Feasibility Study, Detailed Design and Supervision of the Construction of the Northern Corridor Route, Mbarara By- Pass Environmental and Social Impact Statement

The Republic of Uganda Uganda National Roads Authority Feasibility Study, Detailed Design and Supervision of the Construction of the Northern Corridor Route, Mbarara By- Pass Environmental and Social Impact Statement

May, 2010

In association with

and

Uganda National Roads Authority (UNRA) Feasibility Study, Detailed Design and Supervision of the Construction of the Northern Corridor Route, Mbarara By-Pass

Environmental and Social Impact Statement

May 2010

Report no. 07045-3 Issue no. 004 Date of issue May, 2010

Prepared NO/BBD Checked DRS Approved JNP

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass ii

Table of Contents

Consultants Team i

Acknowledgements vi

Acronyms vii

Executive Summary ix Introduction ix ESIA Study Methodologies xii

1 Introduction 1 1.1 Background 1 1.2 Access to Economic Opportunities 2 1.3 Project Description and Justification 2

2 Alternative Alignments 8 2.1 Northern Alternative Option/Routing 8 2.2 The Southern Option 9 2.3 Southern Long Option 10 2.4 Northern Short (Green) Option 10 2.5 Zero Option 11 2.6 Conclusion and Recommendation on the Best Alternative/Option 11

3 Project Area Description 13 3.1 Biophysical Conditions 13 3.2 Vegetation Characteristics 17 3.3 Socio Economic Setting 23 3.4 Road Project Design Process Activities 32

4 The ESIA Study 36 4.1 Rationale and Purpose of the ESIA 36 Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass iii

4.2 Methodology for Preparation of the ESIA 37

5 Public Consultations 44 5.1 Overview of the Public Consultation Process 44 5.2 Emerging Issues arising from Public Consultations 46 5.3 Public Disclosure and Public Hearing 49 5.4 Public Hearings 50

6 Policy, Legal and Institutional Framework 51 6.1 Policy Framework 51 6.2 Legal Framework 54 6.3 Institutional Framework 59 6.4 Institutional Coordination 61

7 Potential Impacts and Mitigation Measures 63 7.1 Overview of effects 63 7.2 Overall impacts assessments 64 7.3 Positive Impacts 69 7.4 Potential Negative Impacts 69

8 Environmental Management and Monitoring Planning 98 8.1 Overview 98 8.2 Project Monitoring Phases 98

9 Institutional and Capacity Building Arrangements 105 9.1 Institutional Requirements 105

References 107

Table of Appendices

Annex 1: Household Socio-Economic Survey Questionnaire Annex 2: Parishes and Cell that Make up Kakiika Sub-County Annex 3: Agricultural and other Economic Activities in Kakiika Annex 5: Quality and Access to Social Services in Kakiika Sub-County Annex 6: Details of community Meetings including dates, venue and number of participants in 6 parishes Annex 7: Number and names of landowners likely to be affected in Kakiika Annex 8: Additional Persons Contacted Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass iv

Annex 9: COWI Action on Key NEMA Comments on the EIS for ESIA for the project Annex10: Water Quality Results for Ruharo Water Works Annex 11 (a): The Role of the Contractor’s Environmentalist Annex 11 (b): The Role of the Contractor’s Safety Officer

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass v

List of Tables

Table 3.1: Counties Sub-counties and cells where Mbarara By-Pass transverses 13 Table 3.2 Population levels and trends by sex of Mbarara Municipality 14 Table 3.3: Mbarara Monthly Total Rainfall (mm) 2005-2006 15 Table 3.4: Monthly Mean Maximum and Minimum Temperature (0C) 15 Table 3.5: Humidity Summary for 2005-2007 for Mbarara District 15 Table 3.6: Water Quality Parameters from 03 Water Points along the Alignment 16 Table 3.7: Geographical Analysis of Poverty Pockets in Mbarara District 27 Table 3.8: Social services in Nyakayojo Sub-county 28 Table 3.9: Ownership of means Transport in Mbarara District 31 Table 3.10: Summary of Preliminary Cost Estimate (EURO) - Mbarara By-Pass 35 Table 5.1 A summary of Stakeholder Consultation Meetings and Population reached by various categories 46 Table 5.2: Concerns and fears raised by various stakeholder s that were consulted 48 Table 7.1: Magnitude of Impacts 64

List of Figures Figure 1.1: Location Map 4 Figure 2.1: The Main Alignment Options Considered Northern Long (Blue) Option 8 Figure 2.2: The purple option, passes developed areas near Katete 10 Figure 2.3: Developed areas between Kabaara and Kitebero 10 Figure 2.4: First three km of the green option is rolling 11 Figure 3.1: Illustrated Summaries of the Sections Through the Planned Project Areas 18 Figure 3.2: Livestock owned by households in project area 24 Figure 3.3: Source of household income 24 Figure 3.4: Land tenure systems in the project area 27 Figure 3.5: Literacy levels by gender 29 Figure 3.6: Main Source of Water Sources 30 Figure 3.7: Source of Energy for Cooking 32 Figure 3.8: Process of field Test investigations in progress 32 Figure 5.1: Potential negative social impacts 46 Figure 5.2: Potential positive impact of the By-Pass 47

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass vi

Acknowledgements The consultants would like to thank all stakeholders including Government De- partments, who took part in the process of preparing this ESIS.

Local communities and all consulted during field trips deserve recognition and sincere appreciation for their time and open contributions and insight into the activities of the project.

The experts including project engineers and surveyors who provided technical information regarding this project need also special recognition.

The Uganda National Roads Authority for their support and contributions towards the ESIA process and preparation of this report. Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass vii

Acronyms AOI Area of Influence BOQ Bill of Quantities CAO Chief Administrative Officer CBOs Community Based Organizations CFR Central Forest Reserve COWI Danish Consultant DCP Dynamic Cone Penetrometer DLB District Land Boards DRSC District Road Safety Committees DWD Directorate of Water Development ESIA Environmental Impact Assessment EIRR Economic Internal Rate of Return ESIS Environmental and Social Impact Statement EMP Environmental Management Plan EU European Union EU European Union EMP Environmental Management Plan FY Financial Year GDP Gross Domestic Product GoU Government of Uganda IMF International Monetary Fund IRR Internal Rate of Return (economic) HIV Human-Immuno Virus LHS Left Hand Side MBAZARDI Mbarara Zonal Agricultural Research and De- velopment Institute MDGs Millennium Development Goal MoFED Ministry of Finance, Planning and Economic Development MLHUD Ministry of Lands, Housing and Urban Devel- opment MoWT Ministry of Works and Transport MT Motorized Traffic NCR Northern Corridor Route NEA National Environment Act NEMA National Environment Management Authority NFA National Forestry Authority NGO Non-Government Organization NMT Non-Motorized Transport Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass viii

NRM National Resistance Movement NVT Non Vehicular Traffic NWSC National Water and Sewerage Corporation OSH Occupational Safety and Health PEAP Poverty Eradication Action Plan PWD People With Disabilities RAP Resettlement Action Plan RDC Resident District Commissioner RE Resident Engineer RHS Right Hand Side ROW Right of Way SIA Social Impact Assessment SSA Sub-Saharan Africa STD Sexually Transmitted Diseases TC Trading Centre ToRs Terms of Reference TSS Total Suspended Solids UBOS Uganda Bureau of Statistics ULC Uganda Land Commission UNDP United Nations Development Programme UNRA Uganda National Road Authority UPDF Uganda Peoples Defence Forces USD US Dollar

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass ix

Executive Summary

Introduction Infrastructure development is one of the top priorities for the Government of Uganda in its agenda for economic transformation within the next decade as depicted in its Financial Budget estimates for 2008/09. Transport infrastructure especially roads play a pivotal role rural transformation process.

The main objective of the National Resistance Movement (NRM) Government has been to improve access to transport services in the rural and urban areas by so doing contribute to poverty eradication. Of paramount importance is the improvement of the transport system; improve performance of the transport sector so that Uganda is effectively connected to the countries in the region, efficiently accessing the sea ports and is linked to the rest of the world by air.

The Government of Uganda represented by the Uganda National Roads Author- ity (UNRA) intends to construct the Mbarara By-Pass road of 13.88 km to divert heavy traffic away from the town centre of Mbarara and in anticipation of possible elevation of the Mbarara Municipality to a city status. The project will cost an estimated 17.7 million Euro. The cost will cover construction supervision and construction costs. The detailed road designs are being conducted by M/S. COWI (U) Limited.

The purpose of this project is to support the Government in the achievement of its socio-economic goals outlined in the MGDS, which include the development of the roads and other national infrastructure

Project Description and Justification The By-Pass road to be constructed will be an Asphalt Concrete Surfacing consisting of 60 mm of wearing course and 90 mm of binder course. The effect of the new By-Pass will be a roughness of 2 m/km. Based on the preliminary geometric, pavement and drainage design, a preliminary bill of quantities (BOQ) has been prepared. The BOQ is for the entire project length of 13.3 km and with asphalt pavement on stabilized road base and double bituminous surface treatment.

The traffic volume predicted for the Mbarara by-pass justifies the road to be designed as a Class IB. Initial analysis of the terrain along the selected by-pass Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass x

alignment show that the majority of the length can be considered flat, with only a few sections falling into the rolling terrain class.

Mbarara By Pass Project Objectives and Justification The objectives and the anticipated benefits of the planned construction of the Mbarara By pass is based on the following considerations. Namely:

• traffic volume considerations indicating a considerable amount of city centre traffic amounting to around 5,000 vehicles,

• economic growth assumptions in which, Mbarara By-Pass project is regarded as an integrated part and improvement of the Northern Corridor,

• Potential Shift a Way From Non-Vehicular Traffic, evidence has shown that, the demand for the Non-Vehicular Traffic (NVT) as the primary means of transport will decline over time in line with economic development and that, demand will be shifted towards vehicular categories,

• Economic Considerations, the economic viability of the Mbarara By- Pass shall been seen part of the implementation of projects on the Northern Corridor

• Other Benefits of the Planned By Pass, the main quantifiable economic benefits generated from the By-Pass Project are savings in economic vehicle operating and passenger time costs. The other indirect benefits include; social benefits including improved assess to schools, health facilities and markets, etc.; agricultural sector improvements; and

• Opportunities within tourism development.

Policy, Legal and Administrative Framework The ESIA was prepared with reference to the key policy, legal and administrative instruments at national level. The proposed project will comply with all Ugan- dan legal requirements. As a result of different laws and legal instruments which apply to road- related environmental and social issues, a number of players are involved at various stages on an environmental impact assessment and social impact assessment.

Some of the existing laws applicable to environmental and social management with respect to the Mbarara By pass Project are: The Constitution of the Repub- lic of Uganda 1995; The National Environment Act, Cap 153; The Environ- mental Impact Assessment Regulations, 1998; The Land Act,1998; The Local Government’s Act 1997; The Town and Country Planning Act,1964; The Na- tional Forestry and Tree Planting Act,2003; The Water Act, Cap 152; The Na- tional Gender Policy,1997; The National Environment(Standards for Discharge of Effluent into Water or on Land) Regulations,1999; The Policy on Conserva- tion and Management of Wetland Resources,1995 and The National Environ- ment(wetlands, River Banks and Lake Shores Management)Regulations 2000 Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass xi

The National Environment Management Authority (NEMA) is mandated to be the “principal agency in Uganda for the management of the environment” (Na- tional Environment Act Cap 153). At district level, the responsibility of the management of environmental issues lies with the District Environment Com- mittees under the technical guidance of the District Environmental Offices.

While NEMA is entirely responsible for the coordination of sectoral environmental issues, UNRA must ensure that environmental and social impact assessments for the road projects are adequately carried out, and that the mitigation measures are incorporated as appropriate, and that the construction process is environmentally and legally compliant. Furthermore, the Uganda National Road Authority (UNRA) will be responsible for monitoring the environmental and social impacts of the planned road project during and after construction.

With regard to the Compensation and Resettlement issues, the main pieces of legislation are the Constitution of the Republic of Uganda and the Land Act. In this regard, the main stakeholder institutions include; the Ministry of Lands, Housing and Urban Development (MLHUD) for issues of compensation and valuation including UNRA the Lead Agency. Therefore, UNRA will take responsibility for all matters of displacement, compensation, and identification and coordination of other players. In addition, the Uganda Land Commission, District Land Boards, Land Tribunal and Local Councils will be involved in matters of land acquisition.

Description of the Project Environment The planned road project passes through distinct ecosystems namely; Rwemi- tongore Plantation Forest Reserve, the farmlands (ranches), the riverine ecosystem and the banana plantation at the end of the road on Mbarara-Ntungamo- Kabale road (NCR). The vegetation communities range from Eucalyptus trees on the parts of Rwemitongore Forest reserve near coca cola areas, the grazing lands and riverine thickets across with shrubs of Teclea nobilis, Cyperus papyrus and Loudetia kagerensis. All the grass communities are overgrazed and are at knee high levels at certain points across the planned road alignments.

The topography is gently undulating, no hills are traversed by the road. The By- Pass avoids wetlands and woodlots of eucalyptus in its entire length.

Project Alternatives A number of alternative alignments both to the north and south of the town centre were initially analyzed and presented to Mbarara Municipality and to UNRA. The Analysis of the Alternatives was based on the following considerations:

• Traffic volume considerations

• Economic Growth Projects and Assumptions

• Potential shifts a way from NVT

• Economic Considerations Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass xii

• Other benefits

The Alternative Routings included:

The options were:

• The Northern Alternative/Option

• Northern Short Option

• The Southern Option

• Southern Long Option

• Zero Option

Recommendations on the Best Alternative/Option The short alignment option north of the town centre has the following advantages compared to the other three Options and has therefore been taken as the best Option. Its considered advantages included:

• Its construction costs are comparably lower of all the four Options;

• It is the shortest route;

• It is the route which requires the least land take;

• it presents minimal negative social and environmental impacts as compared to other routes (northern most for instances is closer to air field on Ibanda road);

• It is the route where the least number of buildings will have to be demol- ished if any;

• It has also the potential to serve the traffic travelling to and from Kasese; and

• It is the route where the gentlest vertical alignment can be designed.

ESIA Study Methodologies The purpose of the ESIA is to ensure that the integrity of the physical environ- ments is preserved during all the stages of the project from design to construction and operation. The impact studies were carried out in accordance with NEMA’s environmental assessment requirements taking into account requirements of development partners’ requirements for ESIA process. The environmental and social impacts of the project were predicted in relation to environmental and social receptors or people (e.g. residents of villages and settlements, and land-use, etc), and natural resources. Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass xiii

Methodology for Preparation of the ESIA

Combinations of methodologies were adopted in conducting this ESIA study and in the preparation of the ESIA report. Literature review covered key documents appended in the reference section. The aim of the review was to capture existing environmental conditions and other information required in the preparation of the ESIA. The methodologies employed included:

• review of literature

• ecological investigations

• water quality analysis

• ESIA also made use of public and household information through public meetings, stakeholder consultations and participatory rural appraisal (PRA) to assess the likely impact of the projects and identify opportunities for promoting positive socio-economic development

• .Both questionnaire and participatory surveys were segregated by gender, age and income to capture demographic and gender differences in livelihood activities and mobility patterns

In all, pertinent environmental and social problems have been identified and documented in this ESIA report and appropriate mitigation measures have been proposed to minimize or offset these problems. An Environmental Management Plan (EMP) embedded in the report outlines responsibilities, institutional mechanisms, costs and time frames for the implementation and monitoring of the plan.

Ecological Valuation

Details of the Ecological Valuation process for the 1.8ha of Rwemitongore Forest Reserve included:

• Value of Standing Stock; • Discounted Value of Current and Future Standing Stock; • Value of Carbon Sequestration Potential; • Value of Biodiversity; • The Value of Land Take; • Value of Unique Environmental Services (including Wind Break, Flood Control and Amenity values); and • Incremental Management Costs.

Total Cost implication of the loss of the 1.8 ha of forest is established at Ushs. 165,028,71. Compensation for the forest plantation will be undertaken in line with national laws under the mandate of Chief Government Valuer. Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass xiv

Potential Impacts and Mitigation/Enhancement Measures Positive Impacts

Overall, the planned reconstruction of the road will create job opportunities for workers to be recruited along the project road. There is much anticipation among the roadside communities that local labour will be employed on the road project, especially to carry out manual and unskilled tasks.

The unskilled positions would include casual labourers, watchmen, etc. The number of local people who could be employed by the project will be in the region of 200-300 people. However, masons and truck drivers can be sourced from the local population. There will be reduced congestion in the town centre after diversion of traffic.

Negative Impacts and their Mitigation Measures

The main environmental and social impacts from the construction of the by pass include; increased health risks (STDS and HIV/AIDS); dust, soil erosion, noise, loss of vegetation for the entire road stretch of (30x13700= 441,000m2 ) of largely grazed lands will be taken up by the road, interference with livestock/cattle movements, loss of grazing lands, limited displacement of persons, some damage to the wetland ecosystem, destruction of catchment areas and habitats especially the riverine systems across R. Ruizi, impacts on the water plant at Ruharo water works, uptake of banana plantation area of 300-500 m stretch, conflict with grazing needs in the area and other cumulative impacts. There are concerns over free grazing movements of livestock in the areas of MBAZARDI farm.

A stretch of 1.8 ha Rwemitongore Forest Reserve will be lost to the road RoW and it is proposed that, before clearing parts of the forest, salvage harvesting of mature poles be done by NFA. Tree branches, twigs and other parts be taken by the communities for their fuel wood needs. This ESIA proposes that, modalities of paying/compensating for the forest portion should be handled by the Chief Government Valuer as mandated by law.

The contractor needs to work closely with the stakeholders (Ruharo Water Works) to ensure water quality issues are taken care of during road works. Also the road corridor should be beautified with avenue trees and ornamental plants. These measures will all help to remedy vegetation loss form the planned project.

In order to address risks on livestock along the highway, it is proposed that, underpass crossings be constructed at some sections such as at -2+400 and at 4+900 in Kyomugorani and MBAZARDI.

Environmental Management Planning Most of the identified impacts such as dust, noise, HIV/AIDS can be mitigated and others such as loss of vegetation are reversible. The contractor will use a number of interventions to control negative impacts from the project. Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass xv

Some of the mitigation measures include incorporation of appropriate environmental designs into the project, use of water to control dust, supervision of implementation of mitigating measures by various authorities, compensation for land crops and forest area of Rwemitongore.

Environmental and Social Management Planning In order to implement the EMP responsibilities have been assigned to various parties within the project framework. The recommended mitigation measures will be outlined in the detailed design drawings, and detailed in the Technical Specifications. These mitigation measures will form part of the contract documentation for the road upgrading works. For example, there is to be a component for tree planting of appropriate species as catchment protection above the road and this activity will be undertaken with substantial women’s participation.

The ESIA and ESMP are to be availed to prospective bidders in order to ensure that normal environmental mitigation costs are factored into construction costs. The Contractor is expected to prepare work plans for environmental management in line with the EMP presented in the ESIA as well as taking into account some conditions relating to the approval of the project by NEMA. The costs of incorporating the recommended mitigation measures, including compensation for property and crops and relocation activities, as well as costs for unforeseen/additional mitigation and environmental and social monitoring are to be integrated into the BoQs for the project.

Monitoring Programme The overall objective of environmental and social monitoring is to ensure that mitigation measures are implemented and that they are effective. Environ- mental and social monitoring will also enable response to new and developing issues of concern. The activities and indicators that have been recommended for monitoring are presented in the ESMP.

Environmental and social monitoring will be carried out to ensure that all construction activities comply and adhere to environmental provisions and standard specifications, so that all mitigation measures are implemented. The contractor shall employ an officer responsible for implementation of social/environmental requirements on a full time basis. This person will maintain regular contact with the Supervisor’s own Environmental/Social Specialist and the local Dis- trict Environmental Officer. The contractor and UNRA have responsibility to ensure that the proposed mitigation measures are properly implemented during the construction phase.

In addition, there should be a Safety Officer in the Team whose role will be ensuring all safety matters on the project are managed in a professional manner.

The environmental and social monitoring program will operate through the pre- construction, construction, and operation phases. It will consist of a number of Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass xvi

activities, each with a specific purpose with key indicators and criteria for significance assessment. The following aspects will be subject to monitoring:

• Encroachments into ecosystem areas such as wetlands • Vegetation maintenance around project work sites, workshops and camps • Works and road safety elements, including a log of accidents • HIV/AIDS programme implementation and levels at local health centres

The monitoring of mitigation measures during design and construction will be carried out by the Supervisor’s Environmental/Social Specialist. He/she will conduct mitigation monitoring as part of the regular works inspections. The responsibility for mitigation monitoring during the operation phase will lie with the Environmental Section in UNRA.

UNRA will provide NEMA with reports on environmental compliance during implementation as part of their annual progress reports and annual environmental monitoring reports. Depending on the implementation status of environmental activities, NEMA will perform annual environmental reviews in which environmental concerns raised by the project will be reviewed alongside project implementation.

Conclusion The planned construction of Mbarara By pass is an important project that has numerous benefits including de-congestion of Mbarara Town centre, reduced accidents, improvement in travel times, boosting of local and national connec- tivity and economies, local employment and improvement of social services. However the ESIA study has illustrated that this development will be realized at a cost. The study showed that the environment and social contexts will be interfered with in varying magnitudes such as through soil erosion; loss of trees; uptake of banana crop land (300m), disturbance to forest ecosystems; pollution of water, air and soils; loss of property and land; disruption of grazing patterns.

The study has therefore proposed several mitigation measures to control, reduce or reverse the perceived impacts. It has also proposed implementation and monitoring mechanisms of the environmental and social management plan. Fi- nally recommendations have been made to guide the contractor on broader issues of environmental and social significance.

Recommendations • The Contractor should comply with legal obligations related to this project and should use the National Environmental Standards as a guide for emission limits. In absence of any emission limits in the national standards, the contractor should use other internationally acceptable standards for the limits; • There is public concern over the safety of road users in view of the fact that, the planned area for the by-pass is largely a cattle grazing zone; Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass xvii

• All displaced parties and other groups who will lose property should be fairly and promptly compensated; • The Contractor should closely work with district and Mbarara Municipality authorities during the entire project implementation period in the implementation of the EMP; • The contractor should follow all the formalities related to development control and approval systems for this nature of projects; • The Contractor should fully rehabilitate campsites, borrow pits and road sides after project completion; • A comprehensive programme should be developed to facilitate sensitiza- tions and training of workers and the general public on HIV/AIDS and STDs; and • Leased lands that will be used for temporary works of the project should be returned to the rightful owners after completion of the works. Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 1

1 Introduction

1.1 Background Uganda is a landlocked country of 27 million people, roughly the size of the United Kingdom. Uganda borders five countries: Sudan to the north, Democ- ratic Republic of the Congo to the west, Rwanda and Tanzania to the south and Kenya to the east. More than 18% of Uganda’s land surface is covered with water with Lake Victoria being the largest of Uganda’s five major lakes. Uganda is a primarily rural country, with only 10% of the population considered urban. According to the UNDP, this situation should remain unchanged through 2015. Economic growth plans must focus on creating opportunities that will benefit the primarily rural population, such as agribusiness. In addition to being heavily rural, 50% of Uganda’s rapidly growing population is under the age of 15, a situation that the UNDP estimates is unlikely to change over the next 10 years. The population has been growing at 3.3% annually, and that pace is forecasted to increase to 3.7% until 2015. Current growth rates, though impressive, are below the 7% sustained rates required to meet the Poverty Eradication Action Plan (PEAP) objectives. Uganda’s development challenge is magnified by geo- graphic and social inequalities in income distribution and basic services provision between urban and rural populations, and between its northern and southern regions.

In 2002 there were an estimated 5.1 million households with a slight fall in average household size to 4.7. The proportion of rural population remained very high in 2002, accounting for 88% of the total population, down from 89% in 1991. The rural population grew at an estimated 3.2% per year, vs. 3.9% for the urban population. These trends indicate considerable rural to urban migration, because the fertility rates of the urban population are much lower than those of the rural population. GDP per capita growth also declined from 3.46% to 1.8% during the same period, partially due to the slowdown in GDP growth, but also due to population increase. The population has been growing at 3.3% annually and is forecasted to increase to 3.7% until 2015 - refer below

The Economic Recovery Program that started by the Government in 1987 was to institute fiscal consolidation as a means to control inflation. Furthermore, the liberation of the foreign exchange market was a significant economic reform policy that provided incentives to major sectors of the economy. Other reforms implemented in recent years include removal of import bans, elimination of licensing requirements, reduction of import tariffs and taxes. The economic re- Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 2

form process and structural transformation of Ugandan economy have been supported by the World Bank and the International Monetary Fund (IMF). The process has further been supported by promotion of private sector development including liberalizing of Investment Code in 1991, strengthening of Public-Private sector part- nership, relaxing restrictions to the private sector, and privatization of public owned enterprises.

Between 1992 and 2002, poverty rates fell in Uganda from 55.7% to 37.7%, primarily through the emergence of successful new agro-industries such as fish, vanilla, and flowers as well as growth in services in urban areas. Uganda’s real GDP growth rate slowed from an average of 6.8% between 1990 and 1999 to around 5.5% between 2000 and 2007. Real GDP in 2006/07 grew by 6.2 percent compared to 4.9 percent recorded in 2005/06. The increase in real GDP was mainly on account of increased performance in the construction, transport and communication, wholesale and retail trade, and services sectors as a result of increased public and private construction, increased activity in the formal sector, and increased import demand.

Between 1990 and 2007, real GDP growth averaged close to 5.5 percent, compared with 3 percent in the rest of Sub-Saharan Africa (SSA). In per capita terms the corresponding figures are 3.25% and 1% - refer below. Uganda’s growth since 1990, then, has been among the strongest in Africa.

1.2 Access to Economic Opportunities Investment in the transport sector improves access to economic opportunities by reducing transport costs. These include lower market prices for final products (both rural products and consumer goods), spatial extension of the market (due to the transport-induced changes in production and consumption patterns), higher personal mobility, and stimulation of socio-economic activities. In addition to improving accessibility, transport investment affects employment. The provision of transport services, including the construction and maintenance of transport infrastructure, generates demand for labour (often unskilled) and provides income-earning opportunities for the poor. If a transport project generates jobs for the poor who are otherwise unemployed or under-employed, it contrib- utes to the reduction of poverty.

1.3 Project Description and Justification

1.3.1 Background Infrastructure development is one of the top priorities for the Government of Uganda in its agenda for economic transformation within the next decade as depicted in its Financial Budget estimates for 2008/09. Transport infrastructure especially roads play a pivotal role rural transformation process. The main objective of the National Resistance Movement (NRM) Government has been to improve access to transport services in the rural and urban areas by so doing contribute to poverty eradication. Of paramount importance is the improvement of the transport system; improve performance of the transport sector so that Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 3

Uganda is effectively connected to the countries in the region, efficiently accessing the sea ports and is linked to the rest of the world by air.

Equally, ports, railways and airports are a key part of the national infrastructure that stimulates development by linking various economic destinations across and outside the country. Uganda’s policy goal on transport is to ensure the provision of a coordinated transport environment that fosters a safe and competi- tive operation of commercially viable, financially sustainable, and environmentally friendly transport services and enterprises. All motorized and non- motorized traffic are expected to reach every society of the country year-round without interruption.

The provision of adequate road transport services (in quality, coverage and organization) is essential for the economic and social development of Uganda. Road transport accommodates far the most of passenger/freight movements in the country, import/distribution of petroleum products, fertilizers, relief food and collection/export of coffee from rural areas. The roads sector has a vital and supportive role to play in the development of a dynamic and robust private sector, and in the efficient delivery of social services. Hence an efficient road network will be a key element in sustaining high economic growth through its con- tribution to increased productivity. It therefore, has a direct bearing on poverty reduction.

This explains Government’s resolve to put in place a sound road network as a prerequisite for socio-economic development of the country and to maintain coherence in the socio-economic environment. Easy mobility of goods and people provides the incentive for increased production and markets access, and therefore has a positive effect on the improvement of the welfare of households.

1.3.2 Mbarara By-Pass Project The importance of the Northern Corridor Route for Uganda and its neighbours (Rwanda, DRC and Burundi) has meant that both the Government of Uganda and international development partners have devoted substantial resources to its upkeep and improvement over the last 3 decades. The road forms part of the main international route connection Kenya, Uganda, Rwanda, and the Democ- ratic Republic of Congo and presently passes through the town centre of Mbarara.

The relevant By-Pass option subjected to the economic evaluation as defined by the engineering studies for the Mbarara By-Pass Road. The traffic volume predicted for the Mbarara By-Pass justifies the road to be designed as a Class Ib. The same road class has also been selected for the sections of the Northern corridor Route Masaka-Mbarara, presently under reconstruction and the Mbarara- Ntungamo-Kabale-Katuna currently being designed by COWI A/S.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 4

Figure 1.1: Location Map

The By-Pass road to be constructed will be an Asphalt Concrete Surfacing consisting of 60 mm of wearing course and 90 mm of binder course. The effect of the new By-Pass will be a roughness of 2 m/km. Based on the preliminary geometric, pavement and drainage design, a preliminary bill of quantities (BOQ) has been prepared. The BOQ is for the entire project length of 13.3 km and with asphalt pavement on stabilized road base and double bituminous surface treatment. The Economic Cost of the project is considered to be the total expenditure (Financial costs) incurred to realize the project

1.3.3 Mbarara By-Pass Road Design The objectives and the anticipated benefits of the planned construction of the Mbarara By pass is based on the following considerations. Namely:

1.3.4 Traffic Volume Considerations From the traffic Volume considerations, the total traffic volume is almost double the volume measured east and west of Mbarara indicating a considerable amount of city centre traffic amounting to around 5,000 vehicles including motorcycles per day of which motorcycles account for 54 % of the total traffic and is also assumed that, around half of the traffic will according to the Origin des- tination survey will drive through Mbarara on the Northern Corridor either towards Kampala or Kabale.

The traffic in the Mbarara town centre is characterized by almost same traffic level and pattern in both directions. Main Findings from the Traffic Analysis. The traffic volume in and around Mbarara from the Consultant (COWI) two counts in September 2008 west of Mbarara amounting to 5,154 vehicles in- Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 5

cluding motorcycles and in January 2009 in Mbarara town centre counting 9,912. The results of the O/D survey indicate that the majority of the traffic (total 73 %) would prefer to use the By-Pass around Mbarara instead of using the existing road through Mbarara.

1.3.5 Economic Growth Assumptions The Mbarara By-Pass project is regarded as an integrated part and improvement of the Northern Corridor and therefore, overall economic growth assumptions were adopted and applied in the Feasibility Study on the Northern Corridor (Mbarara-Ntungamo-Kabale-Katuna). The elasticities of different vehicle categories for the project road indicate that, passenger and small freight transport expect to grow by 20 % more than the estimated GDP growth between 2009 and 2013, falling to 15 % higher growth between 2014 and 2020, and further by 10 % more from 2021. Medium and heavy trucks and trailers are expected to grow along the growth of GDP. With such growth trends, it becomes imperative to have heavy and long distance traffic diverted a way from the town of Mbarara (Plates 1-2).

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 6

Plate 1-2: Traffic Characteristics through Mbarara Town Centre. Note the long and heavy trucks, buses and commuter taxis loading and offloading passengers by the roadside. Also on the top plates, buildings are close to road edges thus increasing risks of accidents (Photo: N. Omagor, 2009).

1.3.6 Potential Shift a Way from Non-Vehicular Traffic Evidence has shown that, the demand for the Non-Vehicular Traffic (NVT) as the primary means of transport will decline over time in line with economic development and that, demand will be shifted towards vehicular categories. It is therefore assumed that a growth rate of non-vehicular traffic (bicycles and motorcycles) is expected to decline over time over the period of the project analysis. The Consultant has therefore assumed zero growth in bicycles over time and that MT traffic will have a positive growth consequently with a proportion- ally higher share of traffic over time most of which will traverse the centre of the town.

1.3.7 Economic Considerations The economic viability of the Mbarara By-Pass shall been seen part of the implementation of projects on the Northern Corridor. Without the implementation of these project then the traffic situation in the future might not be fully justi- fied. The overall economic assessment of the By-Pass Project is based on that the Northern Corridor and that other potential road projects are being implemented. Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 7

The results of the economic analysis expressed in terms of Economic Internal Rate of Return (EIRR) indicated that, the 20 years design life yielding a rate of return of 31.5 % for the base (medium) traffic growth scenario.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 8

2 Alternative Alignments A number of Alternative Alignments both north and south of the town centre were initially analyzed and presented to both the Mbarara Municipality and to UNRA. Initially several alignments were considered located both north and south of Mbarara town as follows. It is important to note that, the analysis of alternatives was based largely on engineering considerations as ecologically the project area is uniform. The Options were also based on satellite imageries.

2.1 Northern Alternative Option/Routing In Figure 2-1, the black line represents the existing road through Mbarara town centre while the dark blue line is the Rwizi River which has to be crossed by all the alignment options.

Fig- u re 2.1: The Main Alignment Options Considered Northern Long (Blue) Option Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 9

The Option is approx. 26.3 km compared to 13.7 km following the existing road through the town of Mbarara and takes off from the existing highway near Nyamutyobora some 9 km east of the town centre, and rejoin the Mbarara Ntungamo highway at Rugando some 18 km west of town. The alignment passes north of the town through Rwebishuri, Rwentobo and Kashambya. The first 8 km is fairly hilly and steep gradients will be un- avoidable. The alignment passes some potential swampy areas west of Rwentobo and just south of the airport. It further crosses the Ruizi River near Rugando with a catchment area of 1,786 sq km, where a major bridge will have to be constructed, should this alignment option be chosen. The river at this point is coupled with wide swampy areas on either side which complicates the crossing and indicates that foundation for a bridge may have to be a piled foundation. The construction costs for this alignment would be higher due to its longer length (26.3km) compared to the 13.7km giving overall costs which would be much higher and not eco- nomical in the long run.

2.2 The Southern Option This Option is approx. 15.9 km compared to 13.7 km following the existing road through the town of Mbarara. The alignment option take off from the existing highway near Nyamityobora some 8 km east of the town centre, and rejoin the Mbarara Ntungamo highway at Ntakoni some 8 km west of town. The alignment passes south of the town through Rwentondo, Ka- koba and Katete. The middle section past Kakoba is rolling terrain where steep gradients may have to be accepted. The alignment crosses the Ruizi River between Kakoba and Katete with a catchment area of 2,105 sq km, where a major bridge will have to be constructed, should this alignment option be chosen. The river at this point is well defined but the river valley at this point is steep but the bridge will have to cross the river at an angle to avoid sharp curves on either side of the bridge.

The alignment also crosses a major stream with catchment area of 40 sq km which will require a large box culvert or a small bridge. Between Katete and where the by-pass rejoins the existing road the alignment passes some well developed areas with a significant number of houses as illustrated in Figure 2.2 below.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 10

Figure 2.2: The purple option, passes developed areas near Katete

2.3 Southern Long Option This option is approx. 26 km compared to 23 km following the existing road through the town of Mbarara. The alignment option take off from the existing highway near Katenanga some 14 km east of the town centre, and rejoin the Mbarara Ntungamo highway at Ntakoni some 8 km west of town. The alignment passes south of the town and south east of the Kabu- rangire and Rwanaaju mountain range.

The terrain is rolling to hilly where steep gradients may have to be accepted. The alignment crosses the Ruizi River near Rubaye with a catchment area of 2,111 sq km, where a major bridge will have to be constructed, should this alignment option be chosen. The river at this point is not well defined. The alignment also crosses the same major stream as the purple option with catchment area of 40 sq km which will require a large box culvert or a small bridge. Between Kabaara and Kitebero the alignment passes some well developed areas with a significant number of houses which would mean a lot of compensation costs as well as resettlement aspects. In addition, the length of the alignment (26km) would escalate construction costs compared to the 13 km stretch directly through Mbarara town.

Figure 2.3: Developed areas between Kabaara and Kitebero

2.4 Northern Short (Green) Option The Alignment Option starts off from the existing highway near the Coca Cola factory some 5 km east of the town centre (elevation 1,370 m.a.s.l.), and rejoin the Mbarara Ntungamo highway at Nyakakoni west of town (elevation 1,420 m.a.s.l.). The alignment passes immediately north of the town through Nyamutobora, Kakiika and Ruharo. The total length of the Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 11

alignment is 12 km. The first 3 km is rolling terrain where steep gradients can be avoided as shown in Figure 2.4 below.

Figure 2.4: First three km of the green option is rolling The alignment crosses the Ruizi River near Kyempene with a catchment area of 2,026 sq km, where a bridge will have to be constructed. The river at this point is well defined and firm ground has been recorded on either side. In addition, the river valley at this point is shallow and wide and the crossing will have to be done by a long low level bridge or embankments with a concrete bridge in the centre. This alignment option is shorter and preliminarily, there are fewer houses to be compensated as most of the area is largely farms which makes it fairly a cheaper Option to be constructed.

2.5 Zero Option This options means that the project of constructing the Mbarara By Pass is to be abandoned and the road users to continue using the town centre road (/high street). Under this Option, the Government of Uganda will have saved on the funds for the road construction but the issues of traffic congestion, noise, accidents and lost time by trucks through Mbarara town centre would remain unattended. The usual delays of traffic through the town centre of Mbrarara would continue. This is not a suitable option.

2.6 Conclusion and Recommendation on the Best Alternative/Option The Consultant therefore recommended the short alignment Option north of the town centre as the final alignment for the detailed design. The out- come of both considerations was that, the shorter northern alignment was offering the most favourable option as it compared with the other alternatives and has the following advantages: Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 12

The short (green) alignment option north of the town centre has the following advantages compared to the other three options:

• The construction cost is the least of the four options;

• It is the shortest route by comparison;

• It is the route which requires the least land take;

• It is the route where the least number of buildings will have to be de- molished (properly none);

• It also serves the traffic travelling to and from Kasese;

• The only major drainage structure is the bridge across the Ruizi River; and

• It is the route where the gentlest vertical alignment can be designed.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 13

3 Project Area Description

3.1 Biophysical Conditions

3.1.1 Project Area Settings Mbarara District is in the south Western Uganda. It lies within latitude 10o 30`S and 0o S`N and longitude 30o 20’E and 31o 20`E. On average the district lies 1800 meters above sea level. The total geographical area is 7.346 km2 sub divided as follows, land area 72 17 km2, wetland 1295 km2, for- ested area 187 km2, and open water area 74 km2. The District is composed of a mixture of fairly rolling and sharp hills and mountains, fairly deep and shallow valleys and fairly flat land especially in the North-Eastern part of the district. According to 2002 population and Housing Census, Mbarara District has the second largest population of 1,088,356 with a population density 112km2 (Tables 3.1 and Table 3.2).

Table 3.1: Counties Sub-counties and cells where Mbarara By-Pass transverses

County Sub-county/Division Parish/Ward Cells Kamukuzi Ruharo Nkokenjeru Mbaguta Kashari Kakiika Kakiika Kacence East, Kacence West, Makenke, and Butagatsi Nyarubanga Kafunjo, Nyarubanga and Stock farm Rwampara Nyakayojo Rukindo Kagando A, Kagando B, Bwenkoma A, and Nyakakoni

According to the 2002 population census, Mbarara district has a total number of 76,108 households, and 361,477 persons, out of which 184,518 were female (Table 3.2). With an average household size of 4.7 persons per household, the district population density stands at 213.8 persons per square meter whereas the average population growth rate of 2.8 percent which was lower than the national growth rate of 3.2 percent. The population of Mbarara is composed of different tribal groups including among others; Banyankole, Bakiga, Baganda, Bafumbira, Bahororo, Batagwenda, Batoro. It also includes people from different nations like Rwanda, Tanza- nia, Congo, Burundi, and Kenya among others. Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 14

Table 3.2 Population levels and trends by sex of Mbarara Municipality

Municipality 1991 1991 1991 2002 2002 2002 Division Male Female Total Male Female Total Kakoba 10,531 8,765 19,296 19,903 17,368 34,271 Kamukuzi 6,960 6,539 13,449 11,677 11.793 23,470 Nyamitanga 4002 4,234 8,236 5,634 5,988 11,622 Total Mu- 21, 493 19.538 41,031 34,214 35,149 69,363 nicipality Source: Housing and Population Census, 2002

3.1.2 Geology The geological outline of the area traversed by the planned by pass consists of various geological groups of Precambrian formations constituted by the dominant Karagwe-Ankolean type along the project road which is characterized by being partly granitised and metamorphosed formations consisting of argillites and granites. An argillite is a fine-grained sedimentary rock composed predominantly of indurate clay particles whereas an granite is a sedimentary clastic rock with grain size less than 2 mm.

Buganda-Toro system is characterized by being partly granitised and metamorphosed formations consisting of argillites and locally quartzites and amphibolites. Quartzites and amphibolites are metamorphic rocks, i.e. created by extreme temperature and pressure. The District is composed of a mixture of fairly rolling and sharp hills and mountains, fairly deep and shallow valleys and fairly flat land especially in the North-Eastern part of the district.

3.1.3 Climate Mbarara district received average rainfall of 1200 mm with two rainy seasons February to May and September to December. It has 2 dry seasons, temperature range from 170C to 300C with relative humidity ranges from 80-90% in the morning and 48-60% in the evening throughout the year. The climatic conditions for the period 2005-2008 have been documented by Mbarara Meteorological (Table 3.3-3.5). Mbarara is generally a warm area with temperature ranging between 140C and 300C.

It experiences south easterly winds with moderate mean becoming slightly higher during the dry seasons. In terms of visibility, the area is generally with a good visibility which reduces to haziness during the dry season and foggy in the rainy season. The rainfall in the area is of two seasons in which, March-May and September-November are generally wet. The other months are not very dry with occasional rains. Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 15

Table 3.3: Mbarara Monthly Total Rainfall (mm) 2005-2006 Year Jan Feb. Mar. Apr. May Jun. Jul. Aug. Sep. Oct. Nov. Dec.

2005 52.8 11.2 76.4 78.8 99.0 43.1 5.4 105.5 119.6 80.1 103.4 9.9

2006 34.5 54.3 80.8 77.7 97.6 9.8 19.1 64.2 45.7 53.9 132.6 50.0

2007 45.8 39.7 93.2 82.3 59.4 96.3 71.2 46.9 140.9 102.5 206.2 63.4

(Source: Mbarara Meteorological Station Records, 2008)

Table 3.4: Monthly Mean Maximum and Minimum Temperature (0C)

Year Max/Min Jan Feb Mar. Apr. May June July Aug. Sep. Oct. Nov. Dec

Max. 29.2 30.8 28.4 28.2 26.8 27.6 28.2 27.7 27.6 27.1 26.8 29.1

2005 Min. 15.9 16.0 15.7 15.4 15.2 15.6 15.5 15.4 15.7 15.6 15.5 15.9

Max 27.8 29.6 27.0 26.5 26.9 28.1 28.3 28.0 27.6 27.0 25.2 25.5

2006 Min. 16.1 16.7 16.0 16.0 16.2 13.8 15.8 15.6 15.7 16.2 16.4 16.6

Max. 27.6 28.3 28.2 27.6 27.1 26.5 27.1 27.1 26.7 26.2 25.7 26.9

2007 Min. 16.2 16.3 16.0 16.7 16.5 16.2 15.4 15.6 15.5 15.1 15.1 15.0

(Source: Mbarara Meteorological Station Records, 2008)

Table 3.5: Humidity Summary for 2005-2007 for Mbarara District Jan. Feb. Mar Apr. May Jun. Jul. Aug. Sept. Oct. Nov. Dec. .

Morn. 85 75 85 85 88 83 78 83 85 87 90 81 2005

After. 50 39 58 54 61 49 39 51 55 66 62 46

Morn. 85 82 89 90 87 73 73 78 76 81 90 90 2006

After. 51 49 57 62 62 45 39 44 57 59 66 65

Morn. 88 83 87 86 82 86 83 84 85 85 88 85 2007

After. 50 52 49 55 55 53 48 50 59 65 68 53 Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 16

(Source: Mbarara Meteorological Station Records)

3.1.4 Water Quality Water quality measurements in the wetland areas of Rwizi, Ruti and at Coca Cola points were taken to establish baseline conditions (Table 3.6). In-situ water quality parameters were measured at each flowing stream using SensionTM 156 – a portable water testing kit. The findings indicate that, the pH of the water is near neutral, it has low dissolved oxygen and fairly high conductivity in all the streams which is indicative of pollution levels in the wetlands hence, the presence of contaminants. For purposes of estab- lishing baseline water quality parameters for future monitoring purposes, samples were collected from 03 locations along the planned road stretch and the findings are presented in Table 3.6. From the preliminary tests, the waters of River Rwizi indicates pollution levels.

Table 3.6: Water Quality Parameters from 03 Water Points along the Alignment Parameters Rivers/Wetlands

Parameters Rwizi River Ruti Coca Cola pH 5.6 5.7 7.0 Electrical Conductivity 92 169 60 (mS/cm) Total Dissolved Solids 300.0 200.0 400.0 (mg/L) Total Suspended Solids 32 39 3 (mg/L) Dissolved Oxygen (mg/L) 6.00 5.20 3.90 Bio-Chemical Oxygen 1.0 1.0 2.0 (mg/L) Total Coliforms (cfu/100ml) 480,000 18000 2300 (Source: ESIA Field Investigation Findings, 2009) It is important to note that, the levels of the Total Dissolved Solids (TSS) as well as that of the Total Suspended Solids (TSS) will be affected once the road works are undertaken at the upstream of the Ru- haro Regional Water Works on the R. Rwizi. These will have cost implications on the operations and water treatment costs on the Water Works. During the consultations, the Management of the Water Works indicated that, they need to be provided with the detail scope of the planned bridge works, the duration of works, planned water management measures during the works amongst others considerations to enable them establish the cost implications of mitigating water works operations during bridge works (Mr. Mwebaza Naboth +2562854836). Such costs will then be discussed with the Developer (UNRA). Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 17

3.2 Vegetation Characteristics Overall, the physical settings through which the planned Mbarara By-Pass traverses is documented from both literature and field surveys. Based on these, key characteristics of the project areas are summarized in Figure 3.1. Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 18

Figure 3.1: Illustrated Summaries of the Sections Through the Planned Project Areas Section of the Road Remarks

Rwemitongore Forest Reserve (0+650 km) Coca Cola Area

Only Forest Block III of Rwemitongore forest reserve has a fairly good stocked crop of E. grandis in the various classes of I, II, III and IV, with the majority (about 25 Ha), being class III poles. However, a total of 43ha have fairly good stocked trees and could fetch a value of Shs 1,600,000 per hectare.

A section of Rwemitongore Forest Reserve which is fairly degraded through harvesting and grazing of cattle. these activities have kept the vegetation low especially the shrubs and grass communities thus, com- promising its biodiversity richness. The section through which the road is planned degraded, there foot paths and cutting poles for domestic construction needs.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 19

The Kyomugorani Church Areas

The planned Road Section passes through areas which are fenced private lands. The area has no original vegetation in place. it is largely over-grazed except for few shrubs of Acacia spp which are dotted in the areas. The grass communities are short due to continuous livestock grazing.

From the field in investigations and literature surveys, th fauna and flora of this section is not rare or of any class of conservation categorization.

The area is cultivated especially close to Kyomugorani church and with footpaths throughout the areas.

Prisons and Private Grazing lands Sections

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 20

The planned by pass goes past prisons farms mid way between trees woodlots and a wetland stretch. Its bounds are defined on the LHS by the 132 kv power transmission line. The areas are grazed leaving live fence stretches of Euporbia tiraculii and sections of Erthyrina abysinnica. No natural forests exist in the areas and the ROW for the road avoids stand of Euclayptus trees.

The farmlands near the prisons lands are used for grazing of cattle. There are large herds of cattle which have kept the grass and browsing communities at knee height.

There are no continuous trees stands except for “islands” of eucalyptus trees for wood- fuel. No elaborate natural trees are encoun- tered on the section (see opposite plates).

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 40

4.2.6 Ecological Valuation Furthermore, the aggregate value of the section of the forest reserve was estimated by summing up the individual values associated with current and future standing stock, carbon sequestration potential, land take as well as, timber, poles and wood fuel. Details of these are summarized as follows:

The road corridor will affect about four value aspects of the forest reserve. These include the value of standing stock, carbon sequestration potential, land take and habitat value of the forest. The impact area of 1.8 hectare is variously stocked with eucalyptus trees. To estimate the amount of standing stock in the proposed corridor, the impact area was divided into six (6) equal plots measur- ing 30m x 100 m each. A detail of the Ecological Valuation process is summarized below:

4.2.7 Value of Standing Stock

Total enumeration of the trees in each plot was then undertaken to obtain the following counts (Table 4.1).

Table 4.1: Total Tree Counts and Saleable Output Plot No Total count Average Volume Total Volume (m3) (m3)/No. of trees to be cut 01 22 1.16 25.57 02 46 NA 46.00 03 29 NA 29.00 04 40 NA 40.00 05 29 NA 29.00 06 -- NA -- (Source: ESIA Field Investigation Report)

The next step involved calculation of the value of standing stock for each of the six plots above. The value of standing stock was estimated by applying the appropriate price by volume for timber or pole class for poles for the total standing stock for the respective plots. Table 4.2 indicates the value of standing stock by plot for the impact area.

Table 4.2. Output and Estimated Value of Standing Stock – March 2009 Plot No Output Price of Output Value of Stand- (m3/poles) (Ushs) ing Crop 01 25.57 m3 46,000 1,176,220 02 46.00 poles 7,000 322,000 03 29.00 poles 7,000 203,000 04 40.00 poles 7,000 280,000 05 29.00 poles 7,000 203,000 06 00.00 -- 7,000 0 TOTAL 2,184,220 (Source: ESIA Field Investigation results)

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 41

4.2.8 Discounted Value of Current and Future Standing Stock Eucalyptus trees coppice once cut and another crop can be harvested in two to three years. The value of eucalyptus trees therefore needs to take into account this future revenue. This assessment made a number of assumptions, first that prices for poles and the class of poles sold each time does not change, and second that due to non-coppicing of some of the stumps, the output from the various plots in the impact area will remain constant. A coppicing cycle of two years for two coppice crops was utilized in the calculation to generate a discounted value of Ushs 3,849,079 for the five cropped plots and the respective coppices.

4.2.9 Value of Carbon Sequestration Potential The carbon sequestration value of plantation forest depends on the species, growth rates and patterns and rotation cycle. On average Eucalyptus trees se- quester up to 22 kgs of carbon per year, implying that for a site of average soil quality, the average carbon sequestration potential of eucalyptus forest stands will be about 93.5tC/hectare. The carbon sequestration potential of the proposed impact forest area (1.8ha) is therefore 168.3tC valued at Ushs 6,071,422.50. This potential value will be lost if the impact section of the forest reserve is clear-felled for the road development project.

4.2.10 Value of Biodiversity Rwemitongore Central Forest Reserve is a plantation forest. Ordinarily, this would lower its biodiversity value. The forest area is however, very marshy and has critical wetland biodiversity. No previous studies have tried to put a value on the biodiversity of such ecosystems in Uganda. This study therefore, consulted and used secondary data from a number of previous studies namely Ruitenbeek (1989) on the Social Cost Benefit Analysis of the Korup Project, Cameroon Ministry of Planning and Regional Development, Cameroon; Pearce and Moran (1994) on the Economic Value of Biodiversity, Earthscan Publica- tions Ltd, London; Howard, Peter (1995) on the Economic Value of Uganda’s Protected Areas and Peasah (1994) on Resource and Environmental Accounting Framework for Ghana’s Forestry Sector, Unpublished MSc. Dissertation, Uni- versity of Edinburgh, Scotland.

Pearce and Moran (1994) for example calculated the value of land for biodiversity conservation (particularly for the medicinal value of biodiversity) to be USD 21 per hectare per annum for the upper limit. For a discount rate of 12 percent over a long time horizon (eg. 25 years), this figure translated to a biodiversity related present value of land of USD 420 per hectare. This translates into biodiversity option values of USD 756 or Ushs 1,474,200 for the impact area.

4.2.11 The Value of Land Take The value of land has two aspects. First, the National Forestry Authority (NFA) earns ground rentals from private tree planters. The ground rate is Ushs 22,300

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 42

per hectare per annum or a discounted value of Ushs 141,120 per hectare over the medium to long term (about ten years). The other aspect is the value of land take in a complete land sale. The value of the 1.8 ha land take for the two aspects will therefore be Ushs 133,634,016 comprising of a discounted land rental of 254,016 and cost of land of Ushs. 74,100,000 per hectare market rate.

4.2.12 Value of Unique Environmental Services (including Wind Break, Flood Control and Amenity values) Forests offer a number of environmental services including wind break, flood control, aesthetic and amenity values and habitat provision. The quality and quantity of environmental services generated relates to the ecological integrity of the forest. This assessment found no evidence to suggest that the construction of the 1.8 ha right of way will significantly change the current ecological condition and functions of the forest reserve with respect to wind break and flood control. The eco-tourism and amenity potential of the reserve has also not been harnessed at all. The study did not therefore, consider the above value aspects of the reserve in the calculation of the ecological cost implications of the road project.

4.2.13 Incremental Management Costs The National Forestry Authority will have to commit specific staff time to oversee and monitor the construction of the by-pass and implementation of the mitigation measures proposed in the project Environmental and Social Impact Assessment (ESIA). The mitigation measures will also need to be integrated into a new management plan for the forest reserve (estimated consultancy cost of Ushs. 20,000,000). There will however, be no additional cost due to the specific assignment of staff time since the reserve is small and close to the sector head office. The will however be an additional management cost, in respect of the need to develop a new management plan for the forest reserve. The estimated cost of implementing this activity is Ushs 20,000,000.

4.2.14 Total Economic Implications of the Proposed by-pass on the CFR The aggregate cost implications of routing the by-pass through the forest reserve was estimated by summing up all the individual forest values that will be affected by the road construction activity. The total cost is Ushs 165,028,717 broken down as in Table 4.3 below.

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 43

Table 4.3: Total Economic Implications of the Proposed By Pass on the CFR

Value Aspect (discounted) Method of calculation Value (Ushs) Standing stock Physical enumeration and 3,849,079 market analysis Carbon sequestration poten- Market analysis 6,071,422 tial Biodiversity option value Benefits transfer 1,474,200 Land take Market analysis 133,634,016 Incremental management Market analysis 20,000,000 costs Total Cost Implication for 165,028,717 the loss of 1.8ha of the CFR

Source: ESIA Field Data, 2010)

4.2.15 Physical-cultural resources During consultative meetings with communities and key informants, matrix table was used to assess the significance of existing cultural sites. According to the findings and community response, the planned and, preferred alignment for the By-Pass Road does not cross any physical-cultural resources. The Consult- ant was informed that the Ankole Cultural sites (Tombs of early kings), Water fall on river Rwuizi and Historical church at Kamukuzi will not affected by the project. However the following physical resources which were deemed to be important because of their religious and scientific significance were identified, but will not be negatively impacted.

• Kyamugorani (Church) in Kacence Parish is a religious site– the Church building will not be affected but 3.78 acres of the church land will be acquired with financial compensation

• Stock Farm is a site with scientific significance: The physical building will not be affected besides its fence, 2 feeding water troughs and 23.3 acres of land of which will be compensated

Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 44

5 Public Consultations

5.1 Overview of the Public Consultation Process The public consultation process presented an opportunity for the stakeholders to raise their concerns and comments on the potential social impacts and merits of the Mbarara By-Pass. Their input was captured and informed the impact assessment process as well as a formulation of pertinent mitigation and enhancement measures to address them. According to the government regulations, stakeholders’ involvement is instrumental in enhancing good governance, community participation, inclusion and owner-ship. Initial consultation was undertaken during site reconnaissance, at which time the SGIA project team met with the leadership and technical staff of the Municipality, district and the two sub-counties. An introduction letter high-lighting project objectives and planned activities were distributed to all potential stakeholders. During this scoping phase, the sites and venues for subsequent field activities and stakeholders meetings were tentatively selected.

5.1.1 Highlights of the proceedings of Stakeholders and Community Consultative Meetings Public consultation process enabled the communities and especially those who will be directly affected to understand and appreciate the project objectives and the nature and scope of project activities. Both community/stakeholders meetings and household interviews generated vital information with respect to:

• Socio-economic conditions in the project areas and identify potentially receptors and issues of concern associated with proposed By-Pass; • Pertinent issues and concerns which required more explicit explanation with respect the public’s perceptions knowledge, attitude and understanding of the project’s benefits and negative impact; • The vulnerable/disadvantaged groups (e.g., children, women, people with disabilities, and the elderly) who may be affected by the proposed road project and seek their views with respect to appropriate mitigation measures/social safety nets; • Identification of the physical Cultural properties and sites • Potential negative and positive health, environmental, and socio-economic impacts of the project (and reasonable alter-natives) that may influence decision-making, including possible direct, indirect and cumulative impacts;

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• Possible mitigation measures aim to minimise or eliminate adverse negative impacts, enhance beneficial impacts, and protect the rights of affected groups; • Compensation and resettlement issues with respect to likely impact on their property- land, grazing space, crops and buildings sites within the road alignment in case the project would require more land for the road; • Potential alternatives within the proposed project; especially with respect to decisions regarding access, location of protective barriers and signs around schools, markets and populated areas, bus stops, bypasses, rest areas, etc. will benefit from inputs from the local population; • Likely impacts of STDs and HIV/AIDS on the community along project road and propose mitigation measures; and • Opportunities for promoting positive socio-economic development along the road corridor.

5.1.2 Community Meetings and Household Interviews Household interviews were conducted with randomly households in three cells from each of the two sub-counties. Community and stakeholders meetings were held in 6 parishes and targeted Local Council Executives, Government institutions, school administrators, religious leaders, the private sector and. community based organisations. Some of these agencies are likely to be affected while others have considerable experience in development interventions and are well placed to carry out the mitigation and monitoring of resettlement programmes.

Specific focus groups were held with the vulnerable people who include; Women and youth councillors and People with disabilities and the elderly. Be- sides, the household interviews, a total of eighty eight (88) community meetings were held with various stakeholders in 2 sub-counties which together targeted approximately 2,095 individuals of different interest groups as shown in Table 5.1. Local council leaders were very valuable in mobilising communities and stakeholders for various meetings. Their participation and inputs will continue to be instrumental during implementation of mitigation and monitoring of resettlement activities. The LC are expected to play a key role in registration process and in the mobilisation of PAPs to attend meetings co-coordinating and mobilizing PAP during g compensation payments and in the implementing the RAP. It is through such meetings that resettlement options will be identified and effected.

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Table 5.1 A summary of Stakeholder Consultation Meetings and Population reached by various categories

Category Total Community Meetings 19 Special vulnerable groups 3 Local government Leaders and technical staff 6 Households interviews 265 NGOs and religious institutions 2 School administrators 3 Government institutions 3 Manufacturers 1 Total stakeholders Meetings 20 Total population reached 863 Total Male 399 Total Female 474 Counties 2 Sub-counties 2 Parishes/Divisions 6 Cells/wards 14 (Source: ESIA Field data, 2009)

5.2 Emerging Issues arising from Public Consultations Generally the By-pass was an acceptable at all levels with communities and various stakeholders expressing their expectations and optimisms associated with socio-economic benefits the By-pass. In the same vein, stakeholders also expressed their concerns and fears regarding the adverse social impact of the project. With respect to negative social impacts, according to Figure 5.1, household ranked the following in order of severity: displacement of people, reducing income, spread of diseases, kidnapping children, violence and robbery increase, traffic accidents and destruction of environment were major concerns.

Figure 5.1: Potential negative social impacts

Negative impacts

50.0%

45.0%

40.0% 35.0%

30.0% 25.0% 20.0% Percentages 15.0%

10.0% 5.0%

0.0% Spread of Displacemet of Destruction of Others diseases people nat. resources

(ESIA Field Data, 2009)

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The most out-standing expectation (positive impact )according to households are related to direct and indirect employment, improving quality of life, enhancing social capital and improved access to social services (Figure 5.2). Ap- preciation of land value was also frequently mentioned.

Figure 5.2: Potential positive impact of the By-Pass

Positive impact of the Bypass road

45.0%

40.0%

35.0%

30.0%

25.0%

20.0%

Percentages 15.0%

10.0%

5.0%

0.0% Employment Access to Increase in Improve Othres soc. Services Agric. transport Productivity services

(Source: ESIA Field Data, 2009)

5.2.1 Specific concerns for various categories of stakeholders While some of the negative impact will affect the entire communities, some are more specific to various stakeholders depending on location, gender, occupation, and income and ownership status of the property/land to be affected. These concerns are highlighted in Table 5.2.

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Table 5.2: Concerns and fears raised by various stakeholder s that were consulted

Stakeholders Concern

Coco-cola plant located at • Vehicular Fumes and dust will increase pollution and affect qual- Makenke ity of beverages • The proximity of the roundabout might compromise security • Noise pollution (before and After construction) • Distraction of drainage will increasing floods around the area • Disrupt water pipes and electricity lines and thereby interrupted production leading to low production and profits • Construction of a roundabout near the plant gate is likely to con- gest the traffic flow that go in and out of the plant

Mbarara Municipality • Destroy the Forest Plantation-reserves at Makenke which is protecting the water sources (stream) which is vital as a source of water supply. • Floods resulting from the blocking drainage system endangering residents and livestock drowning and breading mosquitoes • Sidelining the local government by the contractors. • Speculation on land values which are likely to cause land dis- putes.

Uganda Prisons Services – • Reduction land for food production for staff and prisoners (vege- Kakiika Prisons tables to supplement their diet) • It will exposed prisoners to the public and therefore compromise security since it will be easier for prisoners to escape using the fasted means of transport • Disrupt the utilities (water & electricity) that serve the prisoners • Noise and dust pollution Stock farm (write the proper • Destroy water pipes which supply water for purposed of various name) scientific experiments. • Destroy the farm fences and thereby expose the farm to en- croachment • Reduction in Grazing land for experimental animals • Destroying the fish pond for experimental animals • Loss of Forestry (tree plantations) which is a vital source of fuel wood, timber for the farm as well as serving the purpose of conservation. . Women and youth council- yet they are pedestrians and major victim of accidents as they cross to lors- Special interest group collect water and fuel wood and access social services

• Adultery and Prostitution leading to marriage breakdown • Alcohol abuse which will worsen domestic abuse including de- filement and rape • Food and fuel wood insecurity caused by taking away land and forestry resources • Increasing traffic accidents by speeding vehicles which will affect Children most a • School drops and absente resulting from parent fear of child mur- der, violence and disruption and blocking access to schools • Involuntary migration and distress sale prompted by failure to cope with the strict municipality regulation but also due to speculation with respect to increase in the lad prices • Land landless and poverty due to distress sales • As land prices appreciates, the poor will sell land and some my not use it wisely becoming more vulnerable • Women may not be able to get employed due to refusal by hus- bands, busy with domestic chores and limited awareness of the existing opportunities • Destroy of government and private forestry will worsen the fuel wood scarcity Kyamugorani (Church) in • The proposed alignment is near the church and will therefore will Kacence Parish near invade its privacy and interrupt its development activities, noise and dust pollution

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• Cause accidents as Christians come to play • And interrupt water pipes serving the church • The noise will l invade privacy of the church Kyomugarani PS and St • The road will be very near the children play ground and therefore Elizabeth Academy increase accidents and my destroy water pipes. • Kidnapping and accidents will negatively affect schools enrolment may decrease as • Interrupt the electricity line, • Noise and air pollution • Will affect and destroy the dormitory and staff houses

Small-scale farmers with • Deepen and worsen inequalities as the rich will sell their land and limited land- these are Ba- the poor sell the only assets that they possess and my not be able nana farmers in Nyakayojo to invest this money profitably. Some of this land especially the sub-county current idle and grazing land has been rented out and used by the landless

Big landlords-these are • Failure to compensate and delays to pay/underpayment mainly located in Kakiika • Complicated procedure of payment sub-county • Destroy property during survey • Land grabbing • Land lords may refuse to sell land delaying the process and drag- ging project to court Land tenants (Lubiri cell apposite the proposed • Increase in food and fuelwood insecurity as the land where Round about near the coco- the road will cross is their major source of water, fuel cola plant) wood and land for the production of

5.3 Public Disclosure and Public Hearing Once the ESIA study is concluded, the developer (UNRA) submits ten (10) copies of the ESIS to NEMA for review and approval. Once submitted to NEMA, ESIA becomes a public document and may be inspected at any reasonable time by any person. Within two (2) weeks from date of receipt of the ESIA, NEMA is mandated, if it finds it necessary; to publicize receipt of the ESIA, identify the concerned region and stakeholders, the places for inspection of the ESIA, and makes copies or summaries of the statement available for public inspection.

NEMA also sends copies of the ESIA within 14 days from the date on which the ESIA was received to other relevant agencies and experts for comments. Public comments and/or objections are submitted to NEMA within 3 weeks. It is therefore, policy of government to have the Statement disclosed by NEMA during the review process but the level of disclosure is at the discretion of NEMA, the Authority mandated by law to coordinate, monitor and supervise all activities in the field of the environment. For road projects, in its mandate, NEMA sends the ESISs to Lead Agencies and the general public at the places where the Statements can be consulted and through the District Environment Offices invites the affected persons by the project to make comments which are transmitted to NEMA for a final decision regarding the environmental aspect to be made by the Executive Director.

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5.4 Public Hearings A public hearing is only conducted if NEMA is of the opinion that the public hearing:-

• will enable the Executive Director make a fair and just decision if the comments received during the public disclosure from the Lead Agencies, the general public and persons affected by the project are not sufficient to reach such a decision; and

• is necessary for the protection of the environment and protection of good governance.

Public Hearings are therefore, at the discretion of the Executive Director of NEMA, based on the outcomes of the Public Disclosure during the ESIS review process. For the Public Hearing to be conducted the Executive Director of NEMA makes a written request to the Lead Agency to hold the Public Hearing. Public Hearings are conducted in line with the relevant national laws and established guidelines. It should be noted that the environmental aspects of upgrading of road projects to bitumen standard have so far not warranted the conduct of Public Hearings for these projects in Uganda.

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6 Policy, Legal and Institutional Framework The purpose of this section is to set out the legislative, regulatory, and policy context in which the transmission line being proposed and with which the project must comply. It chapter discusses policy, legal and institutional framework within which the ESIA was conducted. National regulations are discussed along with relevant international agreements and conventions to which, Uganda is a party. Key legislations governing the conduct of ESIA in Uganda are the Na- tional Environmental Act (Cap 153) and the Environmental Impact Assessment Regulations (1998). The National Environmental Act established the National Environment Management Authority (NEMA), and entrusts it with responsibility to ensure compliance with the ESIA process in planning and execution of infrastructural projects. Relevant policies have also been analysed as summarized herewith.

6.1 Policy Framework

6.1.1 The National Transport Master Plan The National Transport Master Plan set out a framework for development of the transport sector over the next 15 years, 2008-23, in three (3) five year phases. Since transport is the circulation system of any economy, the Plan con- stitutes an essential element of the overall planning process in Uganda. The Na- tional Transport Plan includes a set of commonly purposed activities, intended to achieve specific objectives. Both the Uganda National Transport Master Plan (UNTMP) and the Greater Kampala Metropolitan Area (GKMA) Transport Master plan have been developed within a long-term vision of development, with the expectation that they will serve as long-term reference frameworks within the a continually changing transport landscape. The existence of long term plans for different economic sectors will help the overall planning effort to be well coordinated, and will help avoid development blockages that might im- pinge on the advancement of other sectors. In all, the Plan serves not only the Ugandan economy and its people, but extends to grasp the regional picture.

6.1.2 The National Environment Management Policy, 1994 The overall goal of the National Environment Management Policy is the promotion of sustainable economic and social development mindful of the needs of future generations and ESIA is one of the vital tools it considers necessary to

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ensure environmental quality and resource productivity on long-term basis. The policy calls for integration of environmental concerns into development policies, plans and projects at national, district and local levels. Hence, the policy requires that projects (like this bridge project) or policies likely to have significant adverse ecological or social impacts undertake an ESIA before their implementation. This is also reaffirmed in the National Environment Act (Cap 153) that makes ESIA a legal requirement for “Third Schedule” projects. Con- cepts under these instruments provide the premise under which this ESIA was conducted.

6.1.3 The National Water Policy, 1999 The government of Uganda produced a National Water Policy in 1999, which emphasises the need for participatory planning at the lowest possible level and specifically mentions the requirement for districts to set priorities, by-laws and annual development plans within policies and guidelines set by national level ministries. It goes further and devolves rights to planning at county and sub- county levels. Water law enforcement is the joint responsibility of the Depart- ment of Water Resources and district administration, with the emphasis gradually shifting from the former to the latter. Data is collected by Government and has to be disseminated to the public. The policy refers to the question of management by sub-catchment, (eight sub-catchments of the Nile are delineated in the country) but considers that this is unnecessary at present. The question will be reviewed in a water resources management project due to start in 2003. The policy refers to the need for irrigation (estimating the irrigation potential at 400,000 ha.) and also considers the need to maintain adequate river levels for navigation. It also discusses international waters.

6.1.4 Uganda’s Vision 2025 In ‘Vision 2025’ Ugandans set themselves many goals to achieve by the year 2025. The goals range from political, economic, social, environmental, and cultural among others. Concerning the environmental goals, Ugandans aspire to have a sustainable social-economic development that ensures environmental quality and the resilience of the ecosystem. As far as the quality of life is concerned, road infrastructure is one of the key ingredients in the quality of life as it facilitates movement of goods and that of the population to access services and general industrialization process.

6.1.5 The National Gender Policy, 1997 The aim of the this Policy is to guide and direct at all levels, the planning, resource allocation and implementation of development programmes with a gender perspective. The National Gender Policy forms a legal framework and mandate for every stakeholder to address the gender imbalances within their respective sectors. Its overall goal is to mainstream gender concerns in the national development process in order to improve the social, legal/civic, political, economic and cultural conditions of the people in Uganda in particular, the Women.

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6.1.6 The National HIV/AIDS Policy, 2004 This Policy provides overall policy framework for national HIV/AIDS response, it also recognizes special groups which include migrant workers and acknowledges the existence of Commercial Sex Workers (CSW), proposes to amend laws with a view to address factors that promote commercial sex. It further recommends the need to identify strategies to address migrant workers in view of the challenges posed by their mobility and vulnerability to HIV/AIDS.

6.1.7 Sectoral Policy Statements and Guidelines for Mainstreaming Cross-Cutting Concerns MoWT has prepared sub-sectoral specific Policy Statements and Guidelines for mainstreaming the following thematic aspects into its development programmes. These are Policy Statements and Guidelines for mainstreaming:

HIV/AIDS interventions;

• Gender, • Occupational Health and Safety (OSH), and • Issues of People with Disabilities (PWDs) and the Elderly.

These are all deliberate sectoral initiatives to ensure that, specific and special peculiarities and needs with regard to responsively addressing these issues in its programmes, plans and activities are responsively addressed.

6.1.8 ESIA Guidelines for Road Sub-Sector, 2008 The ESIA Guidelines for the road sector were finalized in 2008. They outline sector specific ESIA needs on road project. It categorizes the various road projects and the levels of ESIA to be undertaken on such road project. Under the project categorization of the Sub-Sector EAI Guidelines, the planned bridge project falls under Category IV which are projects that require full and mandatory ESIA to be conducted before they are implemented, hence the need to conduct this ESIA.

6.1.9 MoWT General Specifications for Road and Bridge Works, 2005 MoWT has in place General Specifications for Road and Bridge works which detail how contractors undertaking road and bridge works ought to address amongst others, cross-cutting issues (gender, environment HIV/AIDS and OSH). It has specific provisions on how costs for mainstreaming or addressing these cross-cutting issues on road projects can be integrated into the Bills of Quantities to enable their implementation. In this project, this ESIA proposes that, details of costs of implementing cross-cutting issues be developed as part of the works contract during the project design process.

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6.1.10 MoWT Sub-Sector Policy Statements and Guidelines for Mainstreaming Cross-Cutting Issues, 2008 MoWT has in place thematic Policy Statements and Guidelines for mainstreaming concerns and interventions for cross-cutting issues into its activities, plans and programmes. The sub-sector cross-cutting issues include: Gender, Occupa- tional Health and Safety, People with Disabilities and the Elderly concerns and HIV/AIDS. These tools are aimed at articulating and ensuring that, the road sub-sector is committed to addressing inherent inequalities and weakness with regard to cross-cutting issues in the development process.

The Guidelines are meant to support the sub-sector in its mainstreaming process of cross-cutting issues. They also serve as reference materials which provide systematic guidance to all road sub-sector stakeholders (such as UNRA) to effectively contribute to the national overall response to Governments commitment towards the successful and sustained integration of such themes to the development process. In an attempt to ensure that the process is successful, the guidelines provide strategies, methods and responsibility centres for moving the mainstreaming process on in line with the sub-sectoral political commitments and in tandem with the mainstreaming principles.

6.2 Legal Framework

6.2.1 National Legal Framework Uganda Legal section presents a summary of the legal and institutional frameworks governing the construction and operation of electrical transmission lines. It also summarises the relevant lead agencies and departments that administer and monitor issues related to the proposed investment.

6.2.2 The Constitution of the Republic of Uganda, 1995 The importance of environment in Uganda is recognized by the Constitution of the Republic of Uganda of 1995. This is a supreme law in Uganda. The Consti- tution provides for inter alia, matters pertaining to land, natural resources such as rivers and lakes and the environment. 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 245 refers to protection and preservation of the environment and states that, Parliament shall, by law, provide for measures intended to protect and preserve the environment from abuse, pollution and degradation, manage the environment for sustainable development, and promote environmental awareness.

6.2.3 The National Environmental Act Cap 153 This law, consisting of 16 Parts, provides fundamental directions for the sustainable management of the environment in Uganda. General descriptions of the environmental approval process for infrastructure development projects and

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its relevant ESIA are described in Sections 19 – 21 of Part V, while the importance of environmental standards adhered within the ESMP are stressed in Sec- tions 24 – 32 of Part VI. The Act provides the legal framework for the sustainable management of Uganda’s environmental resources. Section 20 makes it a legal requirement for every developer to undertake an environmental assessment for projects listed in the third schedule of the statute. The activities of the planned bypass development fall under those which are out of character with the surrounding and hence, require an ESIA to be conducted before implementation.

6.2.4 The Water Act, Cap 152 This law, consisting of 4 Parts, describes the protection and management policies of water resources such as Victoria Nile, lakes, impoundments and others. Project owners, planning to conduct construction works within river spaces and/or watershed of those rivers shall obtain the permit issued from the Water Policy Committee, authorized by this Act, prior to those construction works. 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 public and private activities that may impact water quantity and quality.

6.2.5 The Land Act, 1998 The Land Act provides for the tenure, ownership, and management of land in Uganda. The Act should be read together with the 1995 Constitution that restored all private land tenure regimes, divested the state and vested it directly to the citizens of Uganda. The tenure systems are customary, freehold, mailo and leasehold. Section 43 of the Act empowers the GoU to acquire land compulsorily in accordance with Article 26 (92) & Article 237 of the Constitution. The Act also stipulates that land acquisition can be through private treaty with the owner/lawful occupant or compulsorily in public interest. However, the Con- stitution and the Land Act have both guaranteed security of occupancy of land to lawful and bona fide occupants.

6.2.6 The Workman’s Compensation Act, 2000 The law requires that compensation be paid to a worker who has been injured or acquired an occupational disease or harmed in any way in the course of his work. Section 6 & 7 provide for the compensation for fatal injury as 46 months of earning. For permanent incapacity compensation is 60 and 72 months earning respectively. Section 15 puts medical examination for an injury to be the Employer’s responsibility and prescribes a form of notification of injury to the commissioner for Labour. The injured worker and employer may agree on the compensation or it can be determined by a court of law when there is disagreement between the parties, and appeals can be made to the High Court for settlement.

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6.2.7 The Mining Act of 2003 This law, consisting of 12 Parts, describes the mineral and mining development including set-up of new quarries and/or sandpits. If new quarry sites and/or borrow pits will be necessary for any infrastructure projects, relevant license shall be obtained from the Commissioner of the Geological Survey and Mines Department. Relevant environmental studies required for this license application is described in Part XI. Ideally, the extraction of stone and murram materials will be undertaken in line with the provision of this Act. Issues of restoration of the sites after murram extraction are key in the operationalization of the Project.

6.2.8 The Occupational Safety and Health Act (2006) The Act provides for the prevention and protection of persons at all workplaces from injuries, diseases, death and damage to property. The OSH Act covers not just the ‘factory’ but also any workplace where persons are employed and its provisions extend not just to employees but to the self employed and any other persons that may be legitimately present in the workplace who may be exposed to injury or disease. Employers must provide for the protection of workers from adverse weather, provision of a clean and healthy work environment, sanitary conveniences, washing facilities, First Aid and facilities for meals. The Act provides for safe access to the workplaces and safe work practices which ap- plies to this project as well.

6.2.9 The Employment Act, 2006 This Act provides for matters governing individual employment relationships in terms of circumstances of provision of labour. It is quite explicit on matters of forced labour that, no one should be forced to work, there should be no dis- crimination with regard to recruitment process, and it prohibits sexual harass- ment in employment. It also empowers a Labour Officer to enter and inspect premises where he/she believes there are labour related concerns. Also the Em- ployment Act provides for matters of grievance settlement and issues of payment of wages and salaries. With specific reference to this Project, the Em- ployment Act obliges employers to repatriate employees especially those from other countries as well as those coming from more than 150km from their home areas.

6.2.10 The Petroleum Supply Act, 2003 The Petroleum Supply Act of 2003 provides for the transportation, monitoring, importation, exportation, processing, supply storage and distribution among others of petroleum products. It also provides for the licensing and control of activities and installations as well as for the safety and protection of p health and the environment in petroleum supply operations and installations. With reference to the project, the Act in Section 32(1), provides that, the Commissioner responsible for petroleum supply shall develop/cause the implementation of a programme of gradual adoption and adaptation of the prevailing international standards and technical specifications and codes of practice in relation to the

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petroleum supply industry. This provision led the GoU eventually eliminate the importation and use of leaded fuels.

6.2.11 Historical Monument Act, 1967 The Department of Museums and Monuments in the Ministry of Trade, Tour- ism and Industry is in the process of developing a policy on physical cultural property. The current legislation is the Historical Monuments Act 1967. The Act provides for the preservation and protection of historical monuments and objects of archaeological, paleontological, ethnographical and traditional interest.

The salient provisions relevant to road projects is Section 10 (1) which requires any person who discovers any object which may reasonably be considered to be of archaeological, paleontological, ethnographical, historical and traditional interests to report such a matter to an inspector of monuments, the Chief Ad- ministrative officer (CAO) or curator of the museum within fourteen days. Sec- tion 10(2) requires that any person who discovers any such object takes such measure as may be reasonable for its protection. Section 12 requires that any portable objects discovered in the course of excavation to be surrendered for deposit in the national museum.

6.2.12 Environmental Impact Assessment Regulations, 1998 The procedures for conducting ESIAs and guidelines for ESIA practitioners and regulatory bodies are stipulated in this document. The regulations require a detailed study to be conducted to determine the possible environmental impacts, and measures to mitigate such impacts. At the end of the study, the environmental assessment report is submitted to NEMA to take a decision as to whether to approve or reject the project.

The Guidelines also stipulate that the ESIA process should be participatory, that is the public should be consulted widely to inform them and get their views about the proposed investment. The developer has the legal obligation to seek the views of the public, persons that may be affected by the proposed project, as well as all other stakeholders. In this case, key stakeholders have been consulted in the course of the study and their views have been integrated into the study.

6.2.13 The National Environment (Wetlands, River Banks and Lakeshores Management) Regulations, 2000 This law, consisting of 4 Parts, describes management policy and directions for important wetlands, riverbank and lakeshore areas that exist in Uganda. Any development projects, within those registered areas need ESIA studies and permission to be granted by NEMA in accordance with Regulation 34 of this law. Regulation 23(1) stipulates that a person who intends to carry out any of the following activities shall make an application to the Executive Director of NEMA if the Developer intends to:

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a) Use, erect, reconstruct, place, alter, extend, remove or demolish any structure or part of any structure in order, or over the river bank or lake shore; and

b) Excavate, drill, tunnel or otherwise disturb the river bank or lakeshore. The Executive Director grants such permission based on and after submission of an ESIA Report. The National Environment (Wetlands, River Banks and Lakeshores Management) Regulations, 2000 provide principles for sustainable use and conservation of wetlands, riverbanks and lakeshores.

6.2.14 National Environment (Waste Management) Regulations, 1999 The National Environment (Waste Management) Regulations, 1999 apply to all categories of hazardous and non-hazardous waste and to the storage and disposal of hazardous waste and its movement into and out of Uganda. The regulations promote cleaner production methods and require a facility to minimise waste generation by eliminating use of toxic raw materials; reducing toxic emissions and wastes; and recovering and reuse of waste wherever possible.

International Agreements/Conventions Ratified by Uganda Uganda has signed and/or ratified several international agreements and conventions relating to the environment both at regional and global level. Agreements or conventions of potential relevance to the proposed project include:

• The Convention on the protection of the World Cultural and Natural Heritage (World Heritage Convention). Bwindi Impenetrable National Park and Rwenzori National Park are so far the only sites in Uganda fea- turing on the World Heritage List. The proposed project and its associated activities are not expected to impact on these sites as they occur more than 120 km away from the By-pass project area;

• The Convention on Biological Diversity (CBD). The Convention’s main objective is to ensure the conservation of biological diversity and sustainable use of its components. The study process undertook thorough investigation of the sites and have come up lists of biodiversity in the areas and available information indicate that, none of the groups are threatened, rare or vulnerable, hence no impact of the project on such groups ;

• Uganda has signed but not yet ratified the Convention on the Conserva- tion of Migratory Species of Wild Animals (CMS): The Convention is aimed at conserving species of wild animals that migrate across or outside national boundaries. None of the species belonging to this category will be affected by the proposed project or any of its activities;

• The Convention on Wetlands of International Importance (Ramsar Con- vention). Lake George and other 10 Ramsar sites will not be directly affected by the planned project activities;

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• Uganda ratified the African Convention on the Conservation of Nature and Natural Resources (1968), and also signed the Protocol Agreement on the Conservation of Common Natural Resources (1982).

In all, the Project Developer (UNRA) will take into consideration the relevant provisions contained in the above Agreements and/or Conventions at all stages of the proposed project implementation.

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

6.3.1 National Institutional Framework

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 Uganda Na- tional Roads Authority Act was passed by Parliament in 2006. 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 set to achieve the following Strategic Objectives:

• ensure all year round safe and efficient movement of people and goods on the national roads network;

• enhance road safety through improved design and education of the users;

• optimize the quality, timeliness and cost effectiveness of the road works interventions;

• improve the private sector participation in service delivery;

• attract, develop and retain a quality team; and

• Use innovative and creative techniques and strategies to optimize the performance of the road system.

UNRA is responsible for developing and maintaining an efficient national roads infrastructure linking rural and urban areas, islands to the mainland and ensuring the safety of the road users. This involves constructing new paved roads, upgrading existing gravel roads to bitumen standard, reconstruction of roads whose design life span expired, resealing paved roads and re-graveling unpaved roads, and routine maintenance repairing shoulders, opening drains, grading and cutting vegetation. In its efforts to deliver these services, UNRA

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ensures that, environmental sustainability remains paramount at all stages of road works.

6.3.2 The National Environment Management Authority (NEMA) National Environment Management Authority (NEMA) is under Ministry of Water and environment and has cross sectoral mandate to review and approve ESIAs. According to the Third Schedule of the National Environment Act Cap 153, construction of bridges and associated infrastructures fall under projects that require mandatory ESIA to be conducted before they are implemented. Furthermore, NEMA as the principal agency in Uganda on matters of environment management is empowered by the Act to manage, coordinate, and supervise all activities in the field of environment.

The actual implementation of ESIA is however the responsibility of the lead agencies, the private sector, and the general public. NEMA is responsible for undertaking enforcement, compliance, review and monitoring of the environmental impact assessment (ESIA). In that regard, NEMA facilitates the public participation for the environmental decision-making, and exercises general supervision for all environmental issues.

6.3.3 National Forest Authority The National Forestry Authority (NFA) was established under the National Forestry and Tree Planting Act 2003. The NFA is under the Ministry of Water and Environment (MWE), and is mainly in charge of the sustainable usage of the forest resources of Uganda as well as stable environmental management of those resources. There are four departments such as (1) Natural Forest, (2) Plantation, (3) Corporate Affairs and (4) Finance and Administration, and approximately 350 staffs are working within this organization.

6.3.4 Local Governments All districts in Uganda operate under a five-tier system of local government. The highest level is the Local Council Five (LCV) headed by a district chair- man, followed by the LC IV, LC III, LC II, and LC I all headed by the respective Local Council Chairpersons. This hierarchy is the political wing of the district administrations, while the District Chief Administrative Officer (CAO) heads the technical wing inclusive of the District Engineer. The Chief Adminis- trative Officer (CAO) heads all civil servants in the district and is therefore the chief executive officer. Within the district, the Resident District Commissioner (RDC) represents the Central Government. The sub-counties are headed by sub-county chiefs, who co-ordinate all the district and central government development programmers at that level. Parish chiefs head the lowest administrative units, namely the parishes.

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6.3.5 Local Environmental Committees The committee members are appointed at the local government level and they examine the environmental matters including environmental and social considerations for any development projects. Specific roles and functions of this local environmental committee are introduced in Section 16 Part III of National En- vironmental Act (Cap. 153) of 1995.

6.3.6 Road Committees The road committees’ membership comprises three (3) members who are constituted as follows: a senior engineer and two road inspectors with the engineer being secretary of the committee. The road committee on this project will be in charge of maintenance of the trees that will be planted along the route as well forming a link between the communities and UNRA. In this case they will be put in place once the road construction is completed. The road committees will be of help on matters of community ownership and on the ground management of the road and its associated infrastructures and in particular, monitor safety of road furniture (to check vandalism). These Committees will also form a link between the contractor and the communities during maintenance of the road and will be helpful on matters such as recruitment of workers during implementation of works, assist the contractor on matters of curbing thefts and identification of materials sources for the road works amongst others.

6.4 Institutional Coordination The National Environment Management Authority is mandated to be the principal national Agency charged with the management of the environment as en- shrined in the National Environment Act Cap 153. At the district level, the responsibility of the management of environmental issues lies with the District Environment Committees. The DECs in the project areas through their District Environment Officers will be channelling their views with respect to environment issues during the implementation of the road works. The respective Dis- trict Environment Offices will be relaying their area environment concerns to NEMA for eventual communication to the developer/contractor for action.

While NEMA will be responsible for overall coordination of cross-sectoral environmental issues on the road project, UNRA will equally ensure that environmental and social mitigations in the road project are well articulated and implemented by the contractor(s). The Contractor will prepare a separate ESMP that will detail how he/she will address environmental and social compliance in the Project. The Contractor’s ESMP will take into account, the ESMP in the ESIA as well as NEMA Approval Conditions for the road project. The Contractor’s ESMP will detail amongst others the following issues such as; waste management measures, OSH and labour force management amongst others. Quarry operations will require separate ESIA to be prepared by the Con- tractors. The Contractors ESMP will provide measures to address concerns relating to extraction of muram. These will not require separate EIAS.

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It is important to note that the preparation of the Contractor’s ESMP will also be guided by UNRA’s guidelines on how the ESMP for Contractors have to be prepared. The ESMP shall equally critically make reference to the General Specifications for Road and Bridge Works 2005.

Furthermore, the RE will assume the day to day compliance monitoring responsibility of the Contractors ESMP as well other environmental and social issues that arise during implementation of the project. The RE will be providing monthly progress reports on the Project compliance with regard to the environmental and social issues (HIV/AIDS etc). Both the RE and the Contractor shall have in their teams Environmental Specialists for the day to day guidance of the Project on matters of environment and social compliance.

At the end of the project, the Contractor shall prepare a comprehensive De- commissioning Plan that has to be approved by NEMA and its execution. In all, the Contractor will prepare a Project Completion Report at the end of the Defects Liability period detailing how he/she has undertaken the Project in line with its ESIA, ESMP, NEMA Approval Conditions and general works compliance in time with existing provision on environment.

It should be observed that on existing roads which are for maintenance and upgrading, there are road committees which help on matters of community ownership and on the ground management of the roads. However, it should be noted that, the planned Mbarara By Pass, will be a new road and such, there are currently no road committees. It is envisaged that, the road committees will be put in place once the road construction commences. These Committees will form a link between the contractor and the committees and can be helpful on matters such as recruitment of worker etc.

In terms of compensation and resettlement, the prime participants are the Min- istry of Lands, Housing and Urban Development (compensation and valuation) and UNRA (the Lead Agency). UNRA therefore must take the responsibility for resettlement and identification and coordination of other players. In addition, Uganda Land Commission, District Land Boards, Land Tribunal and Lo- cal Councils need to be involved.

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7 Potential Impacts and Mitigation Measures This Section is crucial because many of the impacts outlined in this report can be avoided or minimized through careful attention in the initial planning and design stage. Therefore, this report includes a discussion of the environmental considerations that were taken into account during planning and design of this project in order to incorporate all issues for avoiding or minimizing impacts, for capturing potential benefits, for compensating for residual impacts, and for impact management. In planning and design a balance against potential damage to environment need to be achieved.

7.1 Overview of effects

Table 7.1 provides a summary and overview of potential direct and indirect, on site and off site impacts associated with the road project. The following are key words guiding the scaling of impacts.

• Direct Impacts, these are effects that arise from activities that form an in- tegral part of the project (e.g. site clearance etc); and

• Indirect Impacts, are impacts that arise from activities not directly and clearly forming part of the project (these are include noise changes due to an increase in road traffic flows on existing roads resulting from the construction).

These effects are subdivided into groups according to the phases (pre- construction, construction, operational) in which, they may occur. In each of the categories, the environmental impacts are sub-divided according to the activities associated with the project component. It is also important to note that, effects have further been sub-divided on the basis of their Magnitude (High-H, Medium-M, Low-L, Negligible-N) and Duration (short term, medium or long term) and Permanency (Reversible or Irreversible) and these are summarized on Table 7.1 below.

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7.2 Overall impacts assessments The overall impact of an activity of the project has been established based a combination of considerations such as magnitude of its impacts, impacts duration and, their permanency and all these have been related on a continuous scale between extremes of Very Large Positive Impacts and Very Large Negative Impacts. The extremes of significance have varied according to aspect(s) considered. For instance, an aspects of high value (e.g. natural forest areas) if they are highly impacted negatively gives and overall impact assessment in the scale of very large negative impacts.

On the reverse, such highly valued areas when affected by little or impacts will have overall impact assessment of minimal/no impact or small negative impact depending on the specific characteristics as summarized in the table below.

Table 7.1: Magnitude of Impacts Scale Narrative ++++ Very large positive +++ Large positive ++ Medium positive + Small positive 0 Minimal/no impact x Small negative xx Medium negative xxx Large negative xxxx Very large negative

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Table 7.2: A summary of Analysis of Impacts

No. Project Activities Project Phase Nature of Impact Permanency of Impact Magnitude of the Duration of Im- Impact pact Overall Direct Indirect Reversible Irreversible H M L N L M S Impact 01. Changes in hy- Construction Direct Reversible L S X drology 02. Soil erosion Construction Direct Reversible M M XX

03. Air quality issues Construction and Direct Reversible M L XX from construction in road operations works.

04. Noise pollution Construction and Direct Reversible M L XX operations

05. Water quality in Construction Direct Irreversible H L XXXX the areas of R. Ruizi

06. Disposal of waste Construction Direct Reversible M M XX construction wastes 07. Oil spills concerns Construction Direct Irreversible L M XX

08. Borrow pits and Construction Direct Reversible H L XXXX associated issues

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Table 7.2: A summary of Analysis of Impacts

No. Project Activities Project Phase Nature of Impact Permanency of Impact Magnitude of the Duration of Im- Impact pact Overall Direct Indirect Reversible Irreversible H M L N L M S Impact 09. Stone products Construction Direct Reversible H L XXXX from quarries works.

10. Water sources im- Construction Direct Reversible L S X pacts

11 Construction de- Construction Direct Reversible M M XX viations

12 Impacts on vegeta- Construction Direct Reversible M M XXX tion and forest areas

13 Camp site Construction Direct Reversible M S XXX

14 Management of Construction Direct Reversible H L XXXX cut to spoil in which, cut to spoil is sometimes deposited in swamps, forests on used for reclaiming sites.

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Table 7.2: A summary of Analysis of Impacts

No. Project Activities Project Phase Nature of Impact Permanency of Impact Magnitude of the Duration of Im- Impact pact Overall Direct Indirect Reversible Irreversible H M L N L M S Impact 15 Disturbance to the Construction Direct Reversible M S XX public (noise, workers etc).

16 Public Health, Construction Indirect Reversible H L XXXX Human Safety and Environmental Management 17 Road safety Construction Indirect Reversible M S XX

18 Physical Cultural Construction Direct Irreversible L S X Resources issues that can be lost through earthworks etc 19. Waste manage- Construction Indirect Reversible M L XXX ment concerns especially solid and effluent in the camp site. 20 Occupational Construction Direct Irreversible H L XXXX Safety and Health concerns for the work force

21. HIV/AIDS Construction Indirect Irreversible M L XXX

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Table 7.2: A summary of Analysis of Impacts

No. Project Activities Project Phase Nature of Impact Permanency of Impact Magnitude of the Duration of Im- Impact pact Overall Direct Indirect Reversible Irreversible H M L N L M S Impact 22. Gender Main- Construction Indirect Reversible L S X streaming

23. Lost cultivation Construction Direct Reversible L S X opportunities phase

24. Uptake of land Construction Direct Irreversible M M XXX areas (NFA areas, phase Prisons areas etc)

25. Interference with Construction and Direct Irreversible M L XXX the NARO Animal Operational phases Research Centre

26. Induced uncon- Operational phase Indirect Irreversible L L X trolled urban sprawl

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7.3 Positive Impacts These can be summarized as follows:

• reduced accidents and congestion in Mbarara Town Centre as traffic will have been diverted outside the town centre;

• Reduced noise levels from trucks across the Town centre from heavy tran- sit traffic;

• Potential of stimulating development of the outskirts of the Municipality of Mbarara; and

• Diverts traffic from both Kabale-Rwanda and Kasese-DRC out of Mbarara Town centre thereby reducing accidents potential in the town centre..

7.4 Potential Negative Impacts Key negative impacts of the project include:

7.4.1 Impacts Relating to Surveying and mapping The pre-construction activities will mainly be on a limited scale along the route, and will not pose any major issues of environmental concern. However, the marking of houses and properties during surveying will likely create anxiety amongst property owners with regard to properties and compensation rights.

Mitigation measures • Sensitization and awareness programmes as part of the RAP which will likely address such concerns.

7.4.2 Storm water concerns

Once the road is constructed, a total paved area of about 13300x7m2 will be produced and this will be impervious to the water. If not well managed, the runoff generated can lead to flooding of low lying areas such as around CoCa-Cola and Farm areas of Mbarara ZARDI Farm. This will be medium negative impact.

Mitigation measures • This is to be mitigated by installing culverts of appropriate diameters across such points. The Design Consultant is to take up this measure and integrate it into the overall project Design.

7.4.3 Erosion and Sedimentation Soil erosion can be expected from areas where the soil is disturbed and exposed to runoff especially on roads that collect water and do not have enough side drainage to handle storm waters. Clearing of vegetation cover during clearing

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and grubbing of the road reserve and cut and fill operations for widening the road, construction of bridges, culverts and site drains, detours for collecting construction materials from quarries/borrow areas will expose soils during rainy seasons and may result in incremental soil erosion and sedimentation of river courses. Increased erosion during and after construction may lead to siltation of streams.

Erosion levels can also be monitored during the operation phase and remedial mitigation measures such as bank protection, slope stabilization especially at box culvert bridges can be improved by building gabion walls and concrete re- taining walls as necessary. Tree planting can stabilize less steep slopes. Re- vegetation will be done where bare soil is created due to construction works.

7.4.4 Degradation of Water Quality Especially at Ruharo Water Works Water quality in the streams especially in Ruharo Water works is likely to be affected during construction and operational phases of the project through sedimentation from construction sites and general increase in Total Dissolved Solids and Total Suspended solids amongst others. This is likely to increase costs of water treatment as well general interruption of water supply process through impounding/diversion of water course. This is a very large negative impact on water supply process.

Mitigation The impact of the project on water quality especially at Ruharo Water Works is proposed to be mitigated through:

• The Management of Ruharo Regional Water Works proposed that, the Developer (UNRA) should provide details of anticipated works across the R. Ruizi including duration of works in order to enable them compute the levels of impacts of the water works and cost implications of such impacts. Such costs will then be passed over to UNRA. • The Contractor’s Environmentalist should be involved during the planning for bridgeworks in proposing the mitigation measures to be implemented alongside works activities. • Supervision of implementation of mitigating measures is by a consultant appointed by UNRA. Monitoring of compliance with mitigation measures will be carried out by UNRA, NEMA and the Mbarara District Municipal Environment Officers.

7.4.5 Impacts on Rwemitongore Central Forest Reserve

The project’s principal impacts on the biological environment are mainly on terrestrial habitats and the Rwemitongore Central Forest Reserve. These are all summarized as follows. Destruction of habitat, due to increased accessibility to Rwemitongore Central Forest Reserve. Clearance of the vegetation during the opening up of the carriage way will lead to a loss of approximate 1.8 ha estimated at Ushs. 165,028,717

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Mitigation Measures

• Compensation for the 1.8ha of the CFR is to be handled by the Chief Government Valuer in line with national laws; • In addition, there should roadside tree planting which will add to the aes- thetics of the road and in a way, serve to compensate for the lost portion of the forest to the road and also to clearly delineate the road reserve; and • Trees planted should be protected from cattle and grazers/browsers through caging is recommended since the area is a cattle keeping zone.

7.4.6 Loss of Banana Crop A stretch of banana cropland of 300-500 m will be lost to the road. The banana shambas will be cleared giving way for the road.

Mitigation Measures

• The farmers will be first notified to harvest their banana crop before clearance process; • The farmers to be allowed to harvest their crops and also take them for mulching purposes; and • The farmers will be compensated for their banana crop that will be lost to the road project and costs are being computed in the RAP study.

7.4.7 Problems of Cattle Crossings Cattle will be a big problem on the bypass. For entire length of the by-pass from Kabale road up to the church are (Kyomugorani Areas) are all cattle keeping areas. The cattle are even a serious a problem across Mbarara ZARDI Farm and the bridge areas in R. Ruizi. Sometimes cattle can be a nuisance to the road-users especially by resting at the edges of the road. Cattle can also destroy the edges of the embankments of the swamp crossings.

Mitigation Measures The cattle concerns can be minimized through:

• Putting in place appropriate road signs on given points on the road and speed control devices on the road; On given sections on the farms; • Cattle crossing areas should be designated across the farm points of the road and warning sign posts for the motorists will be installed across such positions; • In order to address traffic risks on livestock on some sections of the highway, it is proposed that, underpass crossings be constructed at some the sections such as at -2+400 and at 4+900 in Kyomugorani and MBAZARDI respectively and • Cattle attendants will be sensitized on the risks of cattle crossing the road which could lead to accidents.

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7.4.8 Land and property expropriation Impact origin and characteristics The road will pass through agricultural/farmlands, this implies, plans to establish the road will present land-uptake challenges for the entire 13.5km (13500x60)m which will be needed by the road. Since land is scarce in the project areas, land uptake will be a very large negative impact in both the direct and in direct dimension and could be mitigated through:

• Adequate, fair, and prompt compensation and resettlement of communities through the RAP process; • Communicating to the PAPs early enough on the schedules of the project so that, they can adjust on a number of their plans as well as identify alternate schools for their children; and • Furthermore, the RAP should define mechanisms for the Resettle- ment of some of the PAPs as their needs my demand. The demands and needs of the PAPs may differ and therefore, the Resettlement process should be responsive to the extent, possible to the prevailing needs of the beneficiaries/PAPS.

7.4.9 Impact on water resources The contractor will require substantial volumes of water for various construction purposes such as adjustment of moisture content of fill, road sub-base and base courses, and watering of haul routes to suppress dust. In addition, the water requirements at the base camps will be relatively high, although these will be much lower than those needed in connection with construction. It is probable that some of the contractors' water requirements will be met by abstraction from watercourses.

Watercourses in the project area are mainly used for cattle watering purposes. From local inhabitants, during the dry season, a number of the watercourses which the road crosses tend to have reduced water flow; hence, possible con- tinued water abstractions by the contractor(s) can reduce water availability and lead to possible conflicts with the communities.

Mitigation measures

Water access related impacts can be minimized by requiring the contractor to make his own arrangements for water supply which will not affect the rights of others, and to provide an alternative supply if interference does occur.

7.4.10 Noise and Vibration Impacts Noise and vibration result from construction activities in general but particularly from operation of heavy machinery. Other operations generating significant noise include concrete mixing plants, blasting in areas of rock excavation and stone crushing. Sustained noise levels during construction are expected to be much higher than the ambient noise level in the project area. Noise and vibration stemming from the construction can be featured by its suddenness, ran- dom, discontinuity and high intensity. The Contractor is required to strengthen

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the management and mitigate such sound sources resulting from the construction activities as material transportation, knocking, striking and shouting, etc. during the construction, by means of rational execution and intensified management. The influence area of vibration is within 20 meters from the road- sides. The heavy plant equipment shall not be permitted during the night near the residential quarters.

Mitigation Measures Proposed will include:

• With regard to protecting people’s health from environmental risk and pollution through a number of measures such as; routine sprinkling of water on dust surfaces to suppress dust, availing workers with Personal Protective Equipment (PPE) such as masks, helmets, hand gloves, boots and ear muffs;

• There are concerns with regard to noise from equipment which is likely to be a nuisance to the public and the nearby institutions. To address noise concerns, it is proposed that, the project could provide for screening off roadside residences through tree planting;

• Restrict construction in residential areas to day time hours to minimize disrupting sleep in the nearby communities;

• Trucks carrying fine construction materials (sand, lime, gravel and soils) that can easily be blown by wind should be covered with tarpaulins; and

• All these concerns should be addressed in the contractor’s Health and Safety Programs which should detail his/her plans of managing noise, dust and safety in the work force.

7.4.11 Soil Erosion/Siltation of Water bodies The earthworks will expose land surface with the potential for erosion. Along the hilly areas, this phenomenon can be severe and render the already gullied landform at some sections worse. The runoff in turn, could transport sand, silt and clay and deposit the transported material along the low lying area, which have developed as natural watercourses for flood waters in the project catchment or into streams or tributaries of the Ruizi River and also other smaller swamp areas. As these watercourses become silted up, their natural capacities reduce, leading to worse flood situation in the area. This has the potential to alter the drainage channel, affect water quality, and expose larger areas to flooding in nearby communities. The following mitigation measures are proposed to reduce erosion and siltation:

Mitigation Measures

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• Proper storm water drainage facilities (culverts) have been designed at the under listed chainages areas to prevent any erosion that may contribute to the increase of suspended solids; • Clearing of grass along the undisturbed sections will be implemented progressively. Clearing of the site will be restricted to the RoW and its associated servitude; and • A suitable cover grass e.g. Cyanodon grass would be planted along drainage channels to reduce scouring effect of water. Steep surfaces would also be kept under grass cover, or where applicable, such surfaces will be stone pitched to stabilize the slope and control erosion.

7.4.12 Disruption of the local economy Activities characterizing the first 2km from Ishasha junction segment of the road project and neighborhood are predominantly residential and commercial. The planned upgrading works will likely lead to loss of businesses and properties as well as, temporary disruption of public utilities and their services which may eventually lead to the disruption of the local economy. The accompanying stress will result mainly from the loss of landed assets, loss of income and livelihood, as well as the loss of peaceful enjoyment of one’s property. Again another important source of “social disruption” is the loss of businesses. It is anticipated that businesses that need to relocate or have to take time off to partially reconstruct premises will lose some of their customers if they must close down to do so.

Mitigation Measures • A comprehensive property impact survey have been conducted which indicates all affected properties within the ROW, their owners and possible replacement costs; • In addition, a comprehensive resettlement plan has been prepared to ensure that project affected persons are appropriately compensated; • Prior to the compensation process, the Project Affected Persons (PAPs) will be individually notified about the compensation amount to be paid; • In case of disagreement on the compensation amount, the PAPs have the option of Appealing for Valuation review; and • If the parties do not find a solution, the PAP may appeal to the law court for a determination.

7.4.13 Land Excavation, Borrow Pits, Access Roads Construction and Campsites Establishment of access routes, camp sites, stock pile material sites among others as well as the extraction of construction materials (borrow pits) all represent a large negative impact of the project. These land uptake activities all lead to erosion, loss of biodiversity and general interference with ecosystems as well as, disruption to normal social settings in the areas. These are large negative impacts though they will be restricted to the construction phases of the project.

The following measures are proposed as mitigations. These are:

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• First and foremost, extraction of construction materials and camp sites establishments should be undertaken after due payment of compensation to the affected persons in terms of land uptake and potential crops loss; • The Contractor’s ESMP should detail measures to address environmental and social impacts of borrow pits and this should be drawn in line with NEMA Approval conditions for the project as well as the EIS for the project; In addition, the Contrator should prepare stand alone Project Briefs to cover issues of borrow pits and Project Briefs should be approved by NEMA; • Access roads used during the construction phase should be rehabilitated after completion of the work except where the community ex- presses need to retain such infrastructures for their use; • Project Briefs for Borrow Pits should be undertaken as per the NEA. The brief should have a detailed decommissioning plan detailing how the contractor intends to restore the borrow pits after the completion of the project. The restored borrow pits at the end of the project have to be inspected and approved by the respective environment authorities and NEMA at the end of the Defects Liability Period; and • Some percentage of the contract sum (10%) should be retained during its Defects Liability Period of 12 months. At the end of the Defects Li- ability period, payments of the 10% should be pegged on among others, satisfactory restoration/rehabilitation of the environment. In particular, the Project Completion Report should have a component on environment (Final Mitigation Report) prepared by the contractor and approved by NEMA before the Supervising Engineer can issue a certificate of Environmental Compliance, and • A payment of royalties to the districts for the murram for now is left to the districts to provide evidence on how they will need to share the revenue from such meetings. The current system is that, trucks carrying construction materials (sand, clay, stones) are levied by the local governments in their check point areas

7.4.14 Management of Cut to Spoil The setting out of the road works and its general civil works is anticipated to generate huge Volumes of Cut to Spoil Materials that will need to be disposed of. This ESIA cannot with certainty establish the quantities of such materials.

To mitigate cut to spoil concerns, the following mitigation measures are proposed:

• The cut to spoil materials should be stored and used in borrow pit and other restoration activities; • No dumping of such materials should be encouraged along the road especially at the road reserve areas; • The Contractor will have to acquire dump sites where the cut to spoil materials will be deposited. No dumping of such material should be done in wetlands or other ecological sites; and • There should be consent with the local authorities to the effect that some of the act to spoil could be used in restoration of some sites in

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their areas. It is important to note that, no disposal of such materials should be done ecologically areas (wetlands/forests).

7.4.15 Social Conflicts and Crime Issues The increased influx of workers is likely to lead to conflict over housing, water sources and related social services. These could also lead to increased crime rate in the areas among other negative behaviours. The thefts could include property of the contractor thereby impacting on the progress of the project. This is likely to be a large negative impact of long term nature.

The following measures have been proposed:

• In order to minimize the negative social behaviours, it is recommended that, where necessary and feasible, the local labour force from within the immediate communities should be recruited to minimize housing pressures as well as, social conflicts in the communities; • For purposes of recruiting the local labour force, the contractor should work closely with are local council leadership to identify suitable persons for employment. In addition, the contractor needs to liaise with the Mbarara District and Mbarara Municipal Labour Offi- cers on matters of local labour recruitment arrangements; • The contractor should put in place, a Project Labour Force Policy to address all matters relating recruitment and disciplinary measures for the workers; and • The contractor needs to work closely with the existing law enforcement agencies in the areas of the project (Local Councils and the police) to help address potential issues of crime in the project.

7.4.16 Occupational Safety and Health (OSH) for the workers There are a number of health and safety concerns relating to site preparation and construction, including injuries to workers and possible deaths of workers. It is important to note that, of recent, there has been increased incidence of death of workers on construction sites in the country! This is a serious negative impact to the safety and health of the workers.

• With regard to protecting people’s health from environmental risk and pollution through a number of measures such as; routine sprinkling of water on dust surfaces to suppress dust, availing workers with Personal Protec- tive Equipment (PPE) such as masks, helmets, hand gloves, boots and ear muffs. There are concerns with regard to noise from equipment which is likely to be a nuisance to the public institutions (e.g. school and health centres). To address noise concerns, the project should provide some form of screening by tree planting and where noise nuisance may be of large impact, a barrier wall could be erected to seal off the road especially in school settings; • Trucks carrying fine construction materials (sand, lime, gravel and soils) that can easily be blown by wind should be covered with tarpaulins; and

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• The contractor’s detailed and responsive OSH Plan should be consistent with the Uganda labor laws such as the Occupational Safety and Health Act of 2006, the Workman’s Compensation Act, 2000 and other such relevant laws. Besides taking into account the national legal regime in such a Policy, such a Policy should be consistent with ILO labor laws; • It is important that, the contractor has on the site responsive Emer- gency Response Mechanisms e.g. a standby ambulance; and • Emergency numbers of the Police (999) and those for nearby health Mbarara areas should all be with the contractor.

7.4.17 Public Health and Human Safety at the Camp Site(s) The project during implementation could introduce some hazardous materials (e.g. some soils stabilization chemicals etc) that could not be envisaged in this study. Such could include some construction and operation-phase inputs, bye- products and such other materials which can be of physical or chemical risks to human and the wider physical and social environmental settings.

Mitigation Measures will include: • This study recommends that, the Contractor should of necessity, come up with a comprehensive plan for the management of any potentially hazardous materials in the various phases of the project; • For purposes of the public health of the camp site dwellers, the Con- tractor should designate some specific zones in the camp site as cigarette smoking zones. This implies, no smoking signs should be posted on specific points in the campsite; • The Contractor should prepare an Occupational Safety and Health plan elaborating management of occupants’ safety and health concerns with clear regulations of implementation, monitoring and reporting; • There should be adequate public facilities (toilets and bath shelters) for the workers; • The office as well as workers accommodation should be adequate as per guidelines provided in Public Health Act of 1964; • Casual workers should not be crumbed into small rooms and the office space should spacious and well light; and • There should well define programme for routine cleanliness of public utilities in the camp site. Toilets, kitchen as well as the general compound area should be well kept through grass cutting and sweeping.

7.4.18 Waste Management An estimated labor force of about 400-600 workers is estimated to be recruited in this Project and such a large number of mobile work force is likely to generate large volumes of human and associated wastes such as polyethylene bags, water bottles amongst others. This is likely to be a large negative impact with potential far reaching cumulative impacts taking into account that, the project construction will take over 24 months.

Proposed mitigation measures will include:

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• The Contractor should have a clear plan on how to manage the project waste and general cleanliness in the camp site and the project generally; • It is important to have in the camp site measures to recover and reuse some of the waste generated; • separate toilet facilities for males and females and these be clearly marked with standard signs; • There should routine cleaning of the camp site and its associated facilities such as toilets and bath areas; • The workers responsible for cleaning given areas like toilets should be availed appropriate wear (hand gloves, boots etc for those scrub- bing toilets); • In addition, storage of used oils should be undertaken is a facility specially designed to store hazardous waste. The facility should be licensed by NEMA. Transportation of used oils should be undertaken by a NEMA licensed transporter to a facility licensed by NEMA for storage or disposal of such waste. • For other hazardous waste such as old car batteries they should be re- exported to the suppliers for proper disposal measures rather than disposing them within the vicinity of the project; • There should clearly marked out containers for collecting used/waste oils and should be picked and disposed off by the suppliers; • Areas of servicing construction fleet should be paved with provisions for managing accidental spills; and • There is need to acquire a dump site for the disposal of any excess excavated soils and associated wastes that are not likely to be re-used in the road project. Such a site has to be approved by the RE and should be in wetland or forest areas.

7.4.19 HIV/AIDS Concerns The weighted overall antenatal prevalence rate for HIV/AIDS in the project area is estimated to be about 6.0% with the figure being slightly higher in the urban/trading centres areas of the project (HIV/AIDS Survey Report 2005/06). During construction of the project, there will be increased influx of people to the area leading to changes in social dynamics and these will affect the HIV/AIDS prevalence. Some of the likely negative social behaviours include increased consumption of alcohol which could lead to promiscuity amongst the workers and the community and subsequent increased in the prevalence of Sexually Transmitted Diseases (STDs) and HIV/AIDS. This represents a very large negative impact of permanent nature.

• While Special Specifications in the Contract Documents may stipulate this need, it is of common concern that implementation has tended to be less effective than expected on some of the project. Clear ToRs on HIV/AIDS service providers have therefore been adapted for Uganda and will be used to enrich the Contract Document

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7.4.20 Gender Concerns The Government of Uganda’s (GoU) National Gender Policy seeks to ensure that, a gender perspective is taken in all development programs. Similarly, the government recognizes the importance of transport infrastructure in reducing poverty, promoting investment and human development, and strengthening the capacity to deliver social services of which women play a key role both as providers and recipients. While all persons in the Project area will be affected by the project; it is envisaged that women will bear a greater burden. The expected negative impacts on women include exposure to HIV/AIDS and STIs and increased sexual exploitation of young girls which will also lead to unwanted pregnancies, dropout from school and concerns of poor distribution of employment opportunities for the women.

These are large negative impacts which are proposed to be mitigated through the following measures: • The contractor should allocate a certain percentage (e.g. 30%) of jobs to be taken up women. To the extent possible, there should be gender sensitivity in task allocation to the women;

• The contractor should conduct gender sensitization to the work force on matters such as gender sensitive communication and on the gender sensitive conduct of workers towards women amongst others;

• There should be gender sensitivity in the camp site with respect to facilities (toilets and bath shelters); and

• The contractor should hire a Gender Specialist to help engender the project in line with the National Policy on Gender provisions.

7.4.21 Issues of People with Disabilities of (PWDS) MoWT has prepared a policy statement and guidelines for mainstreaming concerns of PWDS and the elderly into its plans and activities. It is important that, the design of the project takes into account special needs for the PWDS and the Elderly. In addition, there should be needs of NMT taking into account PWDs all integrated into the overall project design. Where ramps are needed, such facilities are provided to help the PWDs cross some areas on the planned road areas.

7.4.22 Road Safety Just like many developing countries, road safety is increasingly becoming a major concern in Uganda. Traffic accidents have killed on average over 2000 people in the past 5 years in Uganda as a whole. The fatality rate therefore has been between 68.5 fatalities per 10,000 vehicles and 82.3 per 10,000 vehicles. It is noted that, road safety activities have not been effectively coordinated in some other construction projects.

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• To address this concern, the project should provide some provisional sum of money for road safety programs to be implemented during construction and operation. This ESIA proposed sum of USD 30,000 to be devoted to road safety campaigns; and

• The project Implementation is done in close collaboration with the police to help manage traffic flow.

7.4.23 Disruption to services Disruption of public utilities will likely occur where the by-pass road crosses Mbarara-Kasese and Mbarara-Kampala and Mbarara-Kabale highways. It is therefore recognized that, the disruption is anticipated to occur during project implementation process. Some of these services will need to be relocated, in order to accommodate the widened road. Relocation is normally carried out by the service providers upon payment of relocation cost by UNRA, and needs to be completed prior to commencement of the works, in order to avoid delaying the contractor. However, some interruption of service provision during relocation works is inevitable.

Accidental damage to services by the contractor, during execution of the works, can also result in interruption to services and in some of the urban centres and is likely to affect large numbers of people adversely.

Mitigation measures

It is recommended that:

• UNRA should liaise with all utility/service providers along the project road of all the planned road works/programme at the earliest possible time to enable them plan for the relocation of such utilities; • Service providers and owners of the utilities should provide detail information and location maps of their properties in the ROW to enable the contractor take the necessary precautions; • A clause should be included in the construction contract which requires the contractor to specify, in the detailed construction programme prepared during the mobilization period, the earliest dates on which construction works will commence in each town where services relocation may be required. UNRA should then notify the appropriate authorities of the relevant dates, and request completion of relocation works before those dates; and • A clause should be included in the construction contract which makes the contractor liable for any damage to services resulting from his or his subcontractors' actions. Any damage caused to services by the contractor or subcontractors should be made good without delay at the contractor's cost.

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7.4.24 Management of Accidental Spills and Risks for Fires There is very strong potential for environmental damage from the accidental spillage of petroleum products and chemicals on construction sites. To minimize this possibility and related possible adverse effects on the environment from such spills, it is increasingly realized that, Contractor need to develop plans to deal with such possible emergency situations. Such plans should include guidelines and measures for the reporting spills, training procedures, resource allocation and the supervision of containment and restoration procedures. This ESIA proposes some pertinent steps that could be put in place to address such concerns.

Mitigation Measures • It is absolutely important that, spills greater than or equal to 100litres of flammable/combustible liquids or waste oil should be immediately reported to the police 999 and the Fire Brigade. Emergency prepar- edness will include critical examination of each of the construction to identify potential hazards; • Hazardous compounds should be stored in secure locked containers on site in secured enclosures. Compounds used in the curing of concrete, lubricants, and fuel for small equipment will be present on site and kept tidy especially after work; • There is need for an internal alerting system in case of spills. This is because; timely and accurate reporting of accidental spills can help to ensure quick and efficient response. Alerting system/plan should include clear and detailed information regarding sources and location of such risks; • Principally, the purpose of such a response plan should be to initiate an immediate response with trained personnel and equipment to clean up and ensure containment, disposal, and monitoring, including details regarding equipment and personnel allocation, are also presented; and • Finally, the plan should contain a commitment for restoring the con- taminated site to its previous state before the accidental spill.

7.4.25 Increased road safety hazards during operation Impact origin and characteristics The road itself will become inherently safer than at present, as a result of improvements in geometry. However, traffic levels are likely to increase following the completion of upgrading and average vehicle speeds will be considera- bly higher than at present over many sections. Pedestrians, and other forms of the NMTs as well as occasionally, the livestock are likely to continue to use the whole width of the road, rather than the hard shoulder, and it is inevitable that there will be an increase in accidents, particularly in rural sections, until people adjust to the changed conditions. It is also likely that there will be an increased number of vehicle-vehicle collisions, and that these will be more serious as a result of higher speeds.

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Mitigation measures • Drivers, pedestrians and livestock will gradually become accustomed to the increased traffic and vehicle speeds, and it is likely that the number of accidents will show some decrease after being at a relatively high level in the early months of operation; • It is very difficult to see that any physical measures can be taken which will effectively reduce the accident rate, since the problems are essentially related to driver behaviour and level of competence. In the long term, better driver training and a requirement for higher standards of competence to be achieved before licenses are granted, together with the introduction of mobile police patrols would be expected to have some effect, but it is unlikely that these will be introduced in the near future; • Traffic signs should be posted at accident prone sites; and maintained and supervised regularly by UNRA officials in the project areas of Mbarara the local administration; and • On the other hand, the traffic police shall ensure the provision and observance of such safety measures and enforcement of traffic regulations.

7.4.26 Impacts due to Quarry development The contractor(s) will require large quantities of stone for various construction activities on the road. Stones will require mainly for base course construction and surfacing aspects. Though the feasibility study has come with potential sites for the extraction of stone materials, this ESIA has not undertaken detailed assessments on such sites. The process of stone extraction as well as establish- ing access routes can have adverse negative impacts on both bio-physical and social environment.

Mitigation measures

• The contractor will have to prepare a separate ESIA together with a detailed Environmental and Social Management Plan (ESMP) for approval by the NEMA, prior to commencement of quarry operations. • If an existing and operational stone quarry is used to supply the materials then it use will be a subject of an Environmental Audit.

7.4.27 Management of Cut to Spoil

The setting out of the road works and its general civil works is anticipated to generate volumes of cut to spoil materials that will need to be disposed off in the project.

To mitigate cut to spoil concerns, the following measures are proposed: • First and foremost, dumping sites for the cut to spoil materials should be approved by the RE and not anyhow and anywhere; • Possibilities of re-use of the cut to spoil materials in the restoration of excavated areas especially the borrow pits should be explored and this should be done with approval of the RE. This option will reduce man-

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agement challenges with reference to cut to spoil materials experienced on most of the road projects; • The dumping of cut to spoil in wetlands or valleys under the authority of the communities should not be allowed as this is a tendency where wetlands and valleys are to be reclaimed for use by the communities; • No dumping of such materials should be undertaken along the road the reserve areas of either the project or, other roads in the vicinity of the project; • Where need be, the Contractor will have to acquire dump sites for the disposal of the cut to spoil materials; and • Experience has shown that, sometimes the communities request Con- tractor to dump cut to spoil in some areas e.g. wetlands, valleys yet their long term objective is to reclaim such sites for their use. It is here stressed that, the RE should therefore not allow such practices by the Contractor.

7.4.28 Atmospheric Pollution Resulting from the Asphalt Mixing Plants The processing of asphalt can be a potential source of environmental and social concerns in terms of atmospheric pollution and energy consumption levels especially use of firewood that has detrimental environmental implications.

This in itself is a medium negative impact of short-term nature.

• To address such concerns, the asphalt batching plant with in-built measures to optimize asphalt processing with minimal emission of of- fensive odours; • The workers on such a plant should be provided with appropriate PPE to protect them from hot asphalt burns; • Location of the asphalt plants should take into consideration environmental and social considerations addressed in a Project Brief in line with the NEA and such sites should be leased from the landlords; and • The contractor should ensure that work area around the asphalt plant is kept clean and all spillage of asphalt is routinely removed; and • There should be proper designs for the operational area for the As- phalt processing, its storage as well as for other inputs.

7.4.29 Potential Loss of Access Routes to Properties and Homesteads The construction works for Mbarara By Pass will potentially cut off access to some of the properties including homesteads, churches and schools. In some cases, Contractor can cut such access routes leaving no alternate access for the communities and can be worse for the case of health and education institutions in case there are emergencies.

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That can cause inconvenience to the occupants of facilities and the following measures are proposed:

• The Contractor should reinstate access routes as soon as possible to reduce inconvenience to the occupants of such facilities; • Arrangements for alternate routings/access to such facilities should be explored for such affected areas/homes; and • Where works are continuing on such access routes, the work areas should be sealed off to avoid accidents for the road users.

7.4.30 Management of fuel pump facility The project is expected to establish a fuel pump to supply fuel (diesel) for its plant and equipment fleet. This ESIA proposes that, the Contractor puts in place some basic needs for the operations of the diesel fuel pump which should include:

• The areas of bulk storage facilities such as underground tanks should be sealed off from traffic; • The area around should be properly paved to allow natural discharge of storm water and any accidental spillages of oils and lubricants; • The Contractor must put in place a standard oil interceptor which should be regularly maintained so as to effectively manage accidental oil spills in the pump area; • The Contractor should put no smoking signs in and around the fuel pump area to check potential fires from careless cigarette smoking; • There should be metal guard rails placed around the fuel pump to protect it from accidental knocks by vehicles which come refuelling; • There should buckets of sand and fire extinguishers in the pump area in case of any fire outbreak; and The facility should only be for fuel filling not servicing plant and equipments for the project. The servicing of plant equipment should be restricted to specially designed places such as workshops and paved and roofed buildings for such purpose.

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Table 7.1: Summary Implementing Environmental and Social Mitigation Measures

No. Project Activities Impacts Mitigation Measures Results Indica- Period Surveillance Cost (USD) Component tors/Reference Situa- tion/baseline Responsible Entity Frequency 01. Route Sur- Clearing of Visual intrusion Sensitization of the Entire 13.3km of the During RAP UNRA Every two Embedded veying and roadside vege- from paint mark- communities; road surveyed and and Feasibil- months in the works mapping tation and ings and anxiety Restricting surveying marked. ity studies. contract. marking of km on the part of the and markings to the chainages. communities. road reserve; and Compensation for properties affected during the surveying process. 02, Clearing and Construction Siltation and Designs to provide Road designs providing Construction UNRA Continuous To be em- construction works flooding at Coca for adequate and for appropriate culverts bedded in of the road Cola areas appropriate culverts at this section of the the works pavement to facilitate discharge road. contract. will lead to of flood waters in this flooding of lower section. low lying areas around Mbarara ZARDI Farm and Coca Cola junction. 03. Earth works Clearing of Soil erosion Disposal of excess to Approved dump sites for During con- Contractor Continuous Embedded and clearings vegetation and implications are spoil in approved cut to spoil identified; struction in the works cutting of ar- likely to be gen- sites by the RE; Designs for the bench contract. eas to attain erated Restricting works to terrace areas in place; the required designated areas; Areas with dump sites in alignments. Bench terracing of place; and hill tops to check soil Soil erosion control erosion; measures instituted (ar- Planting of vegetation eas planted with grass in on open/cleared sur- place). faces. 04. Creation of Creation of Siltation, impact Materials for backfill- Coffer dams in place Construction SLRA/Supervising Monthly Costs in the coffer dams coffer dams on water quality ing or creation of and water quality clear Engineer works con- for construc- for bridges and impacting on coffer dams should be or silt in sections of the tract. tion of a reconstruction water works in filled in polythene dams; Bridge across will involve Ruharo Water bags to reduce loose Culverts installed as per R. Ruizi filling of sec- Works soil materials getting Engineers designs.

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No. Project Activities Impacts Mitigation Measures Results Indica- Period Surveillance Cost (USD) Component tors/Reference Situa- tion/baseline Responsible Entity Frequency tions of the into the rivers; and River at the Costs for water works crossing point. mitigation will be taken up by the UNRA under payments for relocation of utilities. 05. Clearing, Clearing and Loss of tree Compensation for Schedule of compensa- Construction UNRA Continuous 70,000 earthworks grabbing and crops, biodiver- lost part of the forest tion for the forest area in and construc- general layout sity and lost place tion works will carbon seques- involve land- tration potential. take in Rwemitongore Central Forest Reserve 06. Clearing, Earth works Lost revenue to Compensation for RAP report in place and Construction Supervising Con- Continuous Embedded grabbing and will likely take the farmer over lost banana shamba covering banana costs; sultant/UNRA in RAP earth works. up parts of the due to uptake of portion; and Report banana planta- a portion of ba- Notification of the tion in the nana plantation. farmers to harvest the Schedule of compensa- areas of Ruti crop in that part of tion for the bananas in (300-500m the shamba; place. part). Cleared bananas can be used as mulch on the remaining parts of plantation . 07. Earthworks Air quality Respiratory ef- Regular sprinkling of Contractors dust sup- Continuous Supervising Con- Continuous Embedded will generally concerns fects on the water to suppress pression schedules in sultant/UNRA in works generate dust health of the dust; and place; contract. that affects workers, reduced Provision of PPEs to PPEs for the workers visibility and visibility in work the road workers etc procured and worn by general air sites. the workers. quality levels. 08. Land and Surveying and Loss of agricul- Adequate, fair and The PAPs fully compen- Three years UNRA Monthly Costs in Property evaluation of tural lands, im- prompt compensation sated and resettled by RAP docu- Expropriation properties and pacts on crops of affected PAPs; the project. ment Impacts lands. and grazing areas. Providing information early enough to

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No. Project Activities Impacts Mitigation Measures Results Indica- Period Surveillance Cost (USD) Component tors/Reference Situa- tion/baseline Responsible Entity Frequency the PAPs; and

The RAP should be made responsive to the needs of the PAPs. 09. Extraction of Clearing of Creation of bor- Leasing of borrow Agreements with land- During con- UNRA Quarterly Costs in construction over-burden row pits areas; lords over borrow areas struction and Works con- materials and vegetation Systematic opening in place; Defects tracts. (sand, mur- materials. of borrow pits while Stockpiles of over- Liability ram etc) stockpiling overbur- burden materials from Period of the den; borrow areas in place; project. Landscaping of bor- Number of fully restored row areas after and landscaped borrow works; areas in place; Retention of 10% of Certificate of satisfac- the Contract sum till tory restoration of bor- end of Defects Liabil- row areas issued by ity Period; NEMA/District authori- Sequential restoration ties, i.e. starting with un- usable boulders and ending up with the over-burden; and Clearance by NEMA/District authorities on satisfactory completion of restoration of borrow areas. 10. Construction Construction Creation of de- Compensate for the Evidence of agreements Construction UNRA/Supervising Continuous Embedded works across works across viation routes deviation routes; with landowners on the phase Consultant in works sections of these sections that will likely creation of deviations; contract. the highway will affect take up land; Restoration of the (Kasese- traffic flow Construction deviations after Record of deviations Mbarara at and even di- works will likely works on the high- created; Ruharo areas, version to cause traffic way; Coca Cola allow for ma- holdings to allow Number of route devia- Junction and chine works. smooth flow Involvement of the tions restored at the end Mbarara- across such sec- traffic police in regu- of the project; and Kabale Junc- tions. lating traffic flow

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No. Project Activities Impacts Mitigation Measures Results Indica- Period Surveillance Cost (USD) Component tors/Reference Situa- tion/baseline Responsible Entity Frequency tion at Ruti across construction Number of flag persons areas) will all sections; and employed to regulate affect traffic traffic on the road. flow at these Employing flag per- sections. sons to control traffic flow across sections where works are being undertaken. 11. Operation of General opera- Noise pollution Provide PPEs to the Record and number of Construction UNRA/NEMA/DEO Monthly Works con- plant and tions of the from equipment workers; PPEs purchased in tract equipment as equipment and and the workers place; well as activi- workers. which will be a Restricting workings Lists of workers using ties of the nuisance. to daytime; PPEs; and project work Contractor’s Health and force. Contractor(s) to have Safety plan in place. in place Health and Safety plan for the project. 12. Earth works Clearing of Generation of Disposal of excess to Approved dump sites for During con- Contractor Continuous Embedded and clearings vegetation and cut to spoil mate- spoil in approved cut to spoil identified; struction in the works cutting of ar- rials sites by the RE; contract. eas to attain Restricting works to Designs for the bench the required designated areas; terrace areas in place; alignments. Bench terracing of Areas with dump sites in hill tops to check soil place; and erosion; Planting of vegetation Soil erosion control on open/cleared sur- measures instituted (ar- faces. eas planted with grass in place). 13. Construction Creation of Hindered access Temporary access Inventory/list of home- Construction UNRA Quarterly In works of roadside roadside to homesteads routes be provided to steads whose access will period contract. drains and drainage chan- due to the depth the homesteads; be affected in place; discharge nels along the of the ditches channel. road sections. created along the At the end of works, Temporary access to road. provide culvert ac- homesteads in place; and cess to homesteads Number of access cul- after completion of verts in place. works. 14. Mobilization People search- Influx of people Employing local la- Number of local people Continuous UNRA Continuous Embedded of workers ing for job in search of jobs bour force; employed in the project; in works

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No. Project Activities Impacts Mitigation Measures Results Indica- Period Surveillance Cost (USD) Component tors/Reference Situa- tion/baseline Responsible Entity Frequency opportunities likely to cause contract. likely to flock social conflicts Working with the Meetings held with local to the area. and crime in- Local Councillors authorities esp. LCs; crease. (LCs) in the recruitment of workers; and Meetings held with the area law enforcement Project to work agencies. closely with local enforcement agencies to curb crime. 15. Public health Some materi- Concerns on Putting in place, a Measures on how to Construction Health Inspectors, Continuous Embedded and human als for use in health and safety plan for handling and handle waste instituted; NEMA, DEO and in works safety in the the project of the workforce management of any Areas for smoking des- UNRA contract. project may likely be are likely to hazardous materials; ignated; hazardous as arise. well some Designate specific An OSH plan prepared bye-products areas for smoking; by the Contractor; and are likely to be a potential risk OSH plan for the Accommodation for to the health Contractor be in workers certified by the and safety of place; health inspectors. the workers; and Adequate facilities in .Numbers of place for the workers; people working on project Adequate and appro- likely to grow priate accommoda- to about 600 tion facilities be put workers. in place; and

Routine cleanliness of Contrac- tor(s)facilities e.g. toilets etc. 16. Storage and Operations of Concerns over Areas where fuels Paved storage areas Continuous NEMA/Supervising Continuous Integrated in dispensing of the fuel/diesel oil/fuel spillages and lubricants are around the fuel pump; consultant the works fuel pump facility from fuel pump stored be paved and Fire fighting equipment contract. areas and work- of standard types; in place; shop areas of the Oil interceptor in place. project. Standby fire fighting equipment in place

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No. Project Activities Impacts Mitigation Measures Results Indica- Period Surveillance Cost (USD) Component tors/Reference Situa- tion/baseline Responsible Entity Frequency around such areas;

Put in place standard oil interceptors in place;

The facilities should be for filling not servicing plant and equipment.

17. Generation of Operations of Pollutions and Exercise good hy- Number of employees Continuous Health Inspectors Continuous Integrated waste from the camp site disease concerns. giene in the camp site dedicated to mainte- from the ar- into the the camp site are like to Putting in place through routine nance of camp site eas/Supervising works con- and sites generate office waste collection cleaning of toilets, cleanliness and hygiene; Consultant/NEMA tracts. where works and domestic bins in strategic compound and areas are under- waste of vary- positions in the of project activities. Presence of waste col- taken ing degrees. compounds. lection facilities e.g. bins Hazardous wastes located in strategic Waste in terms such used oils, lubri- places in the campsite. of solid waste cants, old batteries such as poly- and tyres be recol- Copies of evidence of thene bags, lected by their suppli- agreements with suppli- effluent waste ers. ers of tyres, batteries etc. showing their commitment to pick the used items. 18. Influx of The youth HIV/AIDS and The project will pro- An HIV/AIDS Service Continuous UNRA/Supervising Continuous 35,000 people in unemployment STI/STD inci- cure the services of Provider in place; Consultant search of jobs is estimated at dences will an HI/AIDS Service HIV/AIDS and STI/STD can generate 60% and in- likely rise from Provider to conduct sensitization programme a number of formation the estimated awareness sensitiza- in place; social con- about job 1.3% for the two tion, VCT services Number of HIV/AIDS cerns on the prospects on districts. and administration of and STI/STD seminars project. the project will ARVs. held. likely draw a number of people from near and far into the project areas.

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No. Project Activities Impacts Mitigation Measures Results Indica- Period Surveillance Cost (USD) Component tors/Reference Situa- tion/baseline Responsible Entity Frequency 19. The project Workers will Potential mar- It is suggested that, Records showing that, Continuous Supervising Con- Continuous 30,000 will employ be needed in ginalization of a about 30% of the 30% of the workers sultant/ UNRA an estimated most of the few women who workforce will be being; 400-600 manual and may gain em- allocated to women; Gender sensitization workers and a machine based ployment in the programmes in place; majority be- project activi- project (Gender There should be gen- and ing men ties and most Mainstreaming) der sensitivity in of these will allocation of tasks to A gender Specialist to be done encourage women conduct gender sensiti- largely by involvement in the zation recruited by the women. project; project.

Conduct gender sensitization in the project; and

Employment of a Gender/Social Spe- cialist on the project to oversee gender issues in the project. 20. Road Safety Construction Incidence of The project procures Road Safety sensitiza- Quarterly UNRA/Supervising Continuous 30,000 based activi- accidents will services of Road tion/campaigner in Consultant ties will likely likely rise. Safety campaigner to place. involve a conduct sensitization number of campaigns of safety equipment and aspects of the road be construction put in place. fleet on the road. 21. Asphalt plant Processing of Generation of Asphalt plant to have Regularly cleaned areas Continuous Supervising Con- Continuous Built in the operations asphalt bad odours and in-built heating proc- around the Asphalt sultant/NEMA contract sum through heat- cause atmos- esses that emit mini- plant; and ing. pheric pollution. mal odours; Provide workers on PPEs for the workers on the Asphalt plant with the Asphalt plant. PPEs; and

Regular cleaning of the area around the Asphalt plant.

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No. Project Activities Impacts Mitigation Measures Results Indica- Period Surveillance Cost (USD) Component tors/Reference Situa- tion/baseline Responsible Entity Frequency 22. Safety of Exposure to Accidents and Provide workers with PPEs in place Construction Supervising consult- Continuous Embedded workers different pro- related work appropriate PPEs ant in the works ject work envi- risks contract ronment. 23. Generation of Operations of Pollutions and Exercise good hy- Number of employees Continuous Health Inspectors Continuous Integrated waste from the camp site disease concerns. giene in the camp site dedicated to mainte- from the ar- into the the camp site are like to Putting in place through routine nance of camp site eas/Supervising works con- and sites generate office waste collection cleaning of toilets, cleanliness and hygiene; Consultant/NEMA tracts. where works and domestic bins in strategic compound and areas Presence of waste col- are under- waste of vary- positions in the of project activities. lection facilities e.g. bins taken ing degrees. compounds. Hazardous wastes located in strategic Waste in terms such used oils, lubri- places in the campsite. of solid waste cants, old batteries Copies of evidence of such as poly- and tyres be recol- agreements with suppli- thene bags, lected by their suppliers of tyres, batteries effluent waste ers. showing their commit- etc. ment to pick the used items. 24. Storage and Operations of Concerns over Areas where fuels Paved storage areas Continuous NEMA/Supervising Continuous Integrated in dispensing of the fuel/diesel oil/fuel spillages and lubricants are around the fuel pump; consultant the works fuel pump facility from fuel pump stored be paved and Fire fighting equipment contract. areas and work- of standard types; in place; shop areas of the Standby fire fighting Oil interceptor in place. project. equipment in place around such areas; Put in place standard oil interceptors in place; The facilities should be for filling not servicing plant and equipment.

25. Earthworks Disruption of Interruption in UNRA to liaise with Modalities of payments Construction Supervising Engi- Continuous Embedded public utilities delivery of pub- utility providers for utility relocation in neer in the costs (water, elec- lic services such place. for works tricity and water and tele- contract telephone phone communi- lines) cation and electricity supply 26. Clearing, Earth works Potential loss of Compensation for Budget for roadside Continuous Supervising Con- Continuous 10,000

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No. Project Activities Impacts Mitigation Measures Results Indica- Period Surveillance Cost (USD) Component tors/Reference Situa- tion/baseline Responsible Entity Frequency grabbing and will likely useful trees such lost trees; trees in place; and sultant/UNRA earth works. impact on the as oil palm, Compensatory tree Number of trees planted. roadside vege- mangoes and planting; tation bananas Restrict works to only desired sections to minimize loss of vegetation. TOTAL COST FOR ESMP IMPLEMENTATION 175,000

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Table 7.2: Summary of Social Impact Mitigation//Enhancement Measures

Potential Impact Proposed Avoidance and Mitigation and en- Responsible Agency hancement Measures Enhancing employment opportu- • establish a recruitment policy which favours MGLSD nities Ugandans and local residents with specific tar- MOWT, gets for women and other vulnerable UNRA • advertise criteria for skilled and unskilled jobs District and Local authorities using local media Local and Women council • Support adult education for those with limited Contractors skills Support community projects CDOs

Maximizing purchase of local • Assess local and district capacity to supply UNRA goods and services goods and services Contractors • set procurement targets for , local suppliers MoWT and women Development Partner • train local contractors to ensure future opportunities • build capacity of local contractors for small scale repair work Maximize local skills improve- • Avail opportunities for development &, promo- Development Partner ment tions for locals- both women and men Contractor • Support adult education to meet minimum requirements

Food insecurity due to increased the recruitment and skills development policy to Contractors prices and loss of land acquired focus on the economically vulnerable groups UNRA by NRC provide improved seeds District and local leaders Ovoid displacement where possible Women council NGOS Development partners Landless and limited access to Compensate in kind and resettle those who are UNRA housing and other services due to most vulnerable – orphans, widows and the land- Contractors displacement less Local government NGOs Increased women and child pov- Introduce joint account UNRA, erty as they are abandoned by Involve LC, probation officer and NGOs Contractors family head Support community projects District and local leaders Women council Development partners d NGOS Increase in spread of HIV/AIDS • Partner with local government and NGOs UNRA, among host to deliver an HIV/AIDS awareness pro- Contractors gramme amongst employees contractors District and local leaders and communities. Women council • Establish a community engagement plan Development partners d to ensure on-going identification issues NGOS and concerns. PLWHA • Promote use of protective equipments and distribute condoms • Put in place effective VCT and Emer- gency health facilities

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Potential Impact Proposed Avoidance and Mitigation and en- Responsible Agency hancement Measures • Train peer counsellors and volunteers. • Recruit a Welfare Officer or liaise organ- ize workplace HIV/AIDs related activities.

Increased risk of Malaria • minimise the creation of mosquito breed- Contractors ing areas - open ditches and stagnant wa- Ministry of Health ter District Medical officers • educate all workers about the measures Community health workers for mitigating malaria transmission, • Equip health centres around the construction sites and works camp

Health hazards and safety For workers Contractors Ministry of Health • health and safety training skills staff District medical officers • compensation schemes MGLSD • Provide protective wear Local government • emergency health facilities at construction sites • public toilets For communities and general public

• Inform workers, visitors and contractors about potential hazards & endemic disease of the local landscape. • Routing traffic away from wetland areas, • Put in place dust and emission minimiza- tion, speed controls, and noise suppres- sors • Public toilets

Road accidents • A holistic approach focusing on educa- MoWT tional and communication enforcement UNRA and engineering. Uganda Safety Council • sustained education and communication Traffic Police campaign Uganda Bureau of Standards • Standardize helmets, safety belts and Local leaders speed governors by UNBS NGOs- Arrive Alive • Equip hospitals and health centres Contractors quipped with an ambulance, stretchers and first aid kits • Work with National Trans port Safety Council and Arrive Alive • Provisions for underground path, fly- overs, signposts, humps and zebra crossing road bridge walkways for NMT and pedestrians.

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Potential Impact Proposed Avoidance and Mitigation and en- Responsible Agency hancement Measures Increasing accidents affecting • ensuring wide pavements to enable the im- MoWT women, children, elderly and prove mobility UNRA PWDS • raise awareness about white canes, raised Uganda Safety Council zebra crossings Traffic Police • Providing clear road signs and education of Uganda Bureau of Standards the public about the deaf. Local leaders • provision of bells, alarms, reflectors, and NGOs- Arrive Alive direction indicators at cross roads Contractors • Improve orthopaedic workshop with adequate materials to make equipment for all forms of disability • adequate lighting on the streets and sub- ways • provide traffic and road safety education at the affected schools

Increased Pressure on Social In- • Support local government to improve com- Contractors frastructure and Service Delivery munity under the component of the social Central and District gov- (direct) fund ernment • Contractors provide own social infrastruc- UNRA ture Development Partners • upgrade and maintain community and feeder road

Interruption and blocking ac- • Informed communities in advance of any Local leaders cess to social services due to planned disruption to community infra- Contractors temporary closure of access structure and services UNRA roads • Provide alternative arrangements in case of unplanned interruption, • providing an alternative potable source of water until the water supply can be reinstated • implement a grievance procedure that is easily accessible to community .

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Introduction of negative sub- • Employ local people Contractor culture or social disorders due • Develop an operations personnel works Ministry of Ethics to anti-social activities code of conduct. Districts and local authori- • Periodic training on community relations ties and culture • Drug and alcohol abuse prevention programme • Zero tolerance of bribery or requesting gifts from villages. Increase in the social Ill • As above Contractor • Zero tolerance of bribery or requesting Local leaders gifts from villages. UNRA • Zero tolerance of unlicensed prostitution; illegal sale or purchase of alcohol; sale, • implement a grievance procedure that is easily accessible to local villagers, • Awareness raising among local villages regarding the grievance procedure. • Appoint a permanent community liaison officer to interact with the communities. Increasing community and fam- • Even and transparent distribution of re- ily conflicts sources and benefits. Contractors • Introduce and encourage joint accounts Local and women councils for payments Probation officers • Involve probation officer and LC to re- NGOS solve family issues Perceptions of Corruption and • Maintain constructive relationship with Contractor lack of community participa- the community through an elaborate UNRA tion- communication strategy • .Monitor community attitudes to the project through community. • Contaminating waters sources • Identify alternative sites or routes through Contractor due to flooding protection of specific resources. • Divert the flow of surface water around the site • Develop a site drainage plan to reduce storm water flow water is discharged from the site.

Soil erosion clearing of vegeta- Support tree planting activities on the bare hills Development partner tion Support soil and water conservation measures Local government Contractor Fuelwood shortage and increase Introduce fuel wood savings stoves Development partner distance to collect firewood due Support tree planting Local government to clearing of woodlots and Contractor vegetation

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8 Environmental Management and Monitoring Planning

8.1 Overview The monitoring programme for the present project will be undertaken to meet the following objectives. To:

• check whether the proposed mitigation and benefit enhancement measures have actually been adopted, and are effectively put into practice;

• provide a means whereby any impacts which were subject to uncertainty at the time of preparation of the ESIA, or which were unforeseen, can be identified;

• provide a basis for formulating appropriate additional impact control measures; and

• provide information on the actual nature and extent of key impacts and the effectiveness of mitigation and benefit enhancement measures which, through the project’s feedback mechanism, can improve the planning and execution of future and similar projects.

Compliance monitoring is usually given more emphasis in the case of road projects because most impact control measures are incorporated in the project designs and contract documents. In such cases, the extent to which recommendations on such items as set out in the ESIA are complied with plays a major part in determining the overall environmental performance of the project.

8.2 Project Monitoring Phases

8.2.1 Pre-construction Phase monitoring Monitoring during the pre-construction phase of the project will be concerned with two aspects:

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• Confirming that the appropriate environmental protection clauses have been included in the contract documents to allow control of actions by the Contractor which are potentially damaging to the environment; and

• Checking whether the project designs and specifications incorporate appropriate measures to minimize negative impacts and to enhance beneficial impacts.

8.2.2 Construction Phase Monitoring Environmental monitoring during the construction phase will comprise two sets of activities.

Namely:

• Review of the Contractor’s plans, method statements, temporary works designs, and arrangements relating to obtaining necessary approvals from the Engineer, so as to ensure that environmental protection measures specified in the contract documents are adopted, and that the Contractor’s proposals provide an acceptable level of impact control; and

• Systematic observation on a day-to-day basis of all site activities and the Contractor’s offsite facilities including quarry and borrow areas, as a check that the contract requirements relating to environmental matters are in fact being complied with, and that no impacts foreseen and unforeseen are occurring.

These activities will be fully integrated with other construction supervision and monitoring activities carried out by the construction supervision consultant. Primary responsibility for ensuring that an adequate level of environmental monitoring is carried out will lie with the Supervising Consultant/Resident Engineer (RE), as part of his duties connected with general site supervision. Actual monitoring on a day-today basis will be carried out by the site staff from the construction supervision consultant, under the direction of the RE.

The majority of monitoring will comprise visual observations, carried out at the same time as the engineering monitoring activities. Site inspections will take place with emphasis on early identification of any environmental problems and the initiation of suitable remedial action. Where remedial actions have been required on the part of the Contractor, further checks will need to be made to ensure that these are actually being implemented to the agreed schedule and in the required form.

Monthly reports prepared by the RE should contain a section referring to environmental matters, which summarizes the results of site monitoring, remedial actions, which have been initiated, and whether or not the resultant action is having the desired result. The report will also identify any unforeseen environmental problems and will recommend suitable additional actions. Progress meetings with the Contractor will also include a review of environmental aspects. In addition to visual observation, it is particularly important that monitoring should also include limited informal questioning of people and local community leaders who live near to the project areas since they may be aware of matters which are

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unsatisfactory, but which may not be readily apparent or recognized during normal site inspection visits.

Prior to the commencement of construction, the RE his/her Environmental Specialist will develop environmental inspection checklists for site use and it will facilitate systematic monitoring and recording. These may require modification in the light of site experience, and it is recommended that a review of their adequacy and ease of use should be carried out approximately 3 months after the commencement of works.

It is proposed that, the monitoring program could be based on project ESMP and NEMA Approval conditions for the project as well as other national Specifications for road projects provided by UNRA.

8.2.3 Environmental Monitoring Indicators Some of the monitoring indicators amongst others to be monitored are:

• Soil erosion and sedimentation control measures put in place by the Contractor; • Number of trees planted on the road reserve areas; • Hectares of areas planted with grass as part of re-vegetation programme; • Number of rehabilitated and graded sites at quarries, borrow pits, at steep slopes; • Gender mainstreaming i.e. involvement of women in the project activities, • HIV/AIDS Sensitization Programme put in place; • Volume of spoil disposed into approved locations (which should be outside the road reserves); • Dust suppression measures instituted and implemented by the Contractor; • Traffic control measures put in place during construction phase of the project; • Contractor noise control measures put in place and operationalized; • Number of PAPs resettled and compensated; • PPE procured by the Contractor; and • Records of workers issued with the PPEs materials.

The monitoring program is to be based on ESMPs and NEMA Approval conditions for the project as well as on the Specifications for Roads that relate to Environment, Occupational Safety and Health, Gender and HIV/AIDS and other cross cutting issues.

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Table 8.1: Summary of Environmental and Social Monitoring Framework

No. Environmental/Social Monitoring Indicators Agency/Entity Respon- Monitoring Activities Frequency of Moni- Unit Cost (USD) Issue sible for Monitoring to be undertaken toring

01. Preconstruction issues Number of sensitization meetings Resident Engineer and Checking records Once each quarter Embedded in (Surveying etc). held; UNRA ESIA costs Minutes of sensitization meetings; and Availability of a sensitization programme in place.

02. Land and property expro- RAP implementation schedule in Resident Engineer and Inspection of RAP Quarterly 15,000 USD priation impacts place; UNRA documentation process

Lists of PAPs paid off; and

Records of PAPs in place. 03. Impacts on Water Works Water Analysis indicators at- Resident Engi- Meetings and documen- Regularly 10,000 USD at Ruharo. tached in appendix (TSS, TDS neer/Ruharo Water tation checks. etc). Works

04. Soil erosion concerns Soil control measures such as Resident Engineer Site inspections and Weekly Embedded in the through soils excavations levelling overhanging cliffs document reviews BoQs for the pro- for construction materials, done; and ject. clearance for access routes in the identified Stockpiling of borrow over bur- borrow areas and during den materials. earthworks. 05. Excavation of borrow pits Copies of agreements between UNRA, Resident Engi- Inspection Monthly Embedded in the and construction of access the Contractor and, landlords; neer BoQs for works roads and camp sites contracts. Overburden stockpiles in place; Approvals for use of cut to spoil materials 06. Management of cut to Record of areas where cut to Resident Engineer Inspections and docu- Quarterly In the BoQs for spoil in which, cut to spoil spoil will be disposed available; ment reviews the road project. is sometimes deposited in Approval of the RE for such a swamps, forests on used site in place. for reclaiming sites. Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 102

No. Environmental/Social Monitoring Indicators Agency/Entity Respon- Monitoring Activities Frequency of Moni- Unit Cost (USD) Issue sible for Monitoring to be undertaken toring

07. Social conflicts and crime Employment laws in place; Resident Engineer Document reviews Monthly To be embedded issues Workers accommodation in in the project place; BoQs for the Minutes of meetings with law works. enforcement agencies in place; and An HIV/AIDS service provider in place and offering services 08. Occupational Safety and PPES for workers in place; Resident Engineer Site inspections Regularly Costs are part of Health Agreements to send back the their roles in Lo- used materials to the providers in cal Governments. place; and Records of waste materials sent back to the suppliers in place. Clearly set out storage facilities in place. 10. State of worker’s camp Site Approval in place; Resident Engineer, Site inspections Regularly Will be part of the site Separate toilets in place; and DEOs, Municipal Public BoQs for the Clearly labelled and legible “NO Health UNRA works contract. SMOKING” signs displayed in strategic areas in the camp site 11. Tree planting Number of trees planted Forestry staff Inspection of trees Quarterly 10,000 USD planted 12. Waste management con- Waste management strategies in Resident Engineer and Document reviews Monthly Embedded in the cerns especially solid and place; SLRA contract for effluent in the camp site. Contractor’s ESMP with details works. on waste management articulated therein. 13. Occupational Safety and PPEs in place and a Contractor. Resident Engineer and Site inspection Monthly To be embedded Health concerns for the Municipal Environment in the BoQs for work force Officer/DEO works in the Con- Mbarara/Municipal Pub- tractor rates. lic Health Inspectors

14. HIV/AIDS Interventions An HIV/AIDS service provider Resident Engi- Records reviews Monthly 15,000 USD mainstreaming in place; neer/UNRA HIV/AIDS intervention programme in place Reports of HIV/AIDS sensitiza- Feasibility Study, Detailed Design and Supervision of the Reconstruction of Sections of the Northern Corridor Route, Mbarara By-Pass 103

No. Environmental/Social Monitoring Indicators Agency/Entity Respon- Monitoring Activities Frequency of Moni- Unit Cost (USD) Issue sible for Monitoring to be undertaken toring

tion in place

15. Gender Mainstreaming Gender service provider in place; Resident Engineer, Records reviews Monthly 15,000 USD Reports on Gender mainstream- UNRA, MGLSD ing in place 16. Road safety issues acci- Road safety service provider in Resident Engi- Document reviews Monthly 10,000USD dents during construction place; neer/Ministry of Works- of the road Road safety campaign schedule Road Safety Division, in place; Reports of meetings with traffic police on matters of traffic control available; Contractor traffic control plan in place 19. Loss of access routes to Records of access routes to be Resident Engineer Site inspections and Quarterly Costs are embed- properties and homesteads reinstated in place; document reviews ded in BoQs due to anticipated cuts No. of access roads reinstated. and fills activities during road works.

Total Monitoring Costs 75,000

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Major Costs related to environmental enhancement measures that require physical construction works have been estimated and included in the engineering designs and tender documents. The monitoring and capacity building costs are estimated and included in this report. Apart from the cost of relocation/compensation and the costs already included in the engineering cost estimate, the other costs of environmental mitigation measures and monitoring is estimated at USD 295,000 and this is estimate does not include the RAP costs.

These are summarized as follows:

No Environmental and cost mitigation areas Cost (USD) 01. HIV/AIDS campaigns 35,000 02. Road safety campaigns 30,000 03. Rwemitongore Central Forest Reserve com- 70,000 pensation 04. Tree planting 10,000 05. Gender mainstreaming and monitoring 45,000 06. ESMP Monitoring costs (involvement of line 75,000 agencies in monitoring etc) 07. Capacity Building for UNRA Environmental 20,000 Unit 08. Support to Road Committees 10,000 Total ESMP Operationalisation Costs 295,000

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9 Institutional and Capacity Building Arrangements

9.1 Institutional Requirements The institutional arrangements proposed for the successful mainstreaming of the environmental and social considerations will be as follows:

9.1.1 The Role of NEMA NEMA will be responsible for review and commenting on the ESIA reports. Once approved, NEMA will issue an Approval, including potential conditions of approval for the proposed construction Mbarara By Pass road. The Approval Conditions are then sent to UNRA and its implementation will be under the oversight of the Environmental Specialist and the Sociologist in UNRA’s Di- rectorate of Planning.

By mandate, NEMA has the responsibility to monitor, supervise and coordinate environmental and social compliance of development projects nationally. They do this through regular field visits to the sites and collaboration with the districts and urban entities responsible for environmental and natural resources management.

9.1.2 The Role of UNRA’s District and Regional Engineers The District Engineers and Regional Engineers will be responsible for ensuring that the environmental mitigation measures (ref: conditions of approval) identified in the project are taken up during implementation of the project.

9.1.3 The Role of the Design Engineer The Design Engineer has the obligation to ensure that the mitigation measures are included in the Bidding document; including the Bill of Quantities and that a specific budget is allocated for implementing the mitigation measures.

9.1.4 The Role of the Contractor Ultimately, the Contractor, in accordance with the Contract provision, will be accountable for the implementation of the mitigation measures and this will be

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monitored and supervised by UNRA Environmental Unit. As such, the Con- tractor should also prepare his own ESMP for each sub-project.

In the schedule of works, the Contractor must include all proposed mitigation measures, and the Supervising Engineers should also ensure that the schedules and monitoring plans are complied with. This will lend a sense of ownership to the Contractor. Diligence on the part of the Contractor and proper supervision during both the construction and defects liability period are crucial to the suc- cess of mitigating impacts.

The Contractor on their part will be responsible for planning, implementing and reporting on mitigation measures during the execution of the project works. The Contractor will also be required to apply standard quality assurance procedures in full compliance with the NEMA ESIA Approval Permit for this ESIA.

9.1.5 The Role of UNRA’s Environmental Unit UNRA Environmental Unit shall be responsible for oversight, implementation of mitigation measures and general compliance of the project with the National Environment Act 135 and related Regulations and Guidelines on environment. Furthermore, the UNRA Environmental Unit will assume the responsibilities of ensuring that, the project facilities all comply with environmental and social requirements as shall be detailed in the contract documents as well as with other guiding contractual provisions and documentations.

At the end of the construction, UNRA will release the Environmental Restora- tion License as evidence that all the mitigation measures have been fully implemented by the Contractor.

9.1.6 Role of the Road Committees The Road Committees are likely to be of help in the project mainly during project implementation and Maintenance/Operation Phase. They will be helpful in supporting UNRA on aspects of sensitizing communities on the ownership of the road infrastructure and associated road furniture which is prone to vandalism and identification of workers from the communities to be engaged in the maintenance regimes of the road.

To effectively be involved in the project and based on the length of the road, there are likely to be 8 road committees and will all require capacity building on their roles. During project implementation the Road Committees should be involved in monitoring and promotion of HIV/AIDS intervention measures on the road project.

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References 1 EC, Toolkit on mainstreaming Gender Equality in EC Development Cooperation 2 Feasibility Study, Detailed Design and Supervision of the Reconstruction of Northern Corridor Route- Mbarara By-Pass, Preliminary Social Impact Assessment Report, 2008 (Dec) 3 GoU, 1995, The National Environment Statute 4 GoU, the Constitution of the Republic of Uganda, 1995, 5 GoU, Road Act (1964), 6 GoU, the Public Health Act of 1964 7 GoU, The Historical and Monuments Act (1967). 8 GoU MoWT (1999). Sectoral and Environmental Policy & Management Assessment of the First Road Project. 9 GoU MoWT (2008). Environmental Impact Assessment Guidelines for Road Projects. 10 GoU MoWT (2008). Roads Sub-Sector HIV/AIDS Policy Statement. 11 GoU MoWT (2008). Roads Sub-Sector Gender Policy Statement. 12 GoU MoWT (2008). Roads Sub-Sector Policy Statement for People with Disabilities and Elderly Persons. 13 GoU MoWT (2008). Roads Sub-Sector Policy Statement for Occupational Health and Safety. 14 GoU MoWT (2008). Roads Sub-Sector Guidelines for Mainstreaming Issues of People with Disabilities and Elderly Persons. 15 GoU MoWT (2008). Roads Sub-Sector Guidelines for Mainstreaming Occupational Health and Safety. 16 GoU MoWT (2008) Guidelines for Mainstreaming HIV/AIDS in the Roads Sub- Sector. 17 GoU MoWT (2008). Roads Sub-Sector Guidelines for Mainstreaming Gender. 18 GoU MoWT (2005). General Specifications for Road and Bridge Works. 19 Kakiika Sub-County Approved three Year Development Plan, 2007/8 - 2009/2010 20 Mbarara District statistical Abstract, 2007 21 Mbarara District three year integrated district plan, 2008 22 Mbarara Municipality Approved three Year Development Plan, 2007/8 to 2009/2010 23 MFPED, 2002. The Second Uganda Participatory Poverty Assessment Process: Deep- ening the Understanding Poverty. 24 MFPED, 2003. Poverty Eradication Action Plan (PEAP) 2004/05-2007/08. 25 MFPED, 2003. Uganda Participatory Poverty Assessment Process: Policy and Advo- cacy Message. 26 MFPED, 2004. How to Prepare a Budget Framework Paper that Addresses Gender and Equity Issues: A User Manual.

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27 MFPED, 2005. Millennium Development Goals: Uganda Prospects of Achieving Them. 28 29 MGLSD and MFPED, 2003. Engendering Uganda’s Poverty Eradication Initiatives. 30 31 MGLSD, 2003. The Social Development Sector Strategic Investment Plan (SDIP) 2003–08. 32 33 MGLSD, July 2007, The Uganda National Gender Policy, Draft. 34 35 MGLSD, The Employment Act, (2006) 36 37 MGLSD, Employment Regulations (2006). 38 39 MGLSD, The Occupational Safety and Health Act of 2006 40 41 Moyini Y and Muramira E, IUCN, 2001. The Costs of Environmental Degradation and Loss to Uganda's Economy, with Particular Reference to Poverty Eradication. 42 MWHC, 2002. Updated Road Sector Development Programme (RSDP2). 43 MWHC, Ministry of Works, Housing and Communications, 2003. Draft Transport Sector Policy and Strategy. 44 45 MWHC, 2003. District Administrative and Operational Guidelines: Gender. 46 MWHC, 2003. District Administrative and Operational Guidelines: HIV/AIDS. 47 MoWHC ,General Specifications for Road and Bridge Works (2005) 48 MoWHC, 2003. Environmental Guidelines for District Engineers Vol.5 Manual B 49 MoWHC, 2003. National Transport Master Plan. Uganda 50 MoWHC, 2004, Environmental Impact Assessment Guidelines for Road Projects 51 MoWHC/ RAFU, 2001. Road Development Phase 3 – Resettlement / Land Acquisition Policy Framework. Uganda 52 MoLG, The Local Government Act, 1997: 53 54 MoLG, The Decentralization Policy, 1993 55 MoLG, Local Governments Act of 1997. 56 Moyini Y., 2002. ESIA Sectoral Guidelines for Wildlife Management in Uganda 57 MoWLE, The Land Act. Cap. 227, Laws of Uganda, 2000 58 NEMA, 2004. Revised Guidelines for Decentralized Natural Resource Management. 59 NEMA, National Environmental Management Authority, 2003. National State of the Environment Report (2002). 60 NEMA, 2002, Environmental Impact Assessment, Reference Manual 61 NEMA, 1997, Guidelines for Environment Impact Assessment in Uganda 62 NEMA, National Environment Act, Cap. 153. Uganda 63 NEMA, 1997. Environmental Impact Assessment Guidelines. Uganda 64 NEMA, National Environment Management Policy (NEMP) 1994 65 NEMA, 1998. Environmental Impact Assessment Regulations. Uganda 66 NEMA, 2001. A Guide to Environmental Impact Assessment Process in Uganda 67 NEMA. 2002. Reference Manual. Environmental Impact Assessment (ESIA). 68 NEMA, 2002. Environmental Impact Assessment Guidelines for the Energy Sector. Uganda

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69 NEMA, 2003. New Guidelines for Decentralised Environment and Natural Resources Management. Uganda 70 NEMA, 2003. The National Environment (Conduct and Certification of Environmental 71 UBOS, 2006. National Household Survey, 2004/5. 72 UBOS, April 2005. 2002 Uganda Population and Housing census. 73 UBOS, November 2003. Report on the Labour Force Survey from the Uganda National Household Survey, 2002/03. 74 UAC, National AIDS Policy (2006) 75 UNDP and MFPED, 2008. Millennium Development Goals Progress Report, Uganda. 76 UNDP, 2007. Human Development Report 2006, 77 Nyakayojo Sub-County Approved three Year Development Plan, 2007/8 t0 2009/2010

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Annex 1: Household Socio-Economic Survey Questionnaire

PART 1: Questionnaire Identification

Section 1.1 General Information 1.1.1 Questionnaire Number……………………………………………… 1.1.2 Interview start time …………...Interview finish time…………………. 1.1.3 Name of interviewer…………………………………………… 1.1.4 Name of the Study zone……………………………………….. 1.1.5 Name of the sub location Sub-county…………………………. Parish ……………………………. Village…………………………….. 1.1.6 Date of the survey………………………………

PART 2: Household Data

2.1 Name of Respondent……………………………………… 2.2 Sex of respondent:

01) Male 02) Female

2.3 Tribe………………………………..

2.4 Age of respondent (in years)……………………….. 01) 15 -25 02) 25 – 35 03) 35 – 45 04) 45 – 55 05) 55+

2.5 Status in the household of respondent:

01) Head 02) Spouse 03) Daughter 04) Son 05) Other (specify)

2.6 What is the gender of the household head 01) Male 02) Female

2.7 Age of the household head 01) 15 -25 02) 25 – 35 03) 35 – 45 04) 45 – 55 05) 55+

2.8 What is the total number of people in your household by gender?

Female Male Children Adults

2.9 Do you have vulnerable person(s) in this household? e.g. (tick the appropriate) 01) PWDs 02) Orphan 03) Elderly 04) School drop outs

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03) None

2.10 Marital status of the respondent: 01) Married 02) Single 03) Divorced 04) Widowed

PART 3: Education

3.1 What is the highest level of Formal education attained by the household head?

01) Primary 02) Secondary 03) Post secondary 04) Tertiary/university 05) None 06) Other (Specify)………………………..

3.2 How many persons in this household can read and write?

01) None 02) 1-2 03) 2-4 04) 4+

3.3 How many school going children are in this HH? 01) None 02) all 03) 1-2 04) 2- 4 05) 4+

3.4 Do you have any school age children out of school? 01) Yes 02) No (If no go to 3.6)

3.5 If yes how many are they? Boys………Girls………

3.6 Give the reason(s) why they are not going to school 01) No school fees 02) Don’t see the importance 03) Long distance from nearest school 04) Culture does not allow 05) Assist in domestic work 06) Other (specify)………………………….

3.7 How many primary schools are found in this area? 01) 0-2 02) 2-5 03) 5+

3.8 What is the distance to the nearest primary school?...... (Km)

01) less than 1 02) 1 -2 03) 2 -5 04) 5+

3.9 How many secondary schools are found in this area? 01) 0-2 02) 2-5 03) 5+

3.10 What is the distance to the nearest secondary school?

01) less than 1 02) 1 -2 03) 2 -5 04) 5+

PART 4: Household Livelihood and Income

4.1 What is the major source of income/livelihood in the HH?

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01) Salaried (professional services) 02) Casual labour 03) Remittance 04) Pensions or savings 05) Sale of farm products (farming) 06) Business (trade) 07) Transport Services provider (e.g. Boda boda) 08) Other (specify)………………..

4.2 Does any member in the HH run a business? 01) Yes 02) No

4.3 What is the type of business?

01) Formal business 02) Informal business 03) Other (specify)………………….

4.4 Give the gender of the owner of the business 01) Female 02) Male

PART 5: Employment

5.1 What is the main occupation of household head? (circle as appropriate) 01) Technical / professional / managerial 02) Casual labourer 03) Formal trader (with a shop) 04) Farmer 05) Informal trader (stall at the road side 06) Transport /boda boda 07) Civil servant 08) Other (Specify)……………………………………

5.2 During the last 6 months, have you been engaged in informal employment?

01) Yes 02) No

5.3 During the last season did the household employ any non-household labour on farm 01) Yes 02) No

PART 6: Ownership and Access to Land

6.1 Does the household own land 01) Yes 02) No (if no go to part 7) 6.2 If yes, what is type of land tenure system / ownership?

01) Mailo 02) Lease hold 03) Customary land 04) Squatter /tenant 05) Other (specify)……………………………………….

6.3 How many acres of land is owned by the household?

01) < 1 02) 1 -2 03) 2 – 5 04) 5+ 6.4 How much of the land is being cultivated? (Acres)

01) < 1 02) 1 -2 03) 2 – 5 04) 5+

6.5 Does the wife own and have access to household land 01) Yes 02) No

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PART 7: Ownership of other Assets

7.1 Which of the following assets does your household own? 01) Livestock 02) Motorcycle 03) TV 04) Car 05) Mobile phone 06) bicycle 07) Radio 08) foam mattress 09) Furniture 10) other (Specify)……………………..

7.2 Who owns the asset(s) mentioned above?

01) Shared (Husband and wife) 02) Husband 03) wife 04) Other (Specify)………………………….

PART 8: Food availability and Production

8.1 Have you experienced any food shortage in your house hold in the last two seasons? 01) Yes 02) No

8.2 Do you have storage instruments for your crops?

01) Yes 02) No

8.3 What precautions have you taken to ensure that there is enough food for your family throughout the year?

01) Food stored 02) Change in livestock mix 03) Change in crop mix

8.4 What are the main food crops grown in this area? 01) Bananas 02) Irish potatoes 03) Beans 04) Vegetables

05) Sweet potatoes 06) Millet 07) Sorghum 08) Other (Specify)…………………………

8.5 Have you received any agricultural extension services during the last two seasons? 01) Yes 02) No

8.6 Did the household use any of the following modern inputs during the last season? 01) Improved seeds 02) Fertilizers 03) Improved breeds of cattle 04) Tractor

8.7 Do you expect any increase in food prices and productivity with improved road? 01) Yes 02) No

PART 9: Agriculture Marketing Activities

9.1 What crops are grown for marketing?

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01) Beans 02) Vegetables 03) Irish potatoes 04) Sweet potatoes 5) Coffee 06) Commercial trees 07) Maize 08) Bananas 09) Fruits 10) Other (Specify)………………..

9.2 What is the total acreage grown per season?

Crop Acreage Bananas 1 -5 5 -10 10 - 15 15+ Beans 1 -5 5 -10 10 - 15 15+ Irish potatoes 1 -5 5 -10 10 - 15 15+ Vegetables 1 -5 5 -10 10 - 15 15+ Fruits 1 -5 5 -10 10 - 15 15+ Maize 1 -5 5 -10 10 - 15 15+ Trees 1 -5 5 -10 10 - 15 15+ Coffee 1 -5 5 -10 10 - 15 15+ Sweet potatoes 1 -5 5 -10 10 - 15 15+ Other (spec- 1 -5 5 -10 10 - 15 15+ ify)……………………..

9.3 What is the average amount sold per year?

Crop Quantity Bananas (Bunches) 1 -5 5 -10 10 - 15 15+ Beans (Kg) 1 -5 5 -10 10 - 15 15+ Irish potatoes(Sacks) 1 -5 5 -10 10 - 15 15+ Vegetables (Sacks) 1 -5 5 -10 10 - 15 15+ Coffee (Kg) 1 -5 5 -10 10 - 15 15+ Sweet potatoes (Sacks) 1 -5 5 -10 10 - 15 15+ Fruits (Sacks) 1 -5 5 -10 10 - 15 15+ Maize (Sacks) 1 -5 5 -10 10 - 15 15+ Trees (Poles) 1 -5 5 -10 10 - 15 15+ Other (specify)……………………. 1 -5 5 -10 10 - 15 15+

9.4 How much do you earn per year from these crops?

01) Less than 100,000 02) 100,000 – 500,000 03) 500,000 – 1,000,000 04) 1,000,000 – 2,000,000 05) 2,000,000 and above 9.5 What is the distance to the market where you sell your products? State in Km 01) less than 1 02) 1 – 4 03) 4 -7 04) 7+

9.6 How to you transport your products to the market/collection centre 01) Truck 02) Motorcycle 03) Bicycle 04) Animal cart 05) Head loading

9.7 Who transports these products regularly to the market? 01) Male adult 02) Female adult 03) Male child 04) Female child

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PART 10: Livestock and Transport

10.1 Do you have some livestock in household? 01) Yes 02) No (if no go straight to part 11)

10.2 What type of livestock is owned by the household? 01) Cattle 02) Goat 03) Sheep 04) Pig 05) Chicken 06) other (specify)……………………..…………..

10.3 What is the total number owned by the household? 01) 1-10 02) 10-20 03) 20-30 04) 30+ 10.4 Which products and quantity do you market and what is the unit price?

Livestock type Products marketed Quantity Unit price marketed 01)Milk 02)Skin and hides Cattle 03)Meat 04) Other (specify… ……………. 01)Milk 02)Skin and hides Goat 03)Meat 04) Other (specify….. ……………. Chicken Eggs

01) Mutton Sheep 02) Wool 03) Other (specify)……………….. Pig 01) Pork 02) Other (specify)……………….. Other (specify) …………

10.5 How do you transport the livestock to the market, who transports it and what is the distance?

Livestock type Mode of transport Distance to markets Who transports used (see key under 1= 0 - 5 regularly the table) 2= 5 – 10 1= Female adult 3= 10+ 2= Male Child 3= Male adult 4= Female child Cattle Sheep Pig Chicken Goat Other (specify)….

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1) Truck 2) Motorcycle 3) Bicycle 4) Animal cart 5) Head loading

PART 11: Transport of Farm Inputs

Type of farm input Quantity Means of Unit Distance to Who trans- transported transport price markets ports regularly per year used (see key 1= 0 - 5 under the 2= 5 – 10 1= Adult table) 3= 10+ 2= Child Fertilizers (Kg) Manure (Kg) Fodder (bundle) Water (Litre)

1) Truck 2) Motorcycle 3) Bicycle 4) Animal cart 5) Head loading

PART 12: Ownership and use of Means of Transport 12.1 What means of transport do you own and its use? Means of Used for Transport Transport of Family Business Other farm produce transport (Transport) Motor vehicle Motorcycle Bicycle Animal cart Wheel barrow Hand cart

12.2 Who uses the means of transport?

Means of Trans- Used by port Male adult Female adult Male child Female child Motor vehicle Motorcycle Bicycle Animal cart Wheel barrow Hand cart

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12.3 How do you rank the following means of transport in regard to household farming activities? Means of Transport Very useful Useful Less useful Not useful Motor vehicle Motorcycle Bicycle Animal chat Wheel barrow Hand cart

12.4 If household does not own any means of transport, what is the reason?

1) Too expensive 2) Have no need for means of transport 3) Easier to hire when need arises 4) Other (specify)………………………………..

PART 13: Health Services

13.1 Is there any health facility in this sub-county?

01) Yes 02) No

13.2 If yes, which grade is it?

01) District hospital 02) Health centre 4 03) Health centre 3 04) Health centre 2

13.3 What is the distance (specify km or travel time) from household to the nearest social facility?

Social facility Distance (Km) Shopping Centre 1 -5 5 -10 10 - 15 15+ Market 1 -5 5 -10 10 - 15 15+ Administrative centre 1 -5 5 -10 10 - 15 15+ Maternity centre 1 -5 5 -10 10 - 15 15+ Family Planning service cen- 1 -5 5 -10 10 - 15 15+ tre

13.4 Have you received any immunization services in the last six months? 01) Yes 02) No

13.5 Have you completed your immunization vaccines? 01) Yes 02) No

13.6 Are you visited by a community health worker? 01) Yes 02) No

13.7 How often do they visit the community? 01) Once a month 02) Twice a month 03) Once in 3 months 04) Twice a year 05) Never

13.8 Do you access antenatal care services in your sub county?

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1) Yes 2) No

13.9 Where do women in your parish go for delivery?

1) Remain at home 2) Visit a recognized traditional birth attendant 3) Health centre 2 4) Health centre 3 5) Health centre 4 6) Visit referral hospital 7) Others…………………………

13.10 Have you heard of HIV/AIDS? 01) Yes 02) No (if no go to 13.4)

13.11 If yes, what is the main source of information? 01) Radio/TV 02) Newspapers/magazines 03) Other people 04) Public gatherings (markets, schools, church etc.) 05) Clinic/local boards 06) Self-help clubs 07) None 08) other (specify)……………………..

13.12 What information have you heard about HIV/AIDS? 01) It kills 02) Incurable 03) Contracted through sex and blood transfusion 04) Does not discriminate 05) Other (specify)…………………………….

13.13 According to you what are some of the STDs common in your area? 1) Syplis 2) Gonorrhoea 3) HIV/AIDS 4) Others (specify)……………………

13.14 According to you, what are the major causes of HIV/AIDS in your sub county? 1) Irresponsible sexual behaviour 2) Blood transfusion 3) Sharing of sharp instruments such as syringes, razorblades etc 4) Mother to child transfusion 5) Others 6) Don’t know.

13.15 Do you have any member(s) of your household with chronic diseases? 01) Yes 02) No

PART 14: Water Services

14.1 Please state all main sources from which your household collects water for domestic use?

01) Gravity/ Communal tap 02) Borehole 03) Protected spring 04) Valley dam 05) Unprotected spring 06) Shallow well 07) others

14.2 What is the distance to the nearest source of safe drinking water? Source type……….km……….

01) Less than 1 02) 1- 2 03) 3 – 5 04) 5+

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14.3 Who collects the water? 01) Male adult 02) Female adult 03) Male child 04) Female child

14.4 How many trips are made per day? 01) 1 – 3 02) 3 – 5 03) 5+

14.5 How do you make water safe for drinking? 01) Boiling 2) Water guard 3) Filtering 4) Chlorine

PART 15: Source Of Energy

15.1 What is the main source of energy for lighting?

01) Firewood 02) Paraffin 03) Solar 04) Electricity

b) What is the main source of energy for cooking?

01) Firewood 02) Paraffin 03) firewood 04) Electricity

15.2 What is the distance to this source of fuelwood? 01) Less than 1 02) 1- 2 03) 3 – 5 04) 5+

15.3 Who collects the fuelwood? 01) Male adult 02) Female adult 03) Male child 04) Female child

14.4 How many trips are made to collect fuel wood per week? 01) 1 – 3 02) 3 – 5 03) 5+

PART 16: Road Conditions And Transport Requirements 16.1 How far is the nearest motorable road from your homestead in Km?

01) Less than 1 02) 1 - 3 03)3 - 5 04) 5+

16.2 Have road accidents affected any of your household member(s)? 1) Yes 02) No

16.3 In your opinion have the transport services improved/worsened in the last 3-5 years

01) Worsened b02 Improved 03) Same 04) don’t know

16.4 What do you consider to be the most positive impact/benefits that this project (Mbarara bypass) will bring to your household?

01) Employment opportunity 02) Improve access to social services 03) Increase agricultural productivity 04) Improve transport services 05) Other (specify)…………………………..

16.5 What do you consider to be the negative impact that the improved road will bring about to your household?

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01) Accidents 02) Increase spread of diseases 03) Displacement of some people 04) Robbery 05) Destruction of some natural resources/environment 06) Other (specify)……………………………………………………………………

16.6 What is your opinion regarding opportunities for promoting positive socio-economic development along the road corridor?

01) Social Development fund 02) Construction of public markets 03) Promote local community tourism 04) Promoting and showcasing local culture and products 05) Provision of improved social services

PART 17: Leadership

17.1 Are you a member of any committee? (LCs, Church e.t.c) 01) Yes 02) No

17.2 Have you and your family been assisted by any support programmes? 01) Yes 02) No

17.3 If yes, give names of the organization and type of assistance currently given. Organization Type of support 01)……………… 01)…………………… 02)……………… 02)……………………. 03)……………… 03)……………………..

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Annex 2: Parishes and Cell that Make up Kakiika Sub-County

Parish Cells

KAKIIKA PARISH 1. Butagatsi Cell 2. Makenke Cell 3. Nyakabungo Cell 4. Nyakiziba Cell 5. Rwenbuyenje Cell 6. Kacence Cell NYARUBANGA PARISH 1. Nyarubanga Cell 2. Kafunjo Cell 3. Stock Farm Cell KAKOMA PARISH 1. Kakoma Cell 2. Kyarwabuganda Cell 3. Katebe Cell 4. Kempungu Cell

RWAMIGINA PARISH 1. Rwemigina Central Cell 2. Kabingo Cell 3. Rwebihuru Cell 4. Buremba 11 Cell 5. Buremba 1 Cell 6. Kenkombe Cell

BANUTSYA PARISH BANUTSYA PARISH 1. Akashengye Cell 2. Kagorogoro Cell 3. Rukiri Cell 4. Keitambwa Cell 5. Bunutangire Cell 6. Kyahi Cell

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Annex 3: Agricultural and other Economic Activities in Kakiika

Major Crop production Crops No. Households Beans 920 Matooke ( Bananas) 850 Millet 200 Maize 180 Coffee 80 Major Livestock Production Cattle 150 Goats 250 Sheep 16 Trade and Industries Trading Centres 8 Licensed trading activities 386 No. of Markets 2: Kabagarame & Koronorya

Carpentry workshops 4 Metal workshop 1 Bakeries 3 Crafts Workshops 1 Milk Collecting Centres 3 Grain milling Machine 2 Coca-Cola Industry 1 NAADS Coordinator, Kakiika Sub-County

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Annex 5: Quality and Access to Social Services in Kakiika Sub-County

Demography Total population :14767 Female: 8383 Male: 6384 Population Growth Rate:180 Person (sq km) Death Rate: 0.5% Birth Rate: 5.5%

ROADS Network • Bitumen:27km • Gravel: 6km • Community Access:23km

Health Status • 1(one) health and vaccination centre- Bunutsya HC2 • Average distance to health centre: 3km • Latrine coverage is 55% in the Sub-county • while mortality rate it is _222%, infant mortality rate is -0.5%

Water Coverage • 22 Bore holes • 3 shallow wells • 3 Unit Protected Spring • 3 Institution rain water tanks i.e. Kyahi Primary School, Rwebishuri Primary School and Katebe Pri- mary School. • 3 water dams (Kakoma) • 50 household water tanks (roof harvested)

Education: • 5 Primary schools (government aided) • 2 private schools • 1 secondary schools • 1 technical schools • Total enrolment for girls:1176 • Total enrolment for boys: 1068 • Teacher to pupil ration :1.48 • Dropout rate for boys: 30% • Drop out for girls: 46.6% • Literacy Rate: 54%

Source: Kakiika Development Plan, 2008

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Annex 6: Details of community Meetings including dates, venue and number of participants in 6 parishes

Data Meeting Venue Number of Women Men Partici- pants 4.1.09 Mbarara Municipality Office of the Mayor- 10 2 8 political leaders and Mbarara Municipality Technical staff 5.2.09 Kakiika Sub-county Sub-county head Of- 14 6 8 political leaders and fices- Kakiika technical Staff 5.2.09 Nyakayojo Sub- Sub-county head Of- 4 1 3 county Political and fices- Nyakayojo Technical Staff 10.2.09 Community and Kagando Trading Centre 24 9 15 stakeholders meetings- Kagando B cell 10.2.09 Community and Bwenkoma TC 37 15 22 Stakeholders ’ meeting- Kagando A Cell 10.2.09 Community and Nyakanoni 34 18 16 Stakeholders meeting- Nyakanoni B cell 10. 2.09 Household interviews Nyakanoni A & B 75 50 25 11.2.09 Local Council Execu- Kafunyo PS 33 12 21 tive and opinion leaders of Nyarubanga Parishes 11.2.09 Local Council Execu- Butagatsi Trading Centre 84 33 51 tive and Opinion leaders of Butagatsi, Nya- kabungo and Kacence cells 11.2.09 Uganda Prisons Ser- Kakiika Prisons 2 0 2 vices, Mbarara Prisons 11.2.09 Households Interviews Kagando A 63 39 24 12.2.09 Community and Ishanyu Paradise 30 18 22 Stakeholders meeting for Ishanyu Trading Centre 12.2.09 Management of Cen- Supply Chain Manager 1 1 tury Bottling Limited- office- Makenke Coco-cola Plant 12.2.09 LC Executive and Kyarwabuganda 35 15 20 Opinion leaders of Kakoma Parish 12.2.09 Household Interviews Rukindo 62 35 27 13.3.09 Meeting with Kya- Kyamugorani- Kacence 4 2 2 mugorani Church of Uganda and Primary School 13.3.09 Zonal Agricultural Stock Farm 1 1

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Data Meeting Venue Number of Women Men Partici- pants Research and Devel- opment Institute 13.3.09 Representative of Kagando 30 29 1 Special groups 13.3.09 Household interviews Kacence 103 74 29 14.3.09 Local council execu- Rukindo mosque 9 9 tive and religious leaders of Rukindo Cell 14.3.09 Household interviews Kafunyo 65 33 32 16.3.09 Household interviews Kyarwabuganda 64 37 27 17.3.09 NAADs Sub-county Kakiika SC H/Q 1 1 Coordinator- Kakiika 17.2.09 Kakiika Women coun- Kakiika SC H/Q 26 26 cillor and special group representative 18.2.09 NAADs Sub-county Nyakayojo SC H/Q 1 1 Coordinator- Nya- kayojo 18.2.09 Resident of Lubiri Lubiri Cell 51 19 32 Trading Centre, Lubiri Cell- Total 863 474 399

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Annex 7: Number and names of landowners likely to be affected in Kakiika

Kagando A Paskale Katambe, Katembeya, Birungi, Wavamuno Ahim Ndaula, Charles Ndebwa, Haji Abdu Nsubuga Muyunga Family, Hajati Sauda, Katirwa and the Institute of the elderly

Kagando B Private plantation for Imelda, Agne, Matia Kafeero Rwegumisa, Imelda Kashaijja, Mrs samu

Kafunyo cell _ Nyarubanga Mankini, Kyomugurani Prisons, Bamugahare, Kineob- wisho, Kyamwiru John, Bagampagire, Katanywa Rugimbirwa, Kubwa, Karokoro, Karyahure, Mpaka Kanyabwami, farm, Captain Bashaija

Kakiika Cell Nyanabungo, Tumwine Wilson, Mugisha Ishanga, Francis Kyepaka, Lt. Canon. Mukoozi, Patrick Rubaihayo, Tobi Tamwesigire, Mwebeza, Late Ntumbuya Late Bampaka, Bishop Bamunoba, Ephraim Kamuntu Kagangire, Prof. Kagame

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Annex 8: Additional Persons Contacted

Name Designation Remarks

Eng. C. Munyambanza Maintenance/Station Engi- The By-pass will help to reduce congestion in the neer, Mbarara town centre by diverting traffic a way.

Mwebaza Naboth Senior Water Analyst, Na- Avail details of bridge works to NWSC Ruharo, tional Water and Sewerage water management measures to be instituted as well Corporation, Ruharo Water as estimated duration of the bridge works and this Works will guide the Water Works on the cost implications of project on the operations of the Water Works. The Developer should then pay compensation for impacts of project on the water works.

Ms. Mariam Kiconco Municipal Physical Planner The road should take into account, the area of the church at Kyamugorani areas. That area has schools and the 132 kv power line is close by so all these should be taken into consideration in the design of the project. There should fair and adequate compensation for the land and

Mr. Levi Etwodu Plantation Manager, NFA The ecological assessment for the NFA Plantation Mbarara area should look into the value of the forest in total- ity than only the land issues. The costs of forest area uptake should be well captured and studied and the costs should not only be based on land area but should include lost carbon sequestration as well and should be comprehensive.

Ms. Harriet Kabasindi NFA Plantation Supervisor The cost of forest area to be taken up should be compensated.

Mr. Baryaijja Sebastian Supervisor of Works, The By-pass is welcome but compensate the proper- UNRA-Mbarara Station ties and land to be taken up by the project.

Mr. Herbert Tumwebaze Mbarara Municipal Envi- The report should clearly provide feasible mitiga- ronment Officer tion measures for adverse impacts and with a feasible cost for the ESMP.

Mr. Patrick Arinaitwe Mbarara Wetlands Officer The biggest issue is the land uptake and associated issues of the project in the areas of Rwemitongore Forest Reserve need to be well capture .

Annex 9: COWI Action on Key NEMA Comments on the EIS for ESIA for the project No. NEMA Comments Action by COWI 01. Inconsistency in the dates for the submission of the The dates have been accordingly updated to ESIS May, 2010 on all the top/cover pages 02. Consultancy Team to sign in original formats than Accordingly signed in original formats scanned signatures 03. Clarifications on the nature/type of the document Our understanding is, the ESIS Reports are part being submitted is it a feasibility report or ESIS of the overall Feasibility Study Reports for the Road Projects and UNRA has been submitting them in that format. Possible guidance from NEMA could guide on acceptable formats for the titles of the ESIS Reports. 04. Status of COWI vs KV3 Engineers in the assignment For this assignment, the two Firms formed a and the consultants who undertook the assignment. consortium with the manpower as working as Are they from COWI or KV3? team for feasibility and the ESIA. 05. Narrative on Assessment of the Environmental Im- Section 2.0-2.6 pages 8-12 outlines the Alterna- pacts. The ESIS lacks a comprehensive narrative on: tive/Routings that were considered in choosing Environmental impacts of the proposed project the preferred or current routing. This was at components (in short-term, medium-term, and long early stages of project/route identification. term impacts, and the mitigation measures for each category); level of severity of each of the impacts Pages 62-72 outlines a synopsis on the impact identified (negligible, low, medium, high, reversi- analysis. ble, irreversible etc); analysis of alternatives to the proposed routing; pollution aspects (of air, land wa- Tables 7.3-7.5 has mitigation and monitoring ter etc); waste management (solid waste, sanitary plans for both waste); and a comprehensive mitigation plan and monitoring plan outlining the various environmental aspects of the project, and parties to be involved. 06. Bio-physical as well as social issues.

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Annex10: Water Quality Results for Ruharo Water Works

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Annex 11 (a): The Role of the Contractor’s Environmentalist The Contractor’s Environmentalist will carry out the following roles;

• Be responsible for ensuring that all interventions to address environmental and social issues during project implementation are operationalised;

• Play an interphase role between the project and the stakeholders on matters of project compliance. These will include liason with NEMA, the Districts and NGOs amongst others;

• Ensure preparation of monthly Environmental Reports as part of monthly progress of the project;

• Participate in monthly site meetings and ensure environmental and social issues in the project get due attention;

• Oversee compliance of works of the project by sub-contractors;

• At the end of the project prepared a Final Environmental Mitigation Report detailing contractors satisfactory implementation of the ESMP and other environmental compliance requirements undertaken during project implementation;

• Oversee the implementation of the HIV/AIDS Program in the project.

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Annex 11 (b): The Role of the Contractor’s Safety Officer The Contractor’s Safety Officer will carry out the following roles;

• Be responsible for all safety aspects of the road project;

• Prepare safety records on the project including accidents;

• Facilitate safety campaigns and trainings for the site staff including fire drills and first aid;

• Ensure preparation of monthly Safety reports as part of the progress of the project;

• Participate in monthly site meetings and ensure safety issues in the project get due attention; and

• Oversee Occupational, Health and Safety complaince during project implementation.

Annex 11 (c): Duties (ToR) of Supervising Consultant’s Environmentalist

Work with UNRA’s Safeguards Unit in supervising and guiding road construction contractor. Undertake scheduled site supervision of state of environmental compliance as documented or executed by the Contractor’s Environmentalist. Work closely with Station Engineers to establish and sensitize Road Committees. Any other specific duties as prescribed in Terms of Reference developed for the Supervising Consultant by UNRA.