EFFECTS OF POOR ROAD INFRASTRUCTURE ON THE ECONOMIC GROWTH OF KAMPALA CITY, UGANDA

BY LIDRI FREDRICK GUMA JUDE ASIZU (2013/HD06/310U)

A RESEARCH PAPER SUBMITTED TO THE COLLEGE OF BUSINESS AND MANAGEMENT SCIENCES AS A PARTIAL FULFILMENT OF THE REQUIREMENTS FOR THE AWARD OF THE DEGREE OF MASTERS OF PUBLIC INFRASTRUCTURE MANAGEMENT OF MAKERERE UNIVERSITY

OCTOBER 2015

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DECLARATION

I declare that this research project is my original work and has not been submitted for the award of a degree in any other university or higher institution of learning.

Sign______Date ______

LIDRI FREDRICK GUMA JUDE ASIZU

(2013/HD06/310U)

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APPROVAL

The research project has been submitted for examinations with my approval as the supervisor.

Sign ______Date ______

DR. IBRAHIM MUKISA

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DEDICATION

I dedicate this work to My Mother Lydia Obaru Alia (R.I.P), my Guardian Dr. Betty Ezati

Akullo, and my Family.

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ACKNOWLEDGEMENT

It has been a long journey to this Master’s Degree of public Infrastructure Management. I am grateful to all those who made it possible for me to accomplish this task. This chapter in my life’s journey would not have been possible without the financial, moral, and professional support of a number of people. My sincere thanks go to my late mother Lydia obaru Alia, and late father Eliphaz Kennedy Alia for the uphill task they initiated in me to study up to this level. I recognize the part Arua District Local Government, my Employer played in facilitating part of my study tours and offering me study breaks from work. For my family members and colleagues who contributed the rest of the scholastics materials, I am grateful. For the scholarly guidance, I received from my supervisors, Dr. Umaru Kakumba, Dr. Akileng Godfrey and Dr. Ibrahim

Mukisa; I am sincerely indebted to humanity for your sake. I thank you for accepting to guide me throughout the study.

I am also indebted to the lecturers of Makerere University especially in the college of Business and Management sciences for the technical guidance offered to me while at the University. I am grateful for the encouragement I received from my family. You supported me when I thought time had erased my desire to acquire this degree.

Thank you for enduring my absence while I was away for school; for the love and care you missed during my absence.

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ACRONYMS

GDP-Gross Domestic Product

UNDP-United Nations Development Program (UNDP, 2010)

M.O.W.T-Ministry of Works and Transport

REI- Road effect index.

RK-Ranking of road effects

KCCA-Kampala city council Authority

UNRA-Uganda national roads authority

ODI-Open Data Institute

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TABLE OF CONTENTS

DECLARATION ...... i

APPROVAL ...... ii

DEDICATION ...... iii

ACKNOWLEDGEMENT ...... iv

ACRONYMS ...... v

TABLE OF CONTENTS ...... vi

LIST OF TABLES ...... x

LIST OF FIGURES ...... xi

ABSTRACT ...... xii

CHAPTER ONE ...... 1

INTRODUCTION...... 1

1.1 Background to the study ...... 1

1.2 Statement of the problem ...... 6

1.3 Objective of the study ...... 6

1.To establish how poor drainage of roads affects the economic growth of the city...... 7

1.4 Research questions ...... 7

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1.5 Significance of the study ...... 7

1.6 Scope of the study ...... 7

CHAPTER TWO ...... 9

LITERATURE REVIEW ...... 9

2.1 Poor infrastructure and economic growth ...... 9

2.2 Summary of the literature review ...... 17

2.3 Deficiencies in the evidence ...... 18

CHAPTER THREE ...... 19

METHODOLOGY ...... 19

3.1 Introduction ...... 19

3.2 Research design ...... 19

3.3 Research approaches ...... 20

3.4 Sampling Techniques and procedure ...... 20

3.5 Data collection Methods ...... 20

3.5.1 Questionnaires...... 21

3.5.2 Interviews ...... 21

3.5.3 Documentary Review...... 21 vii

3.5.4 Observation ...... 21

3.5.5 Data collection procedure ...... 22

CHAPTER 4 ...... 23

PRESENTATION AND DISCUSSION OF FINDINGS ...... 23

4.1 Introduction...... 23

4.2 Findings on conditions of roads infrastructure and their economic effects in Kampala city; 24

4.2.1 Congestion ...... 24

4.2.2 Design implications ...... 27

4.2.3 Poor drainage ...... 29

4.2.4 Poor economic policies ...... 30

4.2.5 Economic growth from international trade ...... 30

4.2.6 Suffocation of local trade due to insufficient road access to markets ...... 31

4.2.7 Increase in Transport costs and drop of urban incomes ...... 32

4.2.8 Retarded Economic growth in Peri- Urban Places ...... 33

4.2.9 Gender disparity ...... 34

4.2.10 Lack of access to Care by Government ...... 34

4.2.11 Inaccessibility to Health Care and social economic services ...... 35 viii

4.2.12 Resource Accessibility ...... 36

4.2.13 Physical Accessibility ...... 37

4.2.14 Quantitative representation and analysis ...... 40

CHAPTER 5 ...... 50

CONCLUSIONS AND POLICY RECOMENDATIONS ...... 50

5.1 Introduction ...... 50

5.2 Conclusions ...... 50

5.3 Policy Recommendations...... 51

5.4 Limitations of the study and suggestions for further research ...... 55

APPENDIX ...... 56

Questionnaire for Engineers/Supervisors ...... 56

References ...... 61

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LIST OF TABLES

Table 4. 1: Showing total population, actual responses ...... 23

Table 4. 2: Types of road problems and their ranking ...... 40

Table 4. 3: Losses arising from poor roads condition ...... 42

Table 4.4. Service preference option for the Roads ...... 43

Table 4. 5: People’s potential to pay for improved road infrastructure ...... 44

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LIST OF FIGURES

Figure 4. 1: Key socio- economic activities which effect the economic growth of the city ...... 46

Figure 4. 2: Suggested Solutions to congestion by skilled populations ...... 48

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LIST OF PICTURES

Picture 1. 1: Kampala city road infrastructure design in the 20th century ...... 3

Picture 1. 2: The trend of Kampala city growth from the colonial times ...... 4

Picture 1. 3: Kampala city in the 21 st twenty century ...... 4

Picture 1. 4: Kampala city suburbs are mainly slums ...... 5

Picture 4. 1: The ever growing Congestion in Kampala city, caused by narrow roads ...... 25

Picture 4. 2: Below is not a car park but a bottle neck due to lack of an equivalent alternative route to the city centre...... 26

Picture 4. 3: showing no separation of lanes leading to road indiscipline; buildings,fuel stations too close to the road...... 27

Picture 4. 4: Showing no design improvement to separate heavy trucks,light trucks,cyclists, pedestrains leading to systematic disorder ...... 28

Picture 4. 5: Showing how socio-economic activities are badly affected during rainy seasons

...... 29

Picture 4. 6: Transportation of valuable goods to markets aided by good roads ...... 31

Picture 4. 7: Access, drainage and waste disposal are accepted difficulties due to no road infrastructure ...... 33

Picture 4. 8: Lack of roads hinders access to health, waste disposal, skills tapping and education services in slums ...... 35

Picture 4. 9: Shows lack of planning for roads infrastructure causing inaccessibilty in slums .... 37

Picture 4. 10: Road access is restricted for Motor vehicles because they are very narrow and creep through homes ...... 38

Picture 4. 11: Some accesses have weak foot bridges allowing only human traffic ...... 39

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ABSTRACT

This study focuses on the impact poor road infrastructure has on economic growth. Poor road infrastructure comprises; narrow or roads lacking; design policy, economic policy, user policies, and design implications i.e. accessibility, good drainage. Kampala city has poor road infrastructure, the most critical being; little space, ever growing traffic, road indiscipline, lack of clear policies and the great number of inaccessible slums which the research addresses for finding solutions to the problems. The study employed exploratory and case study designs to establish the effects of poor road infrastructure on the economic growth of Kampala city using both Qualitative and quantitave approaches to arrive at empirical evidence and help for one to understand the study in depth and in its natural setting, recognizing its complexity and content.

Based on that there is no doubt that road infrastructure contributes to economic growth and its investment constitutes to one of the forces of economic growth. Space being the most critical variable; determines the incorporation of other infrastructure like, buildings, water and sanitation, energy, telecommunications, streets and public spaces, whole neighborhoods, and entire cities, to make urban areas functional, attractive, and sustainable. The effects of poor road infrastructure tested against these principal parameters made the topic of interest as the city is grossly affected by space and classify the roads as poor. In light of traffic growth, congestion, delays, road user frustration and road safety, there is a need to implement measures to manage travel demand to improve mobility and safety. Road authorities in the past only focused on infrastructure to meet growing traffic needs but there is a need to shift towards Network

Management and operations with the aim of reducing the impact of congestion, improve road safety and provide users with real time information for permanent economic growth.

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CHAPTER ONE

INTRODUCTION

1.1 Background to the study

Infrastructure are “the basic services or social capital of a country, or a part of it, which make economies and social activities possible by providing transportation, energy, water and sanitation, public health, education services and buildings for community activities. Railways, airports, hospitals, schools, roads, sewerage systems and reservoirs constitute the major types of social capital.” Infrastructure is a key component of an enabling environment for economic growth. Enterprises need adequate transport systems-from rural roads to airports and ports to access markets for their goods and services. The availability of reliable energy and communication technologies make enterprises more productive and innovative. In developing countries the absence of such basic infrastructure is a chronic barrier that contributes to poor economic performance of which poor road infrastructure is one major area identified by this survey.

Economic growth is the measure of an economy's progress in terms of technology, industrialization and standard of living. It is viewed in terms of the long-run well-being of humanity, social stability, environmental sustainability, and just distribution of economic gains, not simply as the growth of GDP, (The Global Economy.com, the World Bank, 2012). In general, economic growth is usually the focus of federal, state, and local governments to improve their standard of living through the creation of jobs, the support of innovation and new ideas, the creation of higher wealth, and an overall better quality of life. Infrastructure capital stock can be defined by power (electricity, gas), telecommunications, transport (roads total

1 network kilometer and roads paved, railway, air transport, ports, and airports), urban infrastructure, provision of water and sanitation. Before their independence, the infrastructure of

African countries was very poor. But after independence the infrastructure of some African countries has been improving through the investment in infrastructure. The investment in infrastructure played a certain role for the economic growth in Kampala during the period 1962-

1996, with road infrastructure at the fore front. Time came when road capacity to hold all the social economic activities of the city at ago became overwhelmed, partly because the demand for transportation became higher than the roads supply themselves and secondly because the country over relied on road transportation at the wake of decentralization when the other modes of transport i.e. Rail, Air, and water collapsed. This shows the economic growth of Kampala before it started stagnating due to congestion. A methodological approach is necessary to conduct this study in order to check the main hypothesis, which is that economic growth is linked to good road infrastructure. Growth is usually measured in terms of advancement in technology that improves comfort and productivity, the rate of shift from an agrarian to an industrialized economy and the elevation in living conditions for the population across all socio-economic stratifications. These factors include social and cultural values, government policies and even the happiness of the community but are only evident when the infrastructure are dealt with. The planning of Kampala city (1903—1962) and colonialism are related. During this time Entebbe founded in 1893, was Uganda’s capital. Entebbe first became a British colonial administrative and commercial centre when Sir Gerald Portal, a colonial Commissioner, used it as a base. From

1894 to 1962 the city was the administrative capital of the British Uganda Protectorate. Port Bell went on to become Kampala's harbor. Although no ships land there now, there is still a jetty, which was used by Lake Victoria ferries, Purity Njeru (2015). The empirical observation shows

2 the spatial structure of Kampala as partly a unique product of European colonial planning—their inherent ideas and principles. The historical plans and how they were implemented in

Kampala’s urban space are based on this background. Through a descriptive and exploratory approach, and by review and deduction of archival and documentary resources, two major factors including inter alia, the discovery of malaria and the germ theory, the need to reproduce

‘‘European type space’’ in Kampala affected planning and consequently, her urban structure in the first half of the twentieth century. Kampala’s population was 300,000 people compared to

4,000,000 people by now, Fredrick Omolo et al (2011). This could explain the reason for the concentration of the city’s core functions in a small area and the city failing to occupy an appreciably enough land for wide and well structured roads.

Picture 1. 1: Kampala city road infrastructure design in the 20th century

A bird’s eye view of Kampala at the time of independence!(John Garside 1962)

The city’s original boundaries were clearly seen, as few Ugandan nationals had moved to urban places in such of education, jobs and trade.

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Picture 1. 2: The trend of Kampala city growth from the colonial times

The city of Kampala just after independence (John Garside, 1962)

After independence, the city went through a fast expansion as the search for better living; governance and education were liberalized for nationals. Picture 1. 3: Kampala city in the 21 st twenty century

Kampala, Uganda's capital city, (Fredrick omolo, 2011).

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The progress of self governance and population increase with no apparent enlargement of the infrastructure could not accommodate the enormous influx to the urban. Due to the small size of the city, unplanned infrastructure started emerging and hence the emergence of slums. Picture 1. 4: Kampala city suburbs are mainly slums

A view of suburban Kampala (Field survey, 2015) Kampala’s neighborhoods and suburbs were at par with any modern western city at the time.

Throughout the times cities have faced many challenges during expansion, while maintaining the same road infrastructure. Kampala’s roads were narrow from the beginning but as observed had little traffic and population. Modern road infrastructures are determined by trades, other natural resources; rivers, landscape, population, economic activities and political influence. The need for railways, water ways, Airports and fields then comes in. Economic growth of a city is judged by availability of goods and services, quality of infrastructure, and overall security. “In East Africa,

Kampala lags behind Dar es Salaam, Nairobi and Kigali. The political stability and good infrastructure have induced economic buoyancy in these cities (Africa.com 2013)”.In contrast,

Kampala lacked these for a longer period coupled with the poor roads inherited, one of the major causes of her economic drawback which the study is trying to survey.

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1.2 Statement of the problem

This research focuses on the effects of poor road infrastructure on economic growth. Kampala city has reached a state of nasty bottle neck suffocating her economic growth. The demand for road usage has overgrown the supply of roads and accessibility so affecting most of the socio- economic activities within and outside the city. The traffic jam on Jinja road begins from

Kayanja near Lugazi to Kampala, a stretch of about 23kms. The one on Entebbe road from

Kajjansi, Masaka road from Natete, Bombo road from Matugga, and Gayaza road from Gayaza, are clear indications of the problem. In response, Government boosted national and institutional spending on road infrastructure indicated in the rising annual budgets. The national road sector budget allocation to the Ministry of Works and Transport (Districts and Urban Councils), UNRA and KCCA shot up from the year 2013/14 to date, for the purpose of improving investment in the road infrastructure sector which forms the backbone of the national economy. Though the effort has to some extent been underscored by corruption, Government changed strategy by procuring own equipment for implementation of the goal. National Budget allocations for the Roads and

Transport sector, from FY 2013/14 to FY 2015/16, rose in the order of 280.95 Bn, 2.4 Trillion,

3.328 Trillion respectively as revised budgets to improve i.e. upgrade, rehabilitate and maintenance all road infrastructure. Road infrastructure investment is one of the key propellers for economic growth of the Nation, (The Republic of Uganda Budget speech, 2015/16).

1.3 Objective of the study

The major objective of the study is to determine the effects of poor road infrastructure on economic growth of Kampala city. Specifically the study intends to;

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1.To establish how poor drainage of roads affects the economic growth of the city.

2. To examine how road congestion affects the city income and make new strategies for re- planning

1.4 Research questions

1. What is the effect of poor drainage of roads on economic growth?

2. How do congested roads affect incomes and economic growth in the study?

1.5 Significance of the study

Uganda is trying to raise the economic status of Kampala by the reconstruction of the city roads and has raised this yardstick as one of the goals of vision 2040 (Uganda version, Vision 2040).

Current efforts, however, have not combated the problem satisfactorily and thus the researcher’s concern to try and investigate the effects of poor road infrastructure responsible for inducing the economic paralysis. Despite the implementation of United Nations Development Program

(2010-2015), upgrading of the city roads by KCCA, there is still abundant economic loss in the city, per-urban areas, and other networks feeding the city which are untidy, undulated, full of potholes others without street furniture and often heavily affected by floods. During heavy rains, the entrance to the city at clock tower and Bwaise are usually cut off with some cases of people drowning as the drainage channels are narrow, often silted and water floods the road surface.

Metropolitan roads should be capable of enhancing economic activity through quick delivery of agricultural products, trade, merchandise,education, sports ,tourism and health activities.

However, Kampala presently lacks good road infrastructure.

1.6 Scope of the study

The study investigates the effects of poor road infrastructure on the economic growth in Kampala city.

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Kampala metropolitan area covers 189km2,is bordered by the District of Mukono in the East and

Wakiso to the south, north and west. 8.6% of Kampala is open water, 0.04% forest and 8.3% wetland. Being the capital city of the Nation, there is a high expectation for investors, industries and the majority of policy makers for infrastructure development. The study was carried out in the Kampala city and her peri-urban places, taken as a case study among the East African cities rich in socioeconomic activities, institutions, services, capital investments and human settlements, between the months of February 2015 to October 2015.

Emphasis was laid on the industrial area, major markets, business centres, routes for international trade, transport terminals and slums which have poor road network yet are arteries for economic development. The peri-urban places of Ntinda, Kiwatule, Rubaga, Bweyogere, and Kibuli were visited. The study extended to the slum areas of Katanga, Mulago, Kinawataka,

Namuwongo, Makindye, Katwe, Kisenyi, Kikoni, Kasubi, and Bwaise including other areas beyond 10kms from the city centre to survey the level of economic growth in relation to the conditions of the various road infrastructures.

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CHAPTER TWO

LITERATURE REVIEW

2.1 Poor infrastructure and economic growth

This chapter presents a review of literature related to the effects of poor road infrastructure on the economic growth of modern cities, Kampala taken as case study. The summary of the general literature review is also explored.

Nyenje (2015, February 20) new vision p.5, Uganda passenger’s protection Association, states

‘there are still challenges to decongesting Kampala’, the city roads are narrow and there are too many private vehicles in the city. He cited the public outcry over the continued traffic jam and the sky rocketing fares of public transport. The safety of the road users is not guaranteed. Much as public transport is important to the economy, it is the Government’s obligation to provide it at a subsided fee, posing the threat of economic loss and human life. From his view, the researcher also looked at whether the aspects of the city roads being narrow were the causes of over congestion, high rates of public transport, unsafe road usage. From observations at the site and interviews with street packing and Uganda taxi operators and driver’s association (UTODA) personnel, the researcher found that most roads were narrow and this influenced congestion especially where there are no relief routes. The congestion slows vehicles movement and since much fuel is wasted, the taxi operators tend to hike the fares. His efforts to offer a solution to this were not sufficient as he only pointed at the Government’s obligation to subsidize the transportation fares which does not solve the problem.

Lule (2014, June 10) new vision p.7, Floods cut off Kampala city roads, states that traffic on different roads leading to Kampala city were disrupted for several hours after heavy down pour

9 which resulted into massive flooding. Along Kampala-Jinja road, floods cut off the road at

Kyambogo junction, vehicles were abandoned in the middle of the flooded roads as alternative routes of Kinawataka and Bugolobi were also flooded. Cars from Kampala were forced to use

Ntinda route through the northern by-pass to reach Kireka. Drivers and passengers attributed the flooding to the poor drainage system on the city roads and the reclamation of wetlands by industrialists. While some businessmen attributed it to corruption which results into substandard works on roads, others argued that a good drainage system alone cannot solve the problem if the wetlands which tend to absorb the water are not protected. Others complained about the silting of the newly constructed water channels which make the flooding of water. The Nakivubo wetland corridor that drains storm water from various parts of Kampala has been degraded and environmental experts are warning that Kampala is paying the price for this encroachment. This is in agreement with the researcher’s observation on the situation during rainy days calling for immediate solutions as by the causes outlined.

Wanderlust (2013) A History of Walking, Uganda National urban Forum, states “In great cities, spaces as well as places are designed and built: walking, witnessing, being in public, are as much part of the design and purpose as is being inside to eat, sleep, make shoes or love or music. The word citizen has to do with cities, and the ideal city is organized around citizenship and around participation in public life”. She emphasized the aspects of space for an ideal city. The researcher also observed that Kampala city now requires expansion and there must be an alternative space to take charge of the rate of growth of the population.

The trend for updating Kampala city road infrastructure may need much more space, affecting the suburbs, and demolishing the ancient designs for optimum space utilization and occupation.

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According to the Peri-Urban Road Corridors of Uganda (The Urban Transport Prophesies, 2013) which stated‘How the New Wandegeya Market Facility delivers a new face-look to Kampala

City’s esthetics yet inviting traffic delinquency’. Almost every town and the city in Uganda has a peri-urban road corridor or satellite commercial centers either within a relatively long range of distance far apart from the urban core or a short distance from the urban core just like;

Wandegeya is for Kampala, Kakyeka for Mbarara, Seeta for Mukono, Idiofe for Arua and

Kinubi for Hoima. These and many others keep evolving year after year. Unfortunately as they evolve in most of the towns and the city, they grapple with difficulties of growing high densities characterized by bars & lodges, black spots for commercial sex/prostitution, inadequate access roads, poorly organized structures, lack or inadequate central parking, relative traffic jam and insecurity and high crime scenes.

However, they also give a fresh hope for new urbanism and thus act as centers for innovation, creativity, custodians of motorway junctions deviating traffic back and forth the urban core but also a source of minting income to many youth. Thus, there is no doubt that city or town based peri-urban commercial centers or transport corridors in various parts of Uganda, bargain wide opportunities to new and sustained urbanism in their respective mother town/city authorities.

This clearly indicated the simultaneous need for road modernization with a boost of economic growth parameters and factors.

Seeta, wandegeya and Arua which the researcher surveyed, the growth of these commercial centers were initially a sign of economic growth, however, there reached a stage where the current infrastructural facilities were not balanced with the rate of economic growth, congestion set in and the growth was reversed. Kampala is behind because it has out grown her capacity to

11 hold a balanced economic environment. In 1969, Uganda as a country rallied with some tiger nations like Singapore and Malaysia but now they are in a different class of economic growth because they embarked on continuous infrastructure planning and development as a priority; a key strategy for economic development which Kampala city needs to embark on (from www.commonwealthoralhistories.org/catergory/uganda/).

Researchers at the Open Data Institute (ODI) conducted a literature review to assess the relationship between all types of roads and both their security impacts and the effects of road building on access to ,for example health and education (service delivery) particularly in fragile, sparsely populated and/or ill-served areas in developing countries.They found no direct evidence relating to the security impact of road infrastructure, and that only theoretical linkages of infrastructure development are discussed in studies. There are various direct and indirect channels through which transport infrastructure may affect security and peace building. They claim the state of evidence regarding these causal links is weak but some aspects of infrastructure development, including but not exclusive to road construction, has been shown to be effective in fragile country contexts. Quick impact has not yet proven to be effective in enhancing peace building and security in Fragile and Conflict Affected States.

Their literature search presented some evidence of road development resulting in employment sometimes for the most vulnerable and/or poor groups. Their found case studies show road that development programs can produce short-term employment opportunities in fragile and conflict affected regions particularly applying to programs where rural road development is carried out through community-driven development or with special emphasis on inclusion through

12 participatory methods. Evidence is mostly limited to the number of hours of employment generated or individuals employed and include little rigorous impact evaluation.

There was also some evidence that urban road construction reduced isolation for minority groups and provided more opportunities for inclusion in wider economic activity. However, this evidence did not relate directly to reducing conflict or improving security. Low income and isolation literature defines this as access to inputs and output markets, access to education and health services, and access to labour opportunities through which road access contributes to improved income.

Mostly qualitative evidence found suggests that urban road construction or maintenance has a positive impact on public service delivery. In general urban road development leads to improved access of both users and suppliers. This occurs due to a reduction in commuting time, as well transport costs but these benefits tend to accrue disproportionately to the influential and well- educated. Urban communities tend to ascribe great importance to road development and perceive it to improve access to markets, health and education facilities. The study attached great concern in discovering the impact of this especially in the peri-urban places of the metropolitan city i.e. modern slums of Kampala city as many was able to be covered and found facts linking peri- urban poverty with road inaccessibility. The slums in worse states were those where no road accessibility existed.

Rodrigue and Theo Notebook, state that the economic importance of transportation on development is related at improving the welfare of a society through appropriate social, political and economic conditions. The expected outcomes are quantitative and qualitative improvements

13 in human capital (e.g. income and education levels) as well as physical capital such infrastructures (utilities, transport, telecommunications). While in the previous decades, development policies and strategies tended to focus on physical capital, recent years have seen a better balance by including human capital issues. Irrespective of the relative importance of physical versus human capital, development cannot occur without both as infrastructures cannot remain effective without proper operations and maintenance while economic activities cannot take place without an infrastructure base. Because of its intensive use of infrastructures, the transport sector is an important component of the economy and a common tool used for growth.

This is even more so in a global economy where economic opportunities are increasingly related to the mobility of people, goods and information. A relation between the quantity and quality of transport infrastructure and the level of economic growth is apparent. High density transport infrastructure and highly connected networks are commonly associated with high levels of development. When transport systems are efficient, they provide economic and social opportunities and benefits that result in positive multiplier effects such as better accessibility to markets, employment and additional investments. When transport systems are deficient in terms of capacity or reliability, they can have an economic cost such as reduced or missed opportunities and lower quality of life. At the aggregate level, efficient transportation reduces costs in many economic sectors, while inefficient transportation increases these costs. In addition, the impacts of transportation are not always intended and can have unforeseen or unintended consequences. For instance congestion is often an unintended consequence in the provision of free or low cost transport infrastructure to the users.

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However, congestion is also the indication of a growing economy where capacity and infrastructure have difficulties keeping up with the rising mobility demands. Transport carries an important social and environmental load, which cannot be neglected. Assessing the economic importance of transportation requires a categorization of the types of impacts it conveys. These involve core (the physical characteristics of transportation), operational and geographical dimensions.

Nganda (2015, January 07) New vision p.8, let’s fix our city in 2015 stated that allowing government to borrow $175 million (about Shs. 500 billion) was the last decision Parliament made before breaking off for the Christmas and New Year holiday. This money would be spent by Kampala Capital City Authority (KCCA) on, among other things, upgrading the road infrastructure in Kampala, he thought, over a period of four years. Kampala being without a

Metropolitan Physical Planning Authority, he thought paving and repairing some stretches of roads shouldn’t blind right-thinking members of society about the crisis in Kampala. Rwanda was developing their city as the main tourist attraction. Ours was being built without a plan.

His notion about this topic referred to the situation as a ‘crisis’, reiterating for a master plan, which the study had pointed out as one of the major solutions quite ideal for adoption.

Clarke in his Article grasping the opportunity (2015,February 22) Sunday vision,p.3 quoted an un named eminent economist who explained that the formula for growth involves moving from activities of low economic value to those of high productivity. Ugandans should reduce on consumption and increase productivity (goods and services) to achieve economic growth, which is centered in the urban areas.

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Schmidt (2015, February 23) new vision p.4 during the ground breaking for the expansion of the

Northern by –pass stated that transport infrastructure is crucial in economic growth, to reduce poverty and guarantee access of public services to ordinary citizens. He emphasized that good infrastructure reduces transport constraints, relieves severe congestion which the city of Kampala is currently experiencing. Road infrastructure remains a priority area for Uganda’s growth and is rightly listed as such in the national development plan and the country’s vision 2040 agenda. He mentioned that over the last three decades, the cooperation between European Union and Uganda for the continuing support suggests that there still remains an uphill task of overcoming the economic loss brought about by the traffic grid locks in the metropolitan area of Kampala. He also addressed the issue of space creation, design improvements, alternative accesses to other modes of transport, i.e. water, railway, and Air. He, however, did not mention the time period for which these designs would last, which coupled with the long period of cooperation in solving the problem made the study extend its efforts to explore more ways to solve the problem.

Dongier (2015, March 09) Daily monitor p.5, The Growth Challenge: Can Ugandan Cities get to

Work? Cautioned, Kampala could become a mega slum in the next 10 years, if no action is taken to improve the quality of infrastructure and commercial investment. Human population in

Kampala and other urban centers is growing faster than the rural areas because the youth are rapidly migrating from the rural to urban areas in search for employment opportunities, which are mainly concentrated in urban areas where industries and other investments are found.

Currently, 6.4 million Ugandans live in urban areas across the country. However, the World

Bank report projects that 21 million people in Uganda will live in urban areas by 2040.

“Kampala could either become a mega city or a mega slum in the next 10 years due to high urban population growth rate with low economic activities and poor infrastructures. Kampala

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Metropolitan has a population of 3.5 million with that projected to grow to 10 million in the next

10 years. The people will out space the available facilities and services within the city if no proper infrastructure and capital investment is done now, he warned”. This adds to the significance of this study with the statistical data observed.

Kagina (2015, April 29) New vision, p.3, stated “a solid infrastructure for Uganda is not optional and it is not a favour to Ugandans, but a right and a must have”. This falls in the streamline of expectation of the study and indicates a growing positive attitude of the

Government in starting to confront the problem.

Tanaka (2014,p.6) stated that Japan is working on a project to ease traffic congestion in

Kampala; feasibility studies for fly overs at Kitgum house and clock tower junctions are in their final stages, hoping the project will contribute to improved and better transport logistics and H.E president Museveni (2014,p.11) noted that whereas road infrastructure in the country is improving, the fact that Uganda is largely dependent on the road is an indication that a lot needs to be done to improve transportation, thus emphasizing the repair and modernization of the railway. The study took this as an evidence of steps taken by UNRA to curb traffic congestion, but anticipated the two strategies as partial as the level of congestion and economic loss needs a

100 percent transportation review requiring a new urban space utilization plan.

2.2 Summary of the literature review

On the evidence of the literature available, the effects of poor road infrastructure on the economic development of cities, and urban places like Kampala city are factual and grave for the case of Kampala. Remedy action should be identified for the case in Kampala city but does not deter further investigation.

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2.3 Deficiencies in the evidence

There is no satisfying suggestion and efforts which have so far offered the required solution to the scope of the problem. There is general acceptance that road infrastructure is critical for economic growth and poverty reduction, given its pivotal role in improving competitiveness, facilitating both domestic and international trade, and integration of the city to the national economy. However, there is a large infrastructure deficit, both in terms of access and quality, to be filled in all the sectors (transport, energy, ICT and water). The high transaction costs arising from poor road infrastructure, for example, adversely affects development of the city’s economies, hinders private sector development, and the flow of foreign direct investment (FDI).

However, studies on the impact of road infrastructure had been confined mostly to developed economies and other developing economies, where road infrastructure developments swamp those in Africa.

Indeed, few local studies have examined the impact of road infrastructure on economic growth of Kampala in a broad span which this study tries to analyze.

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CHAPTER THREE

METHODOLOGY

3.1 Introduction

The research approach employed in this study is the basic survey design. It was designed to answer questions about road infrastructure conditions including amelioration costs and attitudes towards improved road infrastructure in different areas of the metropolitan district. The study went on to find the contingent efforts to assess conditions which respondents had knowledge on.

Qualitative research employing interviews and focus group discussions lent additional insights.

Structured questionnaires were distributed to Engineers, supervisors, street parking personnel, city dwellers.

Due the big area covered by the slums and since they are part of the city, the conditions of their road infrastructure relating to their economic growth also needed to be studied. The slum areas were too many in number hence the survey was limited to only 14 i.e.Wabigalo, Kinawataka,

Namuwongo, Makindye, Katwe, Kisenyi, Kivulu, Kikoni, Kasubi, Bwaise, Kawempe, Kalerwe,

Katanga and Mulago. The questionnaires were framed in such a manner that it made them explicit to respondents so that they could give valid responses. The questionnaires were based on the likert format. Analysis was carried out with the use of descriptive statistical tool such as mean frequency distribution tables and relative effects index (REI).The respondents were of varied income levels and most of them have lived in the metropolitan area for at least 5 years

3.2 Research design

The study employed exploratory and case study designs to establish the effects of poor road infrastructure on the economic growth of Kampala city. Both Qualitative and quantitave

19 approaches were engaged by use of surveys, focus group discussions. The tools including interviews, questionnaires, assessment and observations were used by the researcher to arrive at empirical evidence and help for one to understand the study in depth and in its natural setting, recognizing its complexity and content.

3.3 Research approaches

Information was obtained from city dwellers, road packing personnel, traffic supervisors, KCCA,

MOWT, UNRA engineers and peri-urban community, the major users and supervisors of the activities on the roads.

3.4 Sampling Techniques and procedure

This section provided the details of the sample structure and characteristics for the study disaggregated to the different strata of participants. The researcher used the purposeful method for sampling these target groups. Stratified sampling and simple random sampling were used to pick the targets in the city. The respondents were workers of KCCA, MOWT, UNRA, Road packing supervisors and city dwellers.

Structured questionnaires were distributed to 20 Engineers, 17 supervisors, 80 street parking personnel, 52 city dwellers and 130 were returned in useful state.

3.5 Data collection Methods

There were both primary data and secondary data. Primary data were obtained from respondents targeted by the questionnaires, interviews and observations. Secondary data was obtained from relevant publications, documents from city authorities, journals and the Internet.

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3.5.1 Questionnaires Questionnaires comprised of a set of interrelated questions about the problem being studied, based on the objective of the study. These constituted the main primary data collection methods because they are easy to administer on a large sample and give clear and specific responses. The questions were open ended.

3.5.2 Interviews

Structured interviews were also conducted with key informants so as to triangulate and acquire more information for study. According to Judd et al (2001), conducting in depth interviews has many advantages. It comes with the ability to help the respondents understand the question being asked and to eliminate vagueness in any answers given. Interviews also create rapport, control the flow of questions as desired, as well as pick up non-verbal expressions.

3.5.3 Documentary Review

Documentary reviews were used to collect secondary data during the study. Documents under management were reviewed and these included various user department plans, works evaluation reports, contract performance reports. These helped the researcher to get an internal view of the relationship between roads infrastructure development and economic activities of the city. A documentary checklist was developed and used to guide the researcher to look for the data in order to generate the necessary information for the study.

3.5.4 Observation

Other primary data were obtained through observation by the researcher in the areas where it was conducted.

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3.5.5 Data collection procedure

Using an introduction letter from Makerere University, the researcher obtained approval from

KCCA and UNRA to conduct the research in the area. The researcher pilot tested the questionnaire on a sample of ten respondents and the interview guide on three respondents. The researcher used the pilot test findings to improve on the instruments.

The researcher thereafter made contacts with the various authorities to distribute the questionnaires. The filled questionnaires were picked later at agreed times and dates by the respondents. The researcher made appointments with the key informants and conducted interviews on the agreed time and dates.

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CHAPTER 4

PRESENTATION AND DISCUSSION OF FINDINGS

4.1 Introduction.

This chapter presents and discusses the study findings arising from the data collected from the respondents using questionnaires, interview guides and by observation. The main objective of the study was to analyze the effects of poor road infrastructure and economic growth in Kampala city.

The empirical findings of this study are represented using descriptive statistics of frequencies, bar graphs, pie charts and tables. Pictures were used for better illustration of the aspects.

The response rate for the questionnaires was therefore 76.9.0%, while that of interviews was

100.0%, giving an overall response rate of 79.8 0% as shown in the table below.

Table 4.1: Showing total population, actual responses

TARGET GROUP SAMPLE SIZE ACTUAL NO. OF RESPONSES RESPONSE RATE

Engineers 20 18 90.0%

Supervisors 17 15 88.2 0%

Street packing personnel 80 57 71.3%

City Dwellers 52 45 86.5%

Total 169 135 79.8%

Source: Primary data

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4.2 Findings on conditions of roads infrastructure and their economic effects in Kampala city;

4.2.1 Congestion

Kampala city has reached a situation of over congestion as the competion for road usage has escalated compared to ten years ago. The number of cars during peak hours has increased from morning time when reporting to work and evening time when going home to rainy days, lunch time, absence of traffic men, taking children to and from schools, on Fridays and Mondays

(people going to and from upcountry for weekends), incoming/outgoing very important persons(V.I.Ps), football matches and other entertainment days. The congestion can take from 1 to 7 hours to clear. The current road infrastructure does not have the capacity to hold all the economic activities at a go as it used to do 30-50 years ago due to increased population, economic activities and government institutions. Worse still it is now more less 100 years ago since it was first planned and it was not proper to have moved head quarters for some government institutions from other neighbouring towns to Kampala city i.e Ministries of

Agriculture Naads project, Works and Transport from Entebbe, Defence from Bombo and the

Uganda Manufactures Association (UMA) show ground from Jinja.

As per now all economic activities are affected and this is a big loss of income in terms of services rendered by both government and non government employees as almost half of their time is wasted on travelling to and fro their work places, thus incurring blocked errands, missed flights, opportunities, calling for urgent intervention.

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Picture 4.1: The ever growing Congestion in Kampala city, caused by narrow roads

A City suburb, Kiwatule (field survey, 2015) Congestion causes losses i.e longer time of travel, increased fuel usage, while poluting the environment by the emmision of green house gases which affect human life and agricultural production ( from http://environment.yale.edu/seeforyourself/).

The study further found out that sometimes the congestion causes hold ups and no movement of traffic can be experienced till after 10-15 minutes. Once this happens, the economic losses are increased espcially the time of travel and fuel usage for the vehicles which can not switch off.

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Picture 4.2: Below is not a car park but a bottle neck due to lack of an equivalent alternative route to the city centre

Evening peak hour, Jinja road junction (field survey, 2015)

The situation is gradually extending to the peri-urban places posing great challenges every day.

Being the main high way feeding the city, the current three lanes on each side are no longer enough. On top of this, there is no other road feeding the city from the same direction, i.e taking the traffic spill over from the main highway. There was also no predictive information of its life span at the end of its construction for the future planners to study and use for re-adjustment. The study found out that due to this overwhelming condition, traffic lights at the main junctions have to be assisted by traffic officers to avoid accidents.

In other peri-urbans, the study found some roads are not isolated from other infrastructure like buildings, petrol stations, posing great risks for the users. There are no clear demarcations for specific categories of road users and that is one of the most probable causes of accidents.

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Picture 4.3: showing no separation of lanes leading to road indiscipline; buildings,fuel stations too close to the road.

City peri-urban,Ntinda(Field survey,2015) 4.2.2 Design implications

Designs last for only a period of time, after which the structure loses it ability due to wear and age. As the relationship between transport systems, activity systems and flows keep growing from the increasing volume of economic activity on the routes, the economic rate of returns are affected. So provisions for expansion in terms of ; space, alternatives , design improvement (toll clearance, freeways, cyclists, pedestrians, underground, fly overs , links to Airports, lakes and seas) and serviceable life need to be available so that after the design period is over ,the infrastructure is improved in a way suitable to the current economic conditions i.e. At some point, when their useful lifespan is expired, the infrastructure is rebuilt. The situation in African countries is the use of infrastructure till failures start appearing. For instance, the bridge over the Nalubaale Hydro-electricity dam period expired some years ago; the Government reacted to start building the Nile Bridge after cracks started developing on the old bridge which was commissioned 1954 and service life was

27 only 50 years. This insolence creeps along the maintenance line and the results are always bad, like the absence of weigh bridges at the approaches to protect bridges from excess loads. This accrued human negligence leads to serious economic errors which the states have had to heavily pay for. Thus, the amortization of transport investments ought to have considered the lifespan of the concerned infrastructure, which aspect the study found was lacking.

Picture 4.4: Showing no design improvement to separate heavy trucks,light trucks,cyclists, pedestrains leading to systematic disorder

Ntinda peri-urban town (Field survey, 2015) This infrastructure prone to congestion has these effects; loss of time, money, excessive fuel spending, high rate of accidents, and loss of Market for manufactured goods. A poor road infrastructure induces poor transport systems having such typical outcomes. There are no land and road reserves for expansion and future redesign. A good road infrastructure increases efficiency in transportation which in turn increases the economy through gains in time, fuel costs, road safety, available and timely markets for goods and services.

The case of Kampala is not principally poor infrastructure but obsolete designs which can no longer serve their economic purpose, followed by the planned area having been small. The

28 vicinity of the planned city is a mélange of unplanned settlements i.e. slums encircling the city

(Mulago, Katanga, Kalerwe, Bwaise in the north, Banda, Kireka, Byeyogerere, Kinawataka,

Kiswa, Nakawa, Kibuli, Nsambya in the East, Zana, Lufuka, Namasuba, Najjanankumbi,

Kibuye, Katwe, Kisenyi in the south and Ndeeba, Nateete, Kivulu, Kikoni, Kasubi in the West) which the city council authority has no control over.

4.2.3 Poor drainage

The planned city could have extended 25kms and beyond, which to achieve by now can cost the nation large sums of money in resettlement and compensation. These are the areas always most hit by floods affecting the economic activities, causing loss of property, life, paralyzing trade and bringing diseases like cholera, typhoid because they were not planned and hence have poor drainage. “Incidents of cholera and floods in Kalerwe and Bwaise are likely to go up with increased rainfall. Floods contaminate the water in the spring water wells, which is the main source of water for Kalerwe residents. Over 60 percent of Kampala's population stays in slums

Mark Owor, (2011, Nov 04, cited Richard Taylor, 2011) new vision p.11”.

Picture 4.5: Showing how socio-economic activities are badly affected during rainy seasons

Water rose up to knee level and at some places washed away property, Kalerwe (New vision,

2012)

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Two people were killed in September 2011, after the motorcycle they were riding on was swept away by floods in Katwe. In Bwaise shops, houses are always submerged and some excess water logs in ponds till the dry season.

4.2.4 Poor economic policies

A mixture of infrastructure, productivity, technology and health make a basis for the economic growth of a country, absence of one the economy becomes lame. There are many African countries which have remained under developed because of lame economic policies. Good road infrastructure influences efficient transportation. Transport also contributes to economic development through job creation and its derived economic activities. Accordingly, a large number of direct (freighters, managers, shippers) and indirect (insurance, finance, packaging, handling, travel agencies, transit operators) employment are associated with transport. Producers and consumers take economic decisions on products, markets, costs, location, prices which are themselves based on transport services, their availability, costs and capacity. All these effects are based on the enabling policy of the institution, city or nation.

4.2.5 Economic growth from international trade

Good road infrastructure of a city attracts international trade. There have been numerous studies showing a link between more open trade, accompanied by other neoliberal policies, and higher incidences of urban poverty and spatial inequalities with good road infrastructure. International investments tend to locate where they are standard roads. Very few are located in places where their businesses would suffer loss due to few clients caused by poor roads i.e. the study found more Asian traders in super markets, industrial areas other than in the town centre where congestion is more critical. Most European investors on the contrary exist in less urban areas and attract clients through their renown in capacity and capability. Poor urban roads cause low levels

30 of education and few skills result in much of the urban poor working as labourers or in insecure, informal employment, perpetuating the state of urban poverty. This eventually leads to; Loss of income in tourism, poor social economic growth, retardation and hindrance to urbanization and expansion, poor health of population in town from pollution due to more gas emission from congested roads, inaccessibility to health facilities. Social isolation due to inadequate roads and poor access to information makes acquiring health care particularly difficult for the urban poor, resulting in worse health and higher rates of mortality. No wonder the living standards and health of children in slums Kampala District is deplorable. Health of citizens is a major resource to economic growth.

4.2.6 Suffocation of local trade due to insufficient road access to markets

Good Road networks are the main artery for local trade. In Intra-Africa trade going beyond political commitments and agreements to improve road infrastructure will solve the problem of suffocating local trade.Progress will come when agreements are implemented, Masimba

Tafirenyika (Africa Renewal, 2014).

Picture 4.6: Transportation of valuable goods to markets aided by good roads

Reliable road networks are essential to trade (World Bank/Arne Hoel, 2014).

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Poor road conditions and transport systems hinder movements of goods and people in urban areas. Lack of adequate infrastructure could also be a disincentive to both local and foreign investors in our urban areas (Austin otegbulu,2011).Urban workers are largely concentrated in jobs such as public service, group employees with investors, traders, informal care workers, day- laborers, industrialists and venders where they do pay less towards economic growth of the city.

Without access to other labor markets via roads, workers continue to work for extremely low wages in jobs that tend to have seasonal fluctuations, low job security and thus little income security.

Due to limited space in the city, there is also no or little innovation. There is lack of non- motorized load-carrying wheeled vehicles (handcarts) and there is very little evidence of anyone attempting to actually address and alleviate the problem by introducing handcarts and wheelbarrows into slum areas where they would be most beneficial. This lack of innovation is cross cutting from peri-urban to urban areas, (Africa renewal magazine, 2014).

4.2.7 Increase in Transport costs and drop of urban incomes

Poor road infrastructure has the element of delay, breakdown of vehicles, and increase in fuel consumption hence causing hiking of transport costs. In Kampala, the taxi fare on an ordinary day is lower than that on rainy days and congested hours.

Poor infrastructure hinders communication, resulting in social isolation among the poor, many of whom have limited access to media and news outlets. Such isolation hinders integration with urban society and established markets, which could result in greater economic growth and security. This is reciprocated in the entire economy as the out flow of economic services is limited. This is found in Kampala city especially in the per-urban areas and slums. Slum areas tend to lack sufficient roads that would increase access to agricultural inputs and markets.

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Without roads, the people are cut off from technological development and emerging markets in more urban areas and hence that drops their incomes.

4.2.8 Retarded Economic growth in Peri- Urban Places

The first target of the Millennium development goals is to decrease the extent of extreme poverty by one-half by the year 2015.To a large extend the majority of the slum dwellers are poor as their economic outputs are minimally for survival. Little or no attention is given to develop road infrastructure in those places. In the slums of; Katanga, Mulago, Kamwokya, Kisenyi, Kiswa,

Wabigalo, Namwongo, Kivulu, Kikoni and Katwe whereas some economic activity is taking place, there are no planned road infrastructure to allow bigger investments. This has even made sanitation efforts difficult due to poor accessibility. Individuals living in peri- urban areas tend to have less access to social services, exacerbating the effects of low incomes. “Citing the abject poverty, worst sanitary and hygiene conditions, Africans live by chance, Anonymous (1981)”

Picture 4.7: Access, drainage and waste disposal are accepted difficulties due to no road infrastructure

People go about their business in one of Kampala slums (Oketch Martin Luther, 2015)

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4.2.9 Gender disparity

The economic backwardness brought about by poor road infrastructure affects women more than men. Urban women are particularly disadvantaged, both as poor and as women. Women in both peri-urban and urban areas face a higher risk of more limited economic opportunities than their male counterparts due to the strenuous access to markets and other social services. Women in urban economy live under the same harsh conditions as their male counterparts, but experience additional cultural and policy biases which undervalue their work in both the informal, and if accessible, formal labor markets. Women’s contribution to the urban economy is generally underestimated, as women perform a disproportionate amount of care work, work that often goes unrecognized because it is not seen as economically productive. The feminization of the economic growth is a concept that is applicable in both urban and peri-urban settings.

4.2.10 Lack of access to Care by Government

Road access governs education and social services. Few slums have well built primary schools, social activities like sports, places of worship due to lack of accessibility. “Why would our government boast of a universal primary education if it doesn’t tailor in special needs of kids from tough places like Kisenyi? And what have our local governments done in terms of catering for the urban poor especially children. How can a place like this never ever feature in our news?

How can hundreds of families never be mentioned much? (Rose bell, 2012) Kisenyi;a case for urban poor in Uganda.

The access for slums has been left to the city authorities as a metropolitan district with less supervision from the Ministry of works and Transport, making slums infrastructure to remain a forgotten issue. Budgets rarely comprise development of slums; otherwise rural roads in far

34 countryside would not be given more priority and attention other than the nearby slums surrounding the city. The situation is not known, unless a visit is made to such places which are worse for habitation than the rural areas. There are no knowledge and skills tapping.

Due lack of economic activities, it becomes a breeding place for theft and other crimes.

Picture 4.8: Lack of roads hinders access to health, waste disposal, skills tapping and education services in slums

Poor living conditions in the slum, Kisenyi (Ssozi Javie, 2012)

4.2.11 Inaccessibility to Health Care and social economic services

Those living in slums may face various challenges when trying to access health care. Difficulties which slum areas experience when accessing health care include long distances between health services, lack of transportation, increase amount of elderly, fewer health care providers, and limited awareness of resources available. To receive funding from the government, the few

Health practitioners acknowledge that five principles must be met; these include universality, accessibility, comprehensiveness, portability, and public administration. For those living in such communities, these five principles are not always met. Health care is considered accessible when

35 within a 30-60 minute drive in rural settings, and emergency vehicles are considered accessible when there is less than a thirty minute drive (Healthcare providers, 2014).

This is a concern in emergency situations as an individual has a long wait time before being provided medical attention. Transportation is a significant factor lack of which is a barrier to accessing health care. In slum areas an individual may have to travel great distances to seek medical attention, road quality being very poor, weather conditions effecting driving, and slum areas seldom have access to public transportation. The elderly have the greatest need for transportation services. The need for transportation to health care will only decrease when there is greater availability to health care programs, and this involves bringing more health care providers to slum areas.

4.2.12 Resource Accessibility

Slums areas struggle with being able to provide resources to people within their community to help reduce the challenges of low incomes. Many living within the meagre economies need assistance from food shelters, homeless shelters, drug and alcohol abuse programs, counseling programs and women’s shelters. Many of these programs in slums communities are organized by volunteers who may have little or no training, and the buildings which the programs are run from may be lacking in suitable infrastructure. There may be limited funding available to these programs which effects staffing and resources which can be provided to those seeking assistance.

Individuals at risk for living in poverty are those with mental health issues, disabilities, single mothers, individuals suffering from addiction, and immigrants unable to speak English. This is challenging as resources established to support disadvantaged groups are closed as a result of little funding and inability to effectively support these groups. The individuals seeking the

36 assistance are left to cope with the situations on their own. Community donations and volunteers play a large role in community support remaining open to the public in peru-urban setting.

4.2.13 Physical Accessibility

Kampala city in the advent of the current metropolitan modernization which must comprise; recreation facilities like schools and sports stadia ,cinemas, museums ,spiritual centers like churches and mosques, whose future is principally laid upon expansion and redesigning. Instead the housing and school facilities in the city centre which used to limit traffic movement were removed thus encouraging traffic volumes as employees report for work and schools i.e. Shimoni demonstration primary school.

The achievement of the ideal situation is the challenge to the city authority, which if neglected will worsen the situation in the next few years. As the struggle to avert this situation grows, efforts should be made for decongestion and physical accessibility. Instead of all key

Government, commercial centers being concentrated in Kampala, alternative establishments like a new and modern city to balance the extra venous bottle neck should thought of and planned for.

Picture 4.9: Shows lack of planning for roads infrastructure causing inaccessibilty in slums

Kinawataka slum, (Field survey, 2015)

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The net effect of this congestion hinders good service delivery and sanitation in the slums. The kind of economic investments are limited in size. There is no general order in set up of economic activities and because of the transport problems; businesses are always small and duplicated.

This is the prime reason why most slums do not have big investments.

Picture 4.10: Road access is restricted for Motor vehicles because they are very narrow and creep through homes

Railway through Namuwongo slum doubles as pedestrians’ access (Hope for children, 2013)

Due to this, both the economic investments and the market structure are limited to the poor as the rich will not prefer to live in these settlements. Consequently they are known settlements for casual labourers.

The economic ability of the dwellers and the kind of economic investments induced are minor as the nature of the road accesses is un imaginable i.e. can hardly allow a vehicle to pass across it.

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This kind of road access cannot attract other services from Government. Consequently the level of economic growth cannot be expected to have any appreciable growth. The whole picture shows neglect.

Picture 4.11: Some accesses have weak foot bridges allowing only human traffic

Children frequently ill, forced to live and play in terrible conditions (Hope for Children, 2013)

The future of the children in these areas in terms of health and education is not known yet they are a potential to future economic growth.

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4.2.14 Quantitative representation and analysis

Table 4.2: Types of road problems and their ranking

Roads City Ntinda Kibuli Rubaga Kinawat Kisenyi Kawem Katang Kasubi centre (City (City (City aka (Slum pe a (Slum5 suburb suburb3 suburb (slum 1) 2) (slum (Slum ) 1) ) 3) 3) 4) RANKI R R R R R R R R RE R R R R R R R R R NG EI K EI K EI K EI K I K EI K EI K EI K EI K Are 0.9 1 0.9 1 0.9 1 0.9 1 0.9 2 0.9 1 0.9 3 0.9 1 0.9 1 narrow 0 4 7 6 7 9 7 9 2 Lack 0.8 2 0.9 2 0.9 3 0.9 2 0.9 5 0.9 6 0.9 1 0.9 8 0.7 5 pedestria 8 2 3 3 3 3 9 3 9 n walkway Full of 0.7 7 0.8 6 0.8 7 0.8 4 0.9 3 0.9 4 0.9 5 0.9 4 0.5 4 potholes 9 7 8 4 6 5 5 6 6 Not 0.6 8 0.9 3 0.9 6 0.8 6 0.9 1 0.9 7 0.9 7 0.9 2 0.8 3 paved 5 0 0 1 9 2 2 8 9 Lack 0.8 3 0.8 4 0.8 8 0.8 7 0.9 4 0.8 8 0.8 8 0.8 5 0.8 6 safety 1 8 7 0 4 9 9 9 2 Poor 0.8 4 0.8 5 0.9 5 0.9 3 0.9 6 0.9 5 0.9 6 0.9 3 0.9 7 traffic 4 7 1 1 2 4 4 7 1 manage ment Poor 0.8 3 0.8 7 0.9 4 0.8 5 0.9 7 0.9 2 0.9 2 0.9 6 0.8 2 drainage 6 6 2 8 0 8 8 5 8 Lack 0.8 5 0.8 8 0.9 2 o.7 8 0.8 8 0.9 3 0.9 4 0.9 7 0.8 8 street 3 4 4 1 8 7 6 4 9 light

Source: Field survey 2015

Table 4.2 outlines the greatest road problem per area.

Road effect Index is the comparison of the road effect over the total length of road taken as a percentage. Ranking indicates the position the particular effect holds over others. The attributes of poor road infrastructure outlined are; narrowness, lack of pedestrian walkways, full of potholes, not paved, lack of safety, poor traffic management, poor drainage and lack of street lights. The rankings for poor road conditions varied from the city centre to peri-urban but the slums had almost the same scenario.

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From the city centre to Ntinda, Kibuli, Kisenyi, Rubaga, and Katanga the highest ranking is narrow roads. Kawempe is lack of pedestrian walk way, and Kinawataka is not paved. The absence of street light in the study area causes insecurity at night. Pot holes are responsib le for causing accidents, damages to cars, delay in traffic movement and robbery at hold ups.

The loss in man-hours and air pollution arising from the poor road condition is enormous and this calls for increased budget allocation for road maintenance and rehabilitation. These attributes summed up cause traffic congestion, loss of time, and frustration. The influence of traffic jam increases fuel consumption hence causing transport costs to rise.

Most of the delays were found to be between 30 minutes to 4 hours. This in effect caused vehicles’ overheating, engine stressing and also exposed commuters to being attached by hoodlums and street vertices. Poor drainage though slightly a lower problem affected all the suburbs because it is a seasonal attribute.

These effects on people have a direct relationship to the economy by affecting people’s activities and increase of their expenditures.

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Table 4.3: Losses arising from poor roads condition

Areas Damage Delay in Robbery Air Car Transport(Fuel) Total

to car movement pollution accident costs (%)

City centre 65 28 2 3 0 2 100

Ntinda 30 26 0 1 0 1 58

(City suburb)

Kibuli 32 27 0 1 0 1 61

(Citysuburb3)

Rubaga(City 34 29 0 2 0 2 67 suburb 4)

Kinawataka 30 26 0 1 0 1 58

(slum 1)

Kisenyi 29 34 0 3 0 2 68

(Slum 2)

Kawempe 29 32 0 1 0 2 64

(slum 3)

Katanga 27 26 0 1 0 1 55

(Slum 4)

Kasubi(Slum5) 33 25 5 4 0 1 68

Source: Field survey 2015 Table 4. 3: compares the total losses caused by each road condition and summed as a percentage for each area. The poor road conditions in table 3 outlined as; narrowness, lack of pedestrian walkways, full of potholes, not paved, lack of safety, poor traffic management, poor drainage and lack of street light have consequent losses influenced on the economy in terms of damage to

42 cars, delays in movement, Robbery, Air pollution, Car accidents ,and rise in transport(Fuel)costs.

The city centre incurs most losses (100%), followed by Kisenyi and Kasubi slums (68%),then by

Rubaga city suburb (67%), Kawepe (64%), Kibuli(61%), Kinawataka (58%) and Katanga (55%).

Table 4.4. Service preference option for the Roads

Area Road Road with Road with Road with Just motor Total

with side cyclist path drainage streetlight able road %

walk

City centre 40 5 10 15 30 100

Ntinda(City suburb) 45 5 15 10 25 100

Kibuli(City suburb3) 35 7 25 10 23 100

Rubaga(City suburb 37 10 25 15 13 100

4)

Kinawataka(slum 1) 22 25 30 10 13 100

Kisenyi(Slum 2) 30 5 45 15 20 100

Kawempe(slum 3) 20 15 50 10 5 100

Katanga(Slum 4) 23 5 45 10 17 100

Kasubi(Slum5) 20 6 43 11 20 100

Source: Field survey 2015 Table 4.4 describes the design preferences which could improve the economic serviceability of the road to 100 percent.

It illustrates the different service options for the roads in the study area; road with side walk, cyclist path, drainage, traffic light and just motor able. The preferred road type for the city center, Kibuli, Rubaga and Ntinda is road with side walkways. This option would increase safety

43 for pedestrians in the study area. Areas Kinawataka, Kisenyi, Kawempe, Katanga and Kasubi preferred road with drainage to increase road safety and passage during rainy situations. The peculiar situation in area influenced the preference of service option for the road infrastructure.

Table 4.5: People’s potential to pay for improved road infrastructure

City Payment Monthly Yearly Included in Included Include Tol Other Tota Areas at once the income in d in l s l tax(Payee) Teneme rent fee % nt rate City 24.5 23.0 25.2 11.3 5.0 1.0 10. 0.0 100 Centre 0 Ntinda 30.0 22.2 27.6 9.0 4.0 1.1 6.1 0.0 100 (City suburb1) Kibuli 20.1 22.1 30.0 2.3 5.4 2.1 18 0.0 100 (City suburb2) Rubaga 30.3 20.1 27.1 2.1 3.9 1.1 13. 1.6 100 (City 8 suburb 3) Kinawat 27.0 22.3 23.4 2.0 2.9 1.2 12. 0.1 100 aka 1 (slum 1) Kisenyi 19.1 13.0 45.0 2.6 1.3 1.4 3.4 14.2 100 (Slum 2) Kawem 20.0 15.5 40.0 2.6 1.5 1.8 18. 0.6 100 pe 0 (slum 3) Katanga 20.1 14.5 39.1 2.8 1.1 1.7 2.4 18.3 100 (Slum 4) Kasubi( 25.0 15.5 43.0 2.9 0.9 1.6 11. 0.0 100 Slum5) 5

Source: Field survey 2015 Table 4.5 elaborates the potential of the respondents to pay for road usage, an indication of the willingness to pay for improved infrastructure. The highest percent from the city centre 25.2 % was payment on a monthly basis, Ntinda city suburb 30%, was payment at once, Kibuli city

44 suburb 30.0%, was yearly, Rubaga city suburb 30.3% was payment at once , Kinawataka (slum

1) 27.0%, was payment at once ,Kisenyi (Slum 2) 45.0%, was yearly ,Kawempe (slum 3) 40.0%, was yearly, Katanga (Slum 4) 39.1% was yearly, Kasubi (Slum5) 43.0 % was yearly. Toll fee was highest at Kibuli and Kawempe at 18% due to heavy traffic in these roads.

Based on the above, road infrastructure provisions in the study area are grossly inadequate and the road users suffer consequent costs and damage to property.

In addition to inadequacy, the conditions of the available roads are deplorable in most of the areas of the city under study. Most users experience traffic congestion, car damage and robbery at hold ups due to deplorable road conditions. In consideration of the importance of road infrastructure to users in the study area, majority are already incurring heavy expenditure due to the poor condition and have a willingness to add to efforts to their improvement to ameliorate their incomes.

The problem has extended effects on other economies which have a direct linkage to transportation like tourism, foreign investment, local product, smartness, industrialization, major markets, housing, Non Governmental organizations (NGOs).

The quantitative findings presented in the graphs below;

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Figure 4.1: Key socio- economic activities which effect the economic growth of the city

Revenue growth rate in the last 10 years

Toll roads

Major markets

Industrialization

foreign investment

Places of attraction and tourism Other Transport means

Source: Field survey 2015

Figure 4.1 illustrates the annual expected percentage revenues collected from the economic activities outlined, influenced by good road infrastructure in a growing city. In Kampala the percentages are below due to the poor road conditions as illustrated below;

1. 5 percent expected from Toll roads but city road infrastructure has no toll roads.

2. 20 percent from Major Markets but city has congested, narrow roads frustrating growth of market incomes.

3. 10 percent from Industrialization but city has few industries due to poor road infrastructure.

4. 25 percent from foreign investment but investments only located in urban, less congested areas.

5. 5 percent from places of attraction and tourism but City beautification and cleanliness are not emphasized.

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6. 5 percent from other transport means but there are few other transport modes apart from road transportation i.e. only Ferry.

7. 5 percent from smartness and hospitality but City beautification and hospitality are not fully embarked on.

8. 5 percent from local product but there are few locally produced commodities due poor transportation.

9. 2 percent from housing but Government housing projects were abolished.

10. 15 percent from NGOs but few NGO’s invest in the city where road infrastructures are poor.

11. 3 percent from slums but there is but there is no road network to induce economic activities.

The indicators above govern the economic growth path; i.e. there is drop in revenue collection from these economic activities for Kampala city due to; loss of time, inaccessibility and business frustrations, failure to control and adjust on congestion.

Revenue growth rate/drop rate over the last 10 years (Data from Uganda revenue authority,

KCCA and UNRA) on the major economic bases shows Kampala city’s rate was dropping.

The figures indicate a serious neglect for key economies that are essential for fast economic growth i.e. industrialization, local product, road toll collection, attraction/tourism/smartness, other modes of transport, commercial housing and slums infrastructure development.

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Figure 4.2: Suggested Solutions to congestion by skilled populations

5 4.5 4 3.5 3 2.5 2 1.5 1 Series 1 0.5 Column2 0 Column1

Source: Field survey 2015

Figure 4.2 illustrates the suggestions skilled workers gave as solutions to congestion experienced in Kampala city as below;

1. 4.3 out 5, suggested new space i.e. relocation of the city to a new spacious place where aspects of design and policies can be implemented as a fresh undertaking.

2. 4.4 out of 5 were for enlargement and re-planning of the city due to the costs for a completely new venture and it not being able to give immediate solutions.

3. 3.5 out of 5 were for creation of new designs on the existing ones and promotion of innovation.

4. 2.8 out of 5, suggested institutional and policy review i.e. More institutional decentralization and change of some economic and transport policies.

5. 1out of 5, suggested eviction of small commuters, Boda boda cycles and their relocation out of the city.

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6. 1.5 out of 5, suggested creation of outside terminals for Buses and heavy transportation

Vehicles.

The study discovered that some of these suggestions were already in use by KCCA to fight the congestion i.e. option 5 & 6.

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CHAPTER 5

CONCLUSIONS AND POLICY RECOMENDATIONS

5.1 Introduction

The conclusions set out below are derived from the work of the study as a whole –that is they take full account of the literature survey work as well as of the case study work. The conclusions are considered in terms of the main effect mechanisms identified earlier in the report.

5.2 Conclusions

Economic growth comes with a level of urban growth. According to the study analyses, the history of urbanization in Uganda is relatively young compared to other East African countries yet, the rate of urban growth is reported to be one of the highest in the world. Unfortunately, little effort is being made to seize the opportunities and maximize the potential benefits of urban economic growth, as well as reduce its potentially negative consequences such as congestion most experienced in the capital, Kampala. The human attitude towards control of the effects and the required trend of economic growth is not at a very crucial stage as the majority think that involving in redesigning will solve the problem but in the researcher’s opinion those who opt for establishing the capital in a wider place thereby transforming Kampala into a commercial city hold the key to a permanent solution. This however, does not deter further research into the problem. Whichever option taken, the venture has reached a very costly level now. The country’s city planning authorities have to embark on the hard task of producing the action plan and raise budgets to start on modern cities transformation.

The economic effect of road investment is determined by the existence of economic potential which can be realized by accessibility but improving access to areas where there is little

50 economic activity or very limited market opportunities is unlikely to have much economic impact.

The increase in population, growing need for services with the drop in key economic growth indicators show a need for rapid undertaking in infrastructure improvement to avoid economic stagnation in near future for Kampala city.

The negative effects of poor road infrastructure by now outweigh the positive effects from the urban, peri-urban to slums as the attributes of poor roads exist in all these areas of the city. There is sufficient evidence that the city dwellers, workers are making losses associated with bad road effects of congestion, poor drainage, roads with potholes.

Roads condition can have a powerful impact on the location of retail and housing investment.

Although this will not impact on the level of regional economic growth, it can be important to local area regeneration.

5.3 Policy Recommendations

A Design Policy originating from the Ministry of Works and Transport should depict predictions for life spans of infrastructure to allow future improvement, which policy is to be followed by the construction industry. Due to ever increasing population, activities and services, road designs last only a specific period of time, so they should have reserves for expansion. The roads should be well planned and wide enough to be supplemented by extra designs alongside improved designs i.e. the bypasses fly overs, and over head interchanges. The construction of alternative accesses and relief routes to every major road to take the traffic spill over, while expanding them

51 with addition of cyclist and pedestrian ways. In Kampala where the major transportation is by road, the infrastructure should be of a far higher quality and design, short of which shall remain the critical congestion of traffic, buildings and other human activities.

A Travel policy initiated and supervised by the national roads authority should specify road usage, conditions and regulations i.e. there ought to be restricted speed ranges for motorists i.e. all vehicles on specific highways to travel between 80-120km/hr to avoid congestion with designated stoppages after coming out of the highway. Heavy vehicles to use designated roads, no building and damping on or near the road.

The economic policy should provide a guideline on capital and macro level investments whose impact should affect the people’s attitudes towards a growing economy for the city. Just as the city faced conditions which culminated to its poor plan by the colonialists, Africans have not realized that the city has remained less attractive to world first class economic activities i.e. first class investments, World sports, and accommodation. The beginning to combat this great challenge needs the total change of human attitude. Social and cultural values also affect economic growth through human attitude towards progress. Societies that value achievement, personal gain and accumulation of wealth and things generally realize a greater level of economic growth faster than societies that discourage personal and group achievement. An achievement-based society has a strong work ethic and value placed on thrift and economy which the economic policy governs.

Kampala city needs to transform her road infrastructure sector. The Government should come up with a good regulatory system to serve the interests of consumers for making infrastructure

52 reforms. The regulatory authority should be able to regulate the reliability and output of the road infrastructure providers. This calls for the need to separate operation of facilities and regulation of service delivery quality. The urban roads sector budget out of the national budget should further be increased and cities’ development and beautification be given an un diverted priority.

All other modes of transportation (air, water, rail) once abandoned should be revived to reduce the over dependency on road transportation which is by now jammed. There should be other roads linking the main Airport to the city for direct external links i.e. Jinja the next city to

Kampala metropolitan should have a direct route to Entebbe International Airport. There should be a vessel linking Jinja to Entebbe International Airport and another linking Mbarara and

Masaka to Entebbe so that other activities are carried out via water. The Entebbe express highly connecting the city from Busega to Entebbe offers this on the southern side of the Metropolitan

District. On top of improving the Kampala -Jinja highway there should be another link connecting these two cities i.e. Kampala –Jinja via Kayunga which most people currently are not aware of.

There should be new road infrastructure strategies to improve peri-urban economy. Due to the fact that the existence of good and well maintained road infrastructure induces economic activities, households in slums can improve their incomes by engaging in roadside business which eventually improves the economic growth when they pay taxes to the government.

Therefore the slums which were once having the worst road infrastructure should be included in the city road network and the roads be upgraded to the same level with the rest of the city to improve service delivery and other socioeconomic activities.

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The country should develop an urban roads policy to govern the economic growth and sustainability of the cities roads for; agriculture, industry and other income generating activities by adopting a bottom- up or demand driven approach as this will make road users more committed to its sustainability where cost recovery is of essence. Ugandan roads should have the capacity to earn revenue by making other accesses toll roads for making sustainable road infrastructure. The current laws forbidding the importation of gaseous fuming equipment should be revived to curtail on pollution and environmental degradation.

There should be equal opportunities for men and women to hold key planning and implementation responsibilities in the urban economic policy and poverty reduction. While maintaining this key as a strategy, more stringent and deliberate efforts should be put into wiping out corruption which has eaten the society and always undermines the Government’s efforts towards economic growth.

In course of road infrastructure provision, proper pricing should be applied. Currently the level of innovation in the country is low, yet for a city to grow it needs to be innovative. Proper pricing aids continuous innovation by being a veritable tool for efficient and sustainable infrastructure provision. This is the financing of service delivery, rationing of consumption to an economically efficient level and provide an indicator for demand. Providers’ prices should be able to recover cost for all infrastructure services apart from those with significant positive externalities. Failure to properly price services can be dangerous as inadequate services will lead to dissatisfied urban residents and poor business resulting in poor economic growth.

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5.4 Limitations of the study and suggestions for further research The study was limited by finances as it could not extend to all farthest ends of the city. The time period of 8 months offered was not sufficient to come out with an exhaustive survey. There were institutions whose staffs were too busy to respond to the survey. Sometimes the weather was not favorable and the researcher could not proceed to some areas through muddy roads, where others were not accessible due to poor drainage. Further survey on this topic is necessary for more knowledge in order to overcome this problem of poor economic growth of Kampala city due poor infrastructure.

The following are suggestions for further research.

i. Effect of corruption in road infrastructure development on the economic growth of

Kampala city

ii. Institutional capacity to overcome congestion in Kampala city iii. Private sector role in economic growth of Kampala city

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APPENDIX Foot notes

H.E Ambassador Kristian Schmidt is Head of European union delegation to Uganda

Phillip Dongier is World Bank country director for Tanzania, Uganda and Burundi

Allen Kagina is the new executive Director for UNRA

Prof.Akihiko Tanaka, JICA President, UNRA

Samuel Mabala Shibuta, was the commissioner of urban development at the lands ministry in

2013

ODI-Open Data Institute .The ODI undertakes research on a broad range of areas related to open data.

Questionnaire for Engineers/Supervisors

…………………………………………………… …………………………………………………… ……………………………………………………

Dear Sir,

Lidri Fredrick Guma, a student of Makerere University offering Masters in public infrastructure

Management is carrying out a research on effects of poor road infrastructure on the economic development of Kampala metropolitan city.

Please assist him by answering the following questions as best and briefly as you can. The information you give will be keenly managed for purely academic purposes only.

Tick /answer the question in the space given

1. What is the name of your organization………………………..…………………..

2. What is your post………………………………………………………………………..

3. What is your sex?

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......

(d)Where is the location of your organization?( i)Within Kampala metropolitan city ( ii) Out of

Kampala

Metropolitan city

1. How long have you served at this post in this organization………………………..

2. What most devastating problem do you experience that continuously affects your input to the organization......

3. Do you consider the current congestion in Kampala city a problem that needs an immediate attention?…………………………………………………………………………………………

4. What attributes are negatively affecting the city roads? (i) Narrow size (ii) Squeezed in buildings ( iii) Little reserves (iv) Improper designs

5.One of the following could combat the city congestion issue (i) Relocate the city to a wider place (ii) Improve city designs (iii) claim more space by evicting dwellers by a desirable stance

6. Do you think the economy of the city would be affected if the problem persisted? Yes or No

7. Is this research a timely venture? Yes or No

8. Do you think the problem is a national issue? Yes or No

9.Are slums part of the city? Yes or No

10. In your opinion do you think slums road infrastructure development could improve the economic growth of the city? Give brief explanation how…………………………………

Thank you for your time and participation.

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Interview guide for respondents from Kampala city

(Engineers, Supervisors, City Dwellers)

A. Background information

1. Position of interviewee …………………………………………………………………

2. Duration of service in current position …………………………………………………

3. Highest academic qualification…………………………………………………………

4. Area of professional specialization …………………………………………………….

B. To determine the major economic effects of poor road infrastructure in Kampala

city and isolate them for consideration in averting the problem.

1. To what extent do you think the City Council Authority, Uganda National Road

Authority are adequately staffed? [Pay specific attention to number, category (technical

and support) and quality (training and work experience) of city engineering

department,Uganda national roads Authority and how they compares with the central

government – Ministry of works]

2. To what extent do you think employees in City Council Authority, Uganda National

Road Authority are motivated to work effectively? [Pay attention to salary (and

timeliness of payment), allowances, work environment, accommodation, work itself,

opportunities for professional progression.

3. How do you ensure that City Council Authority, Uganda National Road Authority

workers perform their duties diligently? [Pay specific attention to the effectiveness of the

managers in supervising road construction staff]

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4. In your view, do City Council Authority, Uganda National Road Authority have the

competence to supervise their workers to perform effectively? [Probe to get detailed

information irrespective of whether the response is a Yes or No].

C. To examine how poor road infrastructure affects the economic development of

Kampala city

1. To what extent do you think City council Authority and Uganda National Roads

Authority are facilitated to effectively manage city road networks? [Probe to get detailed

information]

2. What are some of the hindrances to getting consumables for road construction and

maintenance? [Pay attention to funding and procurement procedures, etc]

3. In your view, are there some cases of mismanagement of resources intended for the

management of Kampala city road networks? [Probe to get detailed information

especially about misuse and theft of consumables]

4. How do you ensure that roads constructed by Kampala City council Authority and

Uganda National Roads Authority meet national standards?

D. To access the potential of the society and her efforts to have a modern city with

prospects for high economic development.

1. To what extent do you think the society is interested in having a fast growing economy of

Kampala city? [Pay specific Toll roads, modes of transport, trade routes, etc.]

2. How promptly are city roads repaired with modern facilities as they emerge? [Pay

specific attention to the changing nature of road usability, need for updated expertise in

the pursuit for effectiveness]

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3. How do you guard against corruption and malice against the effectiveness of city road

infrastructure? [Pay attention to politicians, contractors who may fail road infrastructure

projects]

E. Management of roads accessibility and maintenance in Slums

1. To what extent to you think central Government is capable of making and implementing

good road infrastructure decisions for slums? [Pay specific attention to minimum

qualifications of staff; their conversance with national road priorities and the fact that

there are few technical people]

2. To what extent is the city council authority allowed discretion in the management of road

infrastructure in slums?

3. How do you ensure the continuity of decentralized road infrastructure projects in the city

council as local leaders change?

60

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