design features recommended to reduce these hazards include:

There should be minimum disruption to existing traffic. All deviations and reductions in normal road width must be signposted well in advance. Any stretches of road that are restricted to one way traffic must have a clear and effective "stop-go" system, preferably using large rotating signs ('STOP" on one side, "GO on the other), rather than flag waving, which is often confusing to drivers.

By far the most serious traffic impact of the improved roads will be on road safety, due to increased vehicle speeds. Erection of visible and well-printed road signs before every notable phenomenon such as settlements, sharp bends, bridges, ndges, and cattie farms, etc. Clear line markings to demarcate lanes and restrict overtaking shouid be done in visiDle paint ana kept tidy. Marker posts should be used on sharp bends, and guard rails installed where there are steep slopes below the roads and on big river crossings.

The use of roundabouts or well designed road bends at entrance to settlements appear to make significant reductions in speed. A combination of rumble strips and road humps ("sleeping policemen') should be used in conjunction with waming signs, to ensure that the speeds are reduced.

Covering of drainage channels in settlements should be mandatory.

Provision of footpaths and cycle tracks separated from the roads is another measure to improve road safety. It keeps pedestrians off the main road. Coupled with "zebra crossings", cycle tracks will be beneficial to the population in the project area whose majority use bicycles as the mode of transport.

It is also recommended that creation of parking bays for vehicles especially buses, lorries and taxis wishing to stop near main settlements is given priority. It would also be of great importance if road width in main trading centres is increased to cater for vehicles parked on the roadside thus reducing occurrence of accidents.

There needs to be an education and awareness programme mounted to inform villagers of the dangers of the improved road. This should be done through schools and Local Councils, women and youth groups. They need to know their rights and obligations as far as trunk roads are concerned well ahead of its completion. Though not directly in the scope of this project, it is recommended that training should be given to pnmary school teachers in methods of imparting road safety knowledge.

5.5 Loss of Business Opportunities by Women

With the new road, a lot of people will join the business sector in which women are already involved such as sale of charcoal, essential commodities and other petty trade activities. This might cause nrgn competition in all aspects and as a resuit, women might be pushed out by the bigger and well-organuzea groups, which could having more moneyto invest. In order to minimize the rate of loss by wormen support should be sought from poverty alleviation program such as the 'Entandikwa' Scheme for suA loans. Training in business management and marketing skills should also be extended to wornen so that they are able to compete favourably. 5.6 Scarcity of Fuelwood

Woodfuel is the main source of energy in Uganda and more especially in rural areas. For exar'Tr' consumption of fuelwood is estimated at an average of 0.9 to 1.0 dry tonnes per year per r i I x Fuelwood consumption is therefore likely to increase if the roads are upgraded. The main reason r-

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that morenew trading centresare likelyto develop alongthese roadswhich may attract peoplefrom withinand outsidethe projectarea. Sinceelectric powerfrom UEB grid will not be immediatelyavailed, the increasedpopulation in the centresand outsidethe area servedby this roadwill use woodfuelfor most of their energyrequirements.

The end result will be that the now well-vegetatedareas along the proposedroad will be targetedfor charcoalproduction. Existing plots of wood on privateland and sometrees may be depletedwhich will force womento travel longerdistances in searchof fuelwood. The potentialimpact is consideredto be moderatebut of long-termsignificance.

Strengtheningafforestation programs and supportinguse of fuel saving cook stoves especiallyaround all settlementsin the projectarea should be able to alleviatethe scarcityof fuelwood. 5.7 Proliferation of Diseases Spread of diseases such as AIDS and other infectiousdiseases along the projectroad could be a significantsocial impact. Strengtheningthe medical facilitiesand improvingon people's awareness based on currentactive programswill help in reducingthe rate of infection. The level of awarenessin Ugandawith regardto improvedhealth is now relativelyhigh, therefore disease control is improving. 5.8 PossibleFood Shortaaes The projectarea especiallyNebbi district is agrculturallyproductive and tends to have surplusfood to feed familiesall the year around. Some of this food has always been sold to tradersin otherdistricts with inherentfood shortagessuch as Pallisa,Kumi and Kotidodesplte accessibiiity to the regionhaving beendifficut. Witha newroad, more traders offeringbetter pricesand termswill morelikely buy all the food producedin the regionleaving individualfamilies with less food to see them throughoutthe year. If this occurs, more burdenwill be placed on the women'sshoulders becausethey are supposedto feedtheir families.

However,food shortageshaving been caused by familiesover-selling their food as a result of this road will not have significanceeffects on the local communlties.Money got out of the sales can be used to sustain families up to the next harvest season and most likely, families will increase their total productionin orderto cater for bothselling and food supplyin casethere is good market.

Roughton International In associabon with U-Group Consult Appendx 1- People ConsuKted

Appendix I List of People Consulted

Kampalaand Entebbe

Justine Ecaat EIA Specialist,NEMA MosesMapesa Deputy Director- EIA & Planning,UWA Bart Young Chief of Party,UWA Dr. Yakobo Moyini Ag. ExecutiveDirector, UWA Eng. MugisaObielo Commissionerof Works, MoWHC

Masindidistrict

MugabiAdyeri Warden,Community Conservation, MFNP FrancisOgwal Warden, CommunityConservation, MFNP NelsonGuma Tourism, MFNP ThomasAkora Law Enforcement,MFNP Doreen EnvironmentalOfficer, Masindi

KamdiniTownship Apac District

Peter Abura Elder Sam Otim Resident RobertEmuna Resident HerbertOgwal Chairman,Urban DevelopmentCommittee OkelloEtot Councillor,Aber Subcounty

Gulu District

DesionOola Obonyom Road Engineer,Local Govemment Alex Otim EnvironmentOfficer

PakwachTown Council

SebiJuma LandSupervisor Alex Ouchi Treasurer StevenAnecho AssistantTreasurer

NyaravurTrading Centre, Nebbi

CeasarKacungumbe Ocul Youth Secretary GeorgeOjuku ResidentUtransporter Juma Abdulai FinanceSecretary for Youth IsmailNasur TransportBroker FedericoPithua Onega Resident

NebbiTown

EriamOzele District Works Engineer RichardOngom Asst. ResidentDistrict Commissioner S.K.B. Kerfua Town Engineer Eric Fagayo Town Clerk CharlesKissa Asst- Water Officer,Nebbi Distrct

Arua Town

Anson Draku - Senior AssistantEngineer EdwardAdraku DistrictEnvironment Officer Filda Odongkara Administrator,MoWHC, Arua FrancisAnguzu RoadsSupervisor, Arua Municipality PaulAnyayo Works Supervisor,Arua Municipality Robert Achot Treasurer, Arua Municipality-

Roughton Intemational 3 In assocation wlth U-Group Consult Appendx 2: CompensationR@tes

APPENDIX2

COMPENSATION RATES FOR THE PERIOD JULY 1995/JUNE 1996 IN NEBBI DISTRICT

ITEM DESCRIPTION UNIT RATE

CROPS

1. Avocado per tree 75,000= 2 Coffee . 500=

3 Finger Millet acre 50,000=

4 Cotton acre 100,000=

5 Tobacco per plant 250= 6 Maize acre 60,000= 7 Simsim , 150,000= 8 Sorghum 80,000= 9 Groundnuts . 90,000=

10 Serena 140,000= 11 Grams 50,000= 12 Beans 90,000=

13 Soya beans . 120,000= 14 Cow peas 50,000= 15 Pigeon peas . 70,000= 16 Sunflower 150,000= 17 Cassava 40,000= 18 Bananas Stool 20,000= 19 Plantains 1,500= 20 Sweet potatoes acre 50,000= 21 Rice 180,000= 22 Yams per plant 500-

23 Pineapple 350= 24 Lady finger (otigo) M2 200=

25 Rumpkin per plant 800= 26 Tomatoes . 350=

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ITEM DESCRIPTION UNIT RATE

27 Egg plant per plant 250=

28 Cabbage per plant 250=

29 Sugar cane cluster 300=

30 Sisal plant 150= 31 Passion fruit plant 20,000=

32 Oranges & Lemons per tree 6,000=

33 Cashew nut 5,000= 34 Guava tree 7,000=

35 Mango 10.000= 36 Jambula _ 2,500= 37 Jack fruit 15,000= 38 Greens, all types M2 200= 39 Pawpaw tree 2,000= 40 Chiles per plant 200=

41 Cocoyams per plant - 200= 42 Irish potatoes acre 560,000= 43 Onions 600,000= HOUSES/PHYSICAL INFRASTRUCTURE

44 Grass thatched roof with mud walls M2 2,000=

45 New Grass thatched house with mud walls M2 3.000= 46 Semi Permanent Building 3,500=

47 Permanent Building 5000=

48 Grave uncemented No. 1 - 10,000= 49 Grave cemented 30,000- 50 Granary M2 2,000. 51 Pit latrinegrass thatched 2.5000

52 Bath House (a) temporary 500o (b) permanent 1,000. 53 Plate Lack: (a) Reeds/Sticks No. No.@ 1,000. (b) Poles/TMmber 2,500=

RoughtonIntemational psp in associationwith U-GroupConsult Appendx 2: COmpensation Rates

ITEM DESCRIPTION UNIT RATE 54 Animal enclosures 350= per (a) Barbed wire on poles meter run per (b) Sticks strand 250= per metre run 55 Disturbance Allowance: (a) 3 months or less quit notice 30% (b) 6 months quit notice 15% FOREST PRODUCE

56 Timber: Classes: i) Hard wood M3 34,200= ii) Hard wood & Cypress 9,496= iii) Hardwood and Pines 7,600= 57 Poles (a) Plantation Class: Size (diameter at thick end) i) 5cm - 9cm per pole 300= ii) 10cm - 14cm per running metre of length 400= iii) 15cm - 19cm per running metre of varies iv) 20cm 0 24cm length according to measured length

v) 25cm - 29cm

vi) 30cm - 40cm

Produce above 40cm is timber e.g. Eucalyptus SSP is Class I (b) Natural Forest Bush i) 5cm - 9cm ii) I Ocm-14 iii) 15cm - 19cm iv) 20cm - 24cm v) 25cm - 29cm

58 W7thes (Faggots) per head load 600=

Roughton Intemational Page In association with U-Group Consult Appenldx 2: Con7ponsation Rates

ITEM DESCRIPTION UNIT RATE 59 Treated Fence Posts (Treated with preservative by hot and cold methods and sap-displacement method). Class

i) 5cm - 9cm per running metre of ii) 1Ocm - 14cm pole 720= 1,050= iii) 15cm- 19cm . 1,590= iv) 20cm - 24 cm 2,040= 60 Fire wood a) Plantation per stacked m3 1,794= b) Natural Forest (Bush Fuel) 1,650= 61 Bamboo Wild/Plantation species per pole 150= 62 Christmas Tree -less than 3 metres high per tree 4,500= -3m - 5m high 9,000= -over Sm high 15,000= 63 Seeds and Seedlings a) Seeds per kg. 15,000= b) Seedlings per plant 90= Forest trees per plant 300= c) Omamentals (shade/foliage tree, shrub and house plants) 3,000= respectively d) Fruit Plants per plant 300= 64 Palms Borasus palm per tree 3,600= other palms per tree 2,400=

RoughtonInternathonal Pago . * In associaton with U-Group Consult