Environmental and Social Impact

SFG1757 REV

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT FOR KAMPALA INFRASTRUCTURE AND INSTITUTIONAL DEVELOPMENT PROJECT Public Disclosure Authorized PHASE 2 (KIIDP-II) Batch 1ROADS AND JUNCTIONS Public Disclosure Authorized Public Disclosure Authorized Prepared By:

MBW Consulting Ltd in association with PEC

with Public Disclosure Authorized CONSULTING TEAM

An interdisciplinary team of consultants under Environmental Assessment Consult (Uganda) Limited (EACL) carried out the assessment

i EXECUTIVE SUMMARY Kampala Capital City Authority (KCCA) is mandated to plan, develop and maintain the city infrastructure. Good Infrastructure is fundamental in stimulating economic growth and generally, poverty reduction. For long, the City’s infrastructure has received inadequate attention due to limited funding, which has resulted into its stagnation and dilapidation. However, the population and demand for services has been steadily growing.

Overall, Kampala has approximately 1,218 km of roads, of which about 38.4% are paved (bituminized) and 61.6% are unpaved (earth or gravel). A significant portion of the unpaved road network is heavily trafficked with over 500 vehicles per day. With the ever increasing traffic volumes, maintenance of unpaved roads has become very expensive and certainly unsustainable. Almost 80% of the bitumen roads and 99% of the unpaved roads are in a fair-to-poor condition due to a heavy maintenance backlog. Some roads bear potholes, surface irregularities, and cracks, that adversely impact transport system. Localized repairs have become expensive and uneconomical due to frequent break breaking down of repaired road patchworks.

This ESIA report has been prepared in accordance with the guidelines for Environmental Impact Assessment (EIA) in Uganda. The guidelines require that any developer seeking to carry out a development of the nature and category described under Schedule 3 of The National Environment Act, Cap 153 carries out an Environmental and Social Impact Assessment (ESIA). The proposed project is of the nature and category described under Schedule 3 (Section 3) of The National Environment Act, Cap 153, and therefore requires that an Environmental and Social Impact Assessment is undertaken. The scope of this project includes upgrading by dualling of Roads (approximately 8.5km) and Improvement of Junctions to be designed under KIIDP Phase 2, the construction of temporary construction camp, a diesel supply storage facility, vehicle/equipment servicing workshop. Environmental and social baseline studies were undertaken and stakeholder and public consultations conducted to effectively guide identification and assessment of environmental and social impact assessment. In addition, impact identification was benchmarked against industry best practice and operating guidelines from international charters and/or bodies such as, OGP, IPECA etc. The impacts of road construction activities include: impacts on geology; biological resources; alteration of the visual and aesthetic impression/scenery of the project sites; water quality and hydrology; air quality baseline conditions; noise baseline conditions; spread of communicable diseases; waste management; safety of contractor workers; and socio - economic impacts.

Pre-construction Impacts Creation of job opportunities: The project is likely to create employment opportunities during the planning and design phase. Potential beneficiaries will include people who will be recruited to undertake the surveys and geotechnical investigations to inform the project designs. Overall, the

surveys will include engineering, valuation, land survey, geotechnical, and hydrological and other environmental and socio-economic surveys, among others. Impact enhancement measures . Only trained and professional drivers should be allowed to drive the investigation teams. . First Aid kits should be carried around by the investigation teams during the surveys. . The investigation team should be observant of any pits within their areas of investigations . Training of workers of any development is key to their safety. All workers should be inducted on safety issues before they commence their investigations . Project workers and communities are inducted and sensitized on protection of children and criminal effects of sexual engagement with children including street kids as a result of the road project Occupational Health and Safety Impact: Human accidents during the planning and design phase may occur as a result of careless driving, bites from poisonous fauna such as snakes or from slips and falls as the investigation crew walks through the wild and along steep slopes in search for murram and other material sources. Mitigation measures  All people carrying out investigations by the road side should wear high visibility vests.  Only trained and professional drivers should be allowed to drive the investigation teams.  First Aid kits should be carried around by the investigation teams during the surveys.  The investigation team should be observant of any pits within their areas of investigations  Training of workers of any development is key to their safety. All workers should be inducted on safety issues before they commence their investigations Loss of Land/Property and Resettlement: The most significant wealth distribution mechanism resulting from the proposed roads and junctions will likely stem from permanent and temporary land take for borrow pits and quarries, diversions and equipment storage areas. The Land Act 1998 requires that any undertaker executing public works on land shall promptly pay compensation to any person having an interest in the land, for any damage caused to crops or buildings, and for the land and materials taken or used for the works. Generally, no new borrow pits and stone quarries will be opened for this particular project as the materials (gravel, aggregate, hard-core, etc.) are to be sourced from commercial sources. Physical due diligence for some of potential commercial sources has already been undertaken as an integral part of this study to ascertain levels of compliance with statutory requirements as shown in Table 3-2 and Table 3-3. Further due diligence will be undertaken if the Contractor identifies commercial sources other than those that have been covered in this report. In the event that there is need to open up a new borrow pit or a quarry, and therefore land take, an abbreviated RAP will be prepared and relevant environmental statutory approvals shall be obtained before opening up and operating such facilities.

Mitigation measures iii

 Compensation shall be paid for land required for the construction of the proposed roads. Compensation will be provided in accordance with Ugandan laws, including the Constitution of 1995 and the Land Act of 1998, among others and the World Bank Safeguard Policy OP 4.12 Involuntary Resettlement.  Where necessary, a Resettlement Action Plan (RAP) shall be undertaken to quantify affected acreage, persons and property and describe compensation entitlements.  Establish a functional complaint handling system with a clear hierarchy to manage emerging complaints from the workers and PAPs Construction phase Creation of employment opportunities and improvement in livelihoods: Project implementation during the construction phase will avail job opportunities to both the skilled and unskilled personnel. There is already much anticipation among the project area communities and local leaders that the local population will be employed on the road project, for whatever task will be found to lie within their capabilities. Several of the local population will be considered for unskilled positions such as casual laborers, drivers and masons. These skills are readily available within the ZOI. Impact enhancement measures  To prevent conflicts and bad attitudes towards the contractors and their workers, it is strategic that the contractors give priority for employment to the local people.  There should be affirmative action taken to employ disadvantaged groups of people in the ZOI especially the youth and women. Occupational and community health and safety: Health and safety aspects of the project encompass the Workers (occupational), the general public (road users) and the host communities. The issues associated with Occupational Health & Safety (OHS) are likely to result from inappropriate use of Personal Protective Equipment (PPE) such as hard hats, gloves, safety shoes, goggles, etc., by the workers at the project sites. Limited use of PPE may compromise the health and safety especially through reduced eye protection, injury, hearing protection and others. More safety concerns for workers and communities around the project areas may result from reckless driving and, if improperly covered, spillage of construction waste on the road to the waste disposal site. While the influx of migrant job seekers is likely to be of moderate intensity because the project area is already urbanized, the relative increase in the human population and traffic at the project sites where noise and dust emissions could be an issue, may result in health/social risks. Lack of standard warning and guiding signs at the project sites could also result in the collision of vehicles along the project sites.

 Incorporate speed control devices such as humps into the road design.  Post reflective, directional and warning signs for road diversions at reasonable distances ahead of the diversion roads.  Provide efficient and adequate traffic diversion roads  Properly cover materials carried by haulage trucks with a tarpaulin.  Incorporate pedestrian walkways/shoulders, cycle ways, efficient pedestrian crossing signals at all the intersections, guard rails on the sides of the carriageway, safe stopping/parking spaces/lay-bys into the road designs.  Fill excavated potholes, ditches, and trenches etc.  Erect visible road signs warning road users about on-going road construction works  Put in place proper and visible guiding signs or recruit traffic wardens/guides to direct vehicles  Placing of warning signs on vehicles moving bitumen and fuel.  Place warning signs along the road indicating the presence of vehicles moving heated bitumen  Conduct a public road safety awareness program and train workers and local communities in their safety.  Carryout HIV/AIDS awareness raising campaign with workers and local communities, strategically integrating workers residing both in and outside the camp.  Regulate and institute a strict code of conduct at the Workers’ Camp, to ensure that facilities such as lavatories, bathrooms, and accommodation are separated according to gender.  Suppress dust emissions by regularly sprinkling water during dusty conditions to improve visibility and at the same time minimize the health impact of dust pollution to both workers & the general public.  Install screening concrete barricades and warning conspicuous tapes in and around disturbed and excavated areas to control access & minimize pit-falls/ accidents for both workers and the general public. Destruction of physical cultural resources is linked to the tree with cultural attachment in the project area. The potential to impact on sites of cultural, historic or traditional significance could increase with potential chance finds during project activities such as gravel excavation in hitherto unknown areas of historical significance. It is envisaged that the construction of Bakuli-Kasubi- Northern bypass will result in the destruction of the cultural tree which is located within the proposed road alignment. The potentially affected tree is locally perceived to possess supernatural powers.

Mitigation measures  Work must immediately stop along that section, and the Supervising Engineer, Department of Musuems and Antiquities and the competent authority under NEMA immediately informed to take a decision on the way forward.  Care must be taken during the excavation of borrow pits to avoid family or clan graveyards.  The threat of destroying the cultural tree has been addressed by phasing the construction of the road to ensure that the first phase of project implementation stops at Kasubi. The road design v

review for the subsequent phase will ensure adjustments on the road realignment to avoid socio-cultural and environmental impact associated with the clearance of the cultural tree in consultation with the cultural institution and most especially the Buganda Kingdom and also the Department of Museums and Monuments in the Ministry of Wildlife and Antiquities.  More procedural steps in line with the chance finds are outlined in sub section 2.3.5 Potential occurrence of soil erosion: During the construction of the roads and junctions, activities such as excavation, removal of vegetation cover and or top soil and stock piling at construction sites may loosen the soil and expose it to agents of erosion including water and wind. Construction of paved roadside drains will increase the erosive velocity of runoff from roads. This may also cause soil erosion in areas it is directed to. Haulage tracks moving along undesignated routes are likely to compact the soil.

Other potential impacts likely to occur during the construction phase include; soil compaction, change in the geological substructure, displacement of the earth materials, soil pollution, air pollution, noise emissions, water contamination, impact of material sourcing and material storage, among others, in the different parts of the proposed project area.

Mitigation measures  Vegetation clearance should be limited to only the areas where it is absolutely necessary  During the decommissioning phase of the project, areas not paved should be planted with trees and grass indigenous to the sites to avoid further erosion.  Erect soil erosion control/protection measures such as lining of drains, maintaining a grass cover within drains, stone pitching, etc., in drains along access roads.  Avoid stockpiling of soil near water ways/ wetlands or on slopes  Stock piled materials should be covered with fabric or planted with grass.  Surround erodible stock piles with a ring of stones to prevent materials being washed away by surface runoff. Ground vibrations and noise emissions: Road construction activities such as excavation works, road compaction and haulage of materials such as aggregate, hardcore, gravel, etc, will increase noise levels in the project area. Materials haulage will involve heavy vehicles delivering construction material on site and transporting spoil material off site. Road construction machinery (bull dozers, caterpillars, concrete mixers, graders, wheel loaders and excavators, etc. and supporting machinery such as generators etc. can also generate considerable amounts of noise at different parts of the projects sites especially if ill or un-serviced.

Mitigation measures  Fitting silencers/ mufflers on project machinery during operation ;  Regular servicing, maintenance and appropriate repair of haulage vehicles and construction machinery with potential to generate noise;

 Ensure a temporary noise barrier during construction at hotspots to shield classes, libraries and residential areas from noise and dust emissions.  Permanent noise barrier at hotspots e.g. Makerere Law School, Makerere College School structures (Classroom block, multi-storied building, and hostel) that border the road,  Construction activities at areas of students’ residence such as the girls’ hostel will be permitted during day only, the time when all students are out in classrooms. Night construction works around educational institutions shall only be permitted during school holidays.  Deploy flagmen and post standard road signage to control traffic speed around schooling areas, such as Makerere College School, Mengo Senior Secondary School, etc., to avoid the risk of noise, dust and accidents at all times.  Noise and vibration prone activities shall be harmonized with school operations to ensure that studies are not disrupted during day-time hours and simultaneously work to minimize disrupting school night preparatory activities and rest time of students. No night activities shall be permitted around residential areas as well. Where no sensitive receptors exist, the Contactor will exploit the approval by the National Environment Management Authority of the variation in Project Schedule to allow night operations during the construction phase as shown in Appendix XII. As mentioned earlier, no night construction activities shall be permitted around schools and residential areas.  Stone crushing plants should be operated according to manufacturer’s specifications;  Appropriate PPE (ear muffs etc.) should be provided to the staff at the work sites and contractors should ensure that wearing of the ear protection device by workers is mandatory; especially for those who work close to the noisy machines;  No worker should be exposed to noise level greater than 70 dB (A) for a duration exceeding 8 hours per day Potential impacts during the post-construction phase Impact on the visual and aesthetic quality: After the construction phase, the scenic view, which people around the project area have been used to will change due to improvement of roads and junctions.

Mitigation measures  Trees should be planted to compensate for vegetation clearance as a fundamental step in enhancing the scenic view of the project area.  Areas opened to public view such as parts of Makerere University and Makerere College should be provided with a perimeter fence to avoid general public view and reduce exposure to noise and dust. Improvement in traffic flow and mobility: Project implementation will improve existing roads to dual carriage way and non-paved roads such as Mambule Road will be upgraded by paving. Some roundabouts and junctions will be upgraded to signalised intersections. This will promptly result in enormous improvements in traffic flow and therefore savings in terms of time (and therefore

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productivity at work place), reduced fuel wastages in traffic jams and therefore reduced emissions and air contamination and thus reduced potential health impacts. KCCA currently does not have air-quality monitoring arrangements to quantify this benefit.

Mitigation measures  The traffic signals should be effectively linked together to enhance their collective efficiency.  Given the magnitude of changes likely to be made at the road intersections, appropriate signage should be installed to guide traffic effectively.  Increase in traffic policing shall be required to reduce the “new road effect” associated with over speeding with attached elevated risk of accidents. Impact on drainage and reduction of flooding events: During construction, the drainage system in some of the proposed project areas could be temporarily affected. This is so when the overburden is stockpiled in the drainage system or storm water pathways. However, improved roadside drainage system is part of the proposed road designs. Hence, project implementation will directly improve the drainage systems with significant reduction in flood events likely to be observed during the operational phase of the project.

Implementation of the proposed project will result into a number of impacts on the environment and socio-economic conditions of the population in and around the project area. positive and negative occurring at different stages of project implementation. Most of the positive impacts identified would be of high significance while most of the negative impacts identified would be of moderate significance especially after application of the proposed mitigation measures.

Mitigation measures  Contractors should ensure that cut-off drains are not directed into residential and commercial buildings close to the project sites. Conclusion: The proposed project is critical towards easing traffic jam and stimulating relative improvement in the general micro and macro-economic conditions either directly or indirectly and both in the short and long term. The potentially negative impacts of project implementation have been addressed through the mitigation measures proposed in this ESIA report as well measures to enhance the likely positive impacts.

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Table of Contents

CONSULTANCY TEAM ...... i EXECUTIVE SUMMARY ...... ii 1 INTRODUCTION...... 1 1.1 Background ...... 1 1.2 Purpose of ESIA Study ...... 2 1.3 EIA Study Scope ...... 2 1.4 Details of the developer ...... 3 1.5 Cost of investment ...... 3 1.6 Structure of the report ...... 3 2 ESIA Study Process and Methodology ...... 5 2.1 The general ESIA process ...... 5 2.2 ESIA methodology ...... 5 2.3 Environmental and Social Baseline Surveys...... 6 2.3.1 Flora study 6 2.3.2 Socio-economic survey 6 2.3.3 Literature review 7 2.3.4 Stakeholder Consultations 7 2.3.5 The Chance Finds Procedure 7 2.3.6 Methodology for assessing the impact significance 8 3 PROJECT DESCRIPTION ...... 11 3.1 Objectives of the project ...... 12 3.2 Rationale/Justification for the project ...... 12 3.3 Project duration ...... 12 3.4 Activities of the proposed project ...... 12 3.4.1 Pre-construction activities 14 3.4.2 Construction phase activities 23 3.4.3 Post construction activities 26 3.4.4 Demobilization 26 3.5 Project equipment and material requirements ...... 27 3.5.1 Plant equipment sites 28

3.5.2 Water abstraction 28 3.6 Project alternatives ...... 28 3.6.1 Do nothing option 28 3.6.2 Alternative road designs 29 3.6.3 Alternative material sources 29 3.6.4 Alternative materials 30 4 ENABLING POLICY, LEGAL AND REGULATORY FRAMEWORKS ...... 31 4.1 National policy frameworks ...... 31 4.1.1 The National Environment Management Policy, 1994 31 4.1.2 The National Water Policy, 1999 31 4.1.3 The Policy on Conservation and Management of Wetland Resources, 1995 32 4.1.4 Uganda Gender Policy, 2007 32 4.1.5 The National Land Use Policy, 2007 32 4.1.6 Transport Sector Policy 33 4.1.7 The National AIDS Policy (2004) 33 4.2 Legal frameworks ...... 34 4.2.1 The Constitution of the Republic of Uganda 34 4.2.2 The National Environment Act, Cap 153 35 4.2.3 The Water Act Cap 152, 1995 36 4.2.4 Mining Act, 2003 37 4.2.5 The Traffic and Road Safety Act 1998 37 4.2.6 Land Act, Cap 227 37 4.2.7 The Survey Act 1964 38 4.2.8 Road Act, Cap 358 38 4.2.9 The Access to Roads Act, 1965 40 4.2.10 The Land Acquisition Act, 1965 40 4.2.11 The Historical and Monuments Act, 1967 40 4.2.12 The Occupational Safety and Health Act, 2006 41 4.2.13 The Workers Compensation Act, 2000 41 4.2.14 Local Governments Act, Cap 243 42 4.2.15 Employment Act No 6, 2006 42 4.2.16 Petroleum Supply Act, 2003 43 4.3 Enabling Regulatory Frameworks ...... 44 4.3.1 The Environment Impact Assessment regulations, 1998 44 x

4.3.2 The National Environment (Wetlands, River Banks, and Lakeshores Management) Regulations, 2000 44 4.3.3 National Environment (Noise Standards and Control) Regulations, 2003 45 4.3.4 Environment (Waste Management) Regulations, 1999 46 4.3.5 The Environmental Audit Guidelines for Uganda, 1999 46 4.3.6 Property rights and compensation 47 4.3.7 General principles relating to compensation in Uganda 48 4.4 International Agreements ...... 48 4.4.1 The Convention concerning the Protection of the World Cultural and Natural Heritage (World Heritage Convention, 1972) 48 4.4.2 The African Convention on the Conservation of Nature and Natural Resources, 1968 49 4.4.3 The United Nations Framework Convention on Climate Change, 1992 49 4.4.4 Convention for the Safeguarding of the Intangible Cultural Heritage, 2003 50 4.4.5 The Stockholm Convention, 2004 50 4.5 International /development partners’ Requirements and Guidelines ...... 51 4.5.1 World Bank (WB) Safe guard policies 51 4.6 Institutional Framework ...... 53 4.6.1 The Ministry of Works and Transport 53 4.6.2 Uganda National Roads Authority (UNRA) 53 4.6.3 The National Environment Management Authority (NEMA) 54 4.6.4 Ministry of Land, Housing and Urban Development 54 4.6.5 The Kampala Capital City Authority (KCCA) 54 4.6.6 Ministry of Gender, Labour and Social Development 55 5 EXISTING ENVIRONMENTAL AND SOCIO – ECONOMIC BASELINE OF THE PROJECT AREA...... 56 5.1 Introduction ...... 56 5.2 Physical Environment of the proposed project area ...... 56 5.2.1 Physical status of the project roads and junctions 56 5.2.2 Geology and soils 61 5.2.3 Climate 61 5.2.4 Rainfall 61 5.2.5 Temperature 62 5.2.6 Relative Humidity and wind 62 5.2.7 Hydrology and water resources 62

5.2.8 Mineral resources 63 5.2.9 Topography 63 5.2.10 Construction work water sources 63 5.2.11 Noise 63 5.3 Biological Environment Vegetation ...... 64 5.3.1 Background 64 5.3.2 Study Methodology 65 5.3.3 Results 65 5.3.4 Conservation status 66 5.3.5 Conclusions and recommendations 67 5.4 Socio-economic survey ...... 67 5.4.1 Administrative framework 67 5.4.2 Background Information 68 5.4.3 Location 68 5.4.4 Baseline socio-economic and cultural environment of the project area 69 6 STAKEHOLDER CONSULTATION AND PUBLIC PARTICIPATION ...... 71 6.1 Stakeholder consulted ...... 71 6.2 Stakeholder consultations ...... 72 6.2.1 Approach for stakeholder consultation 73 6.2.2 Thematic Areas 73 6.2.3 Community/ Stakeholder Sensitizations, concerns and opinions 73 6.2.4 Compensation and Grievance Redress 74 6.2.5 Community Participation in the Project 76 6.3 Socio -Economic Status of the project area ...... 76 6.3.1 Methodology 76 6.3.2 Sex of the Respondents 77 6.3.3 Main Source of Income 79 6.3.4 Type of Businesses to be affected 80 6.3.5 Current Use of Affected Structures 80 6.3.6 Negative Impacts 81 6.3.7 Recommendations by the PAPs 82 6.3.8 Other mitigations suggested by PAPs include; 83 6.4 Conclusion ...... 83

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7 ASSESSMENT OF POTENTIAL ENVIRONMENTAL AND SOCIAL IMPACTS OF THE PROPOSED PROJECT AND RECOMMENDED MITIGATION MEASURES 84 7.1 Introduction ...... 84 7.2 Pre-construction phase impacts on the socio-economic environment ...... 84 7.2.1 Positive impacts 84 7.2.2 Potential Negative Impacts 84 7.3 Construction phase ...... 87 7.3.1 Potential impacts on the socio-economic environment 87 7.3.2 Impacts on the Bio-physical environment 100 7.4 Post construction phase ...... 120 7.4.1 Potential impacts on the socio-economic environment 120 7.4.2 Potential impact on the biophysical environment 120 7.5 Cumulative impacts ...... 122 7.5.1 Sourcing of the construction materials 123 7.5.2 Vegetation clearance 123 7.5.3 Impact on air quality from construction equipment and traffic 123 8 ENVIRONMENTAL AND SOCIAL MANAGEMENT AND MONITORING ...... 125 8.1 Overview ...... 125 8.2 Objectives of the ESMMP ...... 125 8.3 Responsibilities of KCCA ...... 125 8.4 Responsibility of Contractors ...... 127 8.5 Finalization of the ESMMP ...... 128 8.6 Applicable Laws / Regulations / Policies ...... 128 8.7 Performance monitoring of ESMMP implementation ...... 129 8.8 Emergency Plan ...... 129 8.9 Grievance Mechanism...... 129 8.10 Hydrocarbons Management ...... 131 8.11 Occupational Health and Safety Plan ...... 132 8.12 Traffic Safety ...... 133 8.13 Environmental Monitoring ...... 133 8.14 Monitoring Aim and Requirements ...... 133

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8.15 Environmental Management and Monitoring Plan (EMMP) ...... 134 8.16 Decommissioning/Restoration/Rehabilitation plan ...... 156 9 CONCLUSIONS AND RECOMMENDATIONS ...... 158 REFERENCES ...... 159 APPENDICES ...... 162

List of Tables

Table 2-1: Impact assessment criteria and rating scale ...... 9 Table 2-2: Matrix for evaluation of impact significance ...... 10 Table 3-1: Activities of the proposed project components ...... 13 Table 3-2: Summary of investigated quarries for the proposed project ...... 20 Table 3-3: Potential Sites for Borrow Areas ...... 21 Table 3-4: Equipment and materials ...... 27 Table 4-1: Maximum permissible noise levels for construction site ...... 45 Table 4-2: Maximum Permissible Noise levels for accelerating Vehicles ...... 45 Table 4-3: Maximum Permissible Noise levels for mines and quarries ...... 46 Table 5-1: Noise levels as taken from various Junctions ...... 64 Table 5-2: Administrative framework of Kampala Capital City Authority ...... 68 Table 5-3: Socio-economic and cultural environment ...... 69 Table 6-1: Stakeholders consulted and the purpose for consultation ...... 72 Table 6-2: Affected Persons and households ...... 77 Table 7-1: Impact of land take and increased proximity to the expanded Makerere Hill Road ...... 97 Table 8-1: Grievance redress mechanism ...... 130 Table 8-2Safe Handling Procedures ...... 132 Table 8-3: Environmental Management and Monitoring Plan ...... 135 Table 8-4: Implementation costs summary ...... 156

List of Figures

Figure 1: The ESIA process for the road projects in Uganda ...... 5 Figure 2: Proposed project sites in Kampala City ...... 11

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Figure 3: Sex of Respondents ...... 78 Figure 4: Status of Respondents In Relation to the Property ...... 78 Figure 5: Land Tenure ...... 79 Figure 6: Main Sources of Income ...... 79 Figure 7: Types of likely businesses to be affected ...... 80 Figure 8 Uses of the affected structures ...... 81 Figure 9: Negative Impacts (%) ...... 81 Figure 10: Benefits of the road projects ...... 82 Figure 11: PAP suggestions ...... 82 Figure 12: Vulnerability at Makerere University School of Law and Makerere College School structures ...... 98

List of Plates

Plate 1: Matugga Gravel Source ...... 14 Plate 2: Gayaza Gravel Source...... 14 Plate 3: Sonde Goma Gravel Source ...... 15 Plate 4: Nansana Ganda Gravel Source ...... 15 Plate 5: Nansana Naluvule Gravel Source ...... 15 Plate 6: Luzira Gravel Source ...... 15 Plate 7: Crusher Run at Semuto Dott Services ...... 16 Plate 8: Stockpile of Road Chippings ...... 16 Plate 9: Production of Aggregates ...... 16 Plate 10: Dott Services Batching Plant ...... 16 Plate 11: Hard Rock Quarry Site at Mbalala ...... 16 Plate 12: Crushed Aggregates for road construction at Mbalala ...... 17 Plate 13: Loading at Quarry at Matugga Kigogwa ...... 17 Plate 14: Crusher at Matugga Kigogwa ...... 17 Plate 15: Nicontra Quarry Site after Blasting ...... 18 Plate 16: Stockpile of Aggregates at Nicontra, Mbalala ...... 18 Plate 17: Kabira junction as seen from Kabira Country Club and the junction between old Kiira road and the new Kiira road ...... 57

Plate 18: Some of the key developments likely to be affected by the dualling of Kiira road ...... 57 Plate 19: Tuskys supermarket (a) and Telecommunication Masts and trees along (b) Makerere hill Rd ... 58 Plate 20: Outlook of Bakuli-Northern bypass Rd (a) at Bakuli Roundabout and culverts (b) on the road directing storm water into settlements ...... 58 Plate 21: Potentially affected cultural tree and Nakulabye roundabout along Kasubi-Northern bypass road ...... 59 Plate 22: Mambule road starting point at Bwaise ...... 59 Plate 23: Submerged culverts (a) and dredging the drainage channels (b) along Mambule Rd ...... 60 Plate 24: Outlook of Fairway Junction ...... 60 Plate 25: Outlook of Bwaise junction ...... 61 Plate 26: Consultations with Kasubi market vendors ...... 75

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LIST OF ACRONYMS

DIZ Direct Impact Zone DWD Directorate of Water Development DWRM Directorate of Water Resources Management EA Environmental Assessment EIA Environmental Impact Assessment EIS Environmental Impact Statement EPRP Emergency Preparedness and Response Plan ESMMP Environmental and Social Management and Monitoring Plan ESIA Environmental and Social Impact Assessment ESIS Environmental and Social Impact Statement ESI Study Environmental and Social Impact Study HIV Human immune Virus HSE Health Safety and Environment IIZ Indirect Impact Zone LC Local Council NEMA National Environment Management Authority OP Operating Principle PPE Personal Protective Equipment ROW Right of Way S/C Sub County STDs Sexually Transmitted Diseases ToR Terms of Reference UNRA Uganda National Roads Authority WB World Bank ZOI Zone of Influence GRM Grievance Redress Mechanism GRS Grievance Redress Service.

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1 INTRODUCTION

1.1 Background Kampala Capital City Authority (KCCA) is mandated, among other things, to plan, develop and maintain the city infrastructure. Good Infrastructure plays a major role in promoting growth and poverty reduction. For long, the City’s infrastructure has received inadequate attention and funding resulting into stagnation and dilapidation of the infrastructure while the population and demand for services has been steadily growing.

Kampala has approximately 1,218 km of roads of which about 38.4% are paved (bituminized) and 61.6% are unpaved (earth or gravel). A significant portion of the unpaved road network is heavily trafficked with over 500 vehicles per day. With the ever increasing traffic volumes has become very expensive and unsustainable to maintain the unpaved roads. Almost 80% of the bitumen roads and 99% of the unpaved roads are in a fair-to-poor condition due to a heavy maintenance backlog. Some roads bear potholes, surface irregularities, and cracks, that adversely impact transport system. Localized repairs have become expensive and uneconomical due to frequent break breaking down of repaired road patchworks.

Traffic congestion in the city is fast growing not only because of the growing number of vehicles, but also due to the poor road network, uncontrolled junctions, and insufficient road capacity. Traffic congestion is neatly linked with higher vehicle operating costs, long travel times and poor transport services. There is need to improve overall city aesthetics and quality of life that have been compromised by dilapidated paved roads, sidewalks road shoulders and unpaved roads. Upgrading the road infrastructure would to protect people and property and spur economic development.

This backdrop is the basis against which The Government of Uganda through the Kampala Institutional and Infrastructure Development Project (KIIDP) Phase 2 has processed a loan from the International Development Association (IDA). Part of the Credit will be used for improving key road links and junctions to improve traffic flow within Kampala Capital City. The proposed upgrading of Roads and junctions is one of the projects described under the Third Schedule of the National Environment Act, Cap 153 (Section 3) for which Environmental Impact Assessment (EIA) is required. Therefore, this EIA for the proposed project has been conducted as a regulatory requirement and in conformance with the World Bank Environmental and Social Safeguard Policies.

MBW in association with PEC contracted Environmental Assessment Consult Uganda Limited (EACL) to undertake environmental impact studies for the proposed upgrading of Roads and junctions. These junctions are located at; Bwaise, Fairway Hotel and Kabira after which they are herein named to be Bwaise junction, Fairway junction and Kabira junction respectively. The proposed project involves upgrading to Dual Carriageway, mostly for Kiira Road section 0.8km, 1

Bakuli-Nakulabye-Kasubi-Northern Bypass Road, 4.87 km, Makerere hill road Dualling, 1.7 km. The 1km Mambule road will be reconstructed to single paved carriageway.

1.2 Purpose of ESIA Study Environmental and Social Impact Assessment (ESIA) for the proposed upgrading of Roads and junctions is a regulatory requirement as per the National Environment Act, Cap 153 (Section 3)Section 19 (3) (a) specifically highlights the need for ESIA for ‘transportation, including – ‘all major roads’.

The proposed projects area is predominantly a built urban environment with structures and heavy traffic. The area setting implies that project activities could potentially result in several environmental and social-economic impacts. This ESIA seeks to identify potential project impacts (positive and negative) recommend applicable mitigation measures for negative impact and enhancement of positive impacts. The specific objectives of the ESIA include the following:

 To examine the existing environmental and social baseline conditions of the proposed project area.  To obtain stakeholders views on the proposed project.  To identify the potential significant environmental and social impacts of the proposed project.  To determine and analyze the level of significance of the potential significant environmental and social impacts of the proposed project.  To recommend measures to avoid, offset, or reduce the potential adverse environmental and social impacts of the proposed project.  To recommend measures to enhance the positive potential environmental and social impacts of the proposed project.  To review the relevant national policy, legal and regulatory frameworks and standards governing the implementation of the proposed project. 1.3 EIA Study Scope The environmental issues covered in this EIA study, during the design review process and baseline assessment areas, as specified in this ESIA are presented below:

 Potential Biophysical impacts and socio – economic impacts during the planning and design phase;  Potential Biophysical impacts, Biological impacts, Impact on water quality and hydrology and Socio – economic impacts during construction phase of the project;  Potential landscape and visual impacts during the construction and operation of the Project;  Potential impacts to cultural heritage resources; 2

 Potential cumulative environmental impacts of the Project and associated works, through interaction or in combination with other existing, committed and planned projects in their vicinity, and that those impacts may have a bearing on the environmental acceptability of the Project. The study team undertook both desk study and field studies on the above impacts; review of secondary data including previous studies and designs carried out on this project was also done. Further the Study Team undertook some advanced consultation with the local residents to identify key concerns and issues. Overall support for the project was expressed by the local community in anticipation that the development will reduce traffic jam and general congestions on these roads. Subsequently major views were sought from the local villagers and the key issues raised, together with how these will be solved have been addressed in this EIA Report, as detailed below:

a) Affected private land: Financial compensation to be arranged with KCCA and the area will be reinstated and seeded after the construction works have been completed.

b) Request to reduce the works area affected: As indicated in this report alignment and location and size of the works areas, has been carefully reviewed to minimize the areas affected.

c) Request to avoid works at night time: While any night-time works would be controlled under the Noise Control Act, night-time works are not proposed. 1.4 Details of the developer

Name and address: Kampala Capital City Authority Plot 1-3 Apollo Kaggwa Road P. O. Box 7010 Kampala, Uganda

1.5 Cost of investment The approximate cost of investment is 114 billion Uganda Shillings.

1.6 Structure of the report The structure of this report is informed in by the requirements of Uganda EIA Regulations (1998). Besides the executive summary and introductory section, the report is comprised of the following sections:

 Section 2: Presents the study process and methodology used to conduct this ESIA

 Section 3: Presents the Project Description; providing an outline of the proposed roads and junctions.

 Section 4: Discusses the enabling national legal and policy frameworks, international guidelines and the relevant functional institutional structures in place.

 Section 5: Presents the environmental and socio-economic baseline with a comprehensive description of the background environmental and socio-economic characteristics of the project areas.

 Section 6: Presents the stakeholder consultations and public participation. It entails the summary discussion of the methods used during project consultation and a summary of the views and comments from the public and stakeholders engaged.

 Section 7: Discusses the potential impacts on the socio-economic and biophysical environment at and around the proposed project areas and applicable mitigation measures.

 Section 8: Presents environmental and social management and monitoring; proving an outline of how KCCA will manage the project to mitigate environmental and social impacts associated with the project.

 Section 9: Discusses the conclusions and recommendations

2 ESIA Study Process and Methodology

2.1 The general ESIA process The ESIA study process follows the ESIA process as outlined in the Guidelines for Environmental Impact Assessment in Uganda, 1997. As such, a scoping exercise was carried out as an initial step of ESIA to assess the scope of the likely environmental and social impacts of the proposed project and develop the Terms of Reference for the comprehensive environment and social impact study. The scoping exercise involved field reconnaissance visits, literature review, and comprehensive consultations with relevant stakeholders.

2.2 ESIA methodology The methodology utilized in carrying out this ESIA was based on the requirements of Uganda Environmental Impact Assessment Regulations (1998) and was guided by the EIA guidelines (NEMA, 1997).

Figure 1: The ESIA process for the road projects in Uganda Source: Draft EIA Guidelines for road projects in Uganda (MWHC, 2004) 5

As a requirement, a scoping study was undertaken to identify important issues to be examined in detail during ESIA process, and thereafter develop the Terms of Reference (ToR) for approval with conditions by NEMA following consultation with other lead agencies. This ESIA report was then designed to incorporate the information and requirements presented earlier in the scoping report and the ToR approved by NEMA.

2.3 Environmental and Social Baseline Surveys Environmental and social baseline surveys were conducted within the project area. The surveys were carried out to provide an understanding of prevailing socio and environmental situations, and also to provide a basis for future monitoring of the environmental and social implications of the project.

For the baseline surveys, emphasis was laid on the social-economic environment (given that the project is in an urban setting and very populated area) and flora. It is important to note that ;-( Geotechnical and hydrological surveys were covered under different studies and form part of the whole review and design report submitted to the client by the engineering consultant). The social- economic environment baseline surveys were conducted between 20th August and 3rd October 2013 and the flora baseline surveys were conducted on 16 and 17th November 2013.

2.3.1 Flora study Given the short distances of the roads (1–4 Km); the sampling method adopted was to systematically survey the entire road lengths. That is, the whole lengths of the roads were walked while recording all the plant species that were encountered.

2.3.2 Socio-economic survey The methodology employed for the social impact assessment involved a series of data collection methods including; key informant interviews and focus group discussions with local community people along the ZOI, interview with community leaders and local government leaders along the ZOI, interviews with central government agencies, and a review of relevant secondary sources related to the road project. Secondary documents reviewed included District Development Plans, National Development Plan (NDP, 2010-2015) among others as indicated in the references.

During the focus group discussions; Consultation and sensitization involved a participatory approach in which the team described the pre-, during, and post- construction activities planned and informed the community about the environmental impacts expected as well as the schedule of activities. Then the community was given opportunity to respond by asking questions or making comments about the planned project activities and the expected impacts and together mitigation measures were proposed.

It’s important to note that this being a review with time constraint; data collection tools were not specifically developed for this particular exercise but rather the previous studies’ tools were used. The team endeavored to organize as many meetings with the project affected persons as possible and the list of minutes for various meetings held are annexed in this document.

2.3.3 Literature review Literature relating to the project and its environs was reviewed. The literature included documents such as the District and Division/Sub-County Medium Term Development Plans of the potentially affected areas and documents with information related to the proposed project. Topographic maps and land cover maps of the project area were also reviewed and referenced. Review of literature further covered the Guidelines for Environment Impact Assessment in Uganda, and relevant legislation and regulations, as well as ESIA briefing packages provided by the developer.

Literature concerning industry best practice and guiding principles of internationally recognized charters/institutions and/or bodies were reviewed to benchmark the proposed environmental and social performance of the project. Among others the review included but was not limited to literature from the World Bank Environmental and Social Safeguards Policies..

The literature listed above was summarized and is considered to be important for two main reasons:

. The literature has been developed on the basis of experience of many projects around the world and aims to ensure that projects are successful, while providing benefits to both the project developer and the host communities. . International stakeholders use these guidelines as a benchmark to evaluate a project, particularly where projects are sponsored by multinational companies or where they involve sensitive issues (e.g. compensation, biodiversity, and cultural heritage).

2.3.4 Stakeholder Consultations As required by the Guidelines for EIA in Uganda, consultation meetings were held with various stakeholders in order to obtain their comments and views on the proposed project. The list of the stakeholders that were consulted both during scoping and during the actual ESIA study, along with a summary of the stakeholders’ views and comments on the proposed project is presented under Chapter 5 of this report. The stakeholders’ detailed views and comments on the proposed project are attached as Appendix III. The details of the stakeholders consulted are presented under Appendix IV.

2.3.5 The Chance Finds Procedure In line with the World Bank safe guard policies (OP 4.11), the chance finds procedure has been developed to be followed during excavations with respect to the Physical Cultural Resources. Given that the proposed projects are located in the Buganda Kingdom area, the possibility of

chance finds cannot be underestimated. Therefore, the following steps will be undertaken in the event of a chance finding;

 The GPS coordinate points of any archaeological or historic findings will be taken and the site identified with a flag tape.  The developments will be reported to the foreman and the Contractor immediately  Construction works will immediately cease along that section, and the Supervising Engineer, Department of Museums and Antiquities and the nearest authority u will be immediately informed of the site and the actions taken for him/her to take an appropriate decision on the way forward.  Cooperate with the Department of Museums and Antiquities and other responsible agencies to remove the findings from the project area  Advise on the recovery, packaging and labeling of the findings for transfer to the National Museum or any alternative location at the choosing of the responsible authorities Care will be taken during the excavation of borrow pits to avoid family or clan graveyards. It is required that the contractor establishes the proximity of potential graveyards around the selected burrow pits before final negotiation with the owner of the relevant land. However, in the event that human remains are found, the above mentioned actions will be undertaken and the Contractor will further;

 Schedule an inspection visit with an archeologist to confirm whether or not the remains are human

 The remains will be recovered and taken either to the National Museum, National Forensic Laboratory, or any alternative site decided by Department of Museums and Antiquities in coordination with other relevant agencies.

2.3.6 Methodology for assessing the impact significance Assessment of the impact significance used two concepts; the impact likelihood and impact severity as hereunder discussed; a) Impact likelihood: how likely is the impact to occur? The likelihood ratings were classified in four scales; none, low, medium and high as described in Table 1. b) Impact severity: how severe is the impact (low, medium, and high). Severity of an impact is a function of a range of considerations including impact magnitude, impact extent, and impact duration. The rating scales used for magnitude, extent and duration are shown in the table1.

Table 2-1: Impact assessment criteria and rating scale Criteria Rating scales Intensity (The expected Negligible- where the impact affects the environment in such a magnitude or size of the impact) way that natural, and /or cultural and social functions and processes are negligibly affected and valued, important, sensitive or vulnerable systems or communities are negligibly affected. Low- where the impact affects the environment in such a way that natural, and/or cultural and social functions and processes are minimally affected and valued, important, sensitive or vulnerable systems or communities are minimally affected. No obvious changes prevail on the natural, and / or cultural/ social functions/ process as a result of project implementation

Medium - where the affected environment is altered but natural, and/or cultural and social functions and processes continue albeit in a modified way, and valued, important, sensitive or vulnerable systems or communities are moderately affected.

High - where natural and/or cultural or social functions and processes are altered to the extent that they will temporarily or permanently cease, and valued, important, sensitive or vulnerable systems or communities are substantially affected. The changes to the natural and/or cultural / social- economic processes and functions are drastic and commonly irreversible

Extent (the area of Site-specific (within 1 km radius of the site) occurrence/influence by the Local (within 5 km radius of the site) impact on the subject environment) Regional (district wide, nationally or internationally) Duration (The predicted lifetime Short-term (0 to 5 years) of the impact) Medium term (6 to 15 years)

Long term (16 to 30 years) -where the impact will cease after or during the operational life of the activity either because of natural processes or by human intervention.

Permanent - where mitigation either by natural process or by human intervention will not occur in such a way or in such a time span that the impact can be considered transient.

Probability (The likelihood of the None – where the impact will not materialize

Criteria Rating scales impact occurring) Low – where the possibility of the

Impact materializing is very low (<20%)

Medium – where there is a good possibility (30%-60% chance) that the impact will occur.

High– where it is most likely (60% -100% chance) that the impact will occur.

With reference to NEMA EIA guidelines, the impact severity considerations (Magnitude, extent and duration) were awarded values as shown below;

Magnitude Extent Duration High=60 Regional =60 Long term/permanent =20 Medium= 20 Local = 20 Medium-term =10 Low = 10 Site-specific =10 Short-term=05 The impact severity was then calculated by summing up the magnitude, extent and duration value. Any sum below 40 was given a severity rating of low. Any sum between 40 and 79, was given a severity rating of medium and any sum above 79 was given a severity rating of high.

Impact significance was then derived as a combination of the above two concepts (likelihood and severity). The process of combining impact severity and likelihood is shown in the table below.

Table 2-2: Matrix for evaluation of impact significance Impact Impact Likelihood Severity None Low Medium High Low Negligible Negligible Negligible - Minor Minor

Medium Negligible Minor Minor - Moderate Moderate High Minor Moderate Major Major

Interpretation of impact significance ratings  Major, shaded red: These denote that the impact is un-acceptable and mitigation measures must be implemented to reduce the significance.  Minor–moderate and moderate, shaded orange: Impacts in this region are considered tolerable but efforts must be made to reduce the impact to levels that are as low as reasonably practical.  Negligible, Negligible-minor, and minor, shaded yellow and white: Impacts in this region are considered acceptable

3 PROJECT DESCRIPTION

The proposed project focuses on upgrading of roads and junctions in Kampala Capital City. The junctions include; Bwaise and Fairway and Kabira. The proposed roads are; Kiira Road (0.8km), Bakuli-Nakulabye-Kasubi-Northern Bypass Road (4.87 km), Makerere hill road (1.7km) and Mambule road (1km). Except for Mambule road which will be upgraded to single-paved carriage way, the rest of the roads will be dualled.

Figure 2: Proposed project sites in Kampala City

Figure 2 shows the proposed project sites in Kampala city and the detailed GPS coordinates are presented in Appendix 1.

3.1 Objectives of the project The objectives of the proposed project are;

 To reduce on heavy traffic jams caused by conflicting use of road space  To improve access to goods/passenger transport services and reduce transport costs along the route  To improve access to social and economic development opportunities within the city, by providing high capacity infrastructure 3.2 Rationale/Justification for the project Due to the present fast economic growth, the recent traffic projections and other projections made more than 10 years ago have been rendered obsolete as the current levels of traffic far exceed earlier projections. This has severely affected the road capacity.

Meanwhile, the drivers of fast growing traffic congestion in Kampala city are various. They include poor road network, uncontrolled junctions and insufficient road capacity. This has compromised the city aesthetics and quality of life. The proposed project is aimed at meeting the present high levels of traffic demand by improving the roads capacity to further cope with potential future increase in traffic. Thus, the project will directly improve smooth traffic flow and reduce environmental and economic cost associated with exhaust emissions from increased fuel combustion due to repeated acceleration at low speed and loss of productivity (from reduced speed of commercial transport and workers arriving late).

3.3 Project duration The project is planned to take 3 years, divided into the following phases; (i) Planning and design phase: 1 year (ii) Construction phase: 2 years 3.4 Activities of the proposed project Implementation of the proposed project will generally involve the expansion of three roads and upgrade of 1 road (Mambule road). The improvement of junctions will involve modification of junction layout to apriority junction so that traffic is effectively guided by road marking. It also involves channelization and installation of traffic signal signs as well as lighting systems.

The project involves several activities with some of them specific to either upgrading of the roads or modification of road junctions while others are crosscutting. . Overall, the activities include; land clearance, excavation, cut and fill, paving, leveling and others, spread throughout the preconstruction construction and post construction phases of project implementation as shown in Table 3-1;

Table 3-1: Activities of the proposed project components Project phase Project activity Project component Preconstruction phase Road Junction Construction material investigations X X Surveying X X Road inventory X Data collection (e.g. traffic data) X X Land acquisition X Recruitment of labor X X Design and desk work X X Construction phase Land clearance X X Top soil removal X X Quarry operations X X Construction of access roads X X Drainage works X X General earthworks X X Gravel excavation X X Surfacing X X Ancillary works X X Post construction phase Pothole patching, X Cleaning drainage systems X X Regular maintenance including street X X lights Re-sealing X X Re-painting of road markings X X

3.4.1 Pre-construction activities 3.4.1.1 Construction Material Investigations Conventional methods of material investigations involve field visits and collection of construction materials for laboratory tests. During the investigations, sub-grade soils, base material and subbase materials under the existing alignment are tested. The investigations also involve identification and collection of materials from borrow pits and quarry sites, excavation and collection of materials from test pits along the road alignment, collection and testing of materials among other activities.

Under the project design, most of the required materials (gravel, crushed stone materials, etc.) are to be imported from existing commercial sources located in and around Kampala City. Investigation of new materials sources would be only permitted if commercial materials are not sufficient. As part of this assignment, potential material sources sites were identified and material investigations carried out (test results can be got from the material investigation report for this project). The materials sources were investigated and results presented in this ESIA. Due diligence was conducted by the KCCA team and the results are integrated in Table 3-2 and Table 3-3

a) Borrow Areas: Site visits at the sources of natural granular materials for subbase course and improved Subgrade found that most of the gravel borrow sources within the reasonably short haulage distance of 5 - 10 km to the proposed project sites had been depleted owing to material requirements of several past road constructions in and around Kampala City. These past constructions include major or feeder roads within and out of the metropolitan city of Kampala and have exhausted lateritic gravel sources within the reasonable circumferential perimeter. Hence, the investigated borrow areas were located beyond the 10km radius from the city center. A pictorial presentation of potential borrow pit sites is shown in a tabular format below.

Plate 1: Matugga Gravel Source Plate 2: Gayaza Gravel Source

Plate 3: Sonde Goma Gravel Source Plate 4: Nansana Ganda Gravel Source

Plate 5: Nansana Naluvule Gravel Source Plate 6: Luzira Gravel Source

b) Quarry Sites: Investigation of quarry sources sought to establish their suitability for the production of chippings for bituminous surface treatment, graded crushed stone for subbase/ base and aggregates for concrete works. Potential hard rock quarries were identified at Semuto on Matugga Semuto Kapeeka road, Mbalala-Mukono on Kampala-Jinja road and at Matugga on Bombo road.

i. Semuto Dot Quarry This quarry is located about 30km from Matugga town in Semuto village, owned and operated by DOT Technical Services Ltd. Operating equipment at the quarry include a crusher and a batching plant for the production of asphalt concrete. The quarry has distinct features of gneiss granite rock with alternating light and dark grey texture strips. The light strips are preoccupied by cemented coarse particles and the dark grey strips are of fine particles.

Plate 7: Crusher Run at Semuto Dott Services Plate 8: Stockpile of Road Chippings

Plate 9: Production of Aggregates Plate 10: Dott Services Batching Plant

ii. Mbalala Stirling Quarry Stirling quarry is located, approximately 30km from Kampala city off Jinja road at Mbalala and is made of typical pink granitoid gneiss rock which is characterized by angular shaped aggregates after crushing. The rock shows signs of weathering processes that decrease with depth.

Plate 11: Hard Rock Quarry Site at Mbalala

Plate 12: Crushed Aggregates for road construction at Mbalala

iii. Matugga Energo Quarry Matugga quarry is located at Kigogwa on Bombo road owned and operated by Energo Project. The quarry is characterized by gneiss granite rock with angular shaped aggregates when crushed.

This quarry produces crushed stone aggregates for base and subbase pavement layers including aggregates for concrete and rock fill for swamp treatment.

Plate 13: Loading at Quarry at Matugga Kigogwa Plate 14: Crusher at Matugga Kigogwa

iv. Nicontra Mbalala Quarry Nicontra quarry is located on the same hill as Stirling Mbalala quarry and is characterized by gneiss-granite rock yielding angular flaky chippings on crushing. The currently exposed and exploited rock shows signs of weathering effects.

Plate 15: Nicontra Quarry Site after Blasting Plate 16: Stockpile of Aggregates at Nicontra, Mbalala

v. Matugga DBL Quarry The Matugga BDL Quarry is located about 500 M North of Matugga town along Bombo Road. The possibility of expansion is minimal, as the Matugga Town Council has discouraged the use of explosives. In the past, local residents have been injured by falling boulders while blasting was taking place at the quarry site. Therefore, exploitation at this quarry can only be done at small scale. Meanwhile, the Regional District Councilor has halted all the blasting activities at the quarry.

Against this background, Matugga DBL Quarry is regarded as being unfit for consideration in the implementation of the proposed project.

3.4.1.2 Surveying Surveying involves detailed topographical surveys along the project route and cadastral surveys to identify land and properties that will be affected during construction phase. It will also involve the establishment of the centerline of the road and marking the limit of the current road reserve and new land take-over limits for the proposed 25 meter wide right of way.

3.4.1.3 Road inventory Road inventory involves the recording of the condition of all items and features along the project road including junctions, road structures, condition, and drainage structures among others.

3.4.1.4 Traffic and other data collection This activity involves collection of all traffic data, patterns, loads and movements on the existing road. It also includes cross sectional traffic count (CSC), junction counts (TJC), origin destination studies (O&D), road safety and accident data and axle load surveys; all the project roads.

3.4.1.5 Land acquisition The construction of the dual carriageway will require land which is currently being used for other purposes to be acquired. A resettlement Action Plan (RAP) has been prepared and approved by the Chief Government Valuer to cater for the land take in order to ascertain the people affected and work out compensation aspects. The requirement for land is particularly associated with planned construction of the second carriage way, access roads, storage sites for materials and equipment and material sources such as borrow pits and quarries.

Based on the proposed project plan, involuntary displacement of some people is inevitable. The Government of Uganda (GOU) committed 8.75 million US Dollars for compensation of affected persons. These funds will be used for compensation of PAPs during the project life time of five (5) years. For the Financial Year 2014/2015, GOU earmarked UGX: 10 billion for compensation and has so far released UGX: 4.9billion for the same. The remaining UGX: 5.1billion is expected to be released in the 4th Quarter. Another UGX: 10billion has been earmarked for compensation in the Financial Year 2015/16. The commencement of compensation is awaiting approval of the RAP report by the chief government valuer. No civil works will be permitted to commence until all PAPs have been compensated.

Table 3-2: Summary of investigated quarries for the proposed project

Status and Operator’s contacts Distance Due Diligence conducted? from Materials Quarry Quarry Operator’s Location Project Road Geology exploitation Findings on Remarks No. Name contacts (km) status Yes/No conformance to statutory requirements

Q-01 Semuto Semuto Village 44 km from Gneiss Commercial Dott Services Ltd. No Alternatives nearer to the Proof of Kampala Granite project sites were conformance with preferred, i.e., Seyani Int. statutory Co. Ltd., and Gentex requirements Enterprises. required before consideration Q-02 Mbalala Mbalala/Mukono 30km from Pink Commercial, Stirling C.E. Ltd. Company’s possession of Recommended Stirling Coordinates: Kampala granitoid NEMA approvals +25641 4504688 Yes 00.35585E, Gneiss confirmed. 032.83061N Q-03 Matugga Matugga Town: 25 km from Gneiss Commercial Energo Projekt. Possession of approval Proof of Energo Coordinates: Kampala Granite Certificates & conformance +256 41 4232000 Yes 00.50290E, Compliance certificates required before 032.51205N confirmed (Appendix ix). procurement of materials. Q-04 Nicontra Mbalala/Mukono. 30km from Granitoi Commercial NICONTRA Ltd. Possession of NEMA Recommended Mbalala Coordinates: Kampala d Gneiss Certificate of (ESIA) +256 772 428510 Yes 00.39642E, approval confirmed 032.69443N (Appendix viii) Q-05 Matugga Matugga Town 15 km from Granite Commercial DBL Ltd No Due diligence ignored Not Recommended DBL Kampala Gneiss due to initial negative findings by the Consultant Q-05 Seyani Off Karagi Road: Approx. 35 Commercial Seyani Yes Possession of NEMA Recommended Quarry Coordinates: km from International Co. Certificate of (ESIA) Ltd approval posted at the 00.47839E, Kampala +256 41 4566095 quarry (Appendix vii.). 032.70293N Q-06 Gentex Mattuga. Approx 24 km Commercial Gentex Enterprises Yes Company found in Recommended possession with the Quarry Coordinates: from Kampala +256-414286980 Certificate of 00.50774E, Compliance at the 032.51341N. quarry.

Table 3-3: Potential Sites for Borrow Areas

Town Clayey land. Rep. BP No statutory Mattuga BP ~ 15 km Coordinate Gravels 24,000 Commercial Godfrey Yes Recommended 01 approval of the site point: (Laterites) Sentongo: 0702 in place 00.46265E 83 7855 032.50931N In Kabubu, 5 km off Kalangi Commercial Road from Family land, Recommended Gayaza Silty (gravel No statutory BP Manyangwa rep. Mr. for Subgrade Manyangw ~ 20 km Gravels 54,000 mining and yes approval of the site 02 . Coordinate Kijambu: and treated a BP (Quartzites) artisanal in place Point: 0774686347 SubBase quarrying) 00.463229E , 032.51341N 8 km from Nalyaa Commercial Bypass Silty Recommended but Owned by No statutory BP Sonde Roundabout Clayey for Subgrade ~ 14 km 41,700 abandoned Buganda Yes approval of the site 03 Goma BP . Coordinate Gravels and treated over quality Kingdom in place Point: (Laterites) SubBase concerns 00.35219E, 032.69443N 5km from Silty

BP Nansana Namugona Clayey No statutory ~ 12 km 36,000 Not found. It 04 Ganda BP Bypass Gravels __ yes approval of the site N/A may not exist Roundabout (Laterites) in place

Status and operator’s contacts Due diligence done? Distance Estimated Findings on Borrow from the Material Material Ref Location quantity Operator’s Yes/ compliance to Remarks Area City Description exploitatio available(m3) contacts No statutory Centre n status requirements Privately owned and 8 km from borrow site Namugona already sold ByPass Recommended Nansana Clayey into plots. BP Roundabout No statutory for Subgrade Naluvule ~ 15 km Gravels 46,000 Gravel mining 05 . Commercial Yes approval of the site and treated BP (Laterites) is part of Coordinates in place SubBase construction : 00.46265E, site preparation. 032.58572N Care taker: Jane Nakato Near Silty Sand-

BP Chemical Gravels Luzira BP ~ 12km 9600 Due diligence N/A 06 Industries (Laterites & __ No __ not done. Ltd. Luzira Quartzites)

3.4.1.6 Recruitment of labour Labor will have to be recruited in order to undertake the various project activities.

3.4.1.7 Design and Desk work This involves analysis of all field data and detailed design. This activity is critical for both upgrading of the roads and construction of road junctions.

3.4.2 Construction phase activities 3.4.2.1 Introduction Construction activities at road junctions are based on the structural integrity of each junction. However, activities such as topographic surveys, removal of the existing wearing course made of asphalt concrete to spoil, removal of base and subbase layers, investigation of material sources, etc were generic for both the roads and junctions.

Bwaise junction: Reconstruction of Subbase, Base course and wearing course because existing layers are defective and can no longer serve the purpose. The layers are likely to be modified by recycling with graded crushed stone (CGS) 0/37.5mm to improve its grading and plasticity characteristics and its mechanical strength.

The design report shows that the existing base of Mambule road approach has a CBR at 98% of the AASHTO MDD of 36% and PI of 17% which do not meet the specification requirement of base course material type of 80% minimum CBR and 8% maximum PI respectively.

Other activities include drainage works that involve construction of longitudinal drains and installation of cross culverts of precast reinforced concrete type with vertical headwalls.

Fairway Hotel Junction: Proposed activities include scrapping off the existing asphalt concrete and then rebuild afresh the pavement layers. This will be the process of reworking on the existing layer to improve its properties and put a new base and a wearing course.

Drainage works will include construction of longitudinal drains of rectangular cross-section to direct stormwater and onto the natural stream flowing through the Golf Course, and direct other storm water from Garden City side of Yusuf Lule road towards Garden City and existing drainage system. A total of 112 culverts will be installed given that the junction serves a total of 17 access roads.

Kabira Club Junction: Proposed activities include scrapping off the existing double surface dressing and rebuilding afresh the pavement layers. This action too, is because the existing materials for sub base and base do not comply with the requirements of the specifications.

3.4.2.2 Land Clearance This part of earth-stripping activities and it covers the land within the proposed project area and involves clearing of trees, demolition of structures within the road prism. All material cleared will have to be disposed of in NEMA approved dumping areas. It will also involve the removal of the existing wearing course of asphalt concrete to spoil, which, if not contaminated by the subgrade materials, will be reused in selected subgrade or as cut to fill in other pavement layers.

3.4.2.3 Top soil removal Top soil removal will involve excavation and cutting away of top soils and other materials not suitable for road construction. The cut-to-spoil materials will be hauled to the NEMA approved locations or where possible, they should be re-used for grassing the slopes or restoration of abandoned borrow pits from the past projects.

3.4.2.4 Quarry operations The quarry operations involve use of explosives to blast rocks at quarries, crushing of rocks, sorting and piling of crushed aggregate for road construction. They also include setting up and operation of asphalt plants. This project targets existing quarries being operated by private companies, for procurement of the required materials. Setting up of asphalt plant will require a separate EIA to be done by the contractor.

3.4.2.5 Construction of access roads If quarries, borrow areas and construction camps are not served by existing roads, then temporary access roads will be constructed. The contractor will be required to carry out separate environmental study for these facilities on signing of contract with KCCA.

3.4.2.6 Drainage works Road works will involve construction and improvement of the drainage system complete with culverts installations, catchwater drains, French drains, Kerb drains, side drains, outfalls, mitre drains, off shoots, and cutoff drains. Drainage works on Makerere Hill road will, for instance cover a distance of 1.6km, from Wandegeya Roundabout to Nakulabye Roundabout. They will involve provision of longitudinal drains on the East of the road, with localized additional drains on the West of the road in specific areas. Other activities include provision of culverts at relevant intervals to transfer accumulated flow from East to West of the road. Longitudinal drains will be provided with top covers for easy cleaning, which will also act as pedestrian walkways and provide access to properties.

On all the roads and junctions, the activities associated with the installation of culverts will include excavation of trenches, installation of culverts, backfilling, compaction and construction of inlets and outlets structures including head and wingwalls.

3.4.2.7 General earthworks During the construction phase, the general earth works for roads and some junctions will involve numerous activities including;

 Vegetation clearance and earth-stripping of topsoil at the corridors where the carriageway(s) will be accommodated, borrow pits and quarries  Excavating the road formation in cuts and then using the material if suitable to form the compacted embankments layers  Excavating spoil material that is unsuitable to form the road bed and replacing it with suitable materials from cuts or borrow areas.  Filling of low-lying areas  Excavating side drains, catchwater drains, offshoots, outfall drains and foundations of other drainage structures.  Scarifying and compacting the existing material if suitable to form the sub-grade in cuts or laying and compacting selected sub-grade materials. 3.4.2.8 Borrow pit operations Borrow material will be used where the overburden material obtained from cuts cannot cover sections of fills, and low-lying areas such as swamps. Consequently borrow pits will be identified close to the commencement of construction activities and actual sourcing of borrow materials will take place during the construction phase.

Borrow pit operations include clearance of vegetation and stripping of topsoil, excavation of gravel from borrow pits, and stock-pilling of the overburden materials, among other activities. It is anticipated that there will also be routine monitoring and sampling of the excavated materials by government archeologists to determine presence of any archeological artifacts worthy conservation or studying.

Given the scarcity of borrow pits for gravel Base and Subbase course within reasonable hauling distance from Kampala City, Crushed Aggregate Base and SubBase courses will replace the granular base and subbase respectively, especially for Makerere Hill road. This will reduce pressure on the existing scarce borrow pits in the fringes of the Kampala City.

3.4.2.9 Surfacing The Contractor will first scrap off the existing asphalt concrete and scarify/improve and reconstruct other pavement layers. Surfacing involves laying of an asphaltic concrete (AC) wearing course or

surface dressing of both the carriageway and the shoulders. In the proposed project, surface dressing or Bit will be used and shall be taken from the UPDM catalogues. However, where steep grades of more than 6% is found, Asphalt concrete instead of surface dressing shall be used. This will help to avoid rapid deterioration of surface dressing.

Normally, the procedure is that prior to application of the AC surfacing, a bituminous prime coat is applied on the base layer. Application of a surface treatment involves spraying hot bitumen on the road surface followed by placing single size aggregates which range from 6 to 20mm. Bitumen is heated.

The application of an AC surfacing will involve spraying a thin film of tar coat followed by the laying of a hot mixture of aggregates, filler, and bituminous binder prepared at predetermined proportions mostly in a stationery plant.

3.4.2.10 Ancillary works The other activities expected to be under taken during the construction phase will include road markings, placing of road signs, guardrails, installation of street lights and electrical works, among others. Other activities may include establishment of temporary workers’ camps where necessary.

3.4.3 Post construction activities The road post-construction phase involves the road operation and maintenance activities carried out by the developer to ensure optimization of road operations. It includes both routine and periodic maintenance works such as pothole patching, cleaning of drainage items, repairs of broken road items including maintenance of street lights, among others. Other periodic maintenance activities carried out after a scheduled period of time include re-sealing and re-painting of road markings as well as enforcement of road rules and other control requirements.

3.4.4 Demobilization The demobilization phase will commence at the conclusion of the construction phase. Activities involved in the demoblisation phase will include demoblisation of ancillary facilities such as the temporary workers’ camps and restoration of environmental components impacted by project implementation. As part of environmental remediation therefore, the following activities will be integral to the demobilization phase,

 All temporary structures including camps, guard posts, etc., established to facilitate road construction shall be demolished.  All sites used for storing construction materials shall be properly cleared and cleaned.  All waste generated by the project works shall be collected and properly disposed of to a NEMA approved waste dumping site.

 Except where private commercial borrow pits are used, all borrow pits shall be restored by backfilling with spoil material from road cuts and stockpiled overburden (the material found between top soil and the wanted gravel or ‘murrum’ during excavation) initially removed from the borrow pit sites. A layer of top soil (loam, not less than 50cm thick) shall be placed on top of the overburden and this layer planted with grass and/or trees indigenous to the sites. In areas with steep terrain, the planting of grass shall be undertaken during the dry season so that the top soil is not washed away by storm water before the grass grows. In this case adequate watering shall be carried out until the grass is fully grown. Any cliffs left behind at borrow and gravel pits after back filling shall be supported by stone filled wire meshes. Any gaping holes left behind at borrow and gravel pits after backfilling shall be fenced off.  Any unpaved areas cleared of vegetation such as temporary access roads shall be re- vegetated with grass and trees indigenous to the sites.  Any unsettled issues of compensation and relocation shall be solved before start of any civil/construction works.  All boulders and stones exposed during road construction shall be covered. The restoration exercise should be supervised by a qualified environmental practitioner who should produce a final mitigation report at the end of the exercise.

3.5 Project equipment and material requirements The equipment and materials expected to be used during the implementation of the project are presented in Table 3-4 below.

Table 3-4: Equipment and materials Material/Equipment Estimated Quantity Source Lateritic material 0.5 mill cubic meters Identified borrow pits Quartzitic and granolithic crushed stones 100,000 cubic meters Identified quarries

Bituminous materials 9,000 cubic meters Imported bituminous materials Cement 50 metric tones Imported and locally (Tororo) produced Lime 50 metric tones Imported or locally (Kasese, Tororo, etc.) produced Chemical additives 100 liters Imported Dozers 2 Contractor Graders 4 Contractor Heavy Compaction Equipment (Various) 3 Contractor

Material/Equipment Estimated Quantity Source Loading buckets (wheel and track loaders, 5 Contractor etc.) Excavators (back hoes, back actors, etc.) 2 Contractor Dump trucks 10 Contractor Water and fuel tankers 3 Contractor

3.5.1 Plant equipment sites Sites where equipment and construction material can be safely stored will be required. Equipment such as crushers, asphalt plants, haulage trucks, and trailers etc., will need to be located at a specific site. Road construction materials that would require storage include cement, lime, bitumen, oils, lubricants, petrol, diesel, sand, aggregates, gravel, traffic signs, guard rails, concrete products (culverts, kerbs, and marker posts e.t.c), road markings and bitumen adhesives.

3.5.2 Water abstraction Water will be required in sufficient volumes to facilitate project activities. The estimated volume of water required is more than 10 million liters. The anticipated source for this water is the swamp/stream along the northern by-pass. Water abstraction will require that the Contractor obtains a Surface Water Abstraction Permit from the Directorate of Water Resources Management.

3.6 Project alternatives The project alternatives were assessed with particular focus on defined criteria, and mostly considering location of the proposed projects, designs and technology used, construction and operation procedures followed, and sources of raw materials and handling of wastes. Project alternatives analyzed and results included obtained are;

3.6.1 Do nothing option The “Do nothing” option (herein known as the no action scenario) was considered as critical in planning the proposed projects. Ideally, it implies halting the proposed project implementation, which would avoid the foreseen adverse environmental and social impacts such as dust emissions, noise and exhaust emissions, land take, etc., associated with construction phase of project implementation. It also means that the costs associated with implementation of the projects will be foregone or saved.

However, the “Do nothing scenario” was found to be unsustainable due to the spectrum of benefits likely to accrue from project implementation. These benefits include reducing traffic congestion along with its associated cost (financial & time) to the public and general potential improvement

of the scenic view of the proposed project sites. As a result, the “No project option” was ignored and instead project implementation was upheld as the most sustainable alternative.

3.6.2 Alternative road designs As a cost reduction mechanism, it was considered that change in the road design would reduce the time and financial cost of the project implementation in the short term. In this case, the three roads (Kiira Road (0.8km), Bakuli-Nakulabye-Kasubi-Northern Bypass Road (4.87 km), Makerere hill road (1.7km)) proposed for upgrading to dual carriage ways could be rehabilitated and retained as single-carriage ways. This would reduce the project costs likely to be incurred through compensation of the project affected persons (PAPs) and extra payments on labor and materials. It would also reduce on the ecological footprint of the project through reduced dust and exhaust emissions because of limiting operations to a much smaller area. The time of impact occurrence from project activities would lessen.

The change of the road design was however ignored because of the positive impacts likely to be foregone. It would imply the lost opportunity to realize long-term benefit streams including smooth traffic flow and attendant low levels of air pollution from enhanced road infrastructure and reduced traffic congestion. Moreover, improving the road infrastructure to dual-carriage ways would ease service delivery in terms of easy access to social services in the proposed project areas. This backdrop caused the consideration of dualling the roads as the most sustainable project alternative.

3.6.3 Alternative material sources Various sources of gravel, aggregate and hardcore were identified in diverse parts (e.g. see sub section 3.4.1.1) in the fringes of Kampala City, as potential sites for material sourcing during the construction phase. It was considered that extraction of the materials from specified single sources for all the roads and junctions would reduce spatial extent of the impact to particular areas and limit noise emissions, dust and traffic congestion, health and safety risks to particular sections of the city. This would help to manage traffic and subsequently ease efforts of restoring the degraded areas.

This option was however considered unsustainable because the proposed projects are widely scattered, each with relatively shorter distance to particular material sources, i.e., borrow pits and quarries. Choice of the materials sources in the immediate environs to particular roads proposed for upgrading would reduce the haulage distance and therefore low costs, shorter construction time and low exhaust emissions from heavy trucks. Based on findings on environmental and social aspects of quarries and borrow pits during field inspection (See Sub Section 2.4.1.1), Matugga DBL quarry is not recommended for the proposed project.

3.6.4 Alternative materials Generally, investigations on material sources in c) above confirmed that no sources of gravel (borrow pits) for gravel base and subbase course were found within a reasonable haulage distance from the proposed project sites. What was found were borrow pits for improved subgrade and fill materials. As a result, alternative types of materials were considered, that is; Crushed Aggregate, Lime Stabilized and Lateritic Aggregate modified with crushed stones. The market study found that the three types of materials have almost the same costs. From the three types of materials, crushed aggregate was chosen as the best alternative due to its superior technical advantages and to avoid the disadvantages of Lime Stabilized Base/Subbase courses. Such disadvantages of Lime Stabilization include the practical problems in admixing stabilizer into layers such as the highly plastic clayey materials.

From the field surveys; drainage channels (channelization of storm water) and demolition of structures located in the road reserve were noted as the potentially main challenges to the proposed dualling and upgrading of the roads and junctions respectively.

4 ENABLING POLICY, LEGAL AND REGULATORY FRAMEWORKS

4.1 National policy frameworks

4.1.1 The National Environment Management Policy, 1994 The National Environment Management Policy for Uganda seeks to meet the following objectives:

i. Enhance the health and quality of life of all people in Uganda and promote long-term, sustainable socio-economic development through sound environmental and natural resource management and use;

ii. Integrate environmental concerns in all development policies, planning and activities at national, district and local levels, with full participation of the people; iii. Conserve, preserve and restore ecosystems and maintain ecological processes and life support systems, especially conservation of national biological diversity; iv. Optimize resource use and achieve a sustainable level of resource consumption;

v. Raise public awareness to understand and appreciate linkages between environment and development; and vi. Ensure individual and community participation in environmental improvement activities. The policy generally requires that projects or policies likely to have significant adverse ecological or social impacts undertake an ESIA before their implementation.

The provisions of this policy instrument were critical in guiding the ESIA process and ensuring that critical aspects of project activities do not adversely impact on the environment.

4.1.2 The National Water Policy, 1999 The National Water Policy seeks to manage and develop the water resources of Uganda in an integrated and sustainable manner, so as to secure and provide water of adequate quantity and quality for all social and economic needs of the present and future generations with full participation of the stakeholders.

The policy draws its relevance from the proximity of the proposed project sites to surface water bodies and the need to abstract water to support project activities such as dust control by water sprinkling. The policy ensures that water use does not affect the water resources available to the communities in both quantity and quality.

4.1.3 The Policy on Conservation and Management of Wetland Resources, 1995 Wetlands are ecologically sensitive areas harboring a lot of aquatic macro and micro biota and play critical ecosystem functions such as flood control and ground water recharge. However, these benefits are in jeopardy due to poor management practices of wetlands. The Government of Uganda adopted a National Policy for the Conservation and Management of Wetland Resources to promote the conservation of wetlands in order to sustain their values for present and future well- being of the people. There are some degraded wetlands by some of the project roads that are likely to be degraded further by the project activities.

Among the strategies of the policy is to carry out Environmental Impact Assessment on planned developments that are likely to impact on wetlands. Its relevance therefore is strongly premised on the need to protect wetland systems during project construction phase.

4.1.4 Uganda Gender Policy, 2007 The policy provides a legitimate point of reference for addressing gender inequalities at all levels of government and by all stakeholders. The major aspects of this policy provisions include among others;

 Increased awareness on gender as a development concern among policy makers and implementers at all levels;  Influencing national, sectoral and local government programmes to address gender issues;  Strengthened partnerships for the advancement of gender equality and women's empowerment and increased impetus in gender activism. Based on this policy, the project developer or contractor is expected to take gender issues into account during the implementation phase and most particularly, through equitable access to the job opportunities available.

4.1.5 The National Land Use Policy, 2007 The Policy seeks to achieve sustainable and equitable socioeconomic development through optimal land management and utilization. The relevant specific goals of this policy include ensuring adequately planned land use systems that provide for orderly and sustainable urbanization, industrial and infrastructural development; adopt improved agriculture and other land use systems that will provide lasting benefits for Uganda; to reverse and alleviate adverse environmental effects at local, national, regional and global levels; to promote land use activities that ensure sustainable utilization and management of environmental, natural and cultural resources for national socio-economic development;

The policy puts emphasis on the need for coordination of activities of all stakeholders in land use planning. The involvement of land owners, community groups, women, youth and the poor in

making land use related decisions that affect them is critical in the successful implementation of the policy. The policy instrument is vital given the project’s land requirement for the expansion of the roads, and therefore the developer’s need to consult the affected local communities.

4.1.6 Transport Sector Policy The Policy aims at providing strategic support and linkage to the Government declared Poverty Eradication Action Plan (PEAP) under Pillar II that seeks to enhance production. One of the policy implications of PEAP is to remove constraints from agricultural sector where the most poor are self-employed. One of the ways of removing constraints is improving transport. Furthermore, to give transport modal linkage, the sub-sector has four supplementary policies, and the most relevant to this project is that, the government will ensure an optimum and sustainable road network and bridge stock that balances traffic needs against safety and environmental demands.

The proposed project seeks to improve the road network in Kampala City and therefore increased mobility of road users. Given that the city is a high end market for agricultural produce, the roads will enhance movement and easy access to markets for agricultural produce in the Central Business District and peri-urban areas.

4.1.7 The National AIDS Policy (2004) The instrument provides overall policy framework for national HIV/AIDS response. The Policy recognizes special groups, including migrant workers and recommends the need to identify strategies to address migrant workers in view of the challenges posed by mobility and vulnerability to HIV. This is consistent with Article 39 of the Constitution 1995, which provides for the right to a clean and healthy environment. The Article implies that workplace safety and health (including prevention of HIV infection), is a basic right of every citizen. Under its General Objective XIV, the State is committed to fulfilling the fundamental rights of all Ugandans to, among others, social justice and economic development and shall, in particular, ensure that all developmental efforts are directed at ensuring the maximum social and cultural well-being of the people.

The Policy requires all Government Ministries to develop specific policies to guide the process of mainstreaming HIV/AIDS activities. Ministry of Works and Transport (MoWT) developed the HIV/AIDS policy for the road sector and observes that while some road-sector activities have been proved to be major conduits for HIV/AIDS transmission, others directly and indirectly contribute to the fight against the pandemic. For instance, good roads and transport services can be used to enhance access to HIV/AIDS prevention services and care. On the other hand, some sector activities and good road networks have proved to be a conduit for increased spread of the pandemic and examples include prostitution associated with road construction works and long-distance truck drivers. The overall policy goal is to guide mainstreaming of HIV/AIDS activities to reduce prevalence of HIV infection, provide care and support to infected and affected persons and to mitigate effects of HIV/AIDS in the sub-sector. Specific objectives of the policy are to: Reduce

vulnerability and risk of HIV transmission in the roads sub-sector; Mitigate effects of HIV/AIDS in the roads sub-sector; and further improve the capacity to respond to HIV/AIDS pandemic.

The National Strategic Plan (NSP) aimed to reduce the incidence of HIV and AIDS by 40% and expand and scale up the social support and ensure that interventions of care and treatment are accessible to 80% of those in need by the year 2012. What is even more important are the plan’s three thematic service areas: Prevention, Care and Treatment and Social Support. Uganda Road Sector Policy Statements, Guidelines a) MoWT Guidelines for Mainstreaming Cross-Cutting Issues, 2008

Ministry of Works & Transport (MoWT) has in place guidelines for mainstreaming concerns and interventions for cross-cutting issues into its activities, plans and programmes. The sub-sector crosscutting issues include: Gender, Occupational Health and Safety, People with Disabilities and the Elderly concerns and HIV/AIDS. The guidelines provide guidance on strategies, methods and responsibilities for mainstreaming crosscutting issues in road infrastructure projects. The developer is expected to make reference to the guidance contained therein to mainstream the cross cutting issues into the proposed project. b) MoWT General Specifications for Road and Bridge Works, 2005

MoWT developed general specifications for Road and bridge works that guide contractors undertaking road and bridge works in addressing, amongst others, cross-cutting issues such as gender, environment HIV/AIDS and OSH. The guidelines provide mitigation measures to be integrated into road designs and implemented during construction and operation. Therefore, the developer is expected to integrate the proposed measures into the project design and during the project implementation phases. c) EIA Guidelines for Road Sub-Sector, 2008

Finalised in 2008 by the MoWT, the EIA Guidelines for the road sector outline sector-specific socio-environmental assessment requirements for road projects. They categorize various road projects and levels of EIA to be undertaken depending on scale of the road project.

4.2 Legal frameworks

4.2.1 The Constitution of the Republic of Uganda The importance of the environment in Uganda is recognized by the Constitution of the Republic of Uganda of 1995. Article 245 points out that it is the duty of Parliament to protect and preserve the environment from abuse, pollution and degradation and also to provide for measures intended to manage the environment for sustainable development and promotion of environmental awareness. Article 39 provides for the rights to a clean and healthy environment. The developer’s Contractor

will therefore have to ensure that the environment in which the proposed project will operate is kept in an environmentally acceptable condition, as required by law.

4.2.2 The National Environment Act, Cap 153 Enacted in 1995, The National Environment Act details principles of environmental management and the rights to a decent environment; institutional arrangements; environmental planning, environmental regulations, environmental standards; environmental restoration orders and environmental easements; records, inspection and analysis; financial provisions; offences; judicial proceedings and international obligations.

The Act establishes and defines functions of NEMA as a body responsible for management, monitoring and supervision of all environmental conservation activities (Section 4). This act provides for various strategies and tools for environment management, which also includes the EIA (Section 19) for projects likely to have significant environmental impacts. NEMA sets multimedia environmental standards (Sections 24-32) to prevent contamination of air, water and soil resources. The Act also provides NEMA with scope for in-situ and ex-situ conservation of biological fauna and flora either on land or in water (Sections 42 and 43). Section 48 requires the district environment committee and local environment committees to be responsible for monitoring implementation of local land-use plans, which shall conform to the national land-use plan. Section 106 outlines provisions to enable compliance with obligations of international conventions on the environment.

Sections 34 (a) and (b) of the Act, outlines restrictions on using rivers, stating that no person shall, in relation to a river or lake; use, erect, reconstruct, place, alter, extend, remove or demolish any structure or part of any structure in, on, under or over the bed or excavate, drill, tunnel or disturb the bed without due authorization of the competent authority outlined by the NEMA. Section 35 provides lead agencies and local governmental environment committees with a responsibility to protect watercourses in Uganda from human activities that could adversely affect them or water quality. Section 56 prohibits discharge of hazardous substances, chemicals, and oil among other undesirable substances into the environment, except in accordance with guidelines prescribed under NEMA.

The third schedule of the Act lists projects to be considered for ESIAs. Section 3 (a) and (b) of the schedule requires an ESIA for all major roads and all roads in scenic, wooded or mountainous areas. Section 6 of the schedule requires an ESIA for mining, including quarrying and open-cast extraction of aggregates, sand and gravel and clay. Section 1 of the schedule stipulates an ESIA for any activity out of character with its surroundings. Based on the provisions of the Act, the developer shall, in addition to this ESIA for the road and junctions, conduct environmental studies on ancillary facilities and material sources. For material sources under commercial private operators, KCCA shall conduct due diligence to ensure that

material sources with approval of NEMA or other responsible agency are recommended to the Contractors.

4.2.3 The Water Act Cap 152, 1995 The Act provides for the management of water resources in Uganda. Subsection 31(1) of the Act deals with prohibition of pollution to water and stipulates that a person commits an offence who; unless authorised under this Part of the Act, causes or allows:

(i) Waste to come into contact with any water. (ii) Waste to be discharged directly or indirectly into water. (iii)Water to be polluted.

Section 6 (1) (b) prohibits any person to construct or operate any works in any water other than under the provisions of the Act. Section 6 (2) (a) prohibits any person to sink any well or use water pursuant to section 31 of the mining Act without a permit to undertake works or a water permit as may be required by the Minister or regulations made under the Act.

Under Section 18 (2), a person wishing to construct any works or to take and use water is required to apply to the director of The Directorate of Water Development for a permit to do so. The developer’s contractor will therefore be required, by this section of the Act, to acquire water abstraction permits if any water is to be taken from wetlands and acquire construction permits for any work that will be undertaken under water.

Under Section 107, the Water (Waste Discharge) Regulations (1998); the Water Supply Regulations (1999) and the Sewerage Regulations (1999) have been put in place to implement the Act and are aimed at minimising pollution of public waters by developers and other users.

According to Regulation 4 (1) of the Water (Waste Discharge) Regulations (1998): No person will discharge effluent or waste on land or into aquatic environment contrary to the standards established under regulation 3; unless he or she has a permit in the format specified in the First Schedule of the Act issued by director of The Directorate of Water Development (DWD).

The objective of the Act is to enable equitable and sustainable management, use and protection of water resources of Uganda through supervision and coordination of activities that may impact water quantity and quality.

Consistent with this Act, a Surface Water Abstraction Permit for road surface wetting to reduce dust emissions, concrete batching, and general site activities has been obtained as shown in Appendix XI.

4.2.4 Mining Act, 2003 Section 3 on ownership of minerals states that the entire property in and control of all minerals in, on or under, any land or waters in Uganda are and shall be vested in the Government, notwithstanding any right of ownership of or by any person in relation to any land in, on or under which any such minerals are found. However, a person may acquire the right to search for, retain, mine and dispose of any mineral in Uganda by acquiring such right under and in accordance with the provisions of this Act (Section 3).Material sources will be required for this project hence the need for quarries. The developer is advised to comply with all the requirements of this Act in the process of material acquisition

4.2.5 The Traffic and Road Safety Act 1998 The Traffic and Road Safety Act seeks to enforce safe utilization of public roads. The Act requires developers of public roads to take measures that guarantee safety of road users during project implementation. These include alternative routing of traffic, safety signaling, and traffic wardens. This project being in an urban setting with very high population the developer is advised to comply with the traffic rules during the construction phase to ensure accidents are avoided

4.2.6 Land Act, Cap 227 The Land Act provides for tenure, ownership and management of land. Land is to be used in compliance with relevant national laws such as those listed in Section 43 including the Water Act and National Environment Act. Section 44 reiterates the constitutional mandate for government or a Local Government to protect environmentally sensitive areas for the common good of the people in Uganda.

Section 70 (1) states that subject to Section 44 of this Act, all water rights in any natural watercourse shall be reserved to the Government and no such water shall be obstructed, polluted or otherwise interfered with except in pursuance of permission in writing granted by the Minister responsible for water or natural resources in accordance with the Water Act.

The Act further states that; all land in Uganda, whether alienated or not, is subject to all existing public rights of way which are reserved and vested in the Government on behalf of the public, and that all such rights of way are maintained by the public uninterrupted unless they are terminated or altered by the decision of the Minister in writing. Under this Act, an authorized undertaker executing public works on land shall promptly pay compensation to any person having an interest in the land for any damage caused to crops or buildings and for the land and materials taken or used for the works. However, the after effects of such works which may lead to environmental degradation are not addressed by the Act. The project involves construction work on roads some of which the developer lacks land titles for while in some areas more land will be acquired to meet the requirements expansion of the road. The developer should comply with this Act in the process of land acquisition. 37

4.2.7 The Survey Act 1964 Before any attempts are made to construct any road or highway in any part of the country, a survey of the area has to be carried out. The Act governs survey operations in Uganda.

Under this Act, the commissioner of Surveys can authorize the carrying out of a survey of any land if it is necessary. However, where a general survey is necessary, notice of such specifying the local limits of the area affected has to be published in the gazette before the survey is undertaken. In case the survey is of a special nature, which could be outside the capacity and scope of the commissioner, then the minister may order for such a survey. In that case, the minister must specify the nature of the survey to be carried out and its purpose. The minister is compelled to comply with the provisions of the Act when doing so.

Only government surveyors or duly authorized officers with servants and workmen may enter upon any land and make all or any inquiries and do or cause to be done all things necessary for effecting such a survey.

Obstructing a surveyor when he is carrying out lawful activities is an offence under this Act. However, in all cases, notice must always be given to the party to be affected by the survey.

With regard to compensation the Act stipulates as follows:

“Where any demand for compensation is made as a result of the clearance of any boundary or other line , a Government surveyor shall, as soon as conveniently may be, inspect any trees, fences, or standing crops which are alleged to have been cut down or damaged, and , if he or she shall consider that any compensation should be paid, shall pay or tender to the owner of the trees, fences or standing crops the amount of compensation which in his or her opinion should be allowed for them”. However no compensation is payable by the Government in respect of any damage done in the tracing, uncovering or repair of any survey or boundary mark previously placed in position on any land or in respect of the clearance of boundary lines which have previously been cleared for survey purposes. KCCA will engage the services of surveys in order to establish road boundaries hence the need to comply with this Act.

4.2.8 Road Act, Cap 358 The Road Act, Cap 358 provides for the maintenance of roads and empowers the Minister of Works and Transport and as well as the Local Governments. The need for Government to maintain basic control over developments along the road is to ensure that basic necessities of maintaining road geometry and engineering needs such as sight lines, horizontal curvatures, sight distances and road safety considerations are in place.

In cases of a road reserve, which is part of the road, there would be no compensation of any sort to the owners of property standing or lying on the area gazetted as a road reserve (Section 6, Roads Act, and Cap 358). The Roads Act Prohibits:

(a) Construction or erection of any building in contravention of its provisions, which interferes in any way with the proper function of any cutting, ditch or culvert constructed in connection with any road; or (b) Planting or permitting to grow any trees, or permanent crops or grazing which interferes in any way with the proper function of any cutting, ditch or culvert constructed in connection with any road; or (c) Connecting with any road any cattle path, bicycle track, side road or entrance or means of access to a dwelling or to any other premises or place which interferes in any way with the proper function of any cutting, ditch or culvert constructed in connection with a road or which in the opinion of the road authority is likely to be dangerous to persons or vehicles using a road. If any of those prohibited acts occurs, the road authority shall give written notice to the owner or occupier of the kind on which such offence took place requiring him;

(i) To pull down or remove the building or erection; or (ii) To cut down or uproot the tree or crops; (iii) To alter or repair the cattle path, bicycle track, side road or entrance or means of access or to close the same Any person who fails to obey such a notice within a reasonable time shall be guilty of an offence and the court may order the same to comply with the requirements of the notice by a date to be named in the order. No compensation can be made in respect of any damage arising out of carrying out a lawful order prescribed either by the Act or Government.

A road authority may dig and take away materials required for the construction and maintenance of roads in any part of a road reserve approved by the district commissioner without payment to any person.

Under the Act, the Minister may declare, by statutory instrument, an area bounded by imaginary lines parallel to and distant not more than fifty feet from the centerline of any road to be a road reserve. The Act also stipulates that no person may, without the written permission of the road authority, erect any building, plant any tree or permanent crops within a road reserve, subject to any order made under the Act. In compliance with the provisions of the Act therefore, no compensation should be made to the owners of any structures in the road reserves. The KCCA shall prohibit any activity likely to conflict with the normal functioning of the roads proposed for upgrading.

4.2.9 The Access to Roads Act, 1965 The Access to Roads Act seeks to ensure that a private land owner who has no reasonable means of access to public highway may apply for leave to construct a road of access to a public highway. The law establishes a mechanism for applying for such a road. It also establishes a legal regime to ensure the safety of the neighbouring environment.

The Act permits the owner of any land who is unable through negotiations to obtain leave from adjoining land owners to construct a road of access to the public highway, to apply to a magistrate for leave to construct a road of access over any land lying between his land and the public highway. The law also provides for means by which an order for the construction of an access road can be invoked. The Act further provides for maintenance of the access road in a good and efficient state of repair, and for payment of compensation by the applicant in respect of the use of land, the destruction of crops or trees and such other property.

The proposed project roads are already connected to many private residential structures and commercial buildings. Therefore, there is need to ensure that access to and from the roads is enhanced during the planning and implementation of the proposed project.

4.2.10 The Land Acquisition Act, 1965 The Act provides for acquisition and legal proceeding, the former including: power to enter on and examine land, declaration that land is needed for public purpose, land to be marked out, notice to persons having an interest, inquiry and award, taking possession, withdrawal from acquisition, acquisition of part of house, manufactory or other building, temporary occupation of waste or arable land for public purpose, end of temporary occupation, and power of Minister where claim for severance is excessive. Legal proceedings provided for include appeals, references to the court, enforcement of right to possession and rules on procedure, among others.

The proposed project involves construction work on roads some of which the KCCA either lacks land titles or may require acquiring additional land to expand the road and obtain the road reserve. Therefore, KCCA shall comply with the provisions of this Act in the process of land acquisition.

4.2.11 The Historical and Monuments Act, 1967 The Act provides for the preservation and protection of historical monuments and objects of Archaeological, Paleontological, Ethnographical and Traditional interest for the cultural and historical heritage of the country and for other matters connected therewith. This mandate is largely bestowed upon the department of Museums and Monuments in the Ministry of Trade Tourism, Wildlife and Antiquities. Therefore in case any objects of Archaeological, Paleontological, Ethnographical and Traditional interest are come across during the project implementation, consultations with the Department of Museums and Monuments on how should be preserved and protected should be undertaken. 40

The relevance of the Act lies in the need to preserve any objects of historical significance that could be found during excavation activities (e.g. site preparation and excavation of gravel) in the construction phase.

4.2.12 The Occupational Safety and Health Act, 2006 The Act provides for, general duties, obligations and responsibilities of employers, general duties of manufacturers, suppliers and transporters, duties, rights and responsibilities of workers, registration of workplaces, general safety requirements, fire preparedness, machinery, plant and equipment, hazardous materials, chemical safety and special provisions and offences, penalties and legal proceedings.

Section 13 (1) a stipulates that it’s the responsibility of the employer to take, as far as is reasonably practical all measures for the protection of his or her workers and the general public from the dangerous aspects of the employer’s undertaking at his or her own cost. The employer should ensure, as far as is reasonably practical, that the working environment is kept free from any hazard due to pollution.

‘It shall be the duty of the employer to set up a safety committee for a workplace with at least 20 workers. The committee will review the measures taken to ensure the safety and health of employees’ (Section 16). Section 19 requires an employer to provide adequate and suitable protective clothing and protective equipment to the workers of his or her undertaking.

The Act therefore provides for occupational health and safety of workers and general road users during the construction and operational phases of the project implementation to minimize injury and accidents. The Contractor has an obligation to ensure that the right Personal Protective Equipment is provided to workers, and flagmen are employed to guide road usage during the construction process.

4.2.13 The Workers Compensation Act, 2000 Section 28 of The Act states that:

“Where a medical practitioner grants a certificate that a worker is suffering from a scheduled disease causing disablement or that the death of a workman was caused by any scheduled disease; and

The disease was due to the nature of the worker's employment and was contracted within the twenty-four months immediately previous to the date of such disablement or death, the worker or, if he or she is deceased, his or her dependents shall be entitled to claim and to receive compensation under this Act as if such disablement or death had been caused by an accident arising out of and in the course of his or her employment”.

“If on the hearing of an application for compensation in terms of subsection (I) of this Section the court is satisfied on the evidence that the allegations in the certificate are correct, the workman or his departments, as the case may be, shall be entitled to compensation under this Act as if the contracting of disease were an injury by accident arising out of and in the course of the workman's employment”.

During construction, so often the various activities that are carried out by have significant effect on human health and the potential for and accident. Thus it is crucial for the developer to comply with the Act to control their operations but also ensure to meet the regulatory requirement for compensation in the event of injury or death.

4.2.14 Local Governments Act, Cap 243 This Act provides for decentralized governance and devolution of central government functions, powers and services to local governments that have own political and administrative set-ups. According to Section 9 of the Act, a local government is the highest political and administrative authority in its area of jurisdiction and shall exercise both legislative and executive powers in accordance with the Constitution.

Districts have powers to oversee implementation of development activities through respective technical and political offices such as those responsible for water, production, engineering, natural resources and environment, health and community development.

With regard to natural resource management, the district councils are responsible for land surveying, land administration, physical planning, forests and wetlands, environment and sanitation and road services that are not the responsibility of the Central Government. Thus the district councils play an important role during the process of acquisition of land for road construction purposes, and in the sensitization and mobilization of the local communities. The proposed project components are located in different Divisions of Kampala City which should be actively engaged in monitoring, supervision and resolution of potential disputes in the implementation process.

4.2.15 Employment Act No 6, 2006 Employment Act, 2006 repeals Employment Act, Cap 219 enacted in 2000. This Act is the principal legislation that seeks to harmonise relationships between employees and employers, protect workers’ interests and welfare and safeguard their occupational health and safety through:

i) Prohibiting forced labor, discrimination and sexual harassment at workplaces (Part II; Part IV) ii) Providing for labor inspection by the relevant ministry (Part III)

iii) Stipulating rights and duties in employment (weekly rest, working hours, annual leave, maternity and paternity leaves, sick pay, etc. (Part VI) iv) Continuity of employment such as continuous service, seasonal employment, etc. (Part VIII). This Act revises and consolidates laws governing individual employment relations and matters related to it. Similar to the Constitution, it makes it an unlawful to discriminate people in employment. It defines discrimination as any distinction , exclusion or making preference on the basis of race , color , sex , and HIV status or disability amongst others, which has the effect of nullifying or impairing the treatment of a person in employment or occupation or prevents an employees from obtaining any benefit under a contract of service. Key sector ministry of Gender Labor and Social Welfare respondents and district leaders observed that contractors are found of under paying Uganda workers for a similar job as other employed foreigners. This should be discouraged and monitoring mechanisms be put in place by UNRA and the consulting firm to make sure that such discrimination is not happening.

Sexual harassment is one of the factors that put workers at the risk of HIV/AIDS. The Employment Act also makes it an offence if an employees’ employers or their representative make a request for sexual intercourse, contact or any other form of sexual activity either directly or indirectly that contains implied express promise for preferential treatment in employment, threat of detrimental treatment , threat about present or future employment status of the employee. Employers also commit an offence when they use a language whether written or spoken of a sexual nature, use visual material of a sexual nature or show physical behavior of a sexual nature which directly or indirectly subjects the employee to behavior that is unwelcome or offensive to that employee and that either by its nature or through repetition has detrimental effect on that employees employment , job performance or job satisfaction and exposes or makes the employee vulnerable to situation that expose him or her to HIV/AIDS and other STIs.

The Employment Act also states that HIV status does not constitute fair reasons for dismissal or for the imposition of a disciplinary penalty. The Employment Act therefore requires to be made known to the contactor or their representatives and adhered to in order to promote a health working environment for all those employed.

The Act therefore provides the Contractor to treat workers with fairness and without discrimination. KCCA shall therefore regularly monitor the Contractor’s performance to address any challenges likely to arise from the treatment of the workers.

4.2.16 Petroleum Supply Act, 2003 During the construction period, the contractor will require considerable fuel (petrol and diesel) supplies to be stored at the construction camp or equipment yard for use by motorized equipment and power generators. This is governed by The Petroleum Supply Act of 2003 which provides for

supervision and monitoring transportation, supply, storage and distribution of petroleum products. The Act further provides for safety and protection of public health and the environment in petroleum supply operations. According to the Act, fuel storage for construction projects must be licensed.

The contactor building the project will need to store fuel either near the construction site or at the workers’ camp. This Act has relevance to the project as it requires consideration for safety and protection of public health and the environment in petroleum storage and transfer operations.

4.3 Enabling Regulatory Frameworks

4.3.1 The Environment Impact Assessment regulations, 1998 The National Environment Management Authority (NEMA) issued the Environmental Impact Assessment Regulations, for regulating conduct of ESIAs in Uganda. The actual implementation of the ESIA process remains a function of all stakeholders including the developer and relevant line ministries and departments, the private sector, KCCA, NGOs and the general public.

Part I-V of the EIA Regulations describes the process of preparing an Environmental Impact Statement. The Regulations provide for stakeholder engagement which is a critical aspect in the process of conducting this ESIA. The National Environment (Minimum Standards for Management of Soil Quality) Regulations, 2001

The National Environment (Minimum Standards for Management of Soil Quality) Regulations provides for establishment of minimum standard of soil quality, soils to be used only with conservation measures, determination of soil parameters, general prohibition, guidelines for soil conservation and functions of environmental inspectors among others.

The Act is relevant to the proposed project which will involve huge excavations and displacement of soil materials. The Contractor should comply with this Act to ensure that the project does not adversely impact on the soil characteristics of the project area or immediate environment.

4.3.2 The National Environment (Wetlands, River Banks, and Lakeshores Management) Regulations, 2000 The regulation34 provides that a developer desiring to conduct a project which may have a significant impact on a wetland, river bank or lake shore will be required to carry out an Environmental and Social Impact Assessment in accordance with sections 20, 21 and 22 of the National Environment Act.

The Regulations are relevant in as far as the management and protection of the fragile ecosystems is concerned. Therefore, the Contractor is expected to strictly observe that material stockpiles or

disposal of cut-to-spoil materials are not made at stream banks or ancillary facilities constructed in wetlands without the necessary statutory approvals and/or environmental studies.

4.3.3 National Environment (Noise Standards and Control) Regulations, 2003 Subject to these regulations, no person shall, for an activity specified under regulation 6, emit noise in excess of the permissible noise levels provided under the first schedule of the Regulations, unless permitted by a license issued under these regulations. According to Part II of the regulations, noise levels in offices should not exceed 50 dB (A), noise levels in workshops should not exceed 85 dB (A) while noise levels around workshop compounds should not exceed 75 dB (A). Part III Section 8 (1) requires machinery operators, to use the best practicable means to ensure that the emission of noise does not exceed the permissible levels.

Noise will be generated both on (along roads and at junctions) and off (quarries, borrow pits and material haulage routes) the project site. Meanwhile, the project traverses areas with residential, public health and education establishments where noise emissions from activities and equipment will be generated at different levels. The Regulations therefore are critical in establishing the maximum permissible noise levels (Table 4-1-Table 4-2 and Table 4-3) that the Contractors must observe.

Table 4-1: Maximum permissible noise levels for construction site Column 1 Column 2 Facility (Leq) in dB (A) Maximum noise level permitted Day Night (i) Hospitals, schools, institutions of higher learning, 60 50 homes for the disabled, etc. (ii) Buildings other than those prescribed in (i) above 75 65 *Time frame: Day 6.00a.m -10.00 p.m.; Night 10.00 p.m. - 6.00 a.m.

Table 4-2: Maximum Permissible Noise levels for accelerating Vehicles Column 1 Column 2 Vehicle Category in dB (A) Maximum Sound level 1 Vehicles intended for carriage of passengers and equipped with not more 78 than nine seats, including the driver’s seat 2 Vehicles intended for carriage of passengers, and equipped with not more than nine seats, including the driver’s seat and having maximum permissible mass of more than 3.5 tonnes-

with an engine power of more than 150KW a 80 with an engine power of less than 150KW b 83

3 Vehicles intended for carriage of passengers and equipped with more than nine seats including the driver’s seat: vehicles intended for carriage of goods-

with a maximum permissible mass not exceeding 2 tonnes a 79 with a maximum permissible mass exceeding 2 tonnes but not exceeding b 80 3.5 tonnes 4. Vehicles intended for the carriage of goods and having a maximum a permissible mass exceeding 3.5 tonnes- 81 b With an engine power of less than 75KW 83 c With an engine power of not less than 75KW but less than 150KW 84 With an engine power of not less than 150 KW

Table 4-3: Maximum Permissible Noise levels for mines and quarries Column 1 Column 2 Facility Limit Value in dB(C) 1 For any building used as a hospital, school, convalescent home, old 109dB (C) age home or residential building 2 For any building in an area used for residential and one or more of 14dB (C) the following purposes: Commerce, small-scale production, entertainment, or any building used for the purpose of industry, commerce or small scale production Source: The National Environment (Noise Standards and Control) Regulations, 2003

4.3.4 Environment (Waste Management) Regulations, 1999 These regulations require waste disposal in a way that would not contaminate water, soil, and air or impact public health. This is in relation to onsite waste storage, haulage and final disposal. According to the regulations, waste haulage and disposal should be done by licensed entities. The waste management regulations are highly significant to the current project since numerous wastes, such as paints and lime, among others will be used. The relevance of these Regulations is therefore to ensure that the wastes generated at the project site are managed by a NEMA licensed waste handler.

4.3.5 The Environmental Audit Guidelines for Uganda, 1999 Section 2.1.3 of the Environmental Audit Guidelines reiterates the National Environment Act’s (Part II-Section 4 (3)) requirement for all on-going activities that have or are likely to have a significant impact on the environment to be subjected to an environmental audit. An environmental audit is defined under section 2 of the NEA as a systematic; documented, periodic and objective evaluation of how well environmental organization, management, and equipment are performing

in conserving the environment and its resources. Section 23(i) of the National Environment Act gives NEMA the responsibility for carrying out Environmental Audits. Under section 2.1.4 of the Environmental Audit Guidelines, NEMA may carry out the audits by certifying auditors to carry out the audits.

Under section 2.1.8 of the audit guidelines, a developer is expected to submit the first Environmental audit report to the Executive Director, NEMA within a period of not less twelve months and not more than thirty six months after the completion of the project or commencement of its operations, whichever is earlier, provided that an audit may be required sooner if the life of the project is shorter than the aforementioned period. Section 2.1.4 of the Guidelines also reiterates section 23(3) of the National Environment Act, which gives developers of projects for which an Environmental Impact Statement has been made the responsibility to keep records and make annual reports to the NEMA describing how far the project conforms in operation with the statements in the EIS.

Based on the provisions of the Guidelines therefore, KCCA will be required to undertake environmental audits for the focus roads and junctions or any other ancillary project facility for which an environmental study may be undertaken.

4.3.6 Property rights and compensation The law relating to compensation of property owners in Uganda stems from the Constitution of the Republic of Uganda, 1995. Article 237(1) of the constitution vests all land in Uganda in the citizens of Uganda. However, under Article 237 (1) (a), the Government or Local Government may acquire land in public interest. Such acquisition is subject to the provisions of Article 26 of the same constitution, which gives every person in Uganda a right to own property.

Compulsory deprivation of one’s property is prohibited by the constitution except when the taking possession or acquisition is necessary for public use, among other things. If it is proved that the taking possession or acquisition is in public interest, for instance for the construction of a road, then the taking or acquisition shall be done subject to prompt payment of fair and adequate compensation, prior to the taking of possession or acquisition of property.

Article 26 further gives a right of access to a court of law to any person who has an interest or right over property. Court action is contemplated in cases where there may be delayed, inadequate or unfair compensation to the property owner or the owner of any right over the land in question.

The Constitution therefore outlaws any undertaking, acquisition or deprivation of any sort of any property or property rights in Uganda without due compensation. Due compensation to the project affected persons are therefore entitled to fair and timely compensation in line with the provisions of the Constitution 1995.

4.3.7 General principles relating to compensation in Uganda There are well founded legal provisions both constitutional and statutory which support the assertion that compensation in respect of damage caused to crops, buildings, fences and standing trees has to be made, if such developments are not in a road reserve prism. Compensation for developments within a road reserve prism can only be made if the gazetting of that area as a road reserve was done when such developments were already in place and no compensation has been made in that respect. This is because the provisions of the Roads Act make it an offence to make any developments in a gazetted road reserve (section 3). A road reserve area is the property of the registered proprietor, the state. Any other person “sitting” on it would be a trespasser. The constitutional provisions relating to compensation would only be invoked if the land in question belonged to the owner of the developments damaged.

The position of the Government of Uganda in relation to compensation to be paid if damage is caused to land is clear under the constitution. The Water Act clearly transforms the constitutional provisions into detailed and enforceable legal requirements.

The Water Act can be used as a model law in terms of compensation in the field of natural resources and land generally. According to this Act, if damage is caused to land in the exercise of lawful activities, the parties whose interest in the land has been damaged are supposed to be compensated. Damage to land under the water Act refers to loss suffered as a result of:

 Deprivation of the possession of the surface of any land  Damage to the surface of land and to any improvements, crops, or trees  Damage to stock; and  All consequential damage.

Compensation under the Water Act can only be paid if a written claim for compensation has been logged with the responsible authority. Under the Act, the claim for compensation must state the details of the claimant the land in respect of which the claim is made, the nature and extent of interest of the claimant or any person in the land and the damage caused to the land among others.

4.4 International Agreements There are several global and regional environmental conventions and agreements that Uganda is party to. Some of those relevant to the proposed project are;

4.4.1 The Convention concerning the Protection of the World Cultural and Natural Heritage (World Heritage Convention, 1972) The convention aims to promote cooperation among nations to protect all forms of natural and cultural heritage that are of such outstanding universal value that their conservation is of concern to all people. UNESCO adopted the convention in 1972. At present 144 countries are members.

All State Parties to the Convention are encouraged to integrate the protection of the cultural and natural heritage into regional planning programmes, set up staff and services at their sites, undertake scientific and technical conservation research and adopt measures which give this heritage a function in the day-to-day life of the community. The Convention also encourages State Parties to strengthen the appreciation of the public for World Heritage properties and to enhance their protection through educational and information programmes.

4.4.2 The African Convention on the Conservation of Nature and Natural Resources, 1968 The Contracting States to this convention are required to undertake and to adopt measures to ensure conservation, utilization and development of soil, water, flora and fauna resources in accordance with scientific principles and with due regard to the best interests of the people.

The Contracting States to this convention are also required to ensure that conservation and management of natural resources are treated as an integral part of national and/or regional development plans. In addition, during the formulation of all development plans, full consideration is required to be given to ecological, as well as to economic and social factors.

The relevance of the Convention is reflected in the domestication of its principles in the national legislation governing the conservation and management of natural resources.

4.4.3 The United Nations Framework Convention on Climate Change, 1992 The United Nations Framework Convention on Climate Change was signed by 154 governments in Rio de Janeiro during the United Nations Conference on Environment and Development (UNCED) in June 1992. The convention addresses the threat of global climate change by urging governments to reduce the sources of greenhouse gases. The ultimate objective of the convention is to stabilize greenhouse gas concentrations in the atmosphere at a level that would prevent dangerous interference with the climate system of the world.

Within the United Nations Framework Convention on Climate Change is the Kyoto protocol (cop- 3) whose main focus is to decrease carbon dioxide emissions. Accordingly, it establishes emission- related targets for the G-77 countries as listed in Annex I of the Convention. There are three instruments through which Annex I Parties may indirectly ‘reduce’ their greenhouse gas emissions – emissions trading, joint implementation and the clean development mechanism.

Whereas developing countries such as Uganda are not included among the Annex 1 parties, implementation of the proposed project will ensure to observe reduction of greenhouse emissions via regular servicing of equipment, regularly idling of equipment when not in active service, etc.

4.4.4 Convention for the Safeguarding of the Intangible Cultural Heritage, 2003 The 2003 Convention for the Safeguarding of the Intangible Cultural Heritage calls on States that have ratified it to safeguard living heritage on their own territories and in cooperation with others. Ratified by more than 80 countries, it seeks to celebrate and safeguard the intangible heritage distinctive for particular communities. The Convention affirms that the intangible heritage of all communities—whether they are large or small, dominant or non-dominant—deserves our respect.

The convention defines “intangible cultural heritage” as the practices, representations, expressions, knowledge, skills – as well as the instruments, objects, artifacts and cultural spaces associated therewith – that communities, groups and, in some cases, individuals recognize as part of their cultural heritage. This intangible cultural heritage, transmitted from generation to generation, is constantly recreated by communities and groups in response to their environment, their interaction with nature and their history, and provides them with a sense of identity and continuity, thus promoting respect for cultural diversity and human creativity.

Safeguarding living heritage means trying to ensure that the heritage continues to be practiced and transmitted within the community or group concerned. States that ratify the Intangible Heritage Convention are obliged to safeguard heritage through measures such as protection, promotion, transmission through formal and non-formal education, research and revitalization, and to promote greater respect and awareness. One practical measure required of each State Party is to identify and define the various elements of intangible heritage present on its territory, in one or more inventories. The proposed project will ensure greater respect and awareness of the intangible values through consultation with community and taking into account their views.

4.4.5 The Stockholm Convention, 2004 The Stockholm Convention is a global treaty to protect human health and the environment from persistent organic pollutants (POPs). POPs are chemicals that remain intact in the environment for long periods, become widely distributed geographically, accumulate in the fatty tissue of living organisms and are toxic to humans and wildlife. POPs circulate globally and can cause damage wherever they travel. In implementing the convention, parties to the convention are required to take measures to eliminate or reduce the release of POPs into the environment.

The Stockholm Convention focuses on eliminating or reducing releases of 12 POPs including: Aldrin, Chlordane, DDT, Dieldrin, Dioxins, Endrin, Furans, Hexachlorobenzene, Heptachlor, Mirex, PCBs and Toxaphene. The Stockholm Convention sets up a system for tackling additional chemicals identified as unacceptably hazardous. It recognizes that a special effort may sometimes be needed to phase out certain chemicals for certain uses and seeks to ensure that this effort is made. It also channels resources into cleaning up the existing stockpiles and dumps of POPs that litter the world's landscape. Ultimately, the Convention points the way to a future free of dangerous

POPs and promises to reshape our economy's reliance on toxic chemicals. In summary, The Stockholm Convention has five essential aims;

 Eliminate dangerous POPs, starting with the 12 worst.  Support the transition to safer alternatives.  Target additional POPs for action.  Cleanup old stockpiles and equipment containing POPs.  Work together for a POPs-free future. In respect to the proposed road project, POPs would arise from open air combustion of waste. The latter should therefore be avoided during the implementation of the project.

4.5 International /development partners’ Requirements and Guidelines

4.5.1 World Bank (WB) Safe guard policies The World Bank Group through its safeguard policies provides guidance for the environmental assessment process. The Bank’s Environmental Assessment Sourcebook (World Bank, 1991) is a reference manual and together with the Environmental Sourcebook Updates, they contain the necessary information to conduct an environmental assessment that meets the requirements of the World Bank’s Operational Policy (OP) 4.01 on Environmental Assessment.

The following are some of the operational policies, and Bank procedures that are relevant to the proposed project; i. OP 4.01 Environmental Assessment presents the general requirements regarding environmental assessments, and defines relevant instruments, which include ESIA. The policy was developed to;  Ensure that projects proposed for Bank financing are environmentally and socially sound and sustainable.  Inform decision makers of the nature of environmental and social risks  Increase transparency and participation of stakeholders in the decision-making process The policy also calls upon borrowers to provide relevant material in a timely manner prior to consultation and in a form and language that are understandable and accessible to the groups being consulted. The negative localized environmental impacts envisaged will be preventable through responsive mitigation.

As such a rigorous and all-inclusive environmental and social impact assessment process was an important platform for envisaging the potential environmental and social impacts of the proposed project. Stakeholder consultations and public participation increased awareness of the project planned activities, risks involved such as land take, planned interventions and potential benefits

from the project implementation. Mitigation measures were proposed to help avoid or reduce potential negative impacts and enhance the positive impacts.

An Environmental and Social Management Framework (ESMF) has been prepared to guide implementation of environmental and social aspects of the project. Guidelines for mainstreaming environmental aspects into the Urban Management/physical planning component of the project have also been incorporated into the ESMF. The ESMF was prepared in a consultative manner and disclosed before appraisal both in-country (on Dec. 27, 2013) and infoshop (on Jan. 07, 2014). ii. OP 4.04 on Natural Habitats: The WB promotes conservation and management of wetlands and other sensitive areas (e.g. watercourses, marshes and swamps). This policy calls upon developers of projects to safeguard natural habitats and their biodiversity, avoid significant conversion or degradation of critical natural habitats and ensure sustainability of services and products which natural habitats provide to human society. What would have been wetland systems in the project areas are limited to Mambule road. However, the place has been adversely altered by human induced land-use change to the extent that the wetland is completely converted to residential and commercial structures. iii. OP 4.11 - Physical Cultural Resources

This policy addresses physical cultural resources, which are defined as movable or immovable objects, sites, structures, groups of structures, natural features and landscapes that have archaeological, paleontological, historical, architectural, religious, aesthetic, or other cultural significance. Physical cultural resources may be located in urban or rural settings, and may be above or below ground, or under water. Their cultural interest may be at the local, provincial or national level, or at international level.

The policy calls upon borrowers to address impacts on physical cultural resources in projects proposed for Bank financing, as an integral part of the environmental assessment (EA) process. KCCA will ensure that conservation of cultural resources is a demonstratable requirement for contractors. What was clear from the start is the presence of a cultural tree in the original proposed road alignment (see Plate 21). The tree is locally conceived to possess supernatural powers by some people around the project area. A phased construction of the Bakuli-Northen bypass ensures that the first phase of road construction stops at Kasubi as design reviews consider protection of the tree. This discussion is referred to in sub section (v). In addition, a chance finds procedure has been developed as part of this ESIA, as discussed in sub section 2.3.5 of this report.

iv. OP. 4.12 The World Bank Policy on Involuntary Resettlement (December 2001)

This World Bank policy requires that people who are adversely affected by the project activities receive compensation to the extent that their livelihood and standard of living is restored to at least the pre-project level.

The Policy requires that displaced persons should be compensated at full replacement cost, assisted with relocation and resettlement as well as during the transition period. Resettlement measures should be executed as sustainable development programmes, and the displaced persons and communities should be involved in planning and implementing the resettlement programs.

The World Bank policy differs from Ugandan law in several ways. The former covers the provision of alternative land (i.e. compensation on a land for land basis), compensation in kind and resettlement, and goes beyond monetary compensation by specifying that income must be restored at full replacement cost (including labour). Conversely, Ugandan law only requires the affected people to be monetarily compensated. Ugandan law further specifies that affected people are only eligible for compensation if they have legally recognized rights to that land, while the World Bank requires that all affected people should be compensated, regardless of their occupancy status. Perennial crops must be compensated for in cash at an established rate.

A separate comprehensive Resettlement Action Plan (RAP) has been prepared and approved to cater for the compensation of the Project Affected Persons (PAPs) in line with OP 4.12.

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

4.6.1 The Ministry of Works and Transport The Ministry of Works and Transport is the lead agency in the Transport Sector with the mandate to:

 Plan, develop and maintain an economic, efficient and effective transport infrastructure;  Plan, develop and maintain economic, efficient and effective transport services by road, rail, water and air;  Manage public works including government structures; and  Promote good standards in the construction industry. The MoWT plays the roles of policy formulation, legislation, regulation, standard setting, strategic multi-modal transport planning and oversight of the sector.

4.6.2 Uganda National Roads Authority (UNRA) The Government of Uganda has established a Roads Authority to manage, maintain and develop the 10,800 km national road network. The Mission of UNRA is: to develop and maintain a national roads network that is responsive to the economic development needs of Uganda, to the safety of all road users and to the environmental sustainability of the national roads. UNRA is mandated to ensure that, environmental and social considerations are mainstreamed in all its operations, in order to achieve an acceptable level if environmental performance for all projects implemented by the 53

Organization. In house, UNRA has a team of an Environmental Specialist, Land Acquisition Specialist and a Sociologist who are respectively responsible for environment, land acquisition procedures and social aspects in its development projects. UNRA will therefore coordinate with KCCA in information sharing among others, during the monitoring of compliance of the project works with the ESIA and its ESMP provisions.

4.6.3 The National Environment Management Authority (NEMA) NEMA, the principal agency in Uganda on matters of environment management is empowered by the National Environment Act to manage, coordinate, and supervise all activities in the field of environment. The actual implementation of ESIA is however the responsibility of KCCA as the developer. NEMA is responsible for undertaking enforcement, compliance, review and monitoring of the environmental and social impact assessment (ESIA). Hence, NEMA will facilitate the public participation for the environmental decision-making, and exercises general supervision for all environmental issues.

4.6.4 Ministry of Land, Housing and Urban Development The ministry has the mandate for “policy making, standards setting, national planning, regulation, coordination, inspection, monitoring and back-up technical support relating to lands, housing and urban development; promoting and fostering sustainable human settlement; and, managing works on government buildings” in Uganda. Of particular note, the function of the Chief Government Valuer is provided for under the Land Act, Cap 227, which mandates the District Land Boards to review the lists of rates of compensation annually. These lists should then be forwarded to the Chief Government Valuer for approval.

Whether or not the up-to-date lists of compensation rates are in place, the Ministry is the Lead Agency responsible for handling land matters. The Chief Government Valuer approves the valuation methodology and the final valuation report usually contained in Resettlement Action Plans. The RAP of the project was approved by the CGV before implementation/ payment of any PAPs.

4.6.5 The Kampala Capital City Authority (KCCA) The Kampala Capital City Act, 2010 that came into force on the 1st of March 2011 created a new institution, Kampala Capital City Authority (KCCA), under the supervision of the Central Government.

KCCA is mandated with provision of services in the city that enable residents and businesses operating in the city function in an environment that supports development. Specifically, the authority is obliged to plan, implement, and monitor the delivery of public services, and direct and control city development. KCCA meets this mandate by implementing programmes financed by Government, Development Partners as well as its own local revenue. 54

The KCCA Directorate of Engineering and Technical Services (DE&TS) is responsible for the planning, design and construction of all physical infrastructure.

The KCCA Public Health and Environment Directorate (PH&ED) has the mandate to facilitate and provide support to ensuring health and productivity of the citizens; and a clean, habitable and sustainable community for the city. The Directorate guides the Authority on the efficient management of public health and the environment. Among its core functions is the planning and monitoring of the implementation of the Environmental and City Ambience Management.

The PH&ED has a department of environmental management headed by a manager under who are 5 environmental management supervisors and 5 environmental officers. KCCA will play a key role in supervision and monitoring of project implementation processes at the Authority and Division levels. The Works Committees at the Division level are particularly mandated to carry out monitoring and evaluation of the project implementation processes. The RAP team at KCCA comprising of the Social Development/RAP Specialist, and 2Sociologists operating under the Director of Gender and Community Services, will work together with the environmental Specialist, and Environmental Officers and the community development officers at the Divisions.

4.6.6 Ministry of Gender, Labour and Social Development The Occupational Health and Safety Department is mandated to monitor workers’ occupational health through enforcing the provisions in the Occupational Health and Safety Act through provision of adequate Personal Protective Equipment (PPE). The contractor should ensure a safe working environment for the workers, through provision of PPE, adequately equipped First Aid Kits, Fire safety apparatus, training on use of equipment as well as other emergence response mechanism and health schemes as required.

5 EXISTING ENVIRONMENTAL AND SOCIO – ECONOMIC BASELINE OF THE PROJECT AREA

5.1 Introduction This section presents a description of the baseline environmental and socio-economic conditions present in the proposed project area. The baseline environmental and socio-economic information is based on a review of available secondary information and field investigations along the proposed route (undertaken in November 2013), as well as information obtained through interviews with the local political and technical leaders of the proposed project area. The biophysical surveys were conducted along the proposed road route and at junctions and covered the all proposed sections of upgrading.

Baseline environmental and socio-economic conditions of the proposed project area were determined not only to provide an understanding of prevailing environmental and socio-economic situations, and hence determine the likely environmental and social economic impacts of the proposed project, but also to provide a basis for future monitoring of the environmental and socio- economic implications of the project.

Any baseline environmental and socio-economic conditions’ information about the proposed roads and junctions that was not captured through field investigations and stakeholder consultations was obtained through literature review. The information from literature review was captured for the wider project area (Kampala Capital City/district) since information specific to the proposed locations of the roads and junctions was not available in literature.

5.2 Physical Environment of the proposed project area

5.2.1 Physical status of the project roads and junctions Under this sub-section, the various roads and junctions are briefly described and pictures of the same shown on one column as taken on 16th, 17th November 2013 and 8th ,13th May 2015. Kiira road (Kira road police Roundabout to Kabira Junction): This road runs from Kira Road Police roundabout to Kabira Junction on Kisasi road. The road passes through Bukoto Brown and White Flats. To the left is Kira Police office and residential houses, Shell Petrol station, White flats, roadside pottery artists, a big billboard, Supper supermarket, Bemuga Forwarders and roadside carpentry workshop. Brown flats, Total petrol station, Radio Simba and NSSF apartments, St. Andrews’ Church of Uganda on the right. There was an observation during sensitization meetings that this road is not Kiira Road, the known Kiira road is the one that runs from Kamwokya up to Bukoto joining the road that comes from the police at end of the inland in between these roads. It is important to establish the right name of the road or call it New Kiira Road.

Plate 17: Kabira junction as seen from Kabira Country Club and the junction between old Kiira road and the new Kiira road

Plate 18: Some of the key developments likely to be affected by the dualling of Kiira road

Makerere Hill Road from Wandegeya to Nakulabye: Will be upgraded to dual carriageway. Studies show that it has one of the most problematic traffic flows in the City, between 3—5 pm when large traffic volumes occur. This includes traffic to the Makerere University main campus, traffic to the Aga Khan School complex on Gaddafi Road, through traffic to Mengo through Nakulabye Roundabout, and traffic from Bwaise and Kikoni area where many student hostels are located. Drainage is poor and the plan is to alleviate the poor traffic situation and improve on the drainage.

The current road passes through heavily built up commercial and institutional areas with a lot of construction within the ideal 30m road reserve for the dual carriageway design. Except in the initial section from Wandegeya to the Makerere University Main gate where a width of about 25m has been allowed by land owners and developers, the remainder of the road has major developments within the 30m reserve from the junction with Gaddafi Road, through the Sir Apollo Kaggwa junction up to the end at Nakulabye Junction. There are major permanent buildings and other structures, wall fences, temporary shelters, kiosks, paved yards, temporary shades, billboards,

signposts, electric power and telecom masts and water supply mains that will be affected by the construction.

a b

Plate 19: Tuskys supermarket (a) and Telecommunication Masts and trees along (b) Makerere hill Rd

Bakuli – Kasubi-Northern bypass road: To be upgraded to dual carriageway, the road runs from Bakuli junction through Bukesa where there is a T-junction that runs from Mengo to Sir. Apollo Road. It continues to Nakulabye, Kasubi, Namungoona up to Northern Bypass round about. The Bakuli -Bukesa section is heavily built up on both sides consisting mainly of permanent buildings, petrol stations, parking yards and kiosks for motorcycle repairs, and eateries. From Bukesa to Nakulabye, the right hand side is more built with permanent buildings of shops, garages and road side kiosks. The left hand side is predominantly occupied by Mengo Senior Secondary School and this is one of the hotspots that may be affected by the dust and noise impact from the road construction activities. Applicable mitigation measures presented in Sub section 7.3.1(vi) of this report shall be undertaken to minimize noise and vibration impact by limiting construction activities around schools & residential areas to day time only. The area towards Nakulabye is quite free with few commercial vendors and boda-boda stages.

a b

Plate 20: Outlook of Bakuli-Northern bypass Rd (a) at Bakuli Roundabout and culverts (b) on the road directing storm water into settlements 58

The area around Nakulabye round about is heavily built with much concentration of metallic kiosks. From Nakulabye to Kasubi, the first quarter of the road is occupied by permanent building consisting of shops, super markets and banks; the rest of the stretch up to Kasubi junction is part of the Kasubi Tombs. The right hand side is occupied by mainly shops up to Kasubi roadside market. The road has serious land access problems especially at all its junctions, and the available undeveloped space seems inadequate for the proposed dualling of the road and improvement of its junctions.

a b

Plate 21: Potentially affected cultural tree and Nakulabye roundabout along Kasubi-Northern bypass road

Mambule road: The road will be reconstructed to single paved carriageway and it runs from Bwaise junction and connects to Gayaza road. The drainage along this road needs improvement. The terrain traversed by this road is flat hence the new designed road level will have to be higher than the existing ground in order to safely accommodate the culverts. It was reported that people are aware of the improvement of the road and are only occupying the road reserve temporarily.

Plate 22: Mambule road starting point at Bwaise

a b

Plate 23: Submerged culverts (a) and dredging the drainage channels (b) along Mambule Rd

Fairway junction accommodates high volumes of traffic and is located on Yusuf Lule Road close to Fairway Hotel. It links with Sezibwa road, Kafu road and Sir Yusuf Lule road. Field inspection at the junction showed that with overhead utility services and the temporary development of road side parking around the junction, some land take is possible. RAP assessment around Fairway Junction found that its improvement is not expected to result in land take or displacement of the local population or economic activities and thus no associated requirement for compensation. Meanwhile, Kabira Junction is generally herein assessed as an integral part of Kiira Road sub- project.

Plate 24: Outlook of Fairway Junction

Bwaise junction: The Junction is where Bombo Road, a major highway to northern Uganda, intersects Nabweru Road and Mambule Road. It is located in a busy commercial area. Widening and channelizing this junction will improve traffic flow in the area; Inspection of the Bwaise junction revealed that in addition to the evident overhead utility services and the temporary make- shift structures at the approach to the junction, there seems to be some land acquisition issues which must be resolved to obtain adequate space for the proposed junction improvement works.

Plate 25: Outlook of Bwaise junction

5.2.2 Geology and soils Except for the tiny portions underlain by recent deposits of alluvial and lacustrine formations, the rest of Kampala City is underlain by the precambrian rock system. The largest portion of Kampala City is underlain by the Basement Complex System of mainly undifferentiated gneisses with some granites. The Buganda series underlie a small band of the area stretching from Najanankumbi through the northern part of Nsambya to Nakawa, Banda and a tiny stretch of the area from Lusaze to Kyambogo.

The cenozoic rocks of the Holocene series comprise swamp deposits, alluvium, and lacustrine deposits near the lake shore. Laterite "carapace" is widespread on Kampala hills. It is well developed below the summit levels where it forms protective pavements on many slopes.

5.2.3 Climate The climate of Kampala City is humid tropical type though strong elements of equatorial conditions are normally experienced in the district.

5.2.4 Rainfall Kampala City receives an annual rainfall of between 1750mm and 2000mm distributed in two peaks, one being March to May and the other September to November. The two are separated by short dry spells from June to July and December to January. The district receives an annual mean rainfall of 1180mm. The district has a mean of at least 50mm in every month with January and February being drier than other months. The rainy days are highest in April. However, even during the drier months occasional heavy rains are received leading to a fair distribution throughout the year.

5.2.5 Temperature Kampala City has considerably high temperatures with an annual average of 21.9C. The annual temperature range of the district is 2.4C which is very low compared to 10C of the tropical savanna climate. Temperature peaks are in the months of January to March and October to December, the former being higher. Cloudiness and rainfall depress the temperatures of the district. Due to its close proximity to Lake Victoria and the strong lake breeze during the day, the-would-be high temperatures are modified thus making Kampala climate rather pleasant.

The Lake Victoria region to which Kampala City belongs has generally lower amounts of sunshine than most of the country (except Kabale and other highlands) which makes the evaporation rate relatively low. As a result of high rainfall and low sunshine among other meteorological factors, Kampala City shows a slight surplus or an almost even water balance. Given the fact that agriculture is an activity of relatively less significance in the district, the implications of this water balance should be viewed in other terms such as runoff, erosion and sedimentation problems.

5.2.6 Relative Humidity and wind Relative humidity is high in Kampala City due to its equatorial position, high rainfall and proximity to Lake Victoria. It is highest in the early hours of the day and reaches the minimum diurnal values in the afternoons.

Kampala City experiences winds in form of a slight breeze felt on face or detected by leaves rustle with speeds of about 3m/Sec. This speed is higher than in most other parts of the country except Mubende where speeds of 4 to 5 M/Sec have been recorded. The winds in Kampala District are, however, modified by increased surface roughness due to numerous hills and tree vegetation. However, the district experiences localized strong winds in form of eddies during the dry season and the rainstorms accompanied by strong breezes and moderate gals that often lead to breaking of tree branches.

5.2.7 Hydrology and water resources Kampala City has several water resources in the form of direct precipitation, groundwater, runoff, and surface water. However, industrial development is causing deterioration in the quantity and quality of Kampala's water. Furthermore, the rapidly growing population in Kampala means that there is now greater demand for water in the absolute sense.

Piped water is the major source of water supply for Kampala City. The water intake/treatment located at Gaba (Kiruba island) has a capacity of 45,000-55,000 cubic metres per day. The system covers both high and low level supplies spanning approximately 80% of Kampala City. The distributions are through reservoir tanks backed by boosters.

Most wetlands in Kampala City are permanently water logged due to a combination of impended drainage and year-round rainfall. Seasonally wetlands occur mainly at the fringes of the permanent ones but are flooded in the months of peak rainfall. A wetland is an area of vegetation which is permanently or seasonally water logged.

Kampala City has numerous wetlands covering approximately 31 km2 or 16% of Kampala City (Wetland Newsletter, 1996 :). Kampala's wetlands are among the most important in Uganda.

The major wetland systems are associated with Lake Victoria and Kyoga drainage systems. They include Lubugi, Kiwembo-Kawagga, Nakivubo, Nsooba-Bulyera, Nalukolongo, Mayanja, Nabisasiro, Kansanga, Walufumba-Nalubega, and Kirombe swamp systems.

5.2.8 Mineral resources The gneissic complex rocks which dominate the geology of Kampala City are not rich in economic minerals. However, mica is known to be widespread but no deposits of economic potential have been reported.

5.2.9 Topography The landscape in Kampala city under which the greatest part of the proposed project would lie, belongs to Buganda surface classification. The landscape lies at an approximate range of about 900 to 1340 meters above sea level. Kampala city is characterized by undulating flat-topped hills with steep slopes, often merging abruptly into long and gentle pediments, which are usually dissected by relatively broad valleys.

5.2.10 Construction work water sources During the construction of the roads, the water requirement is estimated to be about 50m3/day (Project engineer, Pers. Comm.). There are a number of possible water sources to satisfy this demand. The anticipated source for this water is the swamp/stream along the northern by-pass.

5.2.11 Noise Baseline noise levels were taken from various junctions. The baseline data will be used to monitor effects of the construction equipment to the surrounding environment and can also be used to check the effect of reduced traffic congestion or increase speed on these roads.

Noise can be hazardous during operation of equipment at the construction site. Trucks carrying building material to site of construction will also contribute to the higher noise levels than otherwise normally experienced. This will affect workers on site and local dwellers. Regular servicing and appropriate repair of haulage trucks will mitigate the noise impact. Noise levels were taken using TES 1350A Sound Level Meter as shown in Table 5-1. The findings show that the

noise was slightly higher than the noise levels that are recommended by NEMA (Table 4-2). Maximum Permissible Noise levels for accelerating Vehicles.

Table 5-1: Noise levels as taken from various Junctions

Sampled points Noise Levels Recorded Kira road(Kibira –Bukoto junction) 109.2db Kira road (Kira road Police station junction) 86.95db

Bakuli –Namirembe Junction 88.4db Nakulabye roundabout 95.3db

Kasubi market Junction 93.7db

Sir Appolo – Nakulabye – Wadegeya Junction 106.2db

Wandegeya Junction 112.5db

5.3 Biological Environment Vegetation This section presents the results from vegetation survey under taken between 16th --17th November 2013. Uganda’s diverse habitats have contributed to its rich biological diversity. Species’ diversity has greatly changed mainly because of alterations in the environment. According to NEMA (2007) and Pomeroy & Tushabe (2008), Uganda’s natural vegetation is being degraded at a very high rate due to the high population growth rate (i.e. growth rate of 3.2 % p.a.) considered the third highest in the world. This calls for monitoring of the human-induced vegetation changes and control or reduce the potential impact of development projects. There is also need to provide base line data for evaluating ecological indicators within the areas to be affected. An inventory of vegetation diversity and vegetation types in the affected area was conducted as a measure of characterizing the environmental (biodiversity) state of the proposed road construction. A baseline flora survey for the proposed road construction work aimed at to identifying possible adverse effects of the proposed project on the flora environment. The findings from flora survey are presented in Appendix II.

5.3.1 Background Plants are key components of the environment and serve several functions. For example; they are primary producers in food chains, are indicators of changing environmental conditions, they maintain a healthy environment by absorbing the carbon that we produce in excess, add to the aesthetic value when used for ornamental purposes, etc. It is therefore essential to maintain high plant populations even in cities because this is where the highest levels of pollution are and it is

plants that purify the environment especially through carbon absorption. This study was conducted as part of a broader Environmental and Social Impact Assessment (ESIA) done for the Kampala Institutional and Infrastructure Development Project (KIIDP) on the roads proposed for upgrading within Kampala City.

The scope of this study was to determine the plant species growing within the expansion area of the roads that are planned to be upgraded to dual carriageways and also reconstruction to single carriage ways, and propose ways of mitigating the negative impacts that the exercise will have on the environment.

For the roads that are to be upgraded to dual carriageways, the expansion areas are currently maintained with ornamental plants and/or short lawns for purposes of beautification of the city. However, some places are used as nurseries for the production of ornamental plants for sale, whereas others are simply trampled and are bare of vegetation as they serve as walk ways for pedestrians. For the road at Mambule that is proposed for reconstruction to a single carriage way, the current road sides are heavily developed with buildings and active commercial activity.

5.3.2 Study Methodology Given the short distances of the roads (1 – 4 Km), the sampling method adopted was to systematically survey the entire road lengths. That is, the whole lengths of the roads were walked while recording all the plant species that were encountered.

5.3.3 Results a) Kiira Road section Fifteen species of trees and shrubs were found to be growing along the road (Appendix 1(a)). All were cultivated plants, grown for their ornamental values except Markhamia lutea which is normally grown for timber and poles and in this habitat seemed to have grown as a weed. Other non-ornamental species were Tithonia diversifolia, which is sometimes used to treat malaria and may sometimes be used as a hedge, and Euphorbia tirucali which is an ornamental plant that is used to treat skin warts.

b) Makerere Hill Road Along this road, 23 species of trees and shrubs were recorded (see Appendix 1I (a)). Most of those recorded are ornamental plants given that the environment has already undergone human-induced modification. In addition to its ornamental values, Elaeis guineensis has edible fruits. Other species with various uses include Syzygium jambolana with edible fruits, Musa sp. (matooke) which is one of the staple foods in the region but appeared as an escape from cultivation into the roadside, Phyllanthus capillaris that is medicinal is known to grow wildly, and the timber species Albizia grandibracteata, Markhamia lutea and Milicia excelsa which are also most likely to be wildly growing here. 65

c) Bakuli-Nakulabye-Kasubi-Northern Bypass Road Thirty eight species of trees and shrubs were recorded along Bakuli-Nakulabye-Kasubi-Northern Bypass Road (Appendix 1I (a)). Like along other roads, the natural environment has been modified by human activities to the extent that most of these species found were planted for their ornamental values. Species of other various uses were also recorded as indicated in the (Appendix 1(a)); Musa sp. (matooke), a staple food, was being cultivated in the road reserve with a hedge of Jatropha curcas. Another hedge species found was Cupressus lustanica which was marking the edge of a compound to a home. Indicated as ‘wild’ are the figs, Ficus thonningii and F. brachypoda, which start as plants seeking physical support from others but eventually strangle and kill their hosts. Leucaena leucocephala, also indicated as ‘wild’, is a tree usually planted in gardens for nitrogen fixing and is also used as fodder. Its occurrence on the roadside is probably because of dispersals by birds. ‘Demarcation’ is a use indicated for Dracaena fragrans because it is used to mark edges of plots of land. The plants with edible fruits are usually dispersed by birds but maintained by humans. The timber species, Markhamia lutea and Milicia excelsa, could have grown wildly along the roadsides but Eucalyptus sp. and Pinus sp. were most likely planted.

d) Mambule Road This road, proposed to be a single paved carriageway, has not got much vegetation on the roadsides. The area is developed with buildings close to the road. Only two tree species represented by a few individuals, were recorded; Ficus benjamina and Livistona chinensis.

e) Other species encountered Herbaceous species also do occur along the roadsides; these are either ornamental or weedy. Some of the ornamental species included; Canna indica, Anthericum sp., Bidens grantii, Crinum multiflorus, Catharanthus roseus, Ipomoeae whightii, Thunbergia alata, T. arecta, Allium sp., Gladiolus sp., Anthurium spp., Begonia sp., Costus sp., Plumbago sp., Pennisetum sp., Alpinia purpurata, Heliconia rostrata, Zantedeschia aethiopica, Impatiens spp., etc. The ornamental plants are mainly found in roadside nurseries, prepared for sale but some do get established and grow within the nursery area. Appendix 1(b) gives the list of the weedy species that were found along the roads.

5.3.4 Conservation status Being ornamentals and weeds, the plants recorded are common species of no conservation value. The plants of various uses as listed in (Appendix 1(a)). are also common; the fruit plants are grown in many homes and gardens, medicinal species are also grown in homes while others are normally collected from the wild. Timber species are normally planted depending on the needs of the people, while the ones used as hedge or for plot demarcation were actually planted in the road reserves and these too are common species of no conservation concern. 66

However, the timber species Milicia excelsa (Muvule) is IUCN listed in the category ‘Lower Risk/near threatened’. This species is not endangered but because of over exploitation for its valuable timber, the IUCN calls for its protection because it can run into the ‘threatened’ category if not used sustainably.

5.3.5 Conclusions and recommendations 1. The KCCA (developer) should plant trees to replace the ones that will be felled to pave way for implementation of the proposed project. Where possible, a small piece of land should be allocated for a wood lot for Kampala city, where plantation of various tree species and shrubs can be done to compensate for vegetation clearance through project implementation. 2. Where possible, the roadsides can still be ‘beautified’ by planting the ornamental plants (representing the ones to be cleared) along the roads on strips of land that KCCA can acquire from the various land owners.

If the proposed mitigation measures are implemented, the project will have minimum impact on the overall vegetation composition and structure, and also on the scenery. The project is therefore viable from the botanical point of view.

5.4 Socio-economic survey To understand the extent of possible impacts on the community; several community and key informant interviews were held. Interviews and consultative meetings were held with relevant government and non-governmental agencies, district and local government, technical and political leaders, potentially affected educational institutions, and potentially affected communities at village level. Interview guides were used for all key informant interviews, while a focused discussion guide was used for all community discussions.

In order to obtain socio-economic data that could not be obtained from consultative meetings, existing project area literature was reviewed. The literature sources included District Development Plans, District State of Environment Reports, among others listed under the bibliography section of this report.

5.4.1 Administrative framework KCCA and her five Divisions operating under decentralization framework represent Government and are constitutionally mandated to acquire privately owned land in public interest provided that fair and adequate compensation is paid to the affected persons. The Authority is a corporate body with perpetual succession and may sue and be sued in its corporate name and do, enjoy or suffer anything that may be done, enjoyed or suffered by a body corporate.

The Authority is the governing body of the Capital City and administers Capital City on behalf of the central government subject to established Act.

Any enactment that applies to a district shall, subject to the established Act and with the necessary modifications, apply to the Authority.

Table 5-2: Administrative framework of Kampala Capital City Authority Office Cabinet Minister Executive Director Deputy Executive Director Lord Mayor Five Divisions each governed by a Mayor and a Town Clerk 1. Makindye 2. Central division 3. Nakawa division 4. Kawempe division 5. Lubaga division

5.4.2 Background Information Kampala is the only urban center in Uganda designated with a city status. It was designated a district in 1979 and it encompasses an area of approximately 190 square kilometres, situated on the northern shores of lake Victoria with its centre located approximately 45 kilometres north of the equator.

The City’s topography is characterised by a series of low hills surrounded by a network of wet valleys that are often covered with papyrus swamps. The history of the settlement of Kampala is closely associated with these hills, which were commonly referred to as mutala (high ground surrounded by wet valleys).

5.4.3 Location The project roads and junctions to be upgraded are all within Kampala Capital City and therefore lie within the jurisdiction of Kampala Capital City Authority. Kampala city is situated in southern Uganda on the northern shores of Lake Victoria. The district lies at the centre of Uganda's so-called "urbanised" corridor which runs from Mbarara and Masaka in the west Jinja, Tororo and Mbale in the east and borders with the districts of Mukono in the East, Mpigi in the West and Luwero in the North. It occupies a strategic position on Lake Victoria at the head of the Murchison Bay with its centre approximately 45km north of the equator

5.4.4 Baseline socio-economic and cultural environment of the project area An understanding of the socio-economic and cultural context is important to identify and address social-economic and cultural impacts at all levels. In the Table below the baseline socio-economic and cultural environment of the project area is described.

Table 5-3: Socio-economic and cultural environment Population Kampala being a metropolitan district is the most densely populated district in Uganda. It has an average population density of 4600 people per square kilometer. The city planning schedule, land tenure and costs of housing to a large extent determine the density of the population. Kawempe is the most densely populated Division with up to 50,000 people per sq.km, while Kyambogo which is mainly an industrial area but also dominated by education institutions like Kyambogo University, Nabisunsa Girls' School etc. has the lowest density (1200 people per sq.km). Land tenure Predominantly “mailo” land and some public land. Some of the land under system the jurisdiction of Mengo land board and more land under Kampala District Land Board Cultural Seat of the Buganda Kingdom, seat of former Mengo municipality, Lubiri attributes palace, Kasubi tombs, Namirembe church, Lubaga catholic church Economic Major economic activities are retail trade selling mainly manufactured activities and goods, followed by wholesale trade, hotel and service industry, employment manufacturing (23 industries), transport, welding and fabrication, market and mobile vending, banking and other financial services, petroleum service stations, limited livestock and crop farming, fishing and fish selling/marketing Nature and type Most of the buildings along the ZOI are residential and permanent and of buildings several are high rise buildings Ethnic More than 60% of the City's indigenous Ugandan population is composed of compositions the Baganda tribe. The second largest ethnic group is the Banyankole who constitute 5% of the total population of the district (Population and Housing census, 1991). The rest of the ethnic groups (29 tribes) make up the remaining 35% of the indigenous Ugandan population. There is also a small population of foreigners constituting about 2% of the total population of the City. Settlement Land use in the city is in the order of: residential, institutional industrial, pattern and land commercial, environmental, recreational and agricultural. use

HIV/AIDS Prevalence rate is 8.5% affecting mainly the 18-35 year age group. Water and Safe water coverage is 64%. Sanitation coverage is 48%. sanitation Education 557,866 people (72% of the total population of the city) had attended school by the time of the census in 1991. Of these only 30% (164, 950) had attained secondary education while only 2.2% (12,369) had reached university. The city has a relatively low level of illiteracy (20%) compared to the national average (54%). Sources of Mainly electricity for lighting, while charcoal and by firewood are mainly energy used for cooking. Few people use electricity for cooking. Health care There are eleven hospitals in Kampala, five of which are government owned. The other six are privately owned or run by missions. The hospitals serve as health centres as well as district and/or general referral hospitals. Transport There are commuter taxi services in the area for almost 24 hours a day. accessibility & road sector conditions

6 STAKEHOLDER CONSULTATION AND PUBLIC PARTICIPATION

This section presents a synopsis of the views of the road users and beneficiaries, project affected people, as well as representatives of the Local Councils, who were interviewed during the ESIA of the proposed project. Sector specific information elicited during these discussions has been included in the analysis of impacts.

The World Bank environmental and social safeguard policies and Government of Uganda (GoU) guidelines require the people likely to be affected by a development project to be consulted so that their views and fears are incorporated in planning. Community perspectives are important for project planning and implementation. Knowledge of what the community perceives will go a long way to help during the compensation and resettlement action plan. Therefore, during the ESIA process, consultations were conducted with relevant stakeholders, including potential beneficiaries, affected groups, and local authorities about the project’s environment and social aspects and their views considered.

The consultations involved meeting with various stake holders including relevant Government agencies, Local Government leaders, leaders of sub-counties/divisions to be affected by the project, project affected communities, the developer, and project engineers.

This exercise being a review, the procedure of stakeholder identification to a greater extent depended on the already available data which documented the previously affected stakeholders and any other people who had occupied the affected properties. Lists were available and with the guidance of the Local Council Officials identification of the affected people was done on site. The LCs used their known information dissemination techniques; some by word of mouth, other by use of telephones to inform the affected persons about the meetings.

Stakeholder consultations were more informative than research based so no data collection tools were used. Stakeholders were informed of the purpose of the project, the anticipated impacts, how some of the impacts would be mitigated and their views and suggestions on how best to handle the situation were solicited. Minutes of the discussions were taken and thereafter reproduced in verbatim with responses from the consultants, no data analysis was done. Some of the views were incorporated in the Environmental and Social Management Plan of this ESIA.

6.1 Stakeholder consulted As required by the Guidelines for ESIA in Uganda, consultation meetings were held with various stakeholders from different parts of Kampala City, which are;

 Kampala Capital City Authority-Council Representatives  Project affected persons  Lubaga Division

 Nakawa Division  Kampala Central Division  Kawempe division  National Water and sewerage corporation Table 6-1: Stakeholders consulted and the purpose for consultation Stakeholder Role Kampala Capital City  Provide the ToR, introductory letter and any other Authority documentation relevant to the project Project Affected Persons  To solicit their views on the project impact. (PAPs)  To provide the necessary documentation in regard to land acquisition  To provide information on their socio-economic status Local Council Leaders  To give guidance on who are the rightful PAPs  To give information on rightful property owners  To provide information to absentee land lords about the projects and its impacts  To solicit for support of the project among the community members Division Leaders  To guide the project team on the general situation on the ground  To provide information regarding the project area  To authorize consultations in the project area Utility Services Providers  To provide information on the utility installations in the project

6.2 Stakeholder consultations Stakeholder consultation and disclosure are essential for acceptance and ownership of the proposed project. The lists of stakeholder consulted and their views are annexed in this document for reference in Appendix III. Relevant and adequate project information was provided to stakeholders to enable them to understand project risks, impacts and opportunities. Stakeholder consultation aimed at:

i. Generating good understanding of the project; ii. Understanding local expectations of the project;

iii. Characterizing potential environmental, socio-economic impacts; iv. Developing effective mitigation recommendations; v. Enabling project-affected households to suggest desired amicable resolution of land take issues.

6.2.1 Approach for stakeholder consultation The following techniques were used to conduct consultations:

. Interviews with local administration (Division and local LC leaders). . Open group discussions with local communities. . Focus group discussions and formal meetings were also carried out with some prominent property owners who could not attend the open group discussions. . Telephone interviews.

6.2.2 Thematic Areas Public consultation was done as part of the participatory approach at several places. These include: Bakuli, Bukesa, Nakulabye, Namungoona, Makerere Hill Road, Mumbale road, Kasubi Market, Kiira Road reserve, Kiira Road Police, Bukoto Church of Uganda, and KCCA offices.

Community consultation and sensitization involved a participatory approach in which the ESIA team described the pre-, during, and post- construction project activities, the schedule of activities and compensation and resettlement issues. The community was given opportunity to respond with questions or comments about the planned project activities. The date of these meetings, venues and the number of participants can be seen from the list of participants, minutes of meetings and the pictures annexed, i.e.; Appendices ii, iii and iv.

The consultations were organized under the following themes;  Community sensitizations  Community Participation in the Project  Compensation and Resettlement Alternatives  Entitlement Cut-Off  Grievance Redress

6.2.3 Community/ Stakeholder Sensitizations, concerns and opinions During the meetings community members were informed that this activity (ESIA process and public consultations) was mandatory and a legal requirement by the laws of Uganda. They were informed that projects of this magnitude had great impact on their livelihood therefore their views were vital.

In all the meetings, a majority of the participants were aware of the project but expressed fears that they were subjected to threats of forceful eviction by KCCA without compensation in the previous consultations. Participants emphasized that proper community consultation by professionals should be carried out if this project is to progress with minimum interruption from the community. The quotation below summarize the mood of some of the affected persons

“Am stressed and am living under fear. I don’t know what to do because I have been told that they are going to demolish our kiosks if we don’t find where to go. You have told us that they are going to compensate us yet we know how KCCA handles evictions. Why can’t they give us enough time to look for where to go? (Kiosk owner in Kasubi-Namungoona section)

The division officials also emphasized the need for clear and proper information dissemination because most of these vendors and business community members are illiterate. The Rubaga Division Resident Division Commissioner (RDC) suggested that Local Council leaders should be sensitized first before the communities are consulted. Sensitizations could take the form of workshops for local leadership and radio talk shows and spot messages for the general communities. The division leaders however pledged to help in the mobilization and sensitization of the communities. The quotations below capture the concerns of the local leadership in the divisions.

“This is a very important Government (KCCA) program because it benefits all of us who suffer with traffic jams in the city so it is better if the local council committees in the affected areas are all sensitized before the community is involved because these people play a very important role especially when it comes to convincing the local people.” (Division Resident Commissioner Rubaga Division)

6.2.4 Compensation and Grievance Redress The ESIA team highlighted to the community the available compensation packages and the issues pertaining to each. The land for land compensation and the cash for land options were discussed. They were further informed that the World Bank compensation guidelines require the former to be used as well as helping the affected persons with resettlement. The option of paying land for land was discussed with the community and it was found out that it is associated with looking for land, negotiating for a price with willing sellers, before it can be transferred to the affected persons. Moreover, finding alternative land of equivalent value with similar physical characteristics in terms of access to public service points would be difficult. The ESIA team therefore recommended cash compensation for land. The recommendation was well accepted by the community and demanded that the developer provides adequate and fair prices for their land. In order to achieve this requirement, it was agreed that a third party will review the disputes that the parties will encounter during the actual compensation process.

Never the less, the vendors operating along the road in Kasubi unanimously requested that KCCA finds land and they relocate their market instead of paying each of them cash. They demonstrated their readiness to move there without structures and the place be developed when they are already in like the case was in Wandegeya Market which has just been developed.

Plate 26: Consultations with Kasubi market vendors In Plate 26 vendors at Kasubi market respond by show of hands as collective willingness to be resettled at an alternative market instead of individual cash compensations.

Meanwhile, vendors mentioned that KCCA had already started the process of registering them and had promised that land was identified at Nakyekolede and Kasubi Family Primary school but the procurement process is still ongoing.

“- for us show us the land first, then others can come later, we know the project is in phases like EIA etc., don’t take us by surprise, inform our office about everything so that we are updated. We are many, you will find problems, first show us the place, and then the building will come later. In one voice the vendors want a place and prove that it’s ours.” (Collectively Kasubi Roadside market vendors)

In the short term, KCCA commits to supporting the 100 market vendors operating in the 100 metre stretch to be upgraded in the Batch I phase with alternative space to actively trade. In addition, KCCA will give the vendors a waiver on market fees for a period of eight months to ensure that their livelihoods are restored. In the long term, KCCA intends to purchase 4 acres of land on the free market system for permanent relocation of market vendors. The land owners have been identified and engaged, and allocation of funds in the budget for FY 2015/16 was made for the purpose. A valuation process has been commissioned and the planned relocation process will be transparently and timely done before the commencement of Works. To the communities, another issue of contention is the timing of compensation. Communities expressed unhappiness with the 75

way compensation is handled in Uganda. The community members were further informed that during the compensation exercise, agreements will be signed between the two parties to ensure smooth compensation process, which is transparent. Each of the landowners shall sign on the verification form and witnessed by the LC1 Chairperson of the respective village. The LC1 Chairperson shall counter sign a certificate of completion.

They were however concerned about the absentee landlords and some family members who may not be available during the compensation period. The team informed them that all efforts will be taken to ensure that the rightful owners or family members are contacted before the compensation is finalized. They were also informed that the whole process takes some time to be complete so they were advised to inform their landlords and relatives about the proposed developments early enough.

6.2.5 Community Participation in the Project The ESIA team outlined to the community the procedures on how they will participate and get involved in the proposed project. They were informed that at each stage of the project, the community would be informed through their Local Council leaders. They were further informed that a more detailed Resettlement Action Plan which is part of this study though a different report would proceed to do more consultations, identification and valuation of property.

6.3 Socio -Economic Status of the project area This section provides results of the census and social economic survey carried out in the update of the ESIA. Categories of impacts and the socio-economic characteristics of the affected persons in these categories are described and the different approaches to their resettlement discussed. While the wider socio economic results obtained from the survey carried out in 2006 could in general terms still be valid in 2009, by necessity the most effective way of verifying the efficacy of specific results obtained from the 2006 and 2010 censuses, was to carry out the complete census again. In addition, the census provided an opportunity for further consultation with the affected persons. Information obtained from the community consultation meetings was cross checked with the affected individuals during the survey.

6.3.1 Methodology The primary method of data collection was a questionnaire. Detailed census/inventories with affected households as well as formal and semi-formal discussions with sample focus groups were applied. The approach was refined in recognition of the lessons learned during the 2006 and in 2010 ESIA exercises. For example, this time round, the census and socioeconomic survey were carried out concurrently with the valuation exercise to minimise the discrepancies in the data collected. In addition, observable proxies and the land survey information were used to supplement and confirm information obtained from the questionnaire.

The socio-economic survey was conducted on the people who were found to be living and working along the proposed project roads (Makerere Hill Road, Mambule Road, Hoima Road (Bakuli-Nakulabye-Kasubi-Northern By Pass), Kiira Road, Bwaise Junction and Kabira Junction). All together there were 822 respondents who are going to be directly and indirectly affected by the projects. About 192 property and business owners who earn their livelihoods in the project area will be affected. They included the following categories of people;

Physically Displaced Persons: These are persons or businesses whose residence or building has to be displaced because it is located within the permanent land acquisition area for the projects, within the Right-Of-Way or within the Reserve. Structures include boundary walls, gates, verandahs and complete buildings.

Economically Displaced Persons: In total the project road and junction activities will directly affect total of 192 Project affected persons through land loss and structures. 113 PAPs are registered land owners, 50 PAPs are unregistered and 29 are licensees. In terms of gender, 77% of the property is owned by men and 24% is owned by Women. PAPs composition per project road is summarized in Table 6-2.

Table 6-2: Affected Persons and households Project Area Number of Project Affected Persons Bakuli-Nakulabye-Kasubi-Northern bypass Rd 111 Makerere Hill Rd 48 Bwaise Junction-Mambule Rd 26 Kabira Junction-Kiira Rd 7 Total 192 Source: RAP Census 2014 All the categories of project affected persons in Table 6-2 will either lose land, access to land, housing, crops and other property. It was found that Bakuli-Nakulabye-Kasubi-Northern bypass road has a comparatively bigger percentage of project affected persons.

6.3.2 Sex of the Respondents Of the respondents interviewed, 58% were male and 42% female as shown in Figure 3

Female 42% Male 58%

Figure 3: Sex of Respondents Of those interviewed 53% were tenants as it is clear that majority of the people in urban areas mainly rent the business premises and the project is going to advance effects on their businesses. About 25% of them were property owners, 12% were employees, and 2% were relatives as shown in Figure 4. Though interviews were conducted on those present at the sites, the valuation team subsequently endeavored to meet the owners of the properties during the valuation exercise.

Series1

53%

25% 12% 7% 2% 1%

Owner Tenants Employee Relative Spouse Others

Figure 4: Status of Respondents In Relation to the Property The type of land tenure system for most of the land affected is Private Mailo, which in some cases is encumbered with Bibanja/Secondary rights holders. A very small part of the potentially affected land is under Freehold and Leasehold Ownership systems. In areas where former Public land has reverted to the Kabaka (King of Buganda), the land is occupied by Bibanja owners and is managed by the Buganda Land Board.

The form in which the property is held by the owner (land tenure) is very important during the valuation of the property. Titled land is valued differently compared to untitled land and in the cases that the occupant has a license or is a Kibanja owner, it necessitates that both the owner and licensee or Kibanja occupant are paid with the owner earning more than the licensee. From the

Figure 5, majority 54% of the respondents are licensees, followed by those who did not know 40% their land ownership status. As earlier explained, most people interviewed were tenants who were not aware of the type of the land holding. Only 4% reported to have titles and 2% are Kibanja owners.

Series1

54%

40%

4% 2%

Tittled Kibanja Licensee Don’t Know

Figure 5: Land Tenure

6.3.3 Main Source of Income Activities on the land include small scale industries such as furniture making and metal workshops, and small scale agriculture although this is to a limited extent. Structures on the land include shops, residential rental units. For the source of livelihood, almost all 90% of the respondents reported that they depend on activities located on this land, very few 6% depend on activities located elsewhere and just 4% are salary earners (see-Figure 6).

Activity Main Source of Income Salary located 4% elsewhere 6%

Activity located on this land 90%

Figure 6: Main Sources of Income 79

This therefore calls for careful and total dedication on the side of KCCA during the ESIA implementation to take maximum considerations on the affected people by compensating them adequately and also giving them enough time to relocate their businesses elsewhere without depriving them of their livelihoods.

6.3.4 Type of Businesses to be affected Figure 7 shows the type of businesses likely to be affected by the project, which includes; Kiosks (Craft shop, Video library, Vendor, Retail, Boutique, Technician, Butchery, Mobile money). These are mainly businesses that can be easily relocated to another place within the project area if not all the land is acquired or can as well be shifted to another place. Other types of businesses include; washing bays/night parking, welding, garages, petrol stations, restaurants, bars, charcoal vendors, hard-ware shops, timber shops, furniture shops, saloons, tailoring, spare parts shops, shoe repairs, flower beds and stalls.

Series1

36% 32%

3% 2% 2% 3% 3% 3% 1% 1% 3% 1% 3% 2% 1% 1% 2%

Figure 7: Types of likely businesses to be affected

6.3.5 Current Use of Affected Structures Similar to the situation above, majority (84%) of the structures to be affected by the project are used for small businesses as shown in Figure 8. At least 8% were used for small businesses and letting, and only 7% were used as residential and 1% for residential and letting. This confirms the likelihood of the project’s impact on the business community.

Residential Uses of affected Structures House Residential & 7% Letting 1%

Small Business & Letting 8%

Small Businesses 84%

Figure 8 Uses of the affected structures

6.3.6 Negative Impacts Respondents were asked what negative impacts were expected to come with the improvement of the roads. Results from figure 7 below indicate that; loss of business (87%) was ranked highest, followed by loss of loyal customers (74%) due to change of business location, loss of business location (57%) and reduction of working space (52%). The project implementation is also expected to cause decline in business (53%) and loss of employment as some businesses may just wind-up (37%). It is therefore recommended that KCCA implores the contractor to consider some of the project affected persons for employment.

Negative Impacts

Series1

Reduction of Working Space 52% Loss of Business Location 57% Loss of Business 87% Business Decline 53% Loss of Loyal Customers 74% Loss of Job 37%

Figure 9: Negative Impacts (%)

Despite the negative impacts, respondents were also happy with the potential positive impact of the projects. Asked about the expected benefits, majority (76%) reported that the road 81

improvement and expansion will lead to reduction of traffic jam, and therefore reduction in travel time (64%) and accidents caused due to the narrowness of roads (48%), cheap transport (45%), increase in customers (44%) and creation of jobs (33%). Other benefits reported included; development of the area, business growth, and beautiful and clean roads as shown in Figure 10 below.

Benefits of the Road Projects

Series1

Development of the Area 28% Cheap Transport 45% Beautiful & Clean Rds. 24% Business Growth 24% Increase in Customers 44% Create Jobs 33% Reduction of Traffic Jam 76% Reduction of Accidents 48% Reduction in Travel Time 64%

Figure 10: Benefits of the road projects

6.3.7 Recommendations by the PAPs The project affected persons were asked how they would like the situation to be handled in order minimize the impacts. They requested that compensations be adequately done and that they should be given sufficient time to plan and shift (76%).

Series1

Pay disturbance fees 45% Government to build for PAPs Market 70% Relocate & remain connected with… 40% Compensate in cash 61% Sensitize the PAPs on their rights &… 51% Give early notice so as to place where… 68% Get another good place to shift operation 76% Be considerate during Compensation 57% Discuss with PAPs before Compensation 50% Pay & give enough time to shift 76%

Figure 11: PAP suggestions

Those working along the road requested for Government to find land and build for them a market (70%), other requested that they are given early notice, pay them in cash plus disturbance allowance and sensitize the PAPs on their rights and obligations. Figure 11 shows suggestions made by the respondents.

6.3.8 Other mitigations suggested by PAPs include;  Develop other village roads too, so that all Ugandans can enjoy better roads not only in Kampala (50%)  Government should concentrate on health care so that healthy people move on the good roads (47%)  Develop other districts so that people are attracted there too instead of everybody coming to Kampala (66%)  Roads should be expanded as planed not construct narrow roads (47%)  Have completely new plans like in Mukono not expanding the old roads because this affects more people (42%)  Sensitize people about the project (65%) For the sake of harmony KCCA should involve the affected persons, right from the beginning so as to have them own the project and also consider their suggestions.

6.4 Conclusion The community discussions and stakeholder interviews showed that the community along the road projects will support the project if the compensation exercise is implemented in a professional and fair manner. The community and the key stakeholders have expressed support for the project since they see it as a way of reducing traffic jam, accidents and travel time; it will also lead to a better organized clean city as well as employment creation for themselves or their children during construction. Notwithstanding the anticipated benefits, the project will lead to negative social and economic impacts. It is recommended that the developer implements all the mitigation measures suggested in this report. To ensure that the project is managed perfectly to a logical conclusion, the developer should make the necessary budgetary provisions to ensure that mitigation commitments in the ESIA and monitoring programs stated herein are effectively implemented. Detailed stakeholder sensitization minutes and list of members present are attached in appendix iii and iv respectively.

7 ASSESSMENT OF POTENTIAL ENVIRONMENTAL AND SOCIAL IMPACTS OF THE PROPOSED PROJECT AND RECOMMENDED MITIGATION MEASURES

7.1 Introduction Following desk studies and the field survey, the potential environmental and social impacts of the proposed project were determined. Under this section the potential environmental and social impacts of the proposed project are presented. These include the impacts of all the named roads construction and junction improvement simultaneously discussed. The measures proposed to mitigate/enhance each of the identified impacts are also discussed. .

7.2 Pre-construction phase impacts on the socio-economic environment

7.2.1 Positive impacts 7.2.1.1 Potential creation of job opportunities The project will create employment opportunities during the planning and design phase. The potential beneficiaries will include people who will be recruited to undertake the surveys and geotechnical investigations to inform the project designs.

Overall, the surveys will include engineering, valuation, land survey, geotechnical, and hydrological and other environmental and socio-economic surveys, among others.

Impact enhancement measures . Only trained and professional drivers should be allowed to drive the investigation teams. . Training of workers of any development is key to their safety. All workers should be inducted on safety issues before they commence their investigations . Project workers and communities are inducted and sensitized on protection of children and criminal effects of sexual engagement with children including street kids as a result of the road project

7.2.2 Potential Negative Impacts 7.2.2.1 Occupational Health and Safety Impact Human accidents during the planning and design phase may occur as a result of careless driving, bites from poisonous fauna such as snakes or from slips and falls as the investigation crew walks through the wild and along steep slopes in search for murram and other material sources.

Assessment of the significance of the impact The extent of the impact would be Local. The duration of the impact would be short-term. The magnitude of this impact would be Low. 84

Severity of the impact As shown in the table below, the severity of this impact would be high.

Magnitude Extent Duration Total score (Severity) 10 (Low) 20 (Local) 05 (short-term) 35 (low)

The likelihood of the impact The likelihood of the impact occurring is medium. Significance of the impact The significance of the impact would be Negligible -Minor as shown in the table below.

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor - Moderate Moderate High Minor Moderate Major Major

Mitigation measures The following measures are proposed to mitigate human accidents/injuries;  All people carrying out investigations by the road side should wear high visibility vests.  Only trained and professional drivers should be allowed to drive the investigation teams.  First Aid kits should be carried around by the investigation teams during the surveys.  The investigation team should be observant of any pits within their areas of investigations.  Training of workers of any development is key to their safety. All workers should be inducted on safety issues before they commence their investigations Application of the above mitigation measures will reduce the impact likelihood to low and the impact significance to Negligible.

7.2.2.2 Loss of Land/Property and Resettlement The most significant wealth distribution mechanism resulting from the proposed road will likely stem from permanent and temporary land take for borrow pits and quarries, diversions and equipment storage areas. The Land Act of 1998 requires that any undertaker executing public works on land shall promptly pay compensation to any person having an interest in the land, for any damage caused to crops or buildings, and for the land and materials taken or used for the works. Implementation of the proposed project will mean that structures located in the areas

affected by land take will be vacated. In other words, the affected persons will involuntarily be displaced. The affected persons will be entitled to compensation.

Generally, no new borrow pits and stone quarries will be opened for this particular project as the materials (gravel, aggregate, hard-core, etc.) are to be sourced from commercial sources. Physical due diligence for some of potential commercial sources has already been undertaken as an integral part of this study to ascertain levels of compliance with statutory requirements as shown in Table 3-2 and Table 3-3. Further due diligence will be undertaken if the Contractor identifies commercial sources other than those that have been covered in this report. Yet, should there be need to open up a new borrow pits or a quarry, and therefore land take, an abbreviated RAP will be prepared and relevant environmental statutory approvals shall be obtained before opening up and operating such facilities.

Severity of the impact The severity of the impact has been assessed on the basis of professional judgment and experience of the consultant from similar projects. The severity of the soil erosion impact is determined to be low.

Magnitude Extent Duration Total score (Severity) 60 (high) 10 (site specific) 05 (short-term) 75 (high)

The likelihood of the impact The likelihood that the soil erosion impact is likely to occur is high.

Significance of the impact The significance of the soil erosion impact would therefore be Minor as shown in the table below.

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible–Minor Minor Severity Medium Negligible Minor Minor-Moderate Moderate High Minor Moderate Major Major

Mitigation measures  Compensation shall be paid for land required for the construction of the proposed roads. Compensation will be provided in accordance with Ugandan laws, including the Constitution of 1995 and the Land Act of 1998, among others and the World Bank Safeguard Policy OP 4.12 Involuntary Resettlement.

 Where necessary a Resettlement Action Plan (RAP) shall be undertaken to quantify affected acreage, persons and property.  Establish a functional complaint handling system with a clear hierarchy to manage emerging complaints from the workers and PAPs Application of the above mitigation measures will reduce the impact magnitude to negligible, the likelihood to low and the impact significance to negligible.

7.3 Construction phase

7.3.1 Potential impacts on the socio-economic environment 7.3.1.1 Positive Impacts (i) Creation of employment opportunities and improvement in livelihoods Project implementation during the construction phase will avail job opportunities to both the skilled and unskilled personnel. This is a positive impact of the proposed project on the affected communities. There is already much anticipation among the ZOI communities and local leaders that the local population will be employed on the road project, for whatever task will be found to lie within their capabilities. Certainly, several members from the local population will be considered for unskilled positions such as casual labourers, drivers and masons. These skills are readily available within the ZOI.

The impact is short-term and reversible but could lead to improved incomes and indirectly enable employed community members to access basic social services such as; health services, and accesses other livelihood extension services. Potential employment opportunities will, however, be temporal and it is unlikely that the impacts of increased spending power will have permanent benefits for longer periods. However, increased volume of trade resulting from an improved road will lead to higher economic growth generally.

Impact enhancement measures The following measures are proposed to enhance creation of employment opportunities;  To prevent conflicts and bad attitudes towards the contractors and their workers, it is strategic that the contractors give priority for employment to the local people (especially those that will be directly affected by the project) as much as possible.  There must be affirmative action taken to employ disadvantaged groups of people in the ZOI especially the youth and women. Gender issues should be taken into consideration during recruitment of employees on the project. Women must be given opportunities to participate on the road project and when hired must not be discriminated against in terms of pay and sexual abuse.

 Ensure that the national Labor laws and Employment Act are adhered to (including aspects of child labor requirements). (ii) Creation of business opportunities With the commencement of construction activities, the influx of workers to the project sites is likely to attract small scale business opportunities. These may include the growth of eateries and hawkers that may seek to market food and products to the project workers. Given the urban nature of the project, most casual workers will reside in own rented accommodation around the project area and commute to the project sites daily. However, given that a Workers’ Camp (complete with accommodation, laboratory and office facilities) is planned to accommodate about 22 foreign workers; this will further increase demand for local products including food supplies. A certificate of approval for Environmental and Social Impact Assessment for the Workers’ Camp has already been obtained from NEMA as shown in Appendix XIII.

As a result, this could result in considerable short term positive improvement in economic situation of some people in the project area. Meanwhile, some workers may prefer to find accommodation in and around the project sites; thereby leading to more income earnings to the local population.

Impact enhancement measure  Ensure that workers are inducted and sensitized on HIV/AIDS scourge to avoid social misdemeanor among the workers residing outside the camp.  Institute a non-fraternization policy at the workers’ camps as a measure to control against prostitution and misconduct  Ensure that workers and communities are inducted and sensitized on protection of children and criminal effects on sexual engagement of children including street children as a result of the road project  Ensure that regular business dealers and especially food vendors are registered for identity and avoidance of unfair treatment by workers, such as denial of payment entitlements 7.3.1.2 Negative impacts (i) Land take from the design review and acquisition of auxiliary facilities With design reviews, there is a likelihood of additional land requirements to accommodate the slight changes in the initial designs of roads and junctions. This may entail a slight increase in the number of PAPs and therefore compensation costs. As already discussed in sub section 7.2.2.2, acquisition of land for auxiliary facilities is envisaged for the workers camp and material storage yard only. Based on the initial plan, no quarries and borrow pits will be opened for this proposed project because the construction materials including gravel and aggregate are to be procured from commercial sources, whose compliance with statutory requirements can be confirmed through physical due diligence. Whereas due diligence has already been carried out on some of the

commercial sources suggested in this report, it is further required if the Contractor decides to procure materials from sources not assessed in sub section 3.4.1.1.

However, land take can be possible if the Contractor finds a reason to change the original plan and open new borrow pits and quarries for this particular project.

Assessment of the significance of the impact The spatial extent of this impact would be Local limited to the roads, junctions as well as quarries and borrow pits and their immediate environs. The duration of the impact would be short-term mostly expected last until the end of the construction phase, but the magnitude of this impact is expected to be Low.

Severity of the impact As shown in the table below, whereas the impact magnitude is expected to be Low and local in spatial extent, the duration is long term, especially for the land acquired in the road reserve after the desin review, thereby leading to the medium severity of this impact. The assessment was based on the professional judgment and experience of the consultant in similar projects.

Magnitude Extent Duration Total score (Severity) 10 (Low) 20 (Local) 20 (long term-term) 50 (medium)

The likelihood of the impact The likelihood of the impact occurring is medium if the Contractor takes the necessary safety and precautionary measures.

Significance of the impact Given the level of impact severity and likelihood of its occurrence, the significance of the impact has been determined as being Negligible -Minor.

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor - Moderate Moderate High Minor Moderate Major Major

Impact mitigation measures

 Land acquisition from any additional possible road redesign should be compensated based on the RAP guidelines.  An abbreviated RAP will be prepared by the Contractor for all land acquired for auxiliary activities and compensation done prior to takeover of the land. 89

 Management of complaints (including training of GRCs) and compensation of PAPs that may be pending (ii) Occupational and community Health and Safety During the construction phase issues associated with OHS are likely to result from inappropriate use of Personal Protective Equipment (PPE) such as hard hats, gloves, safety shoes, goggles, etc., by the workers at the project sites. Limited use of PPE may compromise the health and safety especially through reduced eye protection, injury, hearing protection and others.

This is a negative impact and more safety concerns may result reckless driving and, if improperly covered, spillage of construction waste on the road to the waste disposal site. Lack of standard warning and guiding signs at the project sites could also result in the collision of vehicles along the project sites.

During the operational phase of the project facilities (roads and junctions), health and safety risks could be elevated the “new road effect.” The level of risk could result from limited consideration of safety concerns during the construction phase. This way, the improved state of road could tempt drivers into careless over-speeding leading to increased risk of accidents. However, several traffic safety elements will be included in the roads designs such as road signs, road marking, road kerbs, rumble strips, road speed humps, and use of covered rectangular drains where pedestrian traffic is high and there is limited land access, street lighting and traffic signals. Hence, the safety and health concerns of the general public will be minimized during the operational phase of the project.

Assessment of the significance of the impact The spatial extent of this impact would be Local limited to the roads, junctions and their immediate environs. The duration of the impact would be short-term mostly expected last until the end of the construction phase, but the magnitude of this impact is expected to be Low.

Severity of the impact As shown in the table below, the severity of this impact would be high. The assessment was based on the professional judgment and experience of the consultant in similar projects.

Magnitude Extent Duration Total score (Severity) 10 (Low) 20 (Local) 05 (short-term) 35 (low)

The likelihood of the impact The likelihood of the impact occurring is medium if the Contractor takes the necessary safety and precautionary measures.

Significance of the impact Given the level of impact severity and likelihood of its occurrence, the significance of the impact has been determined as being Negligible -Minor (see table below). 90

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor - Moderate Moderate High Minor Moderate Major Major

Mitigation measures  Provide appropriate and adequate protective wear such as reflectors, safety shoes, ear muffs, gloves, goggles, and others to ensure optimum safety for the workers.  Attach speed limits to vehicles that will use the road  Incorporate speed control devices such as humps into the road design.  Post reflective, directional and warning signs for road diversions at reasonable distances ahead of the diversion roads.  Provide efficient and adequate traffic diversion roads  Properly cover materials carried by haulage trucks with a tarpaulin.  Incorporate pedestrian walkways/shoulders, cycle ways, efficient pedestrian crossing signals at all the intersections, guard rails on the sides of the carriageway, safe stopping/parking spaces/lay-bys into the road designs.  Fill excavated potholes, ditches, and trenches etc.  Erect visible road signs warning road users about on-going road construction works  Put in place proper and visible guiding signs or recruit traffic wardens/guides to direct vehicles.  Placing of warning signs on vehicles moving bitumen and fuel.  Place warning signs along the road indicating the presence of vehicles moving heated bitumen.  Documentation of Accidents and actions taken  Institute a public road safety awareness programme and train workers and local communities in their safety. Ensure regular safety talks to all workers and institute strict punitive measures for non-compliance with safety rules.  Carryout HIV/AIDS awareness raising campaign with workers and local communities, strategically integrating workers residing both in and outside the camp.  Regulate and institute a strict code of conduct at the Workers’ Camp, to ensure that facilities such as lavatories, bathrooms, and accommodation are separated according to gender.  Suppress dust emissions by regularly sprinkling water during dusty conditions to improve visibility and at the same time minimize the health impact of dust pollution to both workers & the general public.

 Install screening concrete barricades and warning conspicuous tapes in and around disturbed and excavated areas to control access & minimize pit-falls/ accidents for both workers and the general public. Application of the above mitigation measures will reduce the impact likelihood to low and the impact significance to Negligible.

(iii) Assault/Attack/ intimidation/detention This is a potentially negative impact of the project on the project staff. The people that will be carrying the various investigations will be susceptible to assault/attack/intimidation by the local people especially where communities face insecurity of land tenure. The impact is most likely to occur if the project activities are carried out during the night or in case of erroneous trespass through contested land. The likelihood of its occurrence could also be enhanced by damage on the properties uncompensated for or occurrence of accidents resulting from reckless driving by the Contractors’ drivers.

Assessment of the significance of the impact The spatial extent of this impact is determined as being Local, mostly limited to the project area and ancillary facilities such as the workers camps where project activities are concentrated. The duration of the impact would be short-term, likely to last for the construction phase. The magnitude of this impact would be negligible.

Severity of the impact As shown in the table below, the severity of this impact would be Low (see the table below) and has been determined on the basis of professional judgment and experience of the Consultant from similar projects in the area.

Magnitude Extent Duration Total score (Severity) 0 (negligible) 20 (Local) 05 (short-term) 25 (Low)

The likelihood of the impact The likelihood of the impact occurring is low given that with measures such as enhanced security and limiting activities to day time will improve security of workers, thereby reducing the chances of impact occurrence.

Significance of the impact The level of impact severity and likelihood of impact occurrence resulted in the determination of the significance of the impact as being minor as shown in the table below.

Impact Likelihood

None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor - Moderate Moderate High Minor Moderate Major Major

Mitigation measures  The project staff should not trespass in private property without due authorization  Ensure controlled driving behavior in community areas to avoid accidents and conflicts  Provide onsite security to protect the project personnel and equipment from unnecessary intimidation/harassment and vandalism  Report all the criminal cases to the police for necessary legal actions Application of the above mitigation measure will reduce the likelihood of the impact to none and the significance of the impact to Negligible.

(iv) Damage of property and utilities This is a potentially negative impact. It follows that during the construction phase, earthworks are likely to result the dame of properties including ornamental plants, crops and underground utility cable networks. Crops and flower gardens may be destroyed and lost during surveying, road boundary marking and associated road construction activities. Some flower gardens will be destroyed during earth stripping activities at the beginning of the construction phase. The impact is likely to be enhanced at the road junctions where established flower gardens will be removed to pave way for project implementation.

Construction activities such as earth stripping or bulldozing, damage of utilities including underground cable networks and water pipes could occur. This could result in temporary floods but also supply cut-offs for some areas near or far from the project sites. Provision of the information details on the underground network cables (Appendix X) will help to reduce the significance of the impact.

Assessment of significance of the impact The extent of this impact will be site specific and therefore Local by spatial extent. The duration of the impact would be permanent because the damaged gardens will not be restored after the road dualling and improvement of junctions. However, the magnitude of this impact will be negligible because areas with crops and gardens in the proposed project area are limited to roundabouts and localized stretches required for road dualling.

Severity of the impact The severity of this impact is determined as being be low because the impact will be limited to a few areas where gardens exist.

Magnitude Extent Duration Total score (Severity) 10 (low) 10(site specific) 20 (permanent) 40(medium)

The likelihood of the impact The likelihood of the impact occurring is medium because the requirement for land for expansion of the roads (dualling) will increase chances of clearing gardens on the road sides.

Significance of the impact Generally, the spatial area covered by gardens likely to be affected is small and mostly concentrated along Makerere hill road and at the roundabouts such Fairway roundabout. Besides, being located in the urban environment, most sections of project areas are under structures with limited areas, if any at all, dedicated to crop growing. Thus, the significance of the impact is determined as being minor.

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor - Moderate Moderate High Minor Moderate Major Major

Mitigation measures

The following measure is proposed to mitigate destruction of crops;  Adequate and prompt compensation for any damage made to crops or flower gardens shall be carried out where space allows an opportunity. Application of the above mitigation measure would reduce the magnitude of the impact to Low, the impact severity to low and the impact significance (v) Destruction of physical cultural resources

The potentially negative impact is linked to the tree with cultural attachment. The impact on sites of cultural, historic or traditional significance could increase with potential chance finds during gravel excavation in hitherto unknown areas of historical significance. It is envisaged that the construction of Bakuli-Kasubi-Nothern bypass will result in the destruction of the cultural tree which is located within the proposed road alignment. The potentially affected tree is locally perceived to possess supernatural powers. 94

Assessment of the significance of the impact The spatial extent of this impact would be site specific/local although the duration of the impact would be permanent. The magnitude of this impact would be high. Severity of the impact The severity of this impact would be high due to the people’s cultural attachment to the potentially affected sites or objects. The impact severity was determined through professional judgment and experience of the consultant from similar projects in the area.

Magnitude Extent Duration Total score (Severity) 60 (high) 10(site specific) 20 (permanent) 90 (high)

The likelihood of the impact The likelihood of the impact occurring is medium considering the urbanized nature of Kampala, though one tree with cultural attachments was recorded during the survey.

Significance of the impact Based on the severity of the impact and its likelihood, the significance of this impact is determined to be major as shown in the table below.

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor - Moderate Moderate High Minor Moderate Major Major Mitigation measures Apart from the one tree, it is unlikely that any other cultural or historical sites will be discovered during the road construction. However, should any archaeological or historic findings be found (especially along Bakuli-Kasubi road),

 Work must immediately stop along that section, and the Supervising Engineer, Department of Musuems and Antiquities and the competent authority under NEMA immediately informed to take a decision on the way forward.  Care must be taken during the excavation of borrow pits to avoid family or clan graveyards. It is required that the contractor establish the proximity of potential graveyards around the selected burrow pits before final negotiation with the owner of the relevant.  The threat of destroying the cultural tree has been addressed by phasing the construction of the road to ensure that the first phase of project implementation stops at Kasubi. The road design review for the subsequent phase will ensure adjustments on the road realignment to avoid

socio-cultural and environmental impact associated with the clearance of the cultural tree in consultation with the cultural institution and most especially the Buganda Kingdom and also the Department of Museums and Monuments in the Ministry of Wildlife and Antiquities.  More procedural steps in line with the chance finds are outlined in sub section 2.3.5 Application of the above mitigation measures will reduce the impact magnitude to negligible, the likelihood to low and the impact significance to negligible.

(vi) Ground vibrations and noise emissions Road construction activities such as excavation works, road compaction and haulage of materials such as aggregate, hardcore, gravel, etc, will increase noise levels and adversely affect the working and living conditions in the project area. Materials haulage will involve heavy vehicles delivering construction materials on site and transporting spoil material off site. Road construction machinery (bull dozers, caterpillars, concrete mixers, graders, wheel loaders and excavators, etc. and supporting machinery such as generators etc. can also generate considerable amounts of noise at different parts of the projects sites especially if under or un-serviced.

For the purpose of assessing ground vibrations, the road constructions are conveniently classified into three categories of equipment;  Tracked plant, such as dozers and tractor shovels  Rubber-tyred plant, such as motorized scrappers and dump tracks  Continuous or intermittent impacting plant such as pile drivers and vibratory rollers. Other sources of noise and ground vibrations are the demolition of the structures such as Makerere College Administration building and haulage of the demolition rubble. Ground vibrations may be enhanced in the adjacent buildings resulting in architectural and structural damage to the fabric whether by repetition of stress loading or direct rapture, or cause disturbance to the occupants. Prolonged vibrations could stretch tolerance limits, intrusion and fears for personal safety among the students and university community using the affected buildings.

One of the key impact hotspots is Makerere University where noise and vibrations could significantly disrupt the studies and reading activities at the following affected areas; Makerere University School of law, Makerere College Classroom block, Makerere College Girls’ hostel and the multi-storied block (with library and classrooms). Increased traffic volumes resulting from the improved road will also increase the existing noise levels. Increase in the prevailing noise levels can cause discomfort and ear impairments among people close to the site.

Assessment of the significance of the impact The extent of this impact would be local (within 5km radius of the affected sites). The duration of the ground vibrations and dust emissions impact would be short-term mostly conspicuous during the construction phase, while noise emissions would continue throughout the operational phase 96

albeit at comparatively lower levels. The magnitude of this impact would be high especially around Makerere Hill and facilities such as clinics, institutions of learning, hotels etc. along other Batch 1 roads, albeit with varying levels of intensity. The intensity of the impact on Makerere Hill Road is a result of increased proximity of the lecture rooms, classes, hostels and library as illustrated in Table 7-1;.

Table 7-1: Impact of land take and increased proximity to the expanded Makerere Hill Road

Area of impact Situation at key impact receptors (Meters) As is: before After Road Construction construction Makerere Law School building (Lecture room, offices) Distance from the veranda and edge of the road carriage 11.4 -11.7 5.7 way Distance from the building and the edge of the road 1.4 embankment Makerere College School Administration block From the building to the road carriage way 4.5 Demolished Classroom block From the building to the edge of the road embankment 1.7 From the building to the road carriage way 8.6 – 12.9 5.0 Multi-storied block (library, classroom) From the staircase to the edge of the road embankment --- 1.2 (to be relocated). From staircase to the road carriage way 9.7 4.2 From the building to the edge of the road embankment 4.2 From the building to the edge of the road carriage way 12.4 7.3 Girls’ Hostel From the building to the edge of the road embankment 0.4-0.5 Building to the road carriage way 8.4 – 8.8 4.1 – 4.3

Distance between the building and the edge of the road embankment after construction (1.4m)

Distance between the building and the road carriage way after construction (5.7m)

Distance between the building and 97 the edge of the road embankment after construction (0.4 -0.5m)

Distance between the building and the edge of the road embankment after construction (1.7m)

Distance between the building and the road carriage way after construction (5.0m) Administration block to be demolished c

Figure 12: Vulnerability at Makerere University School of Law and Makerere College School structures Severity of the impact The severity of this impact is expected to be low as shown in the table below.

Magnitude Extent Duration Total score (Severity) 10 (low) 20 (local) 05 (short- term) 35 (low)

The likelihood of the impact The likelihood of the impact occurring is high.

Significance of the impact The impact significance would be “Large” as shown in the table below.

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor – Moderate Moderate High Minor Moderate Major Major

Mitigation measures The following measures are proposed to mitigate increase in prevailing noise levels:

 Fitting silencers/ mufflers on project machinery during operation ;  Regular servicing, maintenance and appropriate repair of haulage vehicles and construction machinery with potential to generate noise;  Ensure a temporary noise barrier during construction at hotspots to shield classes, libraries and residential areas from noise and dust emissions.  Permanent noise barrier at hotspots e.g. Makerere Law School, Makerere College School structures (Classroom block, multi-storied building, and hostel) that border the road,  Noise and vibration prone activities shall be harmonized with school operations to ensure that studies are not disrupted during day-time hours and simultaneously work to minimize disrupting school night preparatory activities and rest time of students. No night activities shall be permitted around residential areas as well.  Construction activities at areas of students’ residence such as the girls’ hostel will only be permitted during day when all students are out in classrooms. Night construction works around school areas shall only be permitted during school holidays when there are no resident students.  Deploy flagmen and post road signage to limit traffic speed at areas with schools, such as Makerere College School, Mengo Senior Secondary School, etc., to avoid the risk of accidents, dust and noise nuisance.  Conduct a structural integrity assessment for all potentially affected buildings located on Makerere Hill Road to establish their baseline conditions before road construction and inform decision making process during and after road construction.  Controlled vibrations such as with use of rolling dynamic and rubblising around areas where the impact of road construction could result in the damage of structures such as Ham Towers, Makerere College Girls’ hostel, e.t.c. The approach is comparatively better than use of conventional vibrating drum and sheepsfoot rollers1

1 See Soil Compaction; Providing a base for soil compaction, accessed on 9/01/2015, and available at the web page https://ecms.adelaide.edu.au/civeng/research/mining/geotech/impact-roller-v01.pdf

 Regular monitoring of the structures potentially affected by vibrations during the construction phase shall be done to ensure timely response to avoid adverse impacts on lives and property.  Where damages of structures such as development of cracks on buildings in the immediate environs of the project sites are confirmed as a direct impact of vibrations, KCCA shall actively engage the owners of all affected properties for compensation.  Appropriate PPE (ear muffs etc.) should be provided to the staff at the work sites and contractors should ensure that wearing of the ear protection device by workers is mandatory; especially for those who work close to the noisy machines;  Since the impact of noise increases with increase in exposure time, the work schedules for project staff exposed to such noise/ vibration should also be designed to limit the exposure time. No worker should be exposed to noise level greater than 70 dB (A) for a duration exceeding 8 hours per day as stated per the National Environment (Noise Standards and Control) Regulations, 2003. Application of the above mitigation measures will reduce the impact magnitude to negligible, the likelihood to low and the impact significance to negligible.

7.3.2 Impacts on the Bio-physical environment 7.3.2.1 Negative Impacts (i) Potential occurrence of soil erosion During the construction of the roads and junctions, activities such as excavation, removal of vegetation cover and or top soil and stock piling at construction sites may loosen the soil and expose it to agents of erosion including water and wind.

Construction of paved roadside drains will increase the erosive velocity of runoff from roads. This negative impact may further adversely cause soil erosion in areas it is directed to. Haulage tracks moving along undesignated routes are likely to compact the soil. Soil compaction can reduce the infiltration capacity, increase surface water flow, and eventually, soil erosion.

The eroded soil may end up downstream the project area and increase high sediment load and turbidity of the streams/rivers. This could result in the damage of spawning habitats and affect other biota in the water.

Assessment of the significance of the impact The extent of the impact on geology would be site specific (within 1 km radius of the site) considering that soil would be eroded from only those sites to be disturbed by the project activities. The duration of the impact would be short term (0 to 5 years) considering that grass that prevents soil erosion usually take far less than 5 years to regenerate at disturbed sites. The magnitude of this impact would be low.

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Severity of the impact Based on professional judge and experience of the consultant from similar projects, the severity of the soil erosion impact is determined to be low.

Magnitude Extent Duration Total score (Severity) 10 (low) 10 (site specific) 05 (short-term) 25 (low)

The likelihood of the impact The likelihood that the soil erosion impact is likely to occur is high.

Significance of the impact The significance of the soil erosion impact would therefore be Minor as shown in the table below.

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible–Minor Minor Severity Medium Negligible Minor Minor-Moderate Moderate High Minor Moderate Major Major

Mitigation measures The following mitigation measures are recommended to reduce the impact of soil erosion;

 Vegetation clearance should be limited to only the area where it is absolutely necessary  During the decommissioning phase of the project, areas not paved should be planted with trees and grass indigenous to the sites to avoid further erosion. Planting of grass should be done over a layer of top soil (loam soil).  Erect soil erosion control/protection measures such as lining of drains, maintaining a grass cover within drains, stone pitching, and construction of stabilisation basins and other scour checks/check dams in drains along access roads.  Avoid stockpiling of soil near water ways/ wetlands or on slopes  Stock piled materials should be covered with fabric or planted with grass.  Surround erodible stock piles with a ring of stones to prevent materials being washed away by surface runoff.  Protect areas susceptible to erosion using either temporary or permanent drainage works  Newly eroded channels should be backfilled and restored to natural contours and planted with grass.  Construction of infiltration ditches and soak pits within road reserve if water cannot be discharged onto lower catchment 101

 Gulley control using gabions or check dams  Construct artificial waterways  Protect/stabilize culvert outfalls by installing aprons or cascades/steps  Protect slopes and embankments by planting with grasses and shrubs - where applicable since most of the road reserve is expected to be paved Application of the above mitigation measures will reduce the impact likelihood to medium and the impact significance to negligible-Minor.

(ii) Soil compaction Soil compaction is a negative impact on the biophysical environment, likely to occur in different areas from various sources including construction of ancillary facilities, material stockpile areas, and road construction. The equipment such as compressors, heavy trucks, wheel loaders, etc. will be used. Haulage trucks moving along undesignated routes are also likely to compact the soil. Also areas cleared of vegetation beyond the project designated area could, if un-restored, attract unintended usage such as parking by motorists or car washing thereby causing sustained soil compaction. Compaction of soil would reduce the water infiltration capacity, increase surface water flow, and consequently soil erosion and possibly water logging in localized areas.

Assessment of the significance of the impact The extent of this impact would be site specific (within 1 km radius of the site) considering that soil would be compacted from only those sites that would be disturbed by the project activities. The duration of the impact would be short term (0 to 1 years) considering the duration of the road construction work. The magnitude of this impact would be low.

Severity of the impact Based on impact magnitude, duration and spatial extent, the severity of the soil erosion impact as a result of soil compaction is determined to be low.

Magnitude Extent Duration Total score (Severity) 10 (low) 10 (site specific) 05 (short-term) 25 (low)

The likelihood of the impact The likelihood of the soil erosion impact occurring is high.

Significance of the impact The significance of the soil erosion impact would therefore be Minor as shown in the table below. Impact Likelihood None Low Medium High

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Impact Low Negligible Negligible Negligible–Minor Minor Severity Medium Negligible Minor Minor-Moderate Moderate High Minor Moderate Major Major

Mitigation Measures The following mitigation measures are recommended to reduce the impact of soil compaction;

 Exposure of bare ground should be minimized by limited project activities such as vegetation clearance to the designated areas.  Where possible, use existing roads as access routes e.g. quarries and borrow pits.  Restrict movement of vehicles within the site to only designated areas.  Ensure that areas not needed as hard pavements are ripped and vegetated upon site decommissioning. Application of the above mitigation measures will reduce the impact magnitude to negligible, the likelihood to medium and the impact significance to negligible-minor.

(iii) Change in the geological substructure Negative impact from excavation activities and vegetation clearance may result in relative change in the arrangement and structure of the soils, cut and fill processes, involve; landslides, rock falls and accelerated soil erosion. Material sourcing could result in the exposure of less subsurface soil layers and depressions that may not easily promote faster vegetation regrowth or even be breeding grounds for vectors if left unrestored. In addition, Construction material stockpiles such as gravel may, if left unused, alter the soil profile.

Assessment of the significance of the impact The extent of this impact would be site specific (within 1 km radius of the site) considering that only the soils at the affected sites or close to the affected sites would be affected. Also, the indirect impacts of change in geological substructure are not expected to go beyond 1km radius from the affected sites. The duration of the impact would be long term. The magnitude of this impact would be low.

Severity of the impact As shown in the table below, the severity of this impact would then be medium.

Magnitude Extent Duration Total score (Severity) 10 (low) 10(site specific) 20 (long-term) 40 (medium)

The likelihood of the impact 103

The likelihood of the impact occurring is high considering that the project will involve excavation of material from quarries that can lead to change in the geologic substructure.

Significance of the impact The significance of the impact would therefore be moderate

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor - Moderate Moderate High Minor Moderate Major Major

Mitigation measures  The activities likely to result into change in the geological structure should be limited to only the areas under operation.  Cuts should not exceed the angle of repose which could lead to rock falls, slips and land slides  Have separate stock piles for each type of material excavated. This should be done to ensure systematic backfilling of created pits and to maintain a geologic arrangement close to the original.  Protect areas susceptible to erosion using ether temporary or permanent drainage works  Prevent scouring of slopes  Prevent ponding  All borrow pits and quarry sites opened by contractors for the purposed of the proposed project should be restored to as near as possible their original topography. Otherwise, the restoration of commercial material sources is resident on the private owners. Application of the above mitigation measures will reduce the impact magnitude to negligible, the likelihood to medium and the impact significance to negligible-minor.

(iv) Displacement of earth material/soil Earth will be displaced during acquisition of materials from quarries and borrow pits for the construction of the proposed road. Earth will also be displaced during cut processes but this earth will most likely be replaced during fill processes, leading to negative effects on the environment. Acquisition of earth material from quarries and borrow pits results in adverse creation of cliffs and may lead to unstable earth conditions.

Assessment of the significance of the impact

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The extent of this impact would be site specific (within 1km radius of the site) considering that only the earth at the affected sites or close to the affected sites would be displaced. Also, the indirect impacts of displacement of earth are not expected to go beyond 1km radius from the affected sites. The duration of the impact would be long term. The magnitude of this impact would be Negligible.

Severity of the impact As shown in the table below, the severity of this impact would then be Medium.

Magnitude Extent Duration Total score (Severity) 20(Medium) 10 (site specific) 20 (long-term) 50 (Medium)

The likelihood of the impact The likelihood of the impact occurring is high considering that some section of the project roads to be re-constructed will have to undergo cut and fill processes. In addition, some of the construction material will be displaced from quarries or borrow pits.

Significance of the impact The significance of the impact would then be Moderate as shown in the table below.

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor - Moderate Moderate High Minor Moderate Major Major

Mitigation measures The following measures are proposed to mitigate the impact of displacement of earth;  All quarries and borrow pits opened up by Contractors should be restored with spoil material from the road cuts and top soil initially removed from the quarry and borrow pit areas.  Gravel excavation should consider cutting to gentle inclinations to ease restoration of material sources to original landscapes.  The top soil should be planted with grass to keep it in place. In areas with a steep terrain, the planting of grass should be undertaken during the dry season and sufficiently watered so that the top soil is not washed away by storm water before the grass grows.  Cuts at material sources should not exceed the angle of repose which could lead to rock falls, slips and land slides Application of the above mitigation measures will reduce the impact magnitude to negligible, the likelihood to Low and the impact significance to negligible. 105

(v) Soil pollution Soil contamination could result from improper disposal of used oils and lubricants, oily rags and cans. This results in negative environmental effects as soil may also be contaminated by bitumen spills especially during asphalt plant operations, surfacing of the road and transportation of bitumen. Accidental oil/fuel spillages during refueling of project vehicles and generators, maintenance and servicing of vehicles and generators at workshops, refilling of vehicles, and vehicular accidents may also pollute the soil. Soil could also be polluted as a result of improper disposal of waste.

During the operation phase of the project, washing bays that may be established along the dual carriageway could exacerbate soil pollution by oils from cars and road construction equipment.

Assessment of the significance of the impact The extent of the impact would be site specific (within 1 km radius of the site) considering that only the soils at the affected sites or close to the affected sites would be affected. Some of the indirect impacts of soil pollution may however extend beyond the 1km radius. The duration of the impact would be short term. The magnitude of this impact would be low.

Severity of the impact As shown in the table below, the severity of this impact would then be low.

Magnitude Extent Duration Total score (Severity) 10 (low) 10(site specific) 05 (short-term) 25 (low)

The likelihood of the impact The likelihood of the impact occurring is high considering that oil and lubricants if precautionary measures are no taken during the construction phase of the project.

Significance of the impact The significance of the impact would therefore be minor as shown in the table below.

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor - Moderate Moderate High Minor Moderate Major Major

Mitigation measures

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 All waste lubricants and oils should be collected and recycled or disposed of offsite to approved sites of disposal by a NEMA certified waste handler.  Have central locations for refueling of vehicles and fuel powered machinery.  The floors of refueling points should be bunded/lined with impervious material.  Plastic sheeting should be placed under hazardous material and their storage areas to collect and retain leaks and spills  Contaminated storm water at oil storage areas should be drained / led into ditches and ponds with oil traps (interceptors).  Contaminated and worn plastic sheeting should be packed into drums and disposed in approved waste disposal sites and managed by a NEMA certified waste handler  Avoid spilling of surfacing materials such as bitumen on surfaces outside the project site meant for bitumen spray. During transportation, bitumen should be well packed to avoid spillages  Bitumen should not be applied on the carriage ways during strong winds, or heavy rains  Unused bitumen should be collected for future use  Bitumen should not be discharged into side drains  Bitumen drums should be stored in designated locations and not scattered along the road.  Regular servicing and maintenance of vehicles and construction machinery to prevent spillage of fuel and oils.  An oil spill prevention and counter measure Plan should be developed and followed. Below are the recommendations of what should be included in the spill prevention and counter measure Plan  Institute stringent fuel storage and refueling procedures such as not refueling or transferring fuel after dark or under deficient light conditions.  Restriction of fuel transportation to day time as it is easier to deal with accidents during day time.  Concrete casing of fuel storage tanks with a bund around it.  Using only fuel storage tanks of a double casing  Installation of oil interceptors at fuel storage areas  Use drip pans (wherever necessary) during fuel transfer into onsite tanks.  Stock adequate supplies of oil/fuel spill control kits and train some staff in spill prevention and control.  Contract a NEMA licensed waste contractor to collect and dispose of oily waste. Alternatively, if agreeable, waste oil should be returned to suppliers for either reprocessing or reuse.  Observe and enforce strict enforcement of speed limits when transporting hydrocarbons or waste oil. 107

 A proper waste management Plan should be developed and followed. The recommendations for inclusion into the Waste Management Plan include;  Wastes must be appropriately segregated into categories such as; inert, domestic, non- hazardous or hazardous, metal, plastics, biodegradable, non - biodegradable etc.).  Waste minimization through reuse should be emphasized and implemented throughout stages of project construction and operations.  Waste storage areas should be hygienic to prevent nuisance odours, vermin and dust, loss of waste materials and scavenging.  Waste should be removed from the site in manner consistent with national regulations (for example, transporters should be licensed). While transporting waste, care should be taken to prevent waste spreading to areas outside the site boundary. Application of the above mitigation measures will reduce the impact magnitude to negligible, the likelihood to medium and the impact significance to negligible-minor. (vi) Impact on Air Quality The project can potentially cause significant negative impacts on the air quality. Air pollution could result from dust emissions generated from stone crushing plants, excavation works on construction sites, quarries and borrow pits, heaping and tipping of 'murram' and gravel at quarry sites and borrow pits, filling and compaction processes, dumping of materials onto stockpiles and construction material haulage vehicular movements on unpaved roads etc. Dust emissions may hamper visibility, cause damage to vegetation by impairing their growth and quality, stain roadside sold goods, stain houses and household property along the road, depreciate surface water quality, cause respiratory (such as silicosis and asthmatic attacks) and eye infections (particularly for workers).

Other sources of air pollution may result from fumes from bitumen, emissions from ill-serviced machinery and exhaust emissions from increased traffic during both the construction and operation phase. Composition of Machinery and vehicular emissions can include carbon monoxide (CO), carbon dioxide (CO2), Sulphur oxides (SOx), Nitrogen Oxides, Hydrocarbons, Ozone (O3), water vapour (H2O)g Specific Particulate Matter (SPM) and Manganese. Since the fuel (Diesel) on market is essentially clean, the major emission composition is carbon dioxide and water vapour, the basic full combustion components of a hydrocarbon fuel. Machinery and vehicular emissions apart from causing respiratory and eye infections may consequently contribute to global warming. Some of the fumes especially bitumen fumes can have pungent odour that can lead to stomach disorders.

Assessment of the significance of the impact The extent of this impact would be site specific. The duration of the impact is determined as short- term while the impact magnitude is likely to be medium. 108

Severity of the impact As shown in the table below, the severity of this impact would be medium. Magnitude Extent Duration Total score (Severity) 20 (medium) 10(site specific) 05 (short-term) 35 (low)

The likelihood of the impact The likelihood of the impact occurring is high. Significance of the impact The significance of the impact would be minor as shown in the table below. Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor - Moderate Moderate High Minor Moderate Major Major

Mitigation measures The following measures are proposed to mitigate air pollution;  Unpaved roads in settled-in areas and used by haulage trucks during road construction should be sprinkled with water during hot and dry weather (using water browsers);  Provide for diversions where possible to reduce on traffic congestions along the existing road that could exacerbate vehicular emissions;  Diversions should be selected so that they can handle anticipated peak traffic without causing traffic congestions that would increase vehicular emissions;  Where Contractors operate stone crushing plants, the plants should be fitted with approved dust control devices and operated in accordance with manufacturer’s specifications. Otherwise this duty rests with the private operators of commercial material sources;  Dust emission during earthworks shall be reduced by sprinkling dusty surfaces or construction materials with water, at least twice a day;  Regular servicing of vehicles and machinery likely to produce emissions if ill-serviced;  Avoid idling of vehicles and machinery to reduce the emission of exhaust fumes. This should be enforced through a penalty system. ;  During construction, the speed of haulage trucks and other vehicles along the project road and along any road diversions should be limited to reduce dust levels. To ensure this, speed humps

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should be introduced along construction routes, and the drivers of construction vehicles should be made to adhere to speed limits, also through a penalty system;  During transportation of materials likely to emit dust, these materials should be covered with a tarpaulin to prevent them from emitting dust emissions; on completion of construction works, all access routes and created diversions should be rehabilitated.  Use of nose masks for workers is recommended in dusty environments  Hoarding and scaffolding along the road affected road sections during the construction phase  Trees should also be planted to capture the emitted dust  Landscaping to be carried out after construction and should include trees, grasses and shrubs whichever is appropriate in order to maintain air shed purification functions and soil stabilization.  Ensure that erodible material stockpiles are distant from sensitive establishments such as classrooms, hostels, hotels and supermarkets to reduce dust emissions. Application of the above mitigation measures will reduce the impact magnitude to negligible, the likelihood to medium and the impact significance to negligible-minor.

(vii) Impact on water quality and hydrology a) Siltation of streams and swamps Road construction activities like excavation, compacting, clearance of vegetation, installation of culverts, and cut and fill, will loosen soils that may be eroded by storm into surface water courses. The siltation of streams downstream could impair water quality through adverse increment in sediment load and water turbidity.

Stock piles of top soil and spoil material at quarry sites or borrow pit areas and construction sites may be eroded into any streams and other water sources near or distant from the construction sites or borrow pit areas.

Assessment of the significance of the impact The spatial extent of the impact is expected to be regional (district wide) with a short/term duration. The magnitude of the impact would be Medium.

Severity of the impact As shown in the table below, the severity of this impact would be high. Magnitude Extent Duration Total score (Severity) 20 (Medium) 60 (District wide) 10 (Long-term) 90 (Medium)

The likelihood of the impact

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The likelihood of the impact occurring would be high.

Significance of the impact The significance of the impact would be Major as shown in the table below. Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor - Moderate Moderate High Minor Moderate Major Major

Mitigation measures The following measures are proposed to mitigate siltation of streams: Implementation of soil erosion mitigation measures proposed in this report, emphasizing the following:

 Minimization of earth works such as excavation, cut and fill, vegetation clearance, and compaction, to only the area that is absolutely necessary;  Establish a rig of stones around stockpiles to prevent materials being washed away by surface runoff;  Excavated and stockpiled materials should be covered with fabric or other materials;  Avoid stock piling near waterways (streams) or on slopes;  Use of existing roads as access roads to quarry sites and borrow areas where possible;  Re-vegetation of any constructed access roads during the decommissioning phase of the project;  Where the contractor opens up a quarry, stone crushing plants should be located away from water courses;  Stone crushing plants should also be fitted with approved dust controls and operated in accordance with manufacturer’s specifications;  Soil erosion checks should be put in place where never necessary along drains. These checks should include scour checks, silt traps, paving of drains, and stone pitching. In addition, drains should be regularly desilted; and  Construction of interception ditches, and settling ponds to prevent muddy water reaching water sources. Application of the above mitigation measures will reduce the impact magnitude to negligible, the likelihood to medium and the impact significance to negligible-minor.

b) Flooding

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Although flooding incidences along the project road are unlikely due to the relatively gently sloping gradient of most of the proposed project locations, the project activities may potentially result in adverse flooding events where valleys occur.

Drainage of storm water from the road could also result into flooding on either side of the road.

Modification of points or direction of discharge of ditches could also result into flooding not only during the construction phase of the proposed project implementation.

Siltation and sedimentation of streams as a result of erosion of soil and sediments resulting from the project earthworks, into the streams may, if left unaddressed, also clog drainage channels and result into flash floods downstream.

Assessment of the significance of the impact The extent of this impact would be local (within 5 km radius of the site). The duration of the impact would be long-term. The magnitude of this impact would be medium.

Severity of the impact As shown in the table below, the severity of this impact would then be medium.

Magnitude Extent Duration Total score (Severity) 20 (medium) 20 (local) 20(long-term) 60 (medium)

The likelihood of the impact The likelihood of the impact occurring is medium.

Significance of the impact Based on the magnitude of the impact, duration and spatial extent, the impact significance is determined as being minor-moderate, as shown in the table below.

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor - Moderate Moderate High Minor Moderate Major Major

Mitigation measures The following measures are proposed to mitigate flooding:

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 Culverts should be constructed and installed, taking into account the peak water levels. Culverts must also be leveled appropriately so that they are self-cleaning;  Side drains running parallel and adjacent to the dual carriageway should be constructed, to drain water from the road and adjacent lands and dispose it away from the road;  Regular de-silting and cleaning of drains should be carried out regularly;  Offshoots/mitre drains draining water away from side drains should not discharge into people’s homesteads, and the construction of infiltration ditches must be considered as an alternative. However, if offshoots must discharge onto private land, then provision must be made for the safe discharge of water (for example by constructing artificial waterways);  Dig infiltration ditches and soak pits within the road reserve; and  Outfall drains with erosion protection works should be considered. Application of the above mitigation measures will reduce the impact magnitude to negligible, the likelihood to low and the impact significance to negligible c) Water pollution Road construction activities involve use of lubricants/oils including bitumen, for road surfacing, and oils and fuels for running haulage tracks and some construction machinery. If there are any leakages, these oils, fuels and lubricants would end up in the waters of streams and in ground water crossed by or next to the road construction work. The fuels, oils and lubricants would pollute these waters and hence degrade its quality. Wastes from storage sites, workshops, and at construction sites has the potential to contaminate water.

Assessment of the significance of this impact The extent of this impact would be site specific (within 1 km radius of the site). The duration of the impact would be long-term. The magnitude of this impact would be medium.

Severity of the impact As shown in the table below, the severity of this impact would then be medium. Magnitude Extent Duration Total score (Severity) 20 (medium) 10 (site specific) 20 (long-term) 50 (medium)

The likelihood of the impact The likelihood of the impact occurring is high considering that oil and lubricants will have to be used during construction phase.

Significance of the impact The significance of this impact would therefore be moderate, as shown in the table below.

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Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor - Moderate Moderate High Minor Moderate Major Major

Mitigation measures The following measures are recommended to mitigate water pollution:

 All waste lubricants and oils should be collected and recycled or disposed of offsite to approved sites of disposal;  Floors of workshops, bitumen storage plants and refueling points for all haulage vehicles and construction machinery should be bunded (lined with concrete) to avoid percolation of spilled oils and fuels into ground water or runoff of spilled oils and fuels into surrounding surface water;  Plastic sheeting should be placed under hazardous material and their storage areas to collect and retain leaks and spills;  Contaminated runoff from fuel and bitumen storage areas should be drained/led into ditches and ponds with oil traps (interceptors);  Contaminated and worn plastic sheeting should be packed into drums and disposed of offsite;  During transportation, bitumen should be well packed to avoid any spillages;  Bitumen should not be applied on the carriage ways during strong winds, or heavy rains;  Unused bitumen should be collected and safely stored for future use;  Bitumen should not be discharged into side drains;  Bitumen drums should be stored in designated locations and not scattered along the road;  Regular servicing of vehicles and generators and other fuel utilizing machinery to prevent fuel leakages;  An oil spill prevention and counter measure Plan should be developed and followed.  Facilities for collection and safe disposal of litter should be provided at all work force sites;  All road construction crews should be under strict instruction to dispose of both solid and liquid wastes into only the designated facilities;  Routine inspections aimed at assessing the effectiveness of waste management systems should be undertaken by the contractor’s site engineer and the resident engineer.  Develop and implement a waste management plan.  Use appropriate safety wear (gloves, boots, nose masks/respirators, etc., when handling or undertaking bitumen work. 114

(viii) Impact on vegetation Clearing of vegetation found is expected to occur during the construction phase of the project implementation. Given that the project sites are already modified by human activities, vegetation clearance will be limited to narrow strips along the proposed project roads. While vegetation surveys did not find vegetation species of conservation concern, clearance of the relics of vegetation could modify the local environmental conditions. The area where the risk of vegetation clearance is particularly higher is the stretch along the Makerere Hill road. The offsite effects on vegetation may occur at borrow pits, quarries to pave way for material excavation, leading to destruction of plant species and loss of ecosystem values/roles. Stockpiles of earth from road cuts can also destroy vegetation.

Assessment of the significance of the impact The extent of vegetation clearance is site specific (Limited to the margins of the road) and particular borrow pit and quarries where the road construction materials will be sourced.

The duration of the impact would be short-term as vegetation usually regenerates after some time and long term if these trees are not replanted elsewhere. The magnitude of this impact would be low considering that not much vegetation is expected to be destroyed.

Severity of the impact As shown in the table below, the severity of this impact would be low. Magnitude Extent Duration Total score (Severity) 0 (negligible) 10(site specific) 05 (short-term) 20 (low)

The likelihood of the impact The likelihood of the impact occurring along the project road corridor is high given that the trees present along the road margin will have to be felled down. The likelihood of the impact occurring at equipment storage areas, workshops, borrow pit and quarry site areas is however medium. Over all the likelihood of the impact occurring is high.

Significance of the impact The significance of this impact would be minor as shown in the table below.

Impact Likelihood None Low Medium High Low Negligible Negligible Negligible – Minor Minor

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Impact Medium Negligible Minor Minor - Moderate Moderate Severity High Minor Moderate Major Major

Mitigation measures The following measures are recommended to mitigate loss of vegetation;

 Vegetation clearance should be limited to only the areas where it is absolutely necessary.  During channelization, endeavor to maintain the original direction of water flow – unless alternatives present better drainage improvement opportunities.  Immediately after the project works, during reinstatement, all areas cleared of vegetation and not paved should be planted with grass and trees indigenous to those areas. The grass and trees should be planted on top soil layer of not less than 5cm. Re-vegetation of sloped sites (at borrow pits) should not be carried out during the wet season as the loam soil may be washed away hindering the growth of the planted grass and trees. However the vegetation could be planted during the dry season and watered until it grows.  Endangered/vulnerable plant species (Mvule) such as those noted during the baseline vegetation surveys should be replanted elsewhere within the jurisdiction of KCCA. Given the width required for the dualling of this road avoidance by re-aligning the road in order to preserve these species is not possible. Any plants of medicinal and economic value should be salvaged and given to local communities. Application of the above mitigation measures will reduce the impact magnitude to negligible, the likelihood to low and the impact significance to negligible.

(ix) Sourcing of construction materials The implementation of the proposed project involves vast material requirements. Among others, there will be need for aggregate, marrum, bitumen, cement and assortment of traffic signal and associated equipment among others. The sourcing of materials may have mixed impacts. The positive impacts may include incomes from sales of gravel and aggregate by commercial borrow pit and gravel operators as well as business community dealing in construction materials such as cement.

The potential negative effects include increase in ecological footprint from the disfiguring of the landscape beyond the project sites and exhaust emissions from the material hauling tracks. Give that the material source points such as borrow pits are scarce in the immediate environs of Kampala City, longer distances to available sources will enhance the impact significance.

Assessment of significance of the impact

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The extent of this impact would be local. The duration of the impact would be medium-term. The magnitude of this impact would medium.

Severity of the impact As shown in the table below, the severity of this impact would be medium. Magnitude Extent Duration Total score (Severity) 210 (low) 20 (local) 10 (medium-term) 40 (medium)

The likelihood of the impact The likelihood of the impact occurring is high.

Significance of the impact The significance of the impact would be moderate as shown in the table below

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor – Moderate, Moderate High Minor Moderate Major Major

Mitigation measures  Where the Contractor opens up new material sources other than procuring materials from commercial operators, restoration of the sites immediately after the construction phase shall be undertaken in accordance with restoration plan  Where materials are sourced from commercial operators, the Contractor will ensure to establish the operators’ compliance with statutory requirements with evidence of Certificate of ESIA approval, and Certificates of compliance. After application of the above mitigation measures, the impact severity will reduce from moderate to minor and the impact significance to negligible.

(x) Potential impact of material storage Although baseline survey did not establish the baseline biological information in areas around material sources, it is possible that material stockpiles could introduce invasive alien species in the project areas. Invasive alien species could be eroded into areas far beyond the direct project area of influence and result in habitat alteration. Throughout the construction period, the contractor will require considerable fuel (petrol and diesel) supplies to be stored at the materials yard for use by motorized equipment as well as power generators. The storage of petroleum products could result in air pollution through evaporation loss of gasoline during fuel transfer from the tank trunk to a

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storage site. This may result in the release of CO2, NOx, SOx, VOC and particulates into the atmosphere.

Fuel transfer may also increase safety hazards if the required measures are not well followed. Fuel storage for construction projects must as per the Petroleum Supply Act of 2003, be licensed.

Invasive species may be introduced to the project areas in various ways; such as being carried on vehicle tyres or in construction materials such as gravel or aggregates. Invasive species such as Lantana camara which now occurs in the outskirts of Kampala could be potentially introduced by equipment or construction materials.

Assessment of significance of the impact The extent of this impact would be local. The duration of the impact would be medium-term. The magnitude of this impact would medium.

Severity of the impact As shown in the table below, the severity of this impact would be medium. Magnitude Extent Duration Total score (Severity) 210 (low) 20 (local) 10 (medium-term) 40 (medium)

The likelihood of the impact The likelihood of the impact occurring is high.

Significance of the impact The significance of the impact would be moderate as shown in the table below.

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor – Moderate, Moderate High Minor Moderate Major Major

Mitigation measures  Pressure tests should be conducted on the fuel storage tanks  Drip pans should be provided all time for safety and to control against soil contamination  When invasive species are introduced to new areas, they will be manually removed and transported for disposal.

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 The project staff (both technical and non-technical staff) will be sensitized against introducing and controlling of invasive alien species. Any invasive species observed by workers during project implementation shall be reported to the project supervisor Following the application of the mitigation measures above, the impact severity will reduce from Medium to low and impact significance from moderate to minor.

(xi) Impact of waste generation and transportation During the construction phase, different forms of waste streams will be generated. These include empty bags, containers and oily rags, used oil, rubble from demolition of existing structures in the right of way, culinary waste and cut-to-spoil materials. If inadequately handled, they could create aesthetic problems, environmental contamination through water sedimentation, water ponding, and soil degradation among others. Meanwhile, long distance of haulage of these materials could present several effects including but not limited to increased exhaust emissions, risk of accidents and, if not properly covered, littering and dusting of the roads.

Assessment of significance of the impact The extent of this impact would be local but could cover a wider scope in the event of water contamination. The duration of the impact would be short but irreversible where accidents occur. The magnitude of this impact would be medium.

Severity of the impact As shown in the table below, the severity of this impact would be medium. Magnitude Extent Duration Total score (Severity) 210 (low) 20 (local) 10 (medium-term) 40 (medium)

The likelihood of the impact The likelihood of the impact occurring is high. Significance of the impact The significance of the impact would be moderate as shown in the table below.

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible – Minor Minor Severity Medium Negligible Minor Minor – Moderate, Moderate High Minor Moderate Major Major

Mitigation measures

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 All wastes should be collected in gazetted areas and sorted to separate hazardous and non- hazardous wastes for proper disposal  A NEMA certified waste handler should be contracted to transport and dispose of wastes to a known approved waste disposal facility  Contractors should induct their drivers and sensitise them on safe transportation of the rubble and cut-to-spoil materials to the final disposal site.  All the wastes should be collected in areas separate from the surface water bodies such as streams to avoid water contamination and sedimentation 7.4 Post construction phase

7.4.1 Potential impacts on the socio-economic environment 7.4.1.1 Positive impact (i) Improved traffic flow and mobility Project implementation will improve existing roads to dual carriage way and non-paved roads such as Mambule Road will be upgraded by paving. In addition, selected roundabouts and junctions will be upgraded to signalised intersections. This will promptly result in enormous positive improvements in traffic flow and therefore savings in terms of time (and therefore productivity at work place), reduced fuel wastages in traffic jams, and reduced air contamination and thus reduced potential health impacts. KCCA currently does not have air-quality monitoring arrangements to quantify this benefit.

Improved road surface will also result in increase in the economic life of vehicles as result reduced potholes and general bad motorable conditions on the affected roads.

Impact enhancement measures  The traffic signals should be effectively linked together to enhance their collective efficiency.  Given the magnitude of changes likely to be made at the road intersections, appropriate signage should be installed to guide traffic effectively.  Increase in traffic policing shall be required to reduce the “new road effect” associated with over speeding with attached elevated risk of accidents.

7.4.2 Potential impact on the biophysical environment 7.4.2.1 Positive impact (ii) Impact on drainage and reduction of flooding events During construction, the drainage system in some of the proposed project areas could be temporarily affected. This is so when the overburden is stockpiled in the drainage system or storm water pathways, which could potentially result in siltation of surface water systems when it rains and further trigger flood events. Improved roadside drainage system is part of the proposed road 120

designs. Hence, project implementation will directly improve the drainage systems with significant reduction in flood events likely to be observed during the operational phase of the project. Meanwhile, the improved drainage system of the proposed project areas will deter the occurrence of flood events and further reduce vulnerability of the immediate environments to flush floods and sedimentation of the water courses.

Impact enhancement measure  Contractors should ensure that cut-off drains are not directed into residential and commercial buildings close to the project sites. 7.4.2.2 Potential negative impact (i) Impact on Visual and Aesthetic quality After the construction phase, the scenic view to which people around the project area have been used will change due to improvement of roads and junctions. Whereas the proposed project will generally enhance the scenic beauty of the area, some areas are likely to be adversely affected. For instance, dualling of the roads implies clearance of vegetation cover in the project affected areas to meet the road expansion needs. Areas such as parts of Makerere University (School of Law) and Makerere College School are likely to be opened up to the open space and public view. This could attract burglary and insecurity. This impact is negative and reversible.

Ideally, the improvement of the selected road junctions through landscaping, installation of traffic management lights and general street lights will improve the aesthetics of the areas in question and consequently the security. However, potential alterations could overshadow the improvements made unless mitigation measures are deliberately applied.

Assessment of impact significance The impact will be local, mostly intensified at or along the project sites and areas which overlook the project areas. By temporal scale, the project duration is long term and the magnitude of the impact is low. The likelihood of impact occurrence is high.

Severity of the impact The severity of the altered view from vegetation clearance and increased extent of the roads is considered to be medium. Assessment of the impact severity was based on the professional judgment and experience of the consultant in similar projects.

Magnitude Extent Duration Total score (Severity) 20 (medium) 10 (site specific) 20 (Long term) 50 (Medium)

The likelihood of the impact The likelihood of the impact occurring is considered to be high. 121

Significance of the impact Based on the likelihood of impact occurring, and the impact severity, the significance of the impact was determined as being minor.

Impact Likelihood None Low Medium High Impact Low Negligible Negligible Negligible–Minor Minor Severity Medium Negligible Minor Minor-Moderate Moderate High Minor Moderate Major Major

Impact enhancement and mitigation measures  Trees should be planted to compensate for vegetation clearance as a fundamental step in enhancing the scenic view of the project area.  Areas opened to public view such as parts of Makerere University and Makerere College should be provided with a fence to avoid general public view and reduce exposure to noise and dust from construction activities. Application of the mitigation measures above is expected to reduce impact significance from “Medium” to “Low.”

7.5 Cumulative impacts This sub section discusses the cumulative impacts associated with past, present and future project activities associated with development activities in the project area. The definition governing the analysis of cumulative impacts is derived from the Council on Environmental Quality (CEQ) as ― an impact on the environment which results from the incremental impact of the action when added to other past, present, and reasonably foreseeable future actions regardless of what agency or person undertakes such other actions (Florida Department of Transportation and Environmental Management Office, 2012). The assessment of cumulative impacts of the Batch I roads and junctions consider two major aspects;

i. Direct effects: caused by the direct result of an action and occur at the same time and place ii. Indirect effects: are the impacts on the environment which are not a direct result of the project, and may be often produced away from or as a result of a complex pathway. Sometimes referred to as second or third level impacts, or secondary impacts Cumulative impacts may be insignificant but they accumulate over time, from one or more sources, and can result in considerable degradation of the environment and impact on the society. In addition, the impacts can be differentiated by direct, indirect, and cumulative, but the concept of cumulative impacts takes into account all disturbances since cumulative impacts result in the compounding of the effects of all actions over time (EPA, 1999). This assignment derives from

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Environmental Impact Assessment Regulations (1998) of Uganda which provide that among others, environmental impact statements shall address cumulative impacts.

7.5.1 Sourcing of the construction materials As suggested from the project design, materials such as aggregate, hardcore and murram will be sourced from existing commercial quarries and borrow sites. Sub section 3.4.1.1 shows existing material sources including borrow pits and quarries for which investigations and due diligence exercises were conducted ahead of the construction phase.

While the construction of the proposed project could result in vegetation clearance and disfiguring of the landscape, the impact is cumulative in nature because of the impact by the existing and previous development projects in and outside Kampala City. For instance, the borrow pit off Gayaza road at Manyangwa was earlier excavated to support the construction of the Northern Bypass road while Stirling Quarry in Mbalala was found to have been the primary source of materials for Mukono-Jinja road and Namanve Industrial area among others. The required mitigation measures are provided in the sub section 7.3.

7.5.2 Vegetation clearance Admittedly, the project implementation will involve clearance of vegetation strips mostly along Makerere Hill road to meet the requirements for dualling the road. However, most of the areas close to roads and junctions proposed for improvement such as Bwaise Junction, Kabira Junction, as well as Mambule road, Kira road and Bakuli-Nakulabye-Kasubi-Northern Bypass Road are located or pass through modified environments with little or no vegetation at all. Where the likelihood of vegetation clearance is high such as along Makerere hill road, the impact will be limited to the road side patches that survived the past development activities.

Whereas the impact is cumulative in nature, it bestows the duty of care on KCCA and the Contractor to compensate for vegetation clearance through plantation of trees where space allows an opportunity. Other mitigation measures required are shown in sub section 7.3.

7.5.3 Impact on air quality from construction equipment and traffic Potential sources of air contaminants during project implementation will include stationary sources and mobilize sources. Stationary sources could include the diesel powered generators which are associated with more gaseous emissions and less dust if any. Generators will be used to light ancillary facilities and power appliances and any other electric power tools. Another stationary source of air pollution is evaporation loss from fuel storage. Evaporation loss of gasoline is likely to occur during transfer from the storage site to a tank truck and from a tank truck to the storage tanks at the project facilities including the storage area and finally during a refueling operation (See Rattanaprayura & Chanchaona, 1997). Evaporation loss could be reduced by direct fuelling trucks and equipment from the gas stations nearest to the project sites if possible. 123

Mobile sources of air pollution will include heavy trucks, bulldozers, heavy dump trucks, crane, wheel loaders, vibratory rollers, etc., which will emit gasses and particulates that could impact on air quality. Here the impacts will occur along the materials haulage routes, material source areas, as well as the roads and junctions being upgraded.

The impact is cumulative in nature because the sources of exhaust emissions in Kampala City are already various. The World Bank Study (as cited by the Daily Monitor June 7th 20112) found air pollution is rapidly becoming an environmental threat in Kampala due to the growing fleet of old cars, domestically burned wood, as well as charcoal and industrial sources – in the order of magnitude. As explained under Section 7.4.1.1, the resultant impact of the road construction overall is anticipated to be positive owing to the potential reduction of emissions because of improved roads and junctions with resultant improvements in traffic flow, reduced vehicle idling time in traffic jams, reduced fuel wastages, reduced air emissions and thus reduced potential health impacts. KCCA currently does not have air-quality monitoring arrangements to quantify this benefit.

2 Kampala chokes on pollution available at: www.monitor.co.ug/News/National/-/688334/1176272/-/c0u7exz/-/index.html and accessed on 1/6/2015

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8 ENVIRONMENTAL AND SOCIAL MANAGEMENT AND MONITORING

8.1 Overview This section presents the Environmental and Social Management and Monitoring Plan (ESMMP) developed to guide environmental and social management for the proposed Roads and junctions project, divided into three project phases (construction, operational and demobilization/decommissioning phases). The ESMMP is designed to mitigate negative impacts and enhance positive benefits of the proposed project.

The ESMMP comprises a series of individual plans that outline the scope of environmental, social and health management pertaining to compliance with applicable regulatory requirements. It transfers the findings and recommendations of the ESIA into clear measures for the management and monitoring of impacts during the three project implementation phases. Where potential impacts of moderate or higher significance were identified by the ESIA team, mitigation measures were recommended to avoid or reduce the negative impact, or enhance the positive impact. The commitments of the ESMMP are summarized therein.

8.2 Objectives of the ESMMP Key objectives of the ESMMP are to:

 Facilitate compliance with applicable acts, regulations and guidelines;  Recognize that social responsibility and environmental management are among the highest corporate priorities;  Assign clear accountability and responsibility for environmental protection and social responsibility to management and employees;  Facilitate environmental and social planning through project life cycle;  Provide a process for achieving targeted performance levels;  Provide appropriate and sufficient resources, including training, to achieve targeted performance levels on an on-going basis; and  Evaluate environmental performance and social responsibility against KCCA’s environmental and other policies, objectives and targets and seek improvement where appropriate. 8.3 Responsibilities of KCCA As the developer, KCCA will play a major role in ensuring the ESMMP is implemented. KCCA will assume the responsibility for ensuring that the environmental management measures

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contained in this programme are implemented during the construction, operational and closure of the project. Specifically, KCCA will ensure that:

 There is minimum disruption to the lives of local residents around the project affected area;  All contracting companies tendering for work in the project affected area receive a copy of the ESMMP, ESMF, RPF, ESIA and RAP and any relevant environmental management plans (EMP), and are assisted in understanding their responsibility to operate within the framework of the measures defined in the ESMMP. When adjudicating tenders, KCCA will ensure that contractors have made appropriate allowance for management of environmental and social matters and develop their own ESMMPs which shall be approved;  On appointment, all contracting companies operating on project sites receive a copy of the ESMMP, ESMF, RPF, ESIA and RAP and any relevant EMPs. Contracting companies shall sign the ESMMP component of this ESIA and the ESMMP will then become part of the contract and it will be legally binding on the contractor. Contracting companies will also receive the required training or be guided to understand their responsibility to operate within the framework of the measures defined in the ESMMP;  The responsibility for implementing and complying with the conditions of the ESMMP forms part of the conditions of appointment of all Contractors throughout the life of the project;  Independent environmental experts are appointed to audit the implementation of, and compliance with, the ESMMP and monitoring plan on an annual basis; and the independent environmental audits, together with other relevant monitoring information, are made available to the public, throughout the life of the project, summarized in lay person’s terms and in a culturally accessible manner.  A formal senior management review of environmental management performance is undertaken on a quarterly basis for the first one year, monthly basis throughout lifespan of the project. Senior management responsibility will include the review and approval of any proposed measures to improve environmental performance.  Training and awareness creation are provided to all contractors’ and KCCA employees in environmental and social management and the mitigation of impacts, to ensure they are aware of their responsibilities and are competent to carry out their work in an environmentally and socially responsible manner. KCCA will not tolerate transgressions of the provisions of the ESMMP.  The site and activity managers notify the Environmental Manager immediately when environmental incidents occur. If the breach is a part of a permit or license condition the EM will inform the controlling authority within 48 hours.  KCCA will ensure the availability of the human and financial resources needed to conduct

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all environmental management, mitigation and monitoring activities throughout the pre- operation, operation, closure and post-closure phases. As necessary, but primarily during construction, this will include the investment of capital to ensure that environmental mitigation measures such as pollution control equipment are integrated into various project components. 8.4 Responsibility of Contractors Contractors to which work is outsourced during project implementation will be subjected to the following responsibilities:

 All contracting companies will receive a copy of the ESMMP, ESMF, RPF, ESIA and RAP and the general management conditions for construction contracts from The World Bank. KCCA will ensure that contractors familiarize themselves with the environmental and social management framework for the project sites and activities and ensure that contracting prices allow for environmental and social costs where required.  Develop their own contractor’s ESMP using the safeguards documents given to them by KCCA and NEMA, as well as permits from other Lead Agencies.  KCCA will ensure that all contractors and their subcontractors receive basic training or are sensitized on environmental and social matters, including acceptable conduct, storage and handling of potentially hazardous substances, waste management, and prevention of pollution of natural resources. Training given will be facilitated by KCCA through the EM and all staff will be made aware of where detailed information relating to any aspect of the ESMMP or environmental and social requirements can be obtained.  It is the responsibility of the contractor to bring to the attention of KCCA through the EM any environmental incident or breach of the conditions of the ESMMP, immediately for severe incidents or within 8 hours of minor incidents.  Labour Management: The Contractor takes full responsibility for hiring local labour to carry out different activities such as excavating trenches, laying drains, laying pavements, kerbs and pipes, painting road markings, directing traffic, cooking and even cleaning at the Camp. For the purpose of this project, the Contractor will employ different categories of unskilled workers and semi-skilled workers i.e.; Masons, carpenters, potters, janitors, flagmen, and drivers, and welders among others. As that the Contractor seeks to accommodate foreign workers at the Camp, it is expected that the local staff will commute from their own rented accommodation to the project site. The Contractor shall therefore ensure that;  Workers are managed in line with the labour and safety laws of Uganda  Workers are provided with housing and transport allowance,  Workers operate in work shifts to avoid worker fatigue as a safety hazard  All workers are effectively inducted to appreciate the procedures and rules at the 127

construction site and where grievances arise, issues shall be addressed through an established Grievance Management System. The contractor is urged/advised to comply with provisions of the General Environmental Management Conditions for Construction Contracts (GEMCCC). All the provisions of the GEMCCC for consideration by Contractors are shown in Appendix VI and are hereunder summarized;

Compliance with the Environmental Management Plan (EMP): Contractor is obliged to comply with any specific EMP or Environmental and Social Management Plan (ESMP) for the works he is responsible for. Hence, he/she is to implement all measures necessary to avoid undesirable adverse environmental and social impacts wherever possible, restore work sites to acceptable standards, and abide by any environmental performance requirements specified in an EMP.

Worksite/Campsite Waste Management: The Contractor has the duty to manage all the waste including litter, vessels (drums, containers, bags) containing oil/fuel/surfacing materials and other hazardous chemicals to control spillage. All the waste generated has to be collected in gazetted sites and disposed of in approved waste disposal areas. All wastewater is to be treated and disposed of while used oil is to be collected and disposed of or reused locally where possible.

Material excavation and deposit: The Contractor has to obtain licenses/permits from relevant authorities to operate quarries or borrow areas. The location of quarries and borrow areas are subject to approval by relevant local and national authorities including traditional authorities if the land on which the quarry or borrow areas fall in traditional land.

Other Clauses included in the Conditions include; Rehabilitation and Soil Erosion Prevention, water resources management, traffic management, blasting, disposal of unusable elements, health and safety, repair of private property, Contractor’s Health, Safety and Environment Management Plan (HSE-MP), HSE reporting, training of the Contractor’s personnel, and cost of compliance.

8.5 Finalization of the ESMMP This ESMMP is a “living document” and information contained in this current version, will be reviewed and updated annually – as well as updated in line with changes to the KCCA Health, Safety and Environment (HSE) Management System. The findings and recommendations of periodic assessments (annually or more frequently) by internal/external auditors will be used to update the current version at that time, if required. The ESMMP is structured to address the impacts identified in the ESIA.

8.6 Applicable Laws / Regulations / Policies Section 3.0 provides a detailed account of the relevant Ugandan and international legislation and other legal requirements, as well as an overview of the applicable World Bank, safeguards and guideline requirements.

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8.7 Performance monitoring of ESMMP implementation Performance assessments of KCCA’s implementation of the ESMMP will be conducted annually, and should be done by an independent reputable environmental consultancy. The ESMMP Performance Assessment Report will contain the following information:

 Information regarding the period applicable to the performance assessment;  The scope of the assessment;  The procedure used for the assessment;  The interpreted information gained from monitoring the approved environmental management programme or environmental management plan;  The evaluation criteria used during the assessment;  The results of the assessment; and  Recommendations on how and when non-compliance and deficiencies will be addressed and rectified. 8.8 Emergency Plan The Contractors will prepare an Emergency Response Plan to ensure timely and adequate reaction to environmental and/or social emergencies. In addition to a designated Incident Commander and Emergency Response Team members, other key staff involved in the implementation of the Emergency Preparedness and Response Plan include the Operations, Environmental, Safety and Security supervisory personnel. As well as, contractors performing work for KCCA will be required to be appropriately trained and have ready access to equipment and supplies that would allow them to contain and control an accidental release until the arrival of an Emergency Response Team.

8.9 Grievance Mechanism If any grievances arise during implementation of KIIDP-2 projects they shall be addressed through a systematic and documentable grievance mechanism. Grievances can either be solved directly at the project level or may also be addressed by The World Bank’s Grievance Redress Service (GRS) at a later stage, especially if successful resolution (perceived or actual) was not possible (escalation).

The grievances that are brought directly to the project team should be addressed at the project level, unless the complainants specifically refer to the GRS in their complaint. Project-level grievance redress mechanisms (GRMs) where they exist remain the primary tool to raise and address project-related grievances in the Bank-supported operations. The GRS allows the Bank to address issues that cannot be resolved at the project level, without undermining existing GRMs.

Key objectives of the grievance process are supposed to: 129

a. Provide affected people with avenues for making a complaint or resolving any dispute that may arise during project implementation; b. Ensure that appropriate and acceptable corrective actions are identified and implemented to address complaints; c. Verify that complainants are satisfied with outcomes of corrective actions; d. Avoid the need to resort to judicial (legal court) proceedings, unless all non-judicial avenues fail. Grievance management will aim to provide a two-way channel for the project to receive and respond to grievances from PAPs, stakeholders or other interested parties. Grievances at project will be managed by a seven-member committee of composition indicated in table below.

Table 8-1: Grievance redress mechanism Entity Department Responsible person KCCA (Headquarters) Directorate of Public Health and Head, Directorate of Engineering Environment and Technical Services Directorate Of Gender and Director Community Services Directorate of Physical Planning Director

Divisions Public Health & Environment Environmental Officer (of Respective Division) Gender & Community Welfare CDO Local Council Division Mayor Representative of PAPs To be elected by PAPs from each division

Grievances at project level will be resolved in a 5-step process as outlined below: Step 1: Any aggrieved party will lodge their complaint with either the Community Development Officer or Environmental Officer at the Division Office.

Step 2: The grievance will be recorded in a log but discussed and if redress can be made by the CDO or Division Environment Officer (DEO), the complaint will be closed at that stage and upon satisfaction, the complainant will sign against their grievance to indicate closure.

The grievance log will be designed such that besides capturing the general complaint and detail of the aggrieved party, it will also record the core cause of the complaint to enable the Grievance Committee understand origin and patterns of complaints so that a solution can be found for their cause and avoid recurrence.

A grievance database will be maintained at the Divisions for recording and keeping track of grievances and how they were resolved. The database will be a living document, updated weekly

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Step 3: If a solution cannot be found in Step 2, the complaint will be referred to a Grievance Committee meeting held on the last day of every week. The committee will discuss the complaint and notify the complainant of a solution within 2 days after the meeting.

Step 4: If the aggrieved entity is satisfied with the solution, they will sign a closure statement but if not, then the complainant will be invited to attend the next Grievance Committee meeting to discuss the outstanding query in their presence.

Step 5: If agreement is secured in Step 4, the aggrieved party will sign a closure statement but if not, they are entitled to seek redress from the World Bank GRS and in courts of law. The World Bank Grievance Redress (GRS) facilitates corporate review and resolution of grievances by screening and registering complaints and referring them to the responsible Task Teams/Managers. The GRS undertakes the following functions within a defined time frame:

 Receives complaints from stakeholders  Evaluates and determines their eligibility and category  Refers complaints to appropriate Task Teams/Managers  Follows up with Task Teams to ensure complaints are resolved  Refers project-affected people to the Borrower or other parties where appropriate.

Communities and individuals who believe that they are adversely affected by a World Bank (WB) supported project may submit complaints to existing project-level grievance redress mechanisms. Where the complainant feels that the established Grievance Management Mechanism has not satisfactorily handled the grievance, they may register the case with the courts of law.

In addition, aggrieved communities and individuals can submit complaints to the WB’s Grievance Redress Service (GRS). The GRS ensures that complaints received are promptly reviewed in order to address project-related concerns.

Project affected communities and individuals may submit their complaint to the WB’s independent Inspection Panel which determines whether harm occurred, or could occur, as a result of WB non- compliance with its policies and procedures. Complaints may be submitted at any time after concerns have been brought directly to the World Bank's attention, and Bank Management has been given an opportunity to respond. For information on how to submit complaints to the World Bank’s corporate Grievance Redress Service (GRS), please visit http://www.worldbank.org/GRS. For information on how to submit complaints to the World Bank Inspection Panel, please visit www.inspectionpanel.org.

8.10 Hydrocarbons Management This section provides an overview of the management practices of petroleum products used on the project site. These petroleum products will be mostly diesel but will also include oils and greases 131

and engine fluids. All products will be stored onsite in appropriate containers. The safe handling procedures that Contractors shall observe are summarized in Table 8-2.

Table 8-2Safe Handling Procedures

Product Safe Handling Procedure Do not get in eyes, on skin or on clothing. Avoid breathing vapours, mist, fumes. Do not swallow. Wear protective equipment and/or garments if exposure conditions warrant. Diesel Wash thoroughly after handling. Launder contaminated clothing before reuse. Use in areas with adequate ventilation. Keep away from heat, sparks, and flames. Store in a closed container in a well-ventilated area. Bond and ground during transfer. Motor Oil/Hydraulic Wear protective clothing and impervious gloves when working with oils and transmission fluids. Oil/Transmission Fluid Keep container closed until ready for use. Avoid skin contact. Avoid breathing vapour, mist, or fumes. Unleaded gasoline Launder contaminated clothing before reuse. Store in a flammable liquids area away from heat, ignition sources, and open flames. Bond and ground during transfer. Avoid prolonged or repeated contact with skin. Automotive grease Remove contaminated clothing; launder or dry-clean before re-use. Cleanse skin thoroughly after contact, before breaks and meals, and at end of work period.

8.11 Occupational Health and Safety Plan The Contractor will prepare an Occupational Health and Safety Plan (OHSP) prior to the commencement project works. The plan will also address all applicable legal requirements relating to health and safety. The OHSP will set out the framework under which health and safety will be managed. The roles and responsibilities of the company, and responsible personnel including the manager, superintendents, supervisors and workers will be set out.

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A routine health and safety training programme or safety talks will be carried out at the site. The objectives of this training programme will be to:

 provide appropriate PPE and orientation and support on use of these PPE to all employees, contractors and visitors so that they can act in an appropriately safe manner;  provide ongoing training to workers;  inform at risk workers to help attain a positive and safe work environment;  instruct managers and supervisors of duties and responsibilities, including applicable legislation, risk communication, labour relations and hazard prevention; and  Instruct workers of responsibilities and rights. 8.12 Traffic Safety KCCA shall ensure that Uganda’s traffic rules, safety markings, signage etc. are implemented and maintained on the construction sites. This shall be done in consultation with the relevant Traffic Authorities.

8.13 Environmental Monitoring Monitoring is a long-term process that shall begin at the start of construction and continue throughout the life of the project. The purpose of monitoring is to establish benchmarks so that the nature and magnitude of anticipated environmental and social impacts can be continually assessed. The overall objective of environmental and socio-economic monitoring is to ensure that recommended mitigation measures are actually implemented during road construction and operation. Monitoring will involves periodic review of construction and maintenance activities to determine the effectiveness of recommended mitigation measures. Consequently, trends (changes) in environmental or social degradation or improvement will be established, and previously unforeseen impacts identified or pre-empted. Environmental and social monitoring allows measures to be implemented in time in order to prevent or avert negative impacts.

8.14 Monitoring Aim and Requirements KCCA shall continue to monitor environmental and social parameters during the project implementation, in order to;

i. Confirm baseline conditions established during this ESIA; ii. To assess the effectiveness of the mitigation measures implemented to mitigate the anticipated environmental and social impacts of the proposed project; and iii. Build up a database of background environmental data, for subsequent road construction activities within the city. To ensure adherence and implementation of the proposed mitigation measures, KCCA will appoint an Environmental Specialist. The primary responsibilities of the environmental specialist will be 133

to:

 Monitor the implementation and functioning of mitigation measures;  Conduct routine environmental monitoring (i.e., biophysical parameters) that are described in this ESIA report and ESMMP;  Liaise with the contractor and provide daily input into the functioning and adequacy of mitigation measures, and make recommendation for further measures if necessary; and  Have the authority to stop work in the event of an identified risk to the environment and human health. Monitoring results/reports will be made available to relevant authorities during the various project phases to key stakeholders at local, divisional and national levels (NEMA, Kampala Capital City Authority Environment Manager/ Environmental Specialist).

In addition, KCCA is to contract an independent environmental consultant firm to carry out the environmental and social audit. An audit report will be generated after completion of the project and submitted to the National Environment Management Authority for review to determine compliance with the relevant environmental regulations and mitigation measures.

8.15 Environmental and Social Management and Monitoring Plan (ESMMP) To ensure that the mitigation measures proposed for the likely adverse impacts of the proposed road construction project are implemented, an Environmental and Social Management and Monitoring Plan (Table 8-3) was developed. This plan shall be read and applied along with the requirements of the entire section 7.0. Generally, KCCA will be responsible for the implementation of this EMMP and will bear all liabilities thereof;

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Table 8-3: Environmental and Social Management and Monitoring Plan Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Pre-construction phase impacts on the socio-economic environment Positive impacts Creation of Giving priority to the local people including the During the Local people including women and Weekly during Contractor's employment disadvantaged groups such women, youth, poor, construction phase youths are employed by the project project community liaison opportunities orphans e.tc, within the project area for job opportunities commensurate implementation officer, KCCA with their skills construction phase Only trained and professional drivers should be Daily for about 6 Investigative teams are driven by Bi-weekly KCCA Department allowed to drive the investigation teams. months professional drivers only. of Occupational Health and Safety, and Department of Health and Environment, NEMA Project workers and communities are inducted and Throughout project Workers and communities reached Weekly as part KCCA and sensitized on protection of children and criminal implementation with the child protection and rights of the Contractor effects of sexual engagement with children information. community including street kids as a result of the road project outreaches Potential loss of Compensation shall be paid for land required for During the Pre - All potential PAPs are compensated land/property the construction of the proposed roads. construction phase, for the properties taken or damaged 16,4983 Once KCCA Directorate Compensation will be provided in accordance with for six months of Gender and Ugandan laws, including the Constitution of 1995 Community and the Land Act of 1998, among others and the Development

3 as converted from the RAP implementation budget at a rate of $1= UGX2,800

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring World Bank Environmental and Socio Safeguard Policy (OP 4.12 Involuntary Resettlement). Where necessary a Resettlement Action Plan During pre- A Resettlement Action Plan in place Once (RAP) shall be undertaken to quantify affected construction for at acreage, persons and property. least six months

KCCA to purchase the land for relocation on the Before construction Land purchased and vendors Weekly free market system for permanent relocation of commences permanently relocated vendors. Land owners have been identified and engaged and funds allocated in the budget for FY 2015/16 for the purpose. KCCA to construct an administration block for An administration block Weekly Makerere College School. constructed Establish a functional complaint handling system Throughout Project A complaint handling system is Monthly with a clear hierarchy to manage emerging implementation functional complaints from the workers and PAPs. Occupational and All people carrying out investigations by the road Daily for the entire People carrying out investigations Bi-weekly community health side should wear high visibility vests. investigation wear protective gear all the time and safety period The investigation team should be observant of any Daily during Pits existing in the investigation Weekly pits within their areas of investigations investigations for areas are identified about six months KCCA Department Only trained and professional drivers should be Daily throughout Investigation teams are only driven Monthly of Occupational allowed to drive the investigation teams. the investigation by trained and professional drivers Health and Safety, period and Directorate of First Aid kits should be carried around by the Daily or whenever Investigation teams carry around Weekly Public Health and investigation teams during the surveys. investigation field First Aid kits all the time during Environment visits are made surveys 136

Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Training of workers of any development is key to Once at the start of Workers and are trained in safety 1000 Once before the their safety. All workers should be inducted on the investigation and are inducted before they investigations safety issues before they commence their activity commence investigations period investigations Project Construction phase Impact on the Socio-economic environment Positive impacts Creation of job Give priority for employment to the local people Throughout the Locals including some of the people Monthly opportunities and especially those that will be directly affected by Construction phase affected by the project employed KCCA Directorate improvement of the project of Gender and livelihoods Employ disadvantaged groups of people in the Throughout the The vulnerable and/or Monthly Community ZOI especially the youth and women construction period disadvantaged such as women, Development, youths and the disabled are Contractor’s employed during project Sociologist implementation. Ensure that the national Labor laws and Adherence to national child labour Daily Employment Act are adhered to (including aspects Throughout project laws of child labor requirements) period Promote gender considerate employment Number of women employed by the including women project Workers and communities are inducted and Record of workers’ induction and sensitized on protection of children and criminal sensitisation of children effects on sexual engagement of children including street children as a result of the road project Ensure that workers are inducted and sensitized on Beginning of the Records of HIV/AIDS sensitisation 4,000 Bi-quarterly KCCA Directorate HIV/AIDS scourge to avoid social misdemeanor construction period campaign. of Public Health among the workers residing outside the camps. and Environment

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Creation of Institute a non-fraternization policy at the Throughout the A non-fraternisation in place with Weekly business workers’ camps as a measure to control against construction period controlled access by hawkers to the opportunities prostitution and misconduct workers’ camp, which will mostly accommodate the Contractor’s foreign workers Ensure that regular business dealers and especially Identified food vendors or owners Weekly food vendors are registered for identity and of eateries registered. avoidance of unfair treatment by workers, such as denial of payment entitlements

Throughout the Workers and communities reached Weekly as part project with the child protection and rights of the implementation information. community Publically accessible IEC outreaches materials/Bill boards on child protection and rights along the road and campsites Coordination with Coordinate with MoGLSD and develop protocols KCCA Relevant GoU on responding to labor and child protection issues. At the beginning of agencies the project and update as appropriate

Potential Negative impacts Land acquisition Land acquisition from any additional possible Throughout the Compensation made for additional As land from the design road redesign should be compensated based on the project land requirement KCCA Directorate review and RAP guidelines. implementation. emerges of Gender and

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring acquisition of An abbreviated RAP will be prepared by the As soon as the land Number of abbreviated RAPs Community auxiliary facilities Contractor for all land acquired for auxiliary is identified and prepared Development activities and compensation done prior to takeover prior to land take. of the land. Management of complaints (including training of Throughout project Record of complaints managed and GRCs) and compensation of PAPs that may be implementation number of any pending PAPs pending. compensated Occupational and Fencing off of all construction excavations and Entire construction Construction excavations and Weekly during community Health trenches with reflective material, & using concrete period trenches are fenced off with construction and Safety barriers. reflective materials and records/reports are prepared to show KCCA Department compliance. of Occupational Provide appropriate and adequate protective wear Daily throughout Protective wear is provided for foot Daily Health and Safety., such as reflectors, safety shoes, ear muffs, gloves, the construction protection, hearing protection and and Directorate of goggles, and others to ensure optimum safety for period general safety, daily throughout the Public Health and the workers construction phase. Environment, Attach speed limits to vehicles that will use the During design, Warning signage with speed limits Monthly NEMA road construction and is posted on the road sides to reduce operation the risk of accidents. Contractor’s Health Incorporating of speed control devices such as During design Speed controls measures including During and safety officer humps into the road design. humps are put on the roads. construction and operation Post reflective, directional and warning signs for During Reflective, directional and warning During road diversions at reasonable distances ahead of construction signs for road diversions are posted construction the diversion roads. at reasonable distances ahead of the diversion roads.

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Provide efficient and adequate traffic diversion During planning, Traffic diversion roads are provided Bi-monthly roads and construction are efficiently and adequately during working. construction phase Properly cover materials carried by haulage trucks During Trucks hauling construction Weekly with a tarpaulin. construction, materials are covered with tarpaulin decommissioning to prevent material spillovers. and reinstatement Incorporate pedestrian walkways/ shoulders, cycle During design Pedestrian walkways/shoulders, During and ways, efficient pedestrian crossing signals at all phase cycle ways, efficient pedestrian after the intersections, guard rails on the sides of the crossing signals at all the construction carriageway, safe stopping/parking spaces/lay-bys intersections, guard rails on the phases. into the road designs. sides of the carriageway, safe stopping/parking spaces/ lay-bys are incorporated into road designs. Filling of excavated potholes, ditches, and During and after Potholes, ditches and trenches are Daily, during trenches etc. construction backfilled. construction Erect visible road signs warning road users about During Visible road signs warning road Weekly on-going road construction works construction users about on-going road construction are in place. Put in place proper and visible guiding signs or During Proper and visible guiding signs or During recruit traffic wardens/guides to direct vehicles construction traffic wardens/guides in place. construction Enforcement of traffic rules and regulations by During Traffic rules and regulations are Daily during relevant agencies construction and effectively enforced by relevant construction operation agencies. and operation Placing of warning signs on vehicles moving Prior to or during Warning signs are established on Daily bitumen and fuel. construction vehicles carrying bitumen and fuel.

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Place warning signs along the road indicating the Prior to or during Warning signs along the road By weekly presence of vehicles moving heated bitumen. construction indicating the presence of vehicles during moving heated bitumen exist. construction Institute a public road safety awareness Daily, for the entire Workers trained in occupational Daily Uganda Police programme and train workers and local construction period health and safety and safety talks are communities in their safety. Ensure regular safety made regularly. talks to all workers and institute strict punitive measures for non-compliance with safety rules. Documentation of Accidents and actions taken Throughout project Number of accidents registered Whenever Contractor, Follow implementation Actions taken required up by KCCA Development of HIV/AIDS action plan and Quarterly during HIV/AIDS awareness campaigns Monthly Contractor’s carryout HIV/AIDS awareness raising campaign the construction conducted. HIV/AIDS with workers and local communities, strategically phase Specialist integrating workers residing both in and outside the camp. Regulate and institute a strict code of conduct at Weekly during the A strict code of conduct in place Daily Contractor’s the Workers’ Camp, to ensure that facilities such construction phase Sociologist, as lavatories, bathrooms, and accommodation are Engineer’s separated according to gender. Environmentalist & Suppress dust emissions by regularly sprinkling Daily during the Dust emissions suppressed Daily KCCA’s Env’tal water during dusty conditions to improve visibility construction phase Mgt and Socio- and at the same time minimize the health impact development of dust pollution to both workers & the general Specialists public.

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Install screening concrete barricades and warning Daily during the Screening concrete barricades and Daily conspicuous tapes in and around disturbed and construction phase warning conspicuous tapes installed excavated areas to control access & minimize pit- falls/ accidents for both workers and the general public. Risk of assault/ The project staff should not trespass through Throughout project Record of staff control measures Daily KCCA Directorate of Attack/ private property without due authorization implementation through strict code of conduct Gender & intimidation Ensure controlled driving behavior in community Throughout project Number of accidents recorded Daily Community Services, areas to avoid accidents and conflicts implementation Provide onsite security to protect the project During Record of intimidation cases Daily Contractor’s Project personnel and equipment from unnecessary Construction phase Manager intimidation/harassment and vandalism Report all the criminal cases to police Whenever required Number of cases reported to police Whenever throughout project required implementation Damage of property Adequate and prompt compensation for any Weekly, Crops and flowers are planted to monthly KCCA Directorate damage made to crops or flower gardens shall be throughout the compensate for the damage of of Public Health carried out where space allows an opportunity. entire construction vegetation in project affected areas. and Environment phase Destruction of Work must immediately stop along that section, Whenever chance Works at the affected section are Whenever physical cultural and the Supervising Engineer, Department of finds are made, for halted immediately. required resources Museums and Antiquities and the competent at least a week authority under NEMA immediately informed to take a decision on the way forward Care must be taken during the excavation of Throughout the Gravel excavation done after careful Always during borrow pits to avoid family or clan graveyards. construction phase physical inspection and proper gravel inquiry. excavation

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Fit high noise producing machinery with silencers Daily throughout Noisy machinery is fitted with Monthly Ground vibrations construction, silencers. and noise decommissioning emissions. Regularly service, maintain and appropriately Materials haulage vehicles are Monthly. repair haulage vehicles and construction Monthly regularly serviced well maintained. machinery with a potential to generate noise. Enforce traffic regulations During Traffic regulations are enforced and Weekly construction and all drivers and workers abide by the operation regulations. Provide appropriate PPE (ear muffs) to the staff at Prior to project start The staff is provided with, and uses Quarterly the work sites the PPE including eye and hearing KCCA Department protection among others all the of Occupational time. Health and Safety, Make wearing of the ear protection devices a must During All workers at noisy sites wear Weekly Directorate of to all workers especially those who work close to construction, hearing protection devices. Public Health and noisy machines decommissioning Environment. and reinstatement Limit construction, excavation activities and During Project implementation activities Daily movement of haulage vehicles to day time construction scheduled in accordance with site especially where sensitive receptors such as specific conditions. Makerere College Girls’ Hostel exist. Road construction activities around schools shall be harmonized with school operations so that they bear limited impact on the running school programs. Otherwise, continuous Works shall be expected where no sensitive impact receptors are identified

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Deploy flagmen and post road signage limit traffic During Flagmen deployed and road signage Daily during speed at areas with schools, such as Makerere Construction posted at key areas including construction College School, Mengo Senior Secondary School, Makerere College Girl’s hostel and etc., to avoid the risk of noise, dust and accidents. schools. Keep noise levels within permissible limits During Noise levels are kept within national Refer to Table Monthly construction, permissible limits. Monitoring of 8-4 decommissioning noise levels is done and reinstatement Limit the speed of haulage vehicles to a level that Daily, for entire The speed of materials haulage Weekly will produce the least amount of noise project trucks is limited to control noise implementation levels. Installation of speed humps along the road During Speed humps are established along Once during construction the project roads and at the junctions and after construction Ensure a temporary noise barrier during Temporary noise barriers in place 25,000 Weekly construction at hotspots to shield classes, libraries and residential areas and hotels from noise and dust emissions. Permanent noise barrier at hotspots e.g. Makerere Permanent noise barriers at hotspots 30,000 Law School, Makerere College School structures (Classroom block, multi-storied building, and hostel) that border the road, Limit noise and vibration prone activities shall be Night noise levels Refer to Table harmonized with school operations to ensure that 8-4 - for noise studies are not disrupted during day-time hours monitoring and simultaneously work to minimize disrupting equipment. school night preparatory activities and rest time of students. No night activities shall be permitted around residential areas as well.

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Construction activities at areas of students’ During Construction activities around areas Daily residence such as the girls’ hostel will be only Construction of students’ residence limited to day permitted during day when students are out in time. classrooms. Night construction works around educational institutions shall only be permitted during school holidays. Conduct a structural integrity assessment for During the pre- Structural Integrity assessment Before and all potentially affected buildings located on construction phase carried out on potentially affected after Makerere Hill Road to establish their baseline structures construction conditions before road construction and inform decision making process during and after road construction. Controlled vibrations such as with use of During Controlled vibrations through Bi-weekly rolling dynamic and rubblising around areas construction rolling dynamic used where the impact of road construction could result in the damage of structures such as Ham Towers, Makerere College Girls’ hostel, e.t.c. This approach is comparatively better than use of conventional vibrating drum and sheepsfoot rollers4 Regular monitoring of the potentially affected During All potentially damaged structures Bi-weekly structures during the construction phase shall construction and regularly monitored. be done to ensure timely response to avoid post construction adverse impacts on lives and property. phases

4 See Soil Compaction; Providing a base for soil compaction, accessed on 9/01/2015, at the web page https://ecms.adelaide.edu.au/civeng/research/mining/geotech/impact-roller-v01.pdf

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checks/check dams in drains along access roads. Covering of stock piled materials with fabric or Daily for the entire Stock piled materials are covered Daily during NEMA, grass construction phase construction Excavate cutoff ditches around stock piles or Whenever Cutoff ditches or a ring of stones are Weekly KCCA Directorate establish a ring of stones stockpiling is made established around stock piles of Public health and throughout the Environment construction phase Protection of areas susceptible to erosion using During Drainage works present on work Bi-monthly either temporary or permanent drainage works Construction and sites susceptible to erosion during decommissioning construction Gulley control using gabions or check dams During Presence of check dams and gabions Whenever construction No evidence of gulley erosion required during construction

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Protection of culvert outfalls by installation of During Aprons or cascades/steps are Once during aprons or cascades/steps construction installed construction Soil compaction Use of existing roads as access routes where Daily, throughout Existing roads are used as access Weekly, during KCCA Directorate possible Construction phase routes construction, of Public health and Restriction of vehicular movement to only During the Vehicle movements are limited to Weekly, during Environment, designated areas. Construction phase designated areas and off-road construction, NEMA. driving is prohibited. Re-vegetation of areas cleared and not needed as Daily during the Areas cleared of vegetation are re- Bi-weekly hard pavements decommissioning vegetated. during phase restoration The activities likely to result into change in the Daily, throughout Activities that could potentially Bi-weekly, geological structure should be limited to only the the entire change geological structure are during areas under operation. construction phase limited to the areas under the construction KCCA Directorate - at least 1 year operation of Public health and Cuts should not exceed the angle of repose which Daily through the Cuts do not exceed the angle of Bi-weekly, Environment, could lead to rock falls, slips and land slides construction phase repose during NEMA. – at least 1 year construction Change in Have separate stock piles for each type of material Daily or whenever Separate stockpiles for each type of Bi-weekly, geological excavated. possible during the material excavated made during substructure construction phase construction Prevent adverse scouring of slopes Daily during Adverse scouring of slopes Bi-weekly, material prevented during excavations and construction road cuts Borrow pits and quarry sites opened by contractors Daily during the Borrow pits and quarries opened by Bi-weekly, for the purpose of the proposed project should be reinstatement phase contractors restored in accordance during restored to as near as possible their original state for at least a week to the restoration plan construction

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Backfilling of created pits On completion of Pits created during the construction Once after KCCA Directorate Displacement of decommissioning are adequately backfilled. reinstatement of Public health and earth materials phase Environment, Gravel excavation should consider cutting to Daily during the Gravel excavations consider gentle Bi-weekly gentle inclinations to ease restoration of material construction phase angle of cut during the sources to original landscapes construction phase The top soil should be planted with grass to keep Whenever possible Top soil planted with grass Quarterly it in place Recycling/ proper disposal of waste lubricants and Weekly during Waste lubricants and used oils are Monthly Risk of soil oils construction, recycled, reused or properly pollution decommissioning disposed of by a NEMA certified and reinstatement waste handler NEMA, Have central locations for refueling of vehicles During Refueling and servicing of vehicles Weekly KCCA Directorate and fuel powered machinery. construction, and fuel powered machinery of Public Health decommissioning conducted at central locations. and Environment, & Decommissioning Lining of floors of refueling points Before construction The floors for refueling points are Monthly but repairs to lined emerging cracks by grouting done whenever necessary Place plastic sheeting under hazardous material Throughout Hazardous material are placed Weekly and their storage areas construction, under plastic sheeting and their decommissioning storage areas and reinstatement 148

Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Drain/direct contaminated runoff from oil storage Daily throughout Oily and contaminated runoff Weekly areas into ditches and ponds with oil interceptors construction and drained into ditches and oil throughout decommissioning interceptors on site project implementation Pack contaminated and worn plastic sheeting into Daily throughout Contaminated and worn plastic Weekly drums prior to proper disposal construction and sheeting is packed into drums for decommissioning proper disposal. Avoid application of bitumen on the carriage ways Daily throughout No bitumen is spilled on the Daily during during strong winds, or heavy rains. construction carriage ways. surfacing (surfacing) Line all the side drains Towards end of Side drains are lined Bi-monthly construction Collect unused bitumen for future use During Unused bitumen is collected for Weekly during decommissioning future use decommissioni ng Do not discharge bitumen into side drains. Throughout entire Bitumen not discharged in side Bi-weekly surfacing period drains Regular servicing and maintenance of vehicles and Throughout Vehicles and machinery are Monthly construction machinery construction, regularly serviced the records are in decommissioning place. No fuel leakages from and reinstatement vehicles and machinery takes place. Develop and implement an oil spill prevention and Before construction An oil spill prevention and counter Weekly counter measure Plan and throughout the measure plan is in place project cycle Develop and implement a proper waste Prior to A waste management plan is in Before the management Plan construction place and implemented. construction phase

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Impact on air Sprinkle with water of all unpaved roads used by Daily throughout Water sprinkling on all unpaved Bi-weekly quality haulage trucks. construction, and roads intensely used for materials decommissioning haulage is sufficiently done. Provide alternative traffic routing using diversions Whenever possible Alternative traffic routing with use Weekly KCCA Directorate during construction of diversion is provided. of Public Health Sprinkle with water of dusty surfaces and Daily, or whenever Water sprinkling is done at water Weekly and Environment. materials along the road, at quarries and borrow required based on dusty surfaces pits and asphalt plants. weather conditions Regularly service vehicles and machinery likely to Monthly Vehicles and machinery are Monthly produce emissions if ill-serviced. regularly serviced and records kept Avoid idling of vehicles and machinery to reduce Daily for entire Idling of vehicles and machinery Weekly the emission of exhaust fumes. construction and avoided decommissioning The speed of haulage trucks and other vehicles Daily throughout Speed controls instituted to reduce Weekly along the project road and any road diversions construction and dust emissions should be limited to reduce dust levels decommissioning Ensure that erodible material stockpiles are distant Throughout Location of material stockpiles Weekly from sensitive establishments such as classrooms, construction relative to sensitive establishments hostels, hotels and supermarkets to reduce dust emissions. Siltation of surface Implementation of soil erosion mitigation Weekly, for the Soil erosion control measures are in Bi-monthly water courses measures proposed in the previous sections of this entire construction place KCCA Directorate report phase of Public Health Minimization of earth works such as excavation, Throughout Earth works including excavation Weekly and Environment cut and fill and compaction to only the area that is construction phase are minimized to areas where they absolutely necessary are necessary

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Construction of cutoff ditches around stockpiles to Once for every Presence of cutoff ditches around Monthly NEMA, and prevent materials being washed away by surface material stockpile stock piles Contractor's runoff site Engineer Covering of excavated and stockpiled materials Daily throughout Erodible stockpiles are covered with Daily with fabric or other materials construction materials Avoid stock piling near waterways (streams and/or Daily throughout Stock piles are not located near Weekly swamps in this case) or on steep slopes. construction phase waterways such as swamps and streams. Regular de-silting of the drains Daily and/or every Silt in drains is regularly dredged Weekly after rains Construction of interception ditches, and settling Whenever required Interception ditches and settling Monthly ponds during construction ponds are in place During channelization, endeavor to maintain the Throughout Original direction of water flow Monthly original direction of water flow – unless construction maintained alternatives present better drainage improvement opportunities Potential water Recycling or proper disposal of all waste Daily throughout Used oil and grease are properly Bi-monthly pollution lubricants and oils project disposed to avoid any contact with implementation water. NEMA, KCCA Lining of floors of workshops, bitumen storage Just before Floors of workshops, bitumen Monthly Directorate of areas and refueling points construction storage areas and refueling points Public Health and are lined in place. Environment Placing plastic sheeting under hazardous material Daily, throughout Hazardous material placed on Daily during and their storage areas implementation plastic sheeting construction, decommissioni ng

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Leading contaminated runoff from fuel and During Presence of ditches and oil Bi-monthly bitumen storage areas into ditches and ponds with construction and interceptors at storage sites during oil interceptors. decommissioning construction Packing of contaminated and worn plastic sheeting Daily, throughout Contaminated plastic sheeting Bi-weekly into drums prior to proper disposal implementation packaged in drums before disposal during construction Well packing of bitumen during transportation Daily during No evidence of bitumen spills Daily during transportation during transportation transportation Avoid application of bitumen on the carriage Daily for the entire No evidence of spilled bitumen into Weekly ways during strong winds, or heavy rains surfacing phase water Vegetation clearance should be limited to only the Daily, during earth- Vegetation clearance is limited to Bi-weekly areas where it is absolutely necessary. stripping areas where it is absolutely necessary All areas cleared of vegetation and not paved Immediately after Indigenous grass and tree species Weekly, during NEMA, KCCA should be planted with indigenous grass and tree project works, and planted in unpaved areas cleared of the restoration Directorate of Public Health and Potential impact on species. during vegetation activities Environment vegetation reinstatement/ Restoration phase 1000 Endangered/vulnerable plant species (Mvule) During Clearance of endangered tree Monthly such as those noted during the baseline vegetation restoration/reinstat species compensated for by surveys should be replanted elsewhere within the ement replanting them where space avails jurisdiction of KCCA. an opportunity Where the Contractor opens up new material Daily for about 4 Restoration plan for material 10,000 Sourcing of sources other than procuring materials from days during sources opened in place and \Quarterly construction commercial operators, restoration of the sites reinstatement restoration is actually undertaken KCCA Directorate materials immediately after the construction phase shall be of Public Health undertaken in accordance with restoration plan. and Environment,

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Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring Where materials are sourced from commercial Once, during pre- Operators of commercial quarries Once during Directorate of operators, the Contractor will ensure to confirm construction Due comply with the statutory pre- Gender and the operators’ compliance with statutory Diligence requirements, and evidence of EIA construction Community requirements. approval certificates and phase Development Certificates of Compliance are obtained. When invasive species are introduced to new During Any invasive alien species Quarterly areas, they will be manually removed and construction, introduced are manually uprooted, transported for disposal. restoration transported to the waste disposal NEMA, KCCA The project staff (both technical and non-technical During the pre- Project staff sensitized about the 1000 Monthly Directorate of Impact of materials staff) will be sensitized on control of invasive alien construction phase introduction of invasive alien Public Health and storage species species. Environment Pressure tests should be conducted on the fuel Weekly Pressure tests records Monthly storage tanks or fuel transporting tank trucks Drip pans should be provided all time for safety Whenever Drip pans in place and evidence of Monthly and to control against soil contamination refueling is done use in place All wastes should be collected in gazetted areas Daily throughout All wastes are sorted according to Bi-weekly and sorted, to separate hazardous and non- project hazardous and non-hazardous and NEMA, hazardous wastes for proper disposal. implementation collected in gazetted areas period KCCA Directorate A NEMA certified waste handler should be Bi-weekly, for Wastes are transported by a NEMA weekly of Public Health Impact of waste contracted to transport and dispose of wastes to a entire certified waste handler to a NEMA and Environment, generation and known NEMA approved waste disposal facility. implementation approved waste disposal facility. transportation period KCCA Department Contractors should induct their drivers and Pre-construction Drivers are inducted and sensitized Monthly of Occupational sensitise them on safe transportation of the rubble period or any time about safe transportation of waste Health and Safety, and cut-to-spoil materials to the final disposal site. new drivers are materials recruited 153

Impact Proposed mitigation/enhancement measure (s) Time frame for Monitoring indicators Costs required? Timeframe/ Person/institution implementation of (also refer to Table Frequency for responsible mitigation measure 8-4) ($) monitoring All the wastes should be collected in areas separate Daily, throughout Wastes are collected in areas distant Weekly from the surface water bodies such as streams to construction and from surface water bodies such as avoid water contamination and sedimentation. decommissioning streams phases Post-Construction Phase Potential impacts on the socio-economic environment Potential positive impacts The traffic signals should be effectively linked During and after Traffic signals are effectively linked Once or NEMA, together to enhance their collective efficiency. construction together and their collective whenever efficiency is enhanced required KCCA Directorate Improvement in Install appropriate signage to guide traffic During post Appropriate signage installed Not required of Public Health traffic flow and effectively. construction and Environment, mobility. activities Increase in traffic policing shall be required to Daily, during the Traffic policing enhance and Not required KCCA Department reduce the “new road effect” associated with over project operation culprits of reckless driving are of Occupational speeding with attached elevated risk of accidents. phase penalized Health and Safety, Potential negative impacts Alteration of visual Limiting vegetation clearance and demolition of During site Vegetation clearance and Weekly, early NEMA, KCCA and aesthetic buildings to only those areas where it is absolutely clearance demolition of buildings limited to in the Directorate of quality of sites necessary. areas where it is absolutely construction Public Health and necessary phase Environment On completion of construction works, any areas During areas cleared of vegetation but not Once during KCCA Directorate that were cleared of vegetation but are not paved reinstatement paved are re-vegetated reinstatement of Public Health should be planted with grass indigenous to those and Environment areas.

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Develop a community/stakeholder At the beginning of Community feedback, issues raised Monthly/Bi- KCCA Directorate Improved communication and engagement plan to ensure the the project and and information given as well as monthly of Community Communication, communities understand the project impacts, Continuously minutes and complaints received Development in information progress, expectations, traffic plans, receive update collaboration with sharing, community feedback, and assess emerging risks. Directorate of participation and Public Health and feedback Throughout the Environment;

Undertake a continuous risk and impact Project life Contractor; Possible emerging assessment Technical team social risks and managing the impacts project and the

Divisions

KCCA

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Table 8-4: Implementation costs summary

Ref. in Impact/Aspect of No. of Approximate Description text concern units costs ($) Procurement of environmental monitoring equipment (vi) Noise emissions Procurement of noise level monitoring equipment – Precision integrating Sound 2 15,000 Level meter (ii) Soil compaction Seismograph – Vibration meter kit 2 10,000 and vibrations (vi) Potential air Potable Air quality (Macro dust digital 2 10,000 pollution aerosol) monitor Potable Air quality (Gas monitoring) meter 2 20000 (vii) Water pollution Onsite water and wastewater quality 2 25,000 monitoring kit General purpose GPS 2 5000 Digital Cameras 4 8000 Compensation and grievance redress 7.2.2.2 Loss of Stakeholder engagements and public 6500 land/property and Consultations Resettlement Total 99,500

8.16 Decommissioning/Restoration/Rehabilitation plan On completion of the construction phase of the project, all environmental components disturbed by the project implementation process shall be restored back to as near as possible their original state. In this respect therefore;

 All temporary structures put up during road construction shall be demolished  All sites used for storing road construction materials shall be properly cleared and cleaned  Any waste resulting from the project works shall be collected and properly disposed off  Unless the land owners request otherwise in writing through the respective LC.I Chairpersons, and approval of the KCCA Executive Director, all borrow pits and gravel pits will be landscaped by backfilling them with spoil material from road cuts followed by stockpiled overburden initially removed from the quarry and borrow pit sites. As already

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noted, this requirement shall selectively apply where Contractors open new material sources. The restoration of commercial material sources rests with the private operators.  Any unpaved areas cleared of vegetation such as temporary access roads should be re- vegetated with grass and trees indigenous to the sites.  Any unsettled issues of compensation and relocation should be solved.  All boulders and stones exposed during road construction should be covered. The restoration exercise shall be supervised by an environmentalist who shall produce a restoration report at the end of the exercise. This restoration report shall be submitted to NEMA for approval and it is after this approval from NEMA that KCCA would make the final payment to the contractors.

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9 CONCLUSIONS AND RECOMMENDATIONS

Implementation of the proposed project will result into a number of impacts on the environment and socio-economic conditions of the population in and around the project area. These impacts will be both positive and negative occurring at different stages of project implementation. Most of the positive impacts identified would be of high significance while most of the negative impacts identified would be of moderate significance especially after application of the proposed mitigation measures.

The reconstruction and upgrading of roads and junctions is critical to ease traffic jam and stimulate relative improvement in the general micro and macro-economic conditions both in the short and long run. The potentially negative impacts of project implementation have been addressed through the mitigation measures proposed in this ESIA report as well measures to enhance the likely positive impacts. .

In the event that the project is approved and reconstruction and upgrading of roads and junctions proceed; the developer is called upon to ensure that the mitigation measures proposed in this report are implemented.

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Fernando, C. H. (ed.). (2002). A Guide to Tropical Freshwater Zooplankton: Identification, Ecology and Impact on Fisheries. Backhuys Publishers, Leiden, The Netherlands. Florida Department of Transportation and Environmental Management Office, (2012): Cumulative effects evaluation quick guide. Visited at www.dot.state.fl.us/emo/pubs/CEE/CEE- QuickGuide-2012-1218.pdf on 25/7/2015.

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G.O.U.(2003). National Policy on HIV/AIDS and the World of Work. Kampala, Ministry of Gender Labour and Social Development G.OU. (2004). The National Environment (Control of Smoking in Public Places) Regulations, UPPC, Entebbe Harker, K.W. (1960). An Illustrated Guide to the Grasses of Uganda. Government Printers Entebbe- Uganda Heyer, W. R., Donnely, M. A., Mcdiarmid, R. W., Hayek, L. A.C. and Foster. M. S. (1994) (Eds). Measuring and monitoring Biological Diversity; Standard methods for Reptiles and Amphibians. Smithsonian Institution Press, PA. http:// ubcom.org/aquatic/table_wetlands.php? http://www.usroads.com/journals/p/rmj/9712/rm971203.htm: Quantifying the impacts of road construction on wetlands loss: IUCN (2007). 2007 IUCN Red List of Threatened Species. Jakobsen and Johnsen (1987). The influence of predation on horizontal distribution of zooplankton species. Freshwater Biol., 17: 501-507. Kampala City Local Government (1997). The District State of Environment Report

Kent M., & Coker P. (1996) Vegetation description and analysis. A practical Approach. John Wiley & Sons LTD, West Sussex, England. Lubaga Division. (2009). Lubaga Division Development Plan

Megahan, W.F. (1977). Reducing erosional impacts of roads. In: Guidelines for Watershed Management. Food and Agriculture Organization, United Nations, Rome. p 237-261. MoH. (2004). Draft of the Uganda National Policy on HIV/AIDS. Kampala, Ministry of Health MOWHC. (1999). Sector Environmental Policy and Management Assessment of FRSP Volume IV: Environmental Management Resources. Final Report.

MOWHC. (1999). Sector Environmental Policy and Management Assessment of FRSP Volume IV: Environmental Management Resources. Final Report. Mugidde, R. (1992). Changes in phytoplankton primary productivity and biomas in Lake Victoria (Uganda). M.Sc. thesis. Dept. Botany, University of Manitoba, MB. NEMA. (1997). Guidelines for Environmental Impact Assessment in Uganda NEMA. (1999). Environmental Audit Guidelines for Uganda. NEMA. Kampala NEMA. (2004). Environmental Legislation of Uganda. NEMA. Kampala Schiøtz, A. (1975). The Tree Frogs of Eastern Africa. Steentrupia, Copenhagen. SchiØtz, A. (1999). The Tree frogs of Africa. Chimaira Buchhandelsgesellschaft Andreas S.Brahm, Frankfurt. Stewart, M. (1967). Amphibians of Malawi. State University of New York. 1-7. 160

Sylvia, P., Namaganda, M & Lye, K. (2003). 115 Ugandan Grasses. Dept. of Botany, Makerere University, Kampala-Uganda. Talling, J.F. (1963). Origin of stratification in an African Rift lake. Limnology and Oceanography, 8(1): 68-78. Tbilisi. (2008). Safeguard policies A quick Review. The World Bank Europe and Central Asia Region Terry. S. Fanshawe. J: 2002: Field guide to the Birds of East Africa. London The Besselink, C., Sips, P. (1998) (Eds). The Congo Basin. Human and natural Resources. Netherlands committee for IUCN Plantage Middenlaan 2B 1018DD Amsterdam. The G.O.U. (2006). Employment Act No 6 2006 The World Bank. (1999). OP 4.01. Environmental Assessment The World Bank. (2006). OP4.11 Physical Cultural Resources UNESCO. (2003) Convention for the safeguarding of the Intangible Cultural Heritage, Paris White, P. A. and M. Ernst. 2003. Second Nature: Improving Transportation Without Putting Nature Second. Defenders of Wildlife publication, Washington, D. C. World Bank. (2002). The World Bank Policy on disclosure of information World Conservation Monitoring Centre (1996) Checklist of CITES species. Gland Worthington E.B. (1929). A Report on the Fishing Survey of Lakes Albert and Kyoga, March – July 1928. Crown Agents for Colonies, London. 136p.

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APPENDICES

Appendix I: GPS Coordinates for the roads and junctions

NORTHINGS CH EASTINGS NORTHINGS CH LOCATION X = 451269.038 Y = 39068.635 0+000 X = 451264.216 Y = 39466.980O+399.011 BOMBO RD X = 451265.143 Y = 39299.749 0+000 X = 451089.449 Y = 39283.2530+176.466 NABWERU RD

X = 451262.707 Y = 39299.833 0+000 X = 451930.795 Y = 39352.5840+667.708 MAMBULE RD X = 452304.888 Y = 39379.902 0+000 X = 451968.360 Y = 39366.4780+338.552 MAMBULE RD

X = 453914.771 Y = 36089.034 X = 453711.071 Y = 36361.665 YUSUF LULE RD X = 453866.275 Y = 36176.534 X = 453924.308 Y = 36227.280 JOHN BABIHA X = 453761.267 Y = 36213.498 X = 453686.235 Y = 36262.950 KAFU RD X = 453788.064 Y = 36183.328 X = 453769.416 Y = 36116.749 SEZIBWA RD

X = 455086.656 Y = 38553.443 0+000 X = 455430.416 Y = 38904.3170+505.921 KIRA ROAD X = 455254.163 Y = 38797.774 0+000 X = 455061.950 Y = 38680.1720+225.347 OLD KIRA ROAD

X = 455086.768 Y = 38553.383 0+000 X = 454905.682 Y = 38196.7960+399.960 KIRA ROAD X = 454905.682 Y = 38196.796 0+399.960 X = 454923.697 Y = 38049.6100+552.976 LUGOGO BYPASS X = 454911.076 Y = 38195.118 0+000 X = 454713.074 Y = 38223.3190+200 KIRA ROAD

X = 452493.843 Y = 36778.119 0+000 X = 451015.033 Y = 36178.3981+647.934 MAKERERE HILL RD X = 451541.827 Y = 36470.424 0+000 X = 451516.356 Y = 36611.6540+143.565 SIR APOLLO KAGWA RD

X = 451473.431 Y = 35085.356 0+000 X = 449035.443 Y = 38421.3124+540 HOIMA RD X = 451362.760 Y = 35802.384 X = 451267.842 Y = 35619.916 KYADONDO RD X = 450976.649 Y = 36141.364 0+000 X = 450860.618 Y = 36071.3290+139.04 MUTEESA I RD X = 450982.413 Y = 36134.919 0+000 X = 450946.051 Y = 35995.3730+144.35 BALINTUMA RD X = 450553.550 Y = 37023.856 X = 450501.994 Y = 37190.505 KAWAALA RD X = 450558.166 Y = 37002.660 X = 450350.219 Y = 36868.687 MASIRO RD X = 449540.225 Y = 37418.839 X = 449724.838 Y = 37555.793 BAWALAKATA ROAD Appendix II: Plant species Lists Table 1(a). List of tree and shrub species recorded

Kiira Road section Family Species Habit Uses Podocarpaceae Afrocarpus gracilior (Pilg.) C.N. Page Tree Ornamental Euphorbiaceae Aleurites moluccana (L.) Wild. Tree Ornamental Verbanaceae Duranta erecta L. Shrub Ornamental Ornamental; Euphorbiaceae Euphorbia tirucali L. Shrub Medicinal Moraceae Ficus benjamina L. Tree Ornamental Verbanaceae Lantana camara L. Shrub Ornamental Bignoniaceae Markhamia lutea Seemann ex Baill. Tree Timber Arecaceae Roystonea regia (Kunth) O. F. Cook Tree Ornamental Euphorbiaceae Sapium ellipticum (Hochst.) Pax Tree Ornamental Fabaceae Saraca asoca (Roxb.) Wild. Tree Ornamental Bignoniaceae Tabebuia pentaphylla Hemsl. Tree Ornamental Combretaceae Terminalia catapa L. Tree Ornamental Combretaceae Terminalia mantaly Perrier Tree Ornamental Ornamental; Asteraceae Tithonia diversifolia (Hemsl.) A. Gray Shrub Medicinal Meliaceae Toona ciliata (F. Muell.) Harms. Tree Ornamental

Makerere Hill Road Family Species Habit Uses Fabaceae Albizia grandibracteata Taub. Tree Timber Euphorbiaceae Aleurites moluccana (L.) Wild. Tree Ornamental Nyctaginaceae Bougainvillea sp. Shrub Ornamental Cupressaceae Cupressus lustanica Mill. Shrub Ornamental

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Fabaceae Delonix regia (Bojer ex Hook.) Raf. Tree Ornamental Verbanaceae Duranta erecta L. Shrub Ornamental Ornamental; edible Arecaceae Elaeis guineensis Jacq. Tree fruits Moraceae Ficus benjamina L. Tree Ornamental Moraceae Ficus brachypoda (Miq.) Miq. Tree Ornamental Proteaceae Grevillea robusta A. Cunn. Tree Ornamental Bignoniaceae Markhamia lutea Seemann ex Baill. Tree Timber Magnoliaceae Michelia champaca L. Tree Ornamental Moraceae Milicia excelsa (Welw.) C.C. Berg. Tree Timber Musaceae Musa sp. Tree Edible as food Phyllanthus capillaris Schumach. & Euphorbiaceae Thonn. Shrub Medicinal Fabaceae Senna siamea (Lam.) Irwin & Barneby Tree Ornamental Fabaceae Senna spectabilis (DC) Irwin & Barneby Tree Ornamental Solanaceae Solanum sp. Shrub Ornamental Strelitziaceae Strelitzia reginae Shrub Ornamental Myrtaceae Syzygium jambolana DC Tree Edible fruits Bignoniaceae Tabebuia pentaphylla Hemsl. Tree Ornamental Acanthaceae Thunbergia battscombei Turrill Shrub Ornamental Meliaceae Toona ciliata (F. Muell.) Harms. Tree Ornamental

Bakuli-Nakulabye-Kasubi-Northern Bypass Road Family Species Habit Uses Euphorbiaceae Acalypha wilkesiana Mull. Arg. Shrub Ornamental Podocarpaceae Afrocarpus gracilior (Pilg.) C.N. Page Tree Ornamental Euphorbiaceae Aleurites moluccana (L.) Wild. Tree Ornamental Moraceae Artocarpus heterophylla Lam. Tree Edible fruits Nyctaginaceae Bougainvelia glabra Shrub Ornamental

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Caricaceae Carica papaya L. Tree Edible fruits Cupressaceae Cupressus lustanica Mill. Shrub Ornamental; Hedge Solanaceae Datura suaveolens Willd. Shrub Ornamental Ornamental; Draceanaceae Dracaena fragrans (L.) Ker. Gawl. Shrub Demarcation Verbanaceae Duranta erecta L. Shrub Ornamental Ornamental; Edible Arecaceae Elaeis guineensis Jacq. Shrub fruits Myrtaceae Eucalyptus sp. Tree Timber; Medicinal Moraceae Ficus benjamina L. Tree Ornamental Moraceae Ficus brachypoda (Miq.) Miq. Tree Wild Moraceae Ficus thonningii Blume Tree Wild Proteaceae Grevillea robusta A. Cunn. Tree Ornamental Malvaceae Hibiscus rosa-sinensis L. Shrub Ornamental Fabaceae Jacaranda mimosifolia D. Donn. Tree Ornamental Euphorbiaceae Jatropha curcas L. Shrub Hedge Verbanaceae Lantana camara L. Shrub Ornamental Fabaceae Leucaena leucocephala (Lam.) deWit. Tree Wild Arecaceae Livistona chinensis (Jacq.) R.Br.ex Mart. Tree Ornamental Anacardiaceae Mangifera indica L. Tree Edible fruits Bignoniaceae Markhamia lutea Seemann ex Baill. Tree Timber Moraceae Milicia excelsa (Welw.) C.C. Berg. Tree Timber Moringaceae Moringa oleifera Lam. Tree Medicinal Musaceae Musa sp. Tree Edible as food Lauraceae Persea americana Mill. Tree Edible fruits Pinaceae Pinus sp. Tree Ornamental; Timber Myrtaceae Psidium guajava L. Shrub Edible fruits Arecaceae Roystonea regia (Kunth) O. F. Cook Tree Ornamental Euphorbiaceae Sapium ellipticum (Hochst.) Pax Tree Ornamental

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Fabaceae Senna spectabilis (DC) Irwin & Barneby Tree Ornamental Myrtaceae Syzygium jambolana DC Tree Edible fruits Combretaceae Terminalia mantaly Perrier Tree Ornamental Combretaceae Terminalia sp. Tree Ornamental Apocynaceae Thevetia peruviana (Pers.) K. Schum. Shrub Ornamental Rubiaceae Vangueria apiculata K. Schum. Shrub Edible fruits

Mambule Road Family Species Habit Uses Moraceae Ficus benjamina L. Tree Ornamental Arecaceae Livistona chinensis (Jacq.) R.Br.ex Mart. Tree Ornamental

Table 1(b). List of weedy herbaceous species recorded

Family Species Amaranthaceae Amaranthus dubius Mart. Ex Thell. Amaranthaceae Amaranthus graecizans L. Asteraceae Bidens pilosa L. Brassicaceae Cardamine trichocarpa Hochst. ex A. Rich. Poaceae Cynodon dactylon (L.) Pers. Convolvulaceae Dichondra repens J.R. Forst & G. Forst Poaceae Digitaria velutina (Forssk.) Beauv. Poaceae Eleusine indica (L.) Gaertn. Poaceae Eragrostis tenuifolia (A.Rich.) Hochst. Ex Steud. Euphorbiaceae Euphorbia hirta L. Euphorbiaceae Euphorbia prostrata Ait. Asteraceae Galinsoga parviflora Cav. Acanthaceae Justicia exigua S. Moore

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Nyctaginaceae Mirabilis jalapa L. Oxalidaceae Oxalis corniculata L. Poaceae Panicum maximum Jacq. Euphorbiaceae Phyllanthus niruri L. Poaceae Setaria homonyma (Steud.) Chiov. Malvaceae Sida acuta Burm.f. Poaceae Sporobolus agrostoides Chiov. Poaceae Sporobolus pyramidalis P. Beauv.

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Appendix III: Comments obtained from stakeholders and minutes of the consultative meetings Minutes for Sensitization meeting for Nakulabye-kasubi (Zone 6 and Zone 7) Venue: at the residence of the LC 1 chairman, ZONE 6 Date: 20th August 2013 Part 1:opening remarks Key activities Information and issues a) Opening Remarks by the  The Consultants outlined the purpose of the meeting: Consultant’s Sociologist to raise awareness of the programme in widening the b) Introduction of the Consultants Road from Bakuli round about to Namungona round and opening remarks by the L.C about (Northern bypass) to Dual carriage and its 1 chairman. consequences among the residents. Furthermore the c) Explanation of the PROJECT to Consultant’s would record residents’ expectations, the participants by the suggestions, views and questions about the project that Sociologist. would assist in design of activities to minimize the impact of involuntary resettlement.  A brief background of project activities and summary of the phases that would be involved in this process was provided (sensitization, census, and valuation, disclosure, and identification interventions to minimize the impact of involuntary resettlement). Part 2: Community reaction Key issues Information and issues 1.Most participants were  The sociologist emphasized that compensation will interested in finding out how be fair and adequate., All people having businesses compensation will be done, which will be compensated even if your operating from the people will be considered, would road reserve, if the road reserve extends to your land they consider people with loans?, both the landlord and the business will be what will be required while compensated. seeking compensation.  He promised the people that they should expect to be better or remain with the same status but will not be made worse. He encouraged people to bring along their land titles and structural plans since these add value to the property.  He emphasized that negotiations will be allowed, people would be given chance to accept monetary compensation or the government can construct for them house if they feel it will be more convenient for them.  The residents were promised that a KIIDP field office will be established in the area to handle any other matters arising while the project is underway.  He further assured the people that even part of the house is to be demolished, they will be compensated for the whole house and everything on that house belongs to you.  The sociologist informed the people with loans that the valuer will not consider them while carrying compensation. 2. Following the recent incidents  The sociologist informed the people that though it is of conflicts on the Entebbe the government of Uganda carrying the express highway,Theparticipants compensation, the funder of the project, The World wanted to know who is in charge Bank will not release funds to start off work unless of compensating people and what all people have been compensated adequately. guarantee is given to them that the same will not happen again. 3. An inquiry was made on how  The sociologist told the residents that people meant the payments will be made, and to get little amount of money will be paid in cash then there was also a concern on if and those expected to get larger amounts will be the money they get will be taxed. paid through their bank accounts, he further assured the residents that their money will not be taxed at all. 4. A request was made by the  The sociologist assured them that the concern will participants to advice the be forwarded, and the any other group involved on surveyors and valuers and any this project would be advised to work hand in hand other people involved on this with the LC 1 officials. project to handle them well just like the sensitization team has done. 5. A request was made by some  The respondents were assured by the facilitator that participants, that the contractor even if this is a world bank funded project, they are should consider them as regards to likely to contact a local firm to do the work and that employing the natives during the local firm will be advised to also use the natives. construction period. 6. A request was also made by the  The residents were assured that once they have residents to be notified as early as finalized with compensations, they will be given a 6 possible so that they can plan on months period to finalize everything. relocating early enough to avoid inconveniences. Part 3:final remarks From the residents From the sociologist The residents thanked the  The sociologist urged people not to mix this project with sensitization team for notifying politics them about the project since they  The sociologist also left his number behind for further Will be caught un a wares. consultations just in case the people who come later (other parties to the project) do not handle their situations as the sensitization team has promised.

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Part 1:opening remarks

Key issues Information and issues

 The Consultants outlined the purpose of the meeting—to provide information about the

compensation and to record the residents’ a) Opening Remarks by the L.C 1 expectations, suggestions, views and questions chairman and brief introduction about the project and also to involve them so that of the project. they can appreciate the project.  A brief background of project activities and b) Brief explanation of the project summary of the phases that will be involved in this by the sociologist. This was done process was then provided. The Consultant’s with emphasis to issues of activities will include mobilization, sensitization, Compensation, Resettlement and physical surveys, valuation, social economic Reconstruction and donors census, disclosure and interventions. funding the project.  The costs of compensation and restoration claims relating to the proposed improvements will be funded by Government of Uganda. Funds for civil works have been provided by the World Bank.

Part 2:community reaction

Key issues raised Information provided

1.Theparticipants were interested in  The sociologist told the residents that the project knowing when the project was has already begun since they are being sensitized. beginning, and they wanted to know They were told to expect the surveyors and the how different this project is since they valuer soon. have known cases when people have  About the project being different from others, the been sensitized but the roads are not sociologist assured the residents that World Bank made has already provided funds and they are only waiting for the government to compensate people and then work commences.

2. The participants were also interested  The sensitization informed them that this is not in knowing if they could be given possible since people in these areas have different another place to operate from instead types of business. of giving them compensation.

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3. Two residents had a drainage of  The sociologist assured them that this time round about 4.5metres put in their plots of they should expect compensation since World Bank land by KCCA and they were not will only release funds after all the compensations compensated, they were both seeking have been done adequately. assurance that it will not happen again, since it is the same organization carrying out the works.

4. An inquiry was made by the boda  The team promised to forward their complaint but boda cyclists on why they were not they were informed the reason they had not been being considered in the groups to be considered earlier is because KCCA does not have compensated yet the pay taxes and just registered boda-boda stages. include other groups like food vendors and chapatti makers who do not contribute anything at all and they wanted to find out if they would be given an alternative place to operate from? Part 3: concluding remarks

From the participants From the sensitization team

A request was made that KCCA  The sociologist requested the residents not to mix should concentrate on developing this project with politics. feeder roads since the silt the nice  The residents were encouraged to call or visit roads and become worn out quickly. KIIDP offices so as to seek clarifications if they have some problems as far as this project is

concerned.  The participants were further warned against middle men, they were told to expect transparency and deal only with people from this project especially as far as compensations are concerned.  The sociologist emphasized that once the project is complete, they will not expect anyone to operate from the road reserve.

Minutes for Sensitization meeting for Bakuli-Namungona Road (for residents of Bukesa and Bakuli)

Venue: chairman’s workplace, Mr.Kaggwa Date: 20nd August 2013

Attendance list:

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NOTE: we visited MENGO SENIOR SCHOOL and a request was made by the administration to sensitization team to try and minimize dust during the construction and to provide a zebra crossing or humps for their students since they have about 3000 day students who use that road.

Minutes for Sensitization meeting for Bakuli-Namungona (Namungona residents)

Date: 21st August 2013

Part 1:opening remarks Key issues Information from the team . The Consultants outlined the purpose of the a) Opening Remarks by the meeting—to provide information about the resettlement process and to record the residents’ L.C 1 chairman and brief introduction of the expectations, suggestions, views and questions about project. the project and also to involve them so that they can appreciate the project. b) Introduction of the . Consultants’ team by the A brief background of project activities and summary LC 1 chairman. of the phases that will be involved in this process was then provided. The Consultant’s activities will Brief explanation of the project include mobilization, sensitization, physical surveys, by the sensitization team. This valuation, social economic census, disclosure and was done with emphasis to interventions. issues of Compensation,

Resettlement and 1. The costs of compensation and restoration claims relating to the proposed improvements will be funded Reconstruction, Project phases and donors funding the project. by Government of Uganda. Funds for civil works under the KIIDP have been provided by the World Bank. Part 2: community reaction Issues raised Information provided 1.Complaints were raised by  The residents were told that surveying around the residents near the northern areas near the northern bypass w will be done again. bypass, that their land had been surveyed before by people carrying out some works at the northern bypass, they wanted to find out if the area will be surveyed again 2. The participants were  The sociologist emphasized all people working or living interested in knowing how in the road reserve will be compensated and this will be compensation will be done, determined once the survey work is done, he

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who will be compensated, and encouraged people not to get worried since the if the road will exceed the compensation will be fair he gave them an example that existing UNRA poles. even if part of your building is affected you will be compensated for the whole building and yet all the things on that building belong to the owner 3.Participants doing business in  They were encouraged to pay license since the that area were particularly sensitization team was not sure of the exact time when concerned if they should pay the project is likely to take off. license for 2014 since they had  The participants were urged to continue paying rent been told that the project is since they have private agreements with the landlords. beginning soon and if they should also continue to pay rent once the compensations were finalized. 4. An inquiry was made by  They were informed that they will not have another participants if they would be meeting since the surveyors and valuers walk house to another meeting before actual house work begins 5.The vendors in particular  They were told that they are compensated for the loss in wanted to find out if they business but all the stock belongs to them. compensated their remaining stock before shifting them 6. The participants were  The residents were assured that will not happen since interested in knowing how World Bank must first confirm that people are satisfied different will this project will with compensation before they release funds for civil be following to the recent works. they were advised that some of the affected conflicts that arose during the people along the southern bypass had un resolved construction of the southern conflicts especially as family members or neighbors. bypass. 7. The participants also showed  The sensitization team emphasized that the World Bank concern about how KCCA is interested in vulnerable groups and since this project works hand in hand with some is operating on World Bank policies, we must show that companies to remove people they were not made worse off before they release funds, with kiosks before therefore people should expect their compensations. compensating them. 8. Some residents wanted to  They were advised that they could use private valuers to know if they could use their validate what the government valuer has provided. own valuers

Minutes for Sensitization meeting for Makerere hill Road

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Venue: Baptist church (opposite Kadik hospital). Date: 22. August.2013

Part 1: opening remarks Key activities Information and issues a)Opening Remarks by the Consultant’s  The Consultants outlined the purpose of Sociologist the meeting: to raise awareness of the b) Introduction of the Consultants and opening programme in widening the Road from remarks by the L.C 1 chairman. Wandegeya traffic lights to Nakulabye roundabout to Dual carriage and its Explanation of the project to the participants consequences among the residents. by the Sociologist. Furthermore the Consultant’s would record residents’ expectations, suggestions, views and questions about the project that would assist in design of activities to minimize the impact of involuntary resettlement.  A brief background of project activities and summary of the phases that would be involved in this process was provided(sensitization, census, and valuation, disclosure, and identification interventions to minimize the impact of involuntary resettlement Part 2: community reaction Issues raised Information provided

1. The participants were interested in knowing  The sociologist informed them that how compensation will be done, if they will everyone will be compensated and they compensate every one working or living in the should expect better payments, he affected area, what they should bring when emphasized to them that no one will be seeking compensation, if they should continue cheated, people were encouraged to bring paying license and rent and if they will be along their structural plans and land titles allowed again in the road reserve after since they add value to the property. widening the road.  About setting the value, the residents were informed that the government valuer sets the price.  The residents were informed that they should continue paying rent and license until compensations are over, a grace

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period of six months will be given for people to finalize everything.

 The residents were also informed that an alternative building can be built for them if they do not want liquid cash as compensation.

 The sociologist emphasized that no one will be allowed in the road reserve once the road is complete.

2. An inquiry was made by a section of  They were informed by the sociologist participants who have kiosks along the road that they should stay in the area until and were given a notice by KCCA to vacate compensations are finished, but they very soon, whether they should follow KCCA could further visit the KIIDP office for orders or follow what the sensitization team further consultations. had told them.

 The sensitization team assured them that their problem would be forwarded and followed.

4. The residents were also worried about being  The sociologist informed them that this cheated following the recent incidents they project is following World Bank been hearing about especially for southern guidelines and World Bank cannot bypass which is not very far from them. release funds for civil works before compensations are finished.

5. Some participants had doubts that the  The sociologist informed them that they compensations since they had not had of any should expect payments because there is other incidences where people were no way the sensitization team would talk compensated for destructing their business. about something that is not true.

6. The residents wanted to know if KCCA  The sociologist informed them that if would just rehabilitate the existing road and they just rehabilitated the existing road develop feeder roads. then their target would not be achieved. Part 3:closing remarks From the community From the sensitization team 1. The residents requested that they should  The sociologist encouraged people to be minimize dust during the civil works since it positive and cooperate so as to finish the affects their business. project soon 2.Arequest was made to rehabilitate the road from the small gate(Makerere) to kasubi

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since the cars that bring traffic jam are cars going to Nansana 3. The participants informed us that this time KCCA should really work on the road since they had such meetings since 2008.

Minutes for Sensitization meeting for Kira road.

Venue: Furniture workshop area after Bemuga. Date: 28 August 2013

Opening remarks: a)introduction remarks from the chairman b)introduction of the project by the sociologist Community reaction  A request was made by the people for KCCA to advise people doing the civil works to reduce on the dust, and to provide for them a well-built inlet (Path) to their business premises since there is likely to be a deep drainage in fronts of their premises.  The participants further advised us that KCCA should develop old Kiira road and feeder roads if they are to reduce on jam along Kiira road. Closing remarks  The sociologist thanked the participants for their advise  She further promised them that they would forward their requests and assured them that work will be done in a shortest time possible since it’s a one kilometer stretch so as to minimize the effects of dust.

Minutes for Sensitization meeting for Kasubi market vendors. Venue: The road side market area.

Opening remarks: a)introduction remarks from the chairman b)introduction of the project by the sociologist

Community reaction

 We have people who work in businesses like bakery, do you know how they will be paid

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 As business people from Kasubi Market, before the approval of the project, the Government through KCCA promised to shift us. Let them first build for us our market. The Business people will not ask for money but we prefer to be given a place (food) those at the road- Ziibul Ronald a leader in Muwafu Zone.  We are business people who sell perishables. KCCA promised a place so we don’t need cash  Road reserve, the road was built in 70s and left the road reserve, so you have left the road reserve and moved into my land because the stone is near my house, so where are they going to start from.  Nakalema Damili, I work on the road reserve, where the project is going to start? Are we going to continue working on the near pace or after paying us? We prefer to be given another place. In case it fails what will do?  I have built near the road, what will happen to me, so many things have come and failed let it not be politicized, let KCCA be KCCA- Moses Senoga  I ride a bicycle for where is the programme strategy, sometime KCCA comes and just sends away, where do we report, is it at The World Bank- Mukiibi John  The problem is your promised that you will compensate us but now KCCA has already come and warned us, wont they come and chase us away.  I welcome those projects because even in Kenya they broke down people’s houses, and people build. I Request that the valuers open up offices so that we can easily go there. You should organize and we have proper channels, we also get our own lawyer.  We need resettlement, however, let us to vote for resettlement instead of cash payment- Sakyenzi  If we have any issue, we have agreed, are they willing to listen to us and which office should we go to?- Mukasa.  Is the place going to be bought so tht by the time the project starts, its already there. Or it will take 1-2 years to build a market.  Which guarantee do you give us? Government just come and pushes us. We are together and ready to work with Government, and we wish they could give us another place.  Who is shifting Us, all politicians have come Ms Mudondo is the one concerned about shifting us. I am the one for publicity, yesterday we saw what happened at Wedegeya. Give us a place even without buildings, prove that it is ours.  Nakyekolede Kasubi Family Primary school- for us show us the land first, then others can come later, we know the project is phases like EIA, don’t take us by surprise inform our office about everything so that we are updated.  We are many, you will fine problems, first show us the place, then the building will come later. In one voice the vendors want a place.  Lubega Moses one of the vendors- Let us come down, dont plan to riot, let’s not give bad news Closing remarks

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 The sociologist thanked the participants for their advise  She further promised them that they would forward their requests and assured them that work will be done in a shortest time possible since it’s a one kilometer stretch so as to minimize the effects of dust.

Stakeholders’ comments

Meeting with Name: Designation: Environmental Officer Mr. Najib B. Lukooya Environment Manager Kampala city council Date held & Place 03/10/ 2013, KCCA Offices

Concerns/recommendations 1. PAPS – A Good inventory on project affect persons was recommended. The inventory should make disclosure on date, which will be affected/compensated. 2. Relocation – The place where any project affected persons will be relocated should be acquired before project commencement. 3. Livelihood – Alternatives/options for loss of livelihood to project affected persons should be explored 4. Soil erosion - Contractors should ensure that the soil originating from excavation work at the construction site doesn’t end up filling the wetlands. The disposal of this soil should be within a designated site 5. Noise – Well serviced equipment and machinery should be utilized to reduce on unnecessary noise. 6. Waste management – Waste generation and disposal methods should come out properly 7. Drainage – It was noted that drainage in Kampala in general is a challenge hence proper engineering designs should be considered. 8. Storm water – Chanelling of storm water from the road drainage channels should take note of people downstream. 9. Trees – Reuse value for trees felled should be explored. 10. Landscaping – This aspect of the project should be included right from the design stage. 11. Safety – Safety for both workers and people in proximity of the project should be considered during project implementation.

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12. Monitoring – The monitoring aspect should be clearly stipulated in the project 13. Material sources- EIA for material sources (borrow pits and quarries) was recommended.

Meeting with Nakawa Name: Designation: Division Leadership Mr. Kalumba B S Mayor council Ms. Tushabe B D/Mayor Date held & Place 07/04/ 2014, Nakawa Mayoral Offices

Concerns/recommendations

1. Church – The Mayor observed that there is a church at the Kabira Junction. He requested that the good considerations be taken to ensure that the church land is not encroached on and that the entry to the church is reconstructed after road construction. 2. Compensation – The Mayor noted that there are some flower vendors along Kira road who would need compensation before being relocated. He said that these people have been helping restore the environment and it would be unfair to just chase them away. 3. Livelihood – Alternatives/options for loss of livelihood to project affected persons should be explored 4. Soil erosion - Contractors should ensure that the soil originating from excavation work at the construction site doesn’t end up filling the wetlands. The disposal of this soil should be within a designated site 5. Noise – Well serviced equipment and machinery should be utilized to reduce on unnecessary noise and that the project should take short time during implementation to reduce on the disturbance time. 6. Waste management – Waste generation and disposal methods should come out properly 7. Drainage – It was noted that drainage in Kampala in general is a challenge hence proper engineering designs should be considered. The mayor give an example of the Kira police station roundabout where water needs proper channeling 8. Storm water – Channeling of storm water from the road drainage channels should take note of people downstream and should be done after undertaking a separate feasibility study to establish how far the channel should be redirected away from the road under construction. 9. Trees – Reuse value for trees felled should be explored and that replanting of trees elsewhere should be encouraged. He noted that the neighbors of the roads can be encouraged to plant trees on the margins of the road where the road corridor is too small to accommodate trees within the road reserve 10. Landscaping – This aspect of the project should be included right from the design stage.

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Meeting with Town clerk Name: Designation: Nakawa Mr. Godfrey B. Kisekka Town Clerk Division(KCCA) Date held & Place 17/04/ 2015, Nakawa Division Offices

Concerns/recommendations 1. There was a notice given to flower sellers around Kabira but they are back, will they need compensation too. 2. The high wall fence of Kabira is it in the reserve? We need assurance from Directorate of Physical Planning that the fence of Kabira is not in the road reserve. 3. There is need to consult the administration of St. Andrews Church Bukoto for their buy in. 4. There is a deep trench to the East of the church therefore the contractor needs to put a strong embankment to guard against accidents to road users. 5.There is also need to control developments down in the ditch 6. The taxi and Motor cycle stage near Kabira gate is it legal and is it within or outside the road reserve. 7. The area at the junction between the old and new Kiira road junction (currently having flower pot sellers) should be widened to cater for the increased traffic floor on the upper side of the road as well as to improve visibility of the area. Engineering to work together with physical planning and public Health and Environment directorates on this.

Meeting with Town clerk Name: Designation: Kawempe Mr. Robert Katungi Ag. Town Clerk Division(KCCA) Date held & Place 20/04/ 2015, Kawempe Division Offices

Concerns/recommendations

1. Though Mambule road is wide there is still need to move and compensate people. 2. Mambule road has been in a bad state for some time, people wanted to strike but we calmed them down promising that the road would be worked on. The question is; when will the project begin because we wanted to do some small works on it to mitigate the current impacts. 3. I have a feeling the survey was not well done therefore I would advise that is redone. 4. The detailed information can be got from Engineering and KIIDP offices.

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Meeting with Town clerk Name: Designation: Kampala Central Mrs. Catherine B. Musingwiire Ag. Town Clerk Division (KCCA)

Date held & Place 20/04/ 2015, Kampala Central Division Offices

Concerns/recommendations 1. Consultations should be done with people who are going to be affected on Makerere Hill road such as the owners of Ham towers, Total, Gapco, Full Gospel Church and Ahamadiya Mosque 2. How much is the scope of the work in-terms of the space to be used up by the road 3. Drainage issues should properly be addressed on this road. 4. At the Fairway junction landscaping issues should be accommodated in the engineering designs since this place is already greened.

Meeting with Engineer Name: Designation: Lubaga Division(KCCA) Mr. Joseph Sekandi Tech-Roads

Date held & Place 20/04/ 2015, Lubaga Division Offices

Concerns/recommendations

1. Drainage should be given attention to cater for run off since water spoils the road. 2. Contractor should ensure that walkways are protected with curbs. These will also act as demarcation between walkways and drive ways otherwise there is always a tendency of drivers misusing them and they end up not serving their original purpose. 3. The drains should be covered, open drains are dangerous and this compromises safety since the roads are already narrow. 4. I will be available to guide the contractor where necessary.

Meeting with Authority Name: Designation: Councilors (KCCA) Attendance list attached Councilors

Date held & Place 22/10/ 2014, City hall

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Concerns/recommendations

1. What are the loan repayment terms? 2. At what time do you start reallocating the allocated funds? 3. Is there a possibility of an open source GIS? 4. KIIDP2 seems to be bent on roads and drainage what about education or health and why? 5. Ssuna 1 seems not to have been included yet you are including a road that crosses over to Wakiso district. 6. As we widen these roads what happens to compensation? 7. KIIDP2 batch 1 road subprojects should have been spread to all divisions 8. Have you included Operation and Management aspects of these projects?

Meeting with National Name: Designation: water and sewerage Mr. Joseph R. Ogwal SN.WS corporation Eng. Daniel Kyobe NPM Date held & Place 06/09/ 2013, NWSC (6th Street Offices) Concerns/recommendations

1. Relocation – Budget for relocation of any water pipes to be affected should be planned for prior to Project commencement. 2. Sewerage plan – The developer should request for the sewerage plan along the planned road construction area to minimize on the damages 2. Service ducts – These should be designed to avoid future damage to the road when connecting water from one side of the road to the other 3. Utilities - Laying of work should not be done prior to transfer of utilities

Meeting with UMEME Name: Designation: Mr. Ouma Mario Manager Health and Safety Date held & Place 12/05/ 2015, Lugogo Offices

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Concerns/recommendations 1. If there is going to be migration of power lines, there should be a budget to cater for that cost 2. Within the Central Business District (CBD) the power networks are already underground except for overhead lighting 3. Umeme should be involved at the start to make a better assessment of what the project will impact on.

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Appendix IV: Attendance list Attendence List Nakulabye Zone 6,7&8 Date: 20th August 2013

No. Name zone Telephone 1 Ntongo Grace Kibalama 6 07012 849310 2 Kisule Joshua 6 3 Lule James Micheal 8 0753 024920 4 Mayambala Appolo 8 0772 540575 5 Muburi Robert 6 0772 404863 6 Ainemukama Doreen 0788 73 9600 7 Kyambade Victor 6 0783 099819 8 Nkonge Baker 6 0774 145288 9 Muyimba Jonathan 7 0781 500441 10 Nanyonjo Robina 6 0712 527286 11 Nuwekisitu Mihammed 8 0772 576828 12 Nalukwago Irene 6 0772 841712 13 Muyinzi Chaise 7 0782 471790 14 Namutebi Teopista 7 0782 799009 15 Nanyonga Joyce 7 16 Mbazira Matia 7 0781 4566678 17 Kamulegeya Enock 6 0785 583196 18 Imushumba Joshua 6 0703 809231 19 Mugisha C 6 0772 945844 20 Nyabongo Jisoro Rogers 6 0772 891395 21 Kasozi Muzafalu 6 0754 940984 22 Ssebugwawo Steven 6 0704 721709 23 Sseyonja Joseph 6 0752 105168 24 Sseviri Harbert 6 0772 625590 25 Mukyala Iga 6 0772 652164 26 Mr & Mrs Sebuliba Y 6 0772 440147 27 Hajj Sabiti Sebunya 6 0772 431137 28 Zimbe LCII Nakulabye 0772 519752 29 Fred Muganga C/Man zone 7 0752 528520 30 Lutaya Raymond G 0701 882951 31 Tamale Chace 0782 605033 32 Nansamba Joan (Land Lady) 0772 417432

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33 Kimera Lovensi 34 Kiweewa Robert 0779 922015 35 Namayonja Sarah 36 Sserugo Abdu 37 Kasozi Enock 0775 370500 38 Sskyato Salin 0772 009551 39 Magezi Emmanuel 0703 102558 40 Lutwama Eric 7 0702 748271 41 Namara Eunice 6 0775 516772 42 Mr. Bushalila Fred kuku 0712 871156 43 Najjemba Jalia 6 0772 571776 44 Nankabirwa Sunayiah 6 0703 586014 45 Kayongo Hudson 6 0703 195834 46

No. Name Zone Telephone 1 Nereko Hassan 6 0785 053468 2 Bahati 6 0785 488700 3 Buwemo Umar 6 0712 418915 4 Ssemajulya James 6 0705 732151 5 Onzi Peter Sunday 6 0704 457781 6 Musoke Salim 6 O704 167603 7 Nabateregga Margret 6 0779 656375 8 Kyaabula Eddie 6 0702 970472 9 Mukasa Isaac 6 0772 455502 10 Kirinya Ibram (Saloon) 0775 671990 11 Namuyaba Edith (Tailor) 0793 171860 12 Kiganda Mathias(Caretaker) 0782 604660 13 Mwebaza Sharon Ashaba 0782 604660 14 Nambatya Aodah 15 Matovu Richard 0772 614363 16 Namukose Sanda 0783 140604 17 Kaitesi RuthNsereko Stephen 0752 620028 18 Kalema Lwarence 0712 591333

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Attendence list Makerere Hill Side

No. Name Zone Telephone 1. Bylon Mtabazi Tree shadow 0782 323674 2. Lule Jame Micheal T Seventh day 0753 024920 3. Lubega William Seventh day 0772 454210 4. Nuule Kisitu M 8 0772 576828 5. Hajjati Mulagubye Zaitn Katende 0782939786 6. Kitayimbwa Umar Church 0789 819464 7. Kalisti Mutabazi Stephen Church 0772 559130 8. Kigundu Moses church 0712 181992 9. Namutebi Barbrah Makerere II 0785 692511 10. Gladys Nabyongo 9 0712 926928 11. Catherine Namalwa Munyagwa 9 0772 434318 12. Kironde Charles 9 0703 303918 13. Christoph Muyanje Makerere II 0773 461372 14. Mumbere Godfrey Makerere II 0704 03121 15. Tibihira Joseph 8 0772 470331 16. Kiggundu Leonard Katende 0776 031551 17. Walusimbi Ronald 9 0788 004902 18. Lyazi Fred 9 0772 509651 19. Namulindwa Jackline Makerere 0784 193161 20. Kafuruka Peter Church 0712 065203 21. Butteri Shariti Makerere II 0782 727175 22. Ssenyonga Patrick Makerere 0782 060205 23. Nakatudde Resty Makerere 0779 252480 24. Wilson Lubwama Nsangi Makerere 0782 102319 25. Namugula Siyanifah Makerere 0702 350473 26. Mugisha Remegio Makerere 0774 343636

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27. Namusisi Scovia Makerere Hill 0775 887167 Road 28. Nakaye Elizabeth Nakulabye 0788 652429 29. Mrs. Siyson Kassirye Nakulabye 0772 927987 30. Mayende Rogers Nakulabye 0784 020696 31. Tukamshaba Bright Nakulabye 0782 959144 32. Kato Farooq Makerere II 0782 779883 33. Kaweesi Nisha Nakulabye 0782 793639 34. Nassanga Vivian Nakulabye 0704 546792 35. Nampijja Grace Makerere 0784 858342 36. Mike Collins Church 0772 024769 37. Ritter Ssempebwa Church 0775 343509 38. Kayizzi Joshua church 39. Mutumba Gloria Makerere 0782 060205 40. Kyeyuwe Golaga Makerere 0779 252480 41. Ms. Kaliika C/Man Church 0756 842832 42. Kaddy Christopher 0782 175575 43. Mukiibi William Makerere 0772 820060 44. Harriert Luzida Church 0781 250911/0705 250999 45. Muwonge Saduti Salongo church 0783 257831 46. Sireje Kimera church 0712 803196 47. Nalubega church 0774 539813

Attendence list Namalwa Zone No. Name zone Telephone 1. Mukaaya Gadhafi Namalwa I 0782 2349113 2. Nanlubowa L 0704 661158 3. Kaggwa J Ssalongo Namalwa I 0772 423029 4. Esther Musoke Jambula 0712 991970 5. Eyulansi Musoke Bukesa 0712 350860 6. Rukutito Johnmary Bukesa 0774 263953/0784 281276

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7. Alemu Bukesa 0774 554072 8. Kalimbuga Arnold Bukesa 0787 711952 9. Nsitinoa Patrick Namalwa I 0784 314419 10. Namuli Teopista Bukesa 0777 690045 11. Vicent Bukesa 0752 59505 12. Dirisu 0772 414202 13. Bekunda Agnes Bukesa 0781 046633 14. Danddi C 0711 063925 15. Mukooza Alex 0788 467710 16. Kabugo Dennis 0784 380618 17. Mubiru Geofrey 0773 173552 18. Kidde Micheal 0772 066837 19. Mugume Albert 0782 490712 20. Nabolwa Jena 0758 245585 21. Namale Hadijah 22. Ssembatya Ssonko Nmalwa I 0772 666270 Attendance list Ssempijja Zone- 28th/ 08/ 2013, from 10:00am- 10:30am

No. Name Business Telephone 1. Kalyowa Ibrahim Power Base (U) Technician 0752 191608 2. Kasozi Stephen K.S furniture 0752 444004 3. Sseggulu Lawrence Computer 0701 552525 4. Ballikuddembe Joseph 0753 341120 5. Mugerwa Geofrey Divine Furniture 0706 295704 6. Musaazi Siad 0782 797270 7. Giha Edward C/Man Ssempijja Zone 0772 41570

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Appendix V: Pictures taken during the consultative meetings

Consultation meeting at Kasubi

Consultation meeting with Kasubi Market traders.

By show of hands, Kasubi market traders preferred to be allocated land instead of each individual compensation 204

Consultation meeting of Namungoona residents.

Consultation meeting Bukesa Residents

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Appendix VI: General Environmental Management Conditions for Construction Contracts

General 1.Under the general conditions, the Contractor shall comply with any specific Environmental Management Plan (EMP) or Environmental and Social Management Plan (ESMP) for the works he is responsible for. The Contractor shall inform himself about such an EMP, and prepare his work strategy and plan to fully take into account relevant provisions of that EMP. If the Contractor fails to implement the approved EMP after written instruction by the Supervising Engineer (SE) to fulfill his obligation within the requested time, the Owner reserves the right to arrange through the SE for execution of the missing action by a third party on account of the Contractor.

2. Notwithstanding the Contractor’s obligation under the above clause, the Contractor shall implement all measures necessary to avoid undesirable adverse environmental and social impacts wherever possible, restore work sites to acceptable standards, and abide by any environmental performance requirements specified in an EMP. In general these measures shall include but not be limited to:

(a) Minimize the effect of dust on the surrounding environment resulting from earth mixing sites, asphalt mixing sites, dispersing coal ashes, vibrating equipment, temporary access roads, etc. to ensure safety, health and the protection of workers and communities living in the vicinity dust producing activities.

(b) Ensure that noise levels emanating from machinery, vehicles and noisy construction activities (e.g. excavation, blasting) are kept at a minimum for the safety, health and protection of workers, schools and hostels within the vicinity of high noise levels and nearby communities.

(c) Ensure that existing water flow regimes in rivers, streams and other natural or irrigation channels is maintained and/or re-established where they are disrupted due to works being carried out.

(d) Prevent bitumen, oils, lubricants and waste water used or produced during the execution of works from entering into rivers, streams, irrigation channels and other natural water bodies/reservoirs, and also ensure that stagnant water in uncovered borrow pits is treated in the best way to avoid creating possible breeding grounds for mosquitoes.

(e) Prevent and minimize the impacts of quarrying, earth borrowing, piling and building of temporary construction camps and access roads on the biophysical environment including protected areas and arable lands; local communities and their settlements. In as much as possible restore/rehabilitate all sites to acceptable standards.

(f) Upon discovery of ancient heritage, relics or anything that might or believed to be of archeological or historical importance during the execution of works, immediately report such

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findings to the SE so that the appropriate authorities may be expeditiously contacted for fulfillment of the measures aimed at protecting such historical or archaeological resources.

(g) Discourage construction workers from engaging in the exploitation of natural resources such as hunting, fishing, and collection of forest products or any other activity that might have a negative impact on the social and economic welfare of the local communities. (h) Implement soil erosion control measures in order to avoid surface run off and prevent siltation, etc.

(i) Ensure that garbage, sanitation and drinking water facilities are provided in construction workers camps. (j) Ensure that, in as much as possible, local materials are used to avoid importation of foreign material and long distance transportation.

(k) Ensure public safety, and meet traffic safety requirements for the operation of work to avoid accidents. 3. The Contractor shall indicate the period within which he/she shall maintain status on site after completion of civil works to ensure that significant adverse impacts arising from such works have been appropriately addressed.

4. The Contractor shall adhere to the proposed activity implementation schedule and the monitoring plan / strategy to ensure effective feedback of monitoring information to project management so that impact management can be implemented properly, and if necessary, adapt to changing and unforeseen conditions.

5. Besides the regular inspection of the sites by the SE for adherence to the contract conditions and specifications, the Owner may appoint an Inspector to oversee the compliance with these environmental conditions and any proposed mitigation measures. State environmental authorities may carry out similar inspection duties. In all cases, as directed by the SE, the Contractor shall comply with directives from such inspectors to implement measures required to ensure the adequacy rehabilitation measures carried out on the bio-physical environment and compensation for socio-economic disruption resulting from implementation of any works.

Worksite/Campsite Waste Management 6. All vessels (drums, containers, bags, etc.) containing oil/fuel/surfacing materials and other hazardous chemicals shall be bunded in order to contain spillage. All waste containers, litter and any other waste generated during the construction shall be collected and disposed off at designated disposal sites in line with applicable government waste management regulations.

7. All drainage and effluent from storage areas, workshops and camp sites shall be captured and treated before being discharged into the drainage system in line with applicable government water pollution control regulations.

8. Used oil from maintenance shall be collected and disposed off appropriately at designated sites or be re-used or sold for re-use locally.

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9. Entry of runoff to the site shall be restricted by constructing diversion channels or holding structures such as banks, drains, dams, etc. to reduce the potential of soil erosion and water pollution.

10. Construction waste shall not be left in stockpiles along the road, but removed and reused or disposed of on a daily basis.

11. If disposal sites for clean spoil are necessary, they shall be located in areas, approved by the SE, of low land use value and where they will not result in material being easily washed into drainage channels. Whenever possible, spoil materials should be placed in low-lying areas and should be compacted and planted with species indigenous to the locality.

Material Excavation and Deposit 12. The Contractor shall obtain appropriate licenses/permits from relevant authorities to operate quarries or borrow areas.

13. The location of quarries and borrow areas shall be subject to approval by relevant local and national authorities, including traditional authorities if the land on which the quarry or borrow areas fall in traditional land.

14. New extraction sites: a) Shall not be located in the vicinity of settlement areas, cultural sites, wetlands or any other valued ecosystem component, or on high or steep ground or in areas of high scenic value, and shall not be located less than 1km from such areas. b) Shall not be located adjacent to stream channels wherever possible to avoid siltation of river channels. Where they are located near water sources, borrow pits and perimeter drains shall surround quarry sites. c) Shall not be located in archaeological areas. Excavations in the vicinity of such areas shall proceed with great care and shall be done in the presence of government authorities having a mandate for their protection. d) Shall not be located in forest reserves. However, where there are no other alternatives, permission shall be obtained from the appropriate authorities and an environmental impact study shall be conducted. e) Shall be easily rehabilitated. Areas with minimal vegetation cover such as flat and bare ground, or areas covered with grass only or covered with shrubs less than 1.5m in height, are preferred. f) Shall have clearly demarcated and marked boundaries to minimize vegetation clearing. 15. Vegetation clearing shall be restricted to the area required for safe operation of construction work. Vegetation clearing shall not be done more than two months in advance of operations.

16. Stockpile areas shall be located in areas where trees can act as buffers to prevent dust pollution. Perimeter drains shall be built around stockpile areas. Sediment and other pollutant traps shall be located at drainage exits from workings. 208

17. The Contractor shall deposit any excess material in accordance with the principles of these general conditions, and any applicable EMP, in areas approved by local authorities and/or the SE.

18. Areas for depositing hazardous materials such as contaminated liquid and solid materials shall be approved by the SE and appropriate local and/or national authorities before the commencement of work. Use of existing, approved sites shall be preferred over the establishment of new sites.

Rehabilitation and Soil Erosion Prevention 19. To the extent practicable, the Contractor shall rehabilitate the site progressively so that the rate of rehabilitation is similar to the rate of construction.

20. Always remove and retain topsoil for subsequent rehabilitation. Soils shall not be stripped when they are wet as this can lead to soil compaction and loss of structure.

21. Topsoil shall not be stored in large heaps. Low mounds of no more than 1 to 2m high are recommended.

22. Re-vegetate stockpiles to protect the soil from erosion, discourage weeds and maintain an active population of beneficial soil microbes.

23. Locate stockpiles where they will not be disturbed by future construction activities.

24. To the extent practicable, reinstate natural drainage patterns where they have been altered or impaired.

25. Remove toxic materials and dispose of them in designated sites. Backfill excavated areas with soils or overburden that is free of foreign material that could pollute groundwater and soil.

26. Identify potentially toxic overburden and screen with suitable material to prevent mobilization of toxins.

27. Ensure reshaped land is formed so as to be inherently stable, adequately drained and suitable for the desired long-term land use, and allow natural regeneration of vegetation.

28. Minimize the long-term visual impact by creating landforms that are compatible with the adjacent landscape.

29. Minimize erosion by wind and water both during and after the process of reinstatement.

30. Compacted surfaces shall be deep ripped to relieve compaction unless subsurface conditions dictate otherwise.

31. Revegetate with plant species that will control erosion, provide vegetative diversity and, through succession, contribute to a resilient ecosystem. The choice of plant species for rehabilitation shall be done in consultation with local research institutions, forest department and the local people. 209

Water Resources Management 32. The Contractor shall at all costs avoid conflicting with water demands of local communities.

33. Abstraction of both surface and underground water shall only be done with the consultation of the local community and after obtaining a permit from the relevant Water Authority.

34. Abstraction of water from wetlands shall be avoided. Where necessary, authority has to be obtained from relevant authorities.

35. Temporary damming of streams and rivers shall be done in such a way avoids disrupting water supplies to communities downstream, and maintains the ecological balance of the river system.

36. No construction water containing spoils or site effluent, especially cement and oil, shall be allowed to flow into natural water drainage courses.

37. Wash water from washing out of equipment shall not be discharged into water courses or road drains.

38. Site spoils and temporary stockpiles shall be located away from the drainage system, and surface run off shall be directed away from stockpiles to prevent erosion.

Traffic Management 39. Location of access roads/detours shall be done in consultation with the local community especially in important or sensitive environments including schools, health centers, and local opinion leaders. Access roads shall not traverse wetland areas.

40. Upon the completion of civil works, all access roads shall be ripped and rehabilitated.

41. Access roads shall be sprinkled with water at least five times a day in settled areas, and three times in unsettled areas, to suppress dust emissions.

Blasting 42. Blasting activities shall not take place less than 2km from settlement areas, cultural sites, or wetlands without the permission of the SE.

43. Blasting activities shall be done during working hours, and local communities shall be consulted on the proposed blasting times.

44. Noise levels reaching the communities from blasting activities shall not exceed 90 decibels.

Disposal of Unusable Elements 45. Unusable materials and construction elements such as electro-mechanical equipment, pipes, accessories and demolished structures will be disposed of in a manner approved by the SE. The Contractor has to agree with the SE which elements are to be surrendered to the Client’s

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premises, which will be recycled or reused, and which will be disposed of at approved landfill sites.

46. As far as possible, abandoned pipelines shall remain in place. Where for any reason no alternative alignment for the new pipeline is possible, the old pipes shall be safely removed and stored at a safe place to be agreed upon with the SE and the local authorities concerned.

47. AC-pipes as well as broken parts thereof have to be treated as hazardous material and disposed of as specified above.

48. Unsuitable and demolished elements shall be dismantled to a size fitting on ordinary trucks for transport.

Health and Safety 49. In advance of the construction work, the Contractor shall mount an awareness and hygiene campaign. Workers and local residents shall be sensitized on health risks particularly of AIDS and traffic safety.

50. Adequate road signs to warn pedestrians and motorists of construction activities, diversions, etc. shall be provided at appropriate points.

51. Construction vehicles shall not exceed maximum speed limit of 40km per hour.

Repair of Private Property 52. Should the Contractor, deliberately or accidentally, damage private property, he shall repair the property to the owner’s satisfaction and at his own cost. For each repair, the Contractor shall obtain from the owner a certificate that the damage has been made good satisfactorily in order to indemnify the Client from subsequent claims.

53. In cases where compensation for inconveniences, damage of crops etc. are claimed by the owner, the Client has to be informed by the Contractor through the SE. This compensation is in general settled under the responsibility of the Client before signing the Contract. In unforeseeable cases, the respective administrative entities of the Client will take care of compensation.

Contractor’s Health, Safety and Environment Management Plan (HSE-MP) 54. Within 6 weeks of signing the Contract, the Contractor shall prepare an EHS-MP to ensure the adequate management of the health, safety, environmental and social aspects of the works, including implementation of the requirements of these general conditions and any specific requirements of an EMP for the works. The Contractor’s EHS-MP will serve two main purposes:

 For the Contractor, for internal purposes, to ensure that all measures are in place for adequate HSE management, and as an operational manual for his staff.

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 For the Client, supported where necessary by a SE, to ensure that the Contractor is fully prepared for the adequate management of the HSE aspects of the project, and as a basis for monitoring of the Contractor’s HSE performance. 55. The Contractor’s EHS-MP shall provide at least:

 a description of procedures and methods for complying with these general environmental management conditions, and any specific conditions specified in an EMP;  a description of specific mitigation measures that will be implemented in order to minimize adverse impacts;  a description of all planned monitoring activities (e.g. sediment discharges from borrow areas) and the reporting thereof; and  the internal organizational, management and reporting mechanisms put in place for such 56. The Contractor’s EHS-MP will be reviewed and approved by the Client before start of the works. This review should demonstrate if the Contractor’s EHS-MP covers all of the identified impacts, and has defined appropriate measures to counteract any potential impacts.

HSE Reporting 57. The Contractor shall prepare bi-weekly progress reports to the SE on compliance with these general conditions, the project EMP if any, and his own EHS-MP. An example format for a Contractor HSE report is given below. It is expected that the Contractor’s reports will include information on:  HSE management actions/measures taken, including approvals sought from local or national authorities;  Problems encountered in relation to HSE aspects (incidents, including delays, cost consequences, etc. as a result thereof);  Lack of compliance with contract requirements on the part of the Contractor;  Changes of assumptions, conditions, measures, designs and actual works in relation to HSE aspects; and  Observations, concerns raised and/or decisions taken with regard to HSE management during site meetings. 58. It is advisable that reporting of significant HSE incidents be done “as soon as practicable”. Such incident reporting shall therefore be done individually. Also, it is advisable that the Contractor keeps his own records on health, safety and welfare of persons, and damage to property. It is advisable to include such records, as well as copies of incident reports, as appendixes to the bi-weekly reports. Example formats for an incident notification and detailed report are given below. Details of HSE performance will be reported to the Client through the SE’s reports to the Client.

Training of Contractor’s Personnel

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59. The Contractor shall provide sufficient training to his own personnel to ensure that they are all aware of the relevant aspects of these general conditions, any project EMP, and his own EHS-MP, and are able to fulfill their expected roles and functions. Specific training should be provided to those employees that have particular responsibilities associated with the implementation of the EHS-MP. General topics should be:

 HSE in general (working procedures);  Emergency procedures; and  Social and cultural aspects (awareness raising on social issues, and community health and safety). Cost of Compliance 60. It is expected that compliance with these conditions is already part of standard good workmanship and state of art as generally required under this Contract. The item “Compliance with Environmental Management Conditions” in the Bill of Quantities covers these costs. No other payments will be made to the Contractor for compliance with any request to avoid and/or mitigate an avoidable HSE impact.

Example Format: HSE Report Contract: Period of reporting: HSE management actions/measures:

Summarize HSE management actions/measures taken during period of reporting, including planning and management activities (e.g. risk and impact assessments), HSE training, specific design and work measures taken, etc.

HSE incidents:

Report on any problems encountered in relation to HSE aspects, including its consequences (delays, costs) and corrective measures taken. Include relevant incident reports. HSE compliance: Report on compliance with Contract HSE conditions, including any cases of non-compliance. Changes: Report on any changes of assumptions, conditions, measures, designs and actual works in relation to HSE aspects. Concerns and observations: Report on any observations, concerns raised and/or decisions taken with regard to HSE management during site meetings and visits. Signature (Name, Title Date): 213

Contractor Representative

Example Format: HSE Incident Notification

Provide within 24 hrs to the Supervising Engineer

Originators Reference No:

Date of Incident:

Time:

Location of incident:

Name of Person(s) involved:

Employing Company:

Type of Incident:

Description of Incident:

Where, when, what, how, who, operation in progress at the time (only factual)

Immediate Action:

Immediate remedial action and actions taken to prevent reoccurrence or escalation

Signature (Name, Title, Date):

Contractor Representative

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Appendix VII: NEMA EIA Approval Certificate for Seyani Int. Co. Ltd, posted at the quarry site

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Appendix VIII: NEMA EIA Approval Certificate for NICONTRA Ltd

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Appendix IX: NEMA EIA Approval Certificate for ENERGO PROJECT Ltd

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Appendix X: Communication from UMEME on underground network cables in Kampala City

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Appendix XI: Surface Water Abstraction Permit

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Appendix XII: NEMA Approval of variation in project work schedule

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Appendix XIII: Certificate of approval for the EIA for the Workers’ Camp

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