Ukf E- 265 fuz VOL. 1

THE REPUBLIC OF MINISTRY OF WORKS,HOUSING AND COMMUNICATIONS Public Disclosure Authorized ROAD SECTOR INSTITUTIONAL SUPPORT TECHNICAL ASSISTANCE PROJECT (RSISTAP) Public Disclosure Authorized

REVIEWAND UPDATE OF THE FEASIBIUTYSTUDY AND DETAILEDENGINEERING DESIGN OF BUSUNJU-- ROAD Public Disclosure Authorized

Public Disclosure Authorized ENVIRONMENTALIMPACT ASSESSMENT

Vol.. 6 FEASIBILITYSTUDY FINALREPORT BUSUNJU-KIBOGA-HOILMAROAD UPGRADINGPROJECT

TABLE OF CONTENTS

PAGE

1.0 BACKGROUNDINFORMATION 1

1.1 INTRODUCTION 1 1.2 JUSTIFICATION FOR THE EIA STUDY I 1.3 PURPOSE AND SCOPE OF THIS ASSESSMENT 1 1.4 METHODOLOGY 2

2.0 ENVIRONMENTAL POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK 3

2.1 HISTORICALPERSPECTIVE 3 2.2 CURRENT ENVIRONMENTAL MANAGEMENT PRACTICES 4 2.3 RESPONSIBILITIES AND PRACTICAL PROBLEMS IN ENVIRONMENT MANAGEMENT 4 2.4 SUMMARY OF RELEVANT LEGISLATION AND GUIDELINES 5 2.5 WORLD BANK REQUIREMENTS 6

3.0 PROJECT DESCRIPTION 8

3.1 THE PROJECT ROAD 8 3.2 DETAILS OF ROAD WORKS . 8

4.0 CURRENT STATE OF THE ENVIRONMENT IN THE PROJECT AREA - 9

4.1 INTRODUCTION 9 4.2 TOPOGRAPHY, GEOLOGY AND SOILS 9 4.3 CLIMATE AND DRAINAGE 9 4.4 LAND USE AND LAND COVER 9 4.5 DEMOGRAPHIC CHARACTERISTICS 9 4.5.1 Settlement and housing 10 4.5.2 Energy 10 4.5.3 Transport and communication 11 4.5.4 Health 11 4.5.5 Education and literacy I 1 4.5.6 Local Economy 12

5.0 EVALUATION OF POTENTIAL ENVIRONMENTAL IMPACTS INCLUDING RESETTLEMENT ISSUES

ENVIRONMENTAL IMPACT kSSESSMENT r USU3XB~AHO~ ROAD UGRADING PROJEC

PAGE

5.1 INTRODUCTION 13 5.2 PHYSICAL ENVIRONMENT 13 5.3 BIOLOGICAL ENVIRONMENT 15 5.4 SOCIO-ECONOMICAND CULTURAL ENVIRONMENT 16 5.5 OTHER COMMUNITY EFFECTS 18 5.6 RESETTLEMENT IMPACT ASSESSMENT 20 5.7 A SUMMARY OF POSITIVE IMPACTS ASSOCIATED WITH UPGRADING BKH ROAD 20

6.0 PROPOSEDMITIGATION MEASURES 23

6.1 INTRODUCTION 23 6.2 CONSTRUCTION PHASE 23 6.3 OPERATIONAL PHASE 23 6.4 MITIGATION PLAN FOR THE CONSTRUCTION PHASE IMPACTS 24 6.5 MITIGATION PLAN FOR OPERATION PHASE IM- PACTS 25

7.0 ANALYSISOF ALTERNATIVES 26

7.1 INTRODUCTION 26 7.2 ALTERNATIVES 26 7.2.1 The "no action" alternative 26 7.2.2 Route alternative 26

7.3 CHOICE OF CONSTRUCTION TECHNICS 26 7.4 OPERATION AND MAINTENANCE 27

8.0 IMPLEMENTATIONOF MITIGATION MEASURES AND COSTS 28

8.1 INTRODUCTION 28 8.2 MONITORING TEAM COMPOSITION 28 8.3 SCOPE OF WORK 29 8.4 COST OF MITIGATION AND MONITORING 29 8.4.1 Major areas of expenditure 29 8.4.2 Land take and loss of crops and other property 29 8.4.3 Road safety education and awareness 29 8.4.4 Compensatory tree planting 30 8.4.5 Other costs 30 8.4.6 Monitoring Costs 30 8.4.7 Summary of Costs 31

rtlsJ(fl'4fVNT \I T\TP s T v CF"9SMFNT BUSUNJU-KIBOGA-HOIMA ROAD UPGRADING PROJECT

1.0 BACKGROUND INFORMATION

1.1 INTRODUCTION

Plans are underway to upgrade the existingBusunju - Kiboga - Hoima (BKH) road from its current status to that of bitumen standard by the Ministryof Works Housing and Communication(MoWHC). Accordingto the Engineering plans, the proposed improvementsto this road will closely follow the existingalignment with only a few cases where the new road course may be some metres away from the old one to maintain the required horizontal and vertical aligrunent. Integral to this proposed project is environmental impact assessment (EIA) through which beneficial and detrimental environmental consequences arising from the upgraded road are identified. This identification is done with the main aim of recommending appropriate actions for mitigation of any adverse impacts on the physical biological and human environment. The main oojective of this EIA, therefore, is to bring into focus both the possible negative and positiveimpacts on the environment at an early stage in the planning process of the proposed project.

1.2 JUSTIFICATION FOR THE EIA STUDY

EIA has become generally accepted world-wide as an essential procedure in initiating development projects and implementationof policies. In recognition of this, the National Environment Statute (NES), 1995 gives a list of alvprojects which require EIA before they are implemented. Listed under transportation in the Third Schedule of this statute, all major roads and all roads in scenic, wooded or mountainousareas are subject to EIA. BKH is a major road passing through three districts and connecting Uganda to the Democratic Republic of Zaire. It also traverses a vast stretch of woodland,crosses a number of rivers and wetlands. It is, therefore, imperative that an EIA is conducted on BKH road in consideration of the proposed improvements by MoWHC.

1.3 PURPOSE AND SCOPE OF THIS ASSESSMENT

This study is intended to present an assessmentof the reasonably foreseeable effects on the environment of upgrading BKH road. Its function is to provide an opportunity at this stage, to integrate environmentallysound practices into initial project design. This is because all projects to improve roads can have effects on the environment and respective communities.The National Environment Management Authority (NEMA) which is the principle national agency for co-ordinating monitoring and supervising all activities in the field of environmnentonly provides general guidelines on EIA level because the EIA process is still a new concept in Uganda. For this reason, the EIA study team will work closely with MoWlHC and/or other organisations delegated by the ministry to develop and agree on thc details of assessment for BKH road.

ENVIRONMENTAL IMPACT ASSESSMENT BUSUNJU-KIBOGA-HOIMA ROAD UPGRADING PROJECr

1.4 METHODOLOGY

Generally,a number of methods will be applied either singly or in combinationin order to adequately address all issues in the scope of this study. In summary,these methods include:

* review of a number of existing appropriate literature on BKH road projects, MoWHCpolicies and environmentalmanagement;

* expert consultations through which relevant persons in MoWHC, USAID, NEMA and others will be contacted to solicit their views and comments on BKH road project and the environment,and

* field visits to conduct on-the-spot assessment, discussions with local communitiesand district officials with the ultirnate aim of including all views and informationin the whole EIA exercise.

ENVIRONMENTAL IMPACT ASSESSMENT KIBOGA-HOIMA ROAD UPGRADING PROJECT

2.0 ENVIRONMENTAL POLICY. LEGAL AND ADMINISTRATIVE FRAMEWORK

2.1 HISTORICAL PERSPECTIVE

Due to political upheavals that characterised the post independence period until 1986, no new policy or legislative instruments were put in place to promote sustainable development in Uganda. Specifically, environmental management issues had been relegated to the background on the pretext that Uganda is well endowed with abundant natural resources. For example, it was not until 1987 that a ministry in charge of environmentprotection was established. From then, a number of developmentshave taken place in the bid by the Governrmentof Uganda (GoU)to use and manage environmentalresources on a sustainablebasis.

One such development has been the National Environment Action Plan (NEAP) which was embarked upon in 1990 with assistance from United States Agency for InternationalDevelopment (USAID). NEAP was given the mandate to recommend policy and legislative actions, institutional strengthening guidelines and potential investments with the main objective of putting in place a sustainable national development strategy. For instance, with NEAP's guidance the then Ministry of Natural Resources (MNR) formulated a National Environment Management Policy. Strategies of this policy are intended to provide and assist decision makers and resource users in determiining priorities in the national context and also at the sectoral, private sector and individual levels. One of the strategies to assist in implementing this policy was the establishment of NEMA. NEMA is now the principal national agency to supervise and co-ordinate the management of the environmentin Uganda. This was achieved throughNES of 1995.

The post-1986 era in Uganda has been associated with more development programs and an average economic growth rate of over 6% per year. This trend necessitated directing national development efforts to ensure that plans aimed at improving the standard and quality of life take due considerationof environmentalconcerns. First. it was the Ministry of Environrnent Protection in 1987, then the Directorate ot Environment Protection in 1993 and now, it is NEMA in charge. NEMA is under the general supervisionof the Minister of Lands, Water and Environment (until May 1998 it was the Ministry of Natural Resources) who is also a member of the committee which provides and co-ordinates environmental policy guidelines. NEMA is headed by an Executive Director who is also an ex-officiomember of the board that oversees the implementationand successful operations of the policy and functions of the Authority.

NEMA is made up of four divisions one of which is the Information and Monitonng Division (IMD) whose primary purpose is to ensure adequate surveillance and control of the environment and any related areas of interest to it. Part of IvMD's mandate is to see that environmental regulations such as EIA are complied v, ith. environmentalstandards are set; and an environmentalmonitoring system is put in place.

ENVIRONMENTAL IMPACT ASSESSMENT 13USUNJU-KlBOGA-HOlMA ROAD UPGRADINGPROJECT

2.2 CURRENT ENVIRONMENTAL MANAGEMENT PRACTICES

At the national level, NEMA works with lead agencies. According to NES, a lead agency is "any ministry, department, parastatal agency, local government systemor public officer in which or whom any law vests function of control or managementof any segment of the environment." In each sectoral agency, there is supposed to be an environment desk known as an Environrnent Liaison Unit (ELU) to act as a contact point for NEMA. As with the districts, day-to-day activities of running ELUs are not the responsibilityof NEMA but respectivelead agencies.

In line with the national programme on decentralisation, NES provides for the transfer of environmental management responsibilities to districts, municipalities and rural communities at the grass roots. Based on the guidelines that had been provided during the NEAP process, NES gives a framework in which to manage the env!ronment at districts and lower levels so as to be in line with the overall decentralisationprocess which is one of the current priority governmentpolicies.

In summary, this was done to create an environrmentalmanagement system that integrates and fortifies links among all levels in the districts, public sector and NGOs. Environment related activities in districts are facilitated by District Environment Officers (DEOs) who are direct employees of respective districts. Among other duties, DEOs are supposed to liaise with NEMA on all matters relating to the environmentin their areas of jurisdiction.

2.3 RESPONSIBILITIES AND PRACTICAL PROBLEMS IN ENVIRONMENT MANAGEMENT

According to the Environment Statute, NEMA in consultation with lead agencies is responsible for establishment of quality standards for air, water. effluent, noxious smells, soil, noise and any other standardsdeemed necessary. However, due to the short time NEMA has existed, most of these are still in draft form including soil standards which have just been released.

The whole NEMA establishmentis in place but still has a lot to accomplishbecause environmental management and planning in Uganda is relatively a nev, phenomenon. The EnvironmentPolicy, Statute and managementauthority (NEMA) are all new and so is the decentralisationprocess. NEMA is expected to impro'.e environment management practices in the country without taking over the duties ot lead agencies.

Initially, some practical problems emerged in the institutionaland legal framework For instance, the Ministry of Local Government had to amend the Local Government Statute of 1993 in order to accommodate DEOs who were originally not direct employees of districts. They were, however, provided for by NI.s although NEMA does not have the mandate and means to deploy permanent stal anywhere outside its headquarters. On the other hand, MNR which is Ehc parent ministry of NEMA does not have any structure to take on >,, h responsibilities because all environmental issues are supposed to be handled

ENVIRONMENTAL IMIPACT ASSESSMENT BUSUNJU-IBOGA-HOIMA ROAD UPGRADING PROJECT

NEMA. Recent pronouncements by the Prime Minister which reflect the governmentposition on the same issue have eased the tasks.

Some districts up to today do not have DEOs and by the time of this study, Kiboga and Mubende Districts did not have a substantive DEOs either, although plans are underwayto recruit them. This means that all other structuresestablished to manage use of the environment at various local levels are also missing. , however, has one but is not well facilitated to carry out all their expectedduties.

ELUs in sectoral agencies are faced with operations-related constraints such as financial and logistics. For example there are no details at the sectoral level with regard to EIA procedures in most institutions with exceptionof the MoWHC which has began the process. However, the details are not yet out and MoWHC is of the view that these details will be available for use mid next year.

2.4 SUMMARY OF RELEVANT LEGISLATION AND GUIDELINES

In order to ensure that the post-1986 environmental organisation and policies succeed in Uganda, a number of legislative instruments and guidelines are being implemented. An outline of relevant ones to this study and/or project is given below.

(i) The 1995 Constitution

Among other things addressed by the new Constitution, land related issues were given high priority. Article 237 vests all the land in the country to the people, while Article 26 prohibits forceful seizure of individual property including land by any authority public or private without adequate compensation. This has instilled a sense of security of tenure in most Ugandans especially those who have been squatting on public or other lands Because what is stated in these Articles cannot be described as "land reform actions," a Land Bill was provided for by the same Constitution in '.hich issues pertaining to land tenure and land use would be dealt with in detail X Land Act, 1998 is now in place and provides for all issues related to land in Uganda

One of the national objectives and directive principles of state policy ,s promote sustainable development for the present and future generations ' ensure this, Article 245 empowers Parliament to provide for measulvt intended to protect and preserve the environment from abuse, pollution is degradation among others.

(ii) The national environmentalassessment guidelines

NEMA has finalised development of the National EIA Guidelines, cop'c' which are available and provide a brief summary of their requirements i;I - guidelines are now in force because they have the required legal back;-. Parliarnent. Developers and any other interested and/or concemed pari

ENVIRONMENTAL IMPACT ASSESSMENT BUSUNJU-JKIBOGA-HOIMAROAD UPGRADING PROJECT

required by law to undertake EIA studies after consulting respective lead agencies and NEMA. There are a number of stages one goes through before one is allowed to proceed with the proposed development.

(iii) The national environmentalaudit guidelines

Unlike with EIA, environmentalaudit guidelines are not ready yet because they were not given prioritv. Their preparation is going on but it might not be possible for them to be available for use in a year's time from now.

(iv) Environmentalquality standards

According to NES, NEMA in consultation with respective lead agencies is responsible for establishment of quality standards for air, water, effluent, noxious smells, soil, noise and vibration and radiation. NEMA is also supposed to establish such criteria and proceduresas they consider necessary for the determination of the standards for buildings and other structures; industrial products; materials used in industry, agriculture and for domestic uses; solid waste disposal; and such other matters and activities that may affect the environment.

However, due to the relatively short time NEMA has existed, none of these standards have been fully developed to be ready for use. Recently in June 1998 an advert was placed in the mass media by NEMA informing the public of the Authority's intention to start applying some of the standards being developed. In addition, comments were invited from all the interested parties and more especially, the lead agencies before these standards are confirrned. By inference,therefore, it is probable that environmentalquality standards for air, water, effluent, noise and soil in Uganda will be available before the end of this year.

(v) Others

Other policies, laws and guidelines which are highly relevant to this projoxt include but are not limitedto:

* The Local Government Statute, 1993 and the 1997 Local Government .Xt. * The Water Statute, 1995; The National EnvironmentManagement Policy, 1994; The Wetlands Policy, 1995; The National EnvirornmentStatute, 1995;and * The Uganda Wildlife Authority Statute, 1996.

2.5 WORLD BANK REQUIREMENTS

Under the World Bank's Operational Directive 4.01 (World Bank), 1991, El.A flexible procedure depending on the nature of the project and is to be cond.^ during project preparation, closely linked to the feasibility study. EIA must

ENVIRONMENTAL IMPACT ASSESSMENT 1USUNJU-KIBOGA-HOIMA ROAD UPGRADING PROJECT

project-specific and other environmental impacts in the area of influence of a project. EIAs also include the country's own environmentalstudy and action plans, and overall policy framework,national legislationand institutionalcapabilities.

ENVIRONMENTAL IMPACT ASSESSMENT BUSUNJU-KIBOGA-HOTMA ROAD UPGRADING PROJECT

3.0 PROJECT DESCRIPTION

3.1 TTHEPROJECT ROAD

For ease of description of the various items involved in this study, it may be convenient to divide the project road in two major sections which are Busunju Kiboga (67 krn) and Kiboga - Hoima (79 kin). The project road is linked to Kampala by tarmac which ends at Busunju. It traverses three districts of Mubende, Kiboga and Hoima and it also leads to eastem Congo through Butiaba on the westem shores of L. Albert.

From Busunju to Kiboga the road is gravel with ditch to ditch of 10 m and a 5 m wide track carriageway. The Kiboga to Hoima sections is also gravel with ditch to ditch distance of 8 m and 4 m wide track carriageway. This road generally narrows at river crossings and has a total width ot about 6.5 m inclusive of the shoulders which are overgrown with vegetation. In Hoima town, there is a stretch of 1.6 km of tarmac road which is completely worn out on the sides and the centre.

3.2 DETAILS OF ROAD WORKS

The upgraded road will more or less follow the existing alignment in order to minimize fresh disruptions to the environment with the exception of some minor realignments at the appropriate sections especially as the road approaches Hoima.

Other characteristics of this road include:

* clearing and grubbing; * paved shoulders 1.5 metres; * bituminous surfacing (chip and spray); * 6 metre carriage way all through; * surface drainage enhancement and bridge works.

ENVIRONMENTAL IMPACT ASSESSMENT r USUNWU-KBOGA-H0IMAROAD IJPGRADING PROJECT

4.0 CURRENT STATE OF THE ENVIRONMENT INTHEPROJECT AREA

4.1 INTRODUCTION

This chapter describes the baseline conditions in the study area and provides summarized informnation on the physical, biological and socio-economic environment. The purpose of this chapter is to facilitate the evaluation of impacts assessed in the next chapter and the description puts more emphasis on resources likely to be affected by the proposed project activities.

4.2 TOPOGRAPHY, GEOLOGY AND SOILS

The area traversed by the project road between Busunju and Kiboga is typically hilly with the first 50 km up to characterised by a series of ridges oriented in west - east direction. Road elevations in this section vary from 1050 m to 1200 m. From Lwamata to Kiboga, the highlands are restricted to the south and the road runs through a flat plain on the northern side at a general elevation of 1150 m. From Kiboga to Hoima topography remains flat except for minor depressions on swamps and river crossings. Average elevation along this section varies from 1000 m to 1150 m.

There are two major geological formations crossed by this road. Between Busunju and Kiboga, solid geology is the - Toro system comprising of rocks such as schists, shales, phylites and basal quartzites. Folding is quite prominent between Lwamata and Katera with many steep sided ridges occurring here and there. From Kiboga to Hoima, the major part of the road alignment is underlain by Basement Complex comprising of biotite gneisses, granite gneisses, amphibolites and quartzites.

The dominant soil type all through the road alignment from Busunju to Hoima is ferralitic consisting of mainly sandy clay looms with dominant colour red. There are also pockets of sandy looms which also fall under the ferralitic type of soils.

4.3 CLIMATE AND DRAlNAGE

The project area receives ample rainfall (average 1000 mm per annum) with temperature ranging between 22°C and 26°C. Busunju area receives an annual average rainfall of 1180 mm while Kiboga and Hoima receive 1357 mm and 768 mm respectively. Most of the precipitation takes place in two wet seasons namely March - May and September - November of each year. The area is poorly drained with numerous seasonal and permanent wetlands including major rivers such as Kafu and Hoima. There are about 25 streams between Busunju and Hoima along this road.

4.4 LAND USE AND LAND COVER

The project area has got a variety of land uses and vegetation cover. The .ircj between Busunju and Kiboga is intensively cultivated unlike between Kiboga .1nd

ENVIRONMENTAL IMPACT ASSESSMENT 0 OsSUNJU-KIBOGA-HOIMA ROAD UPGRADING PROJECT

Hoima. The latter has got rich vegetation cover dominated by woodland. A number of forest reserves are close to this road and at one point, it crosses one (Kikonda FR). The others are Bwezigo-Gunga, Luwunga, Taata, Kandanda- Ngobya and Mukihani. The total area under forests in is estimated at 31.000 hectares while Hoima has 58,300 hectares of which 34,000 hectares is natural forest. The types of forest species in Hoima district are mahogany and other hardwoods and the volume of current exploitation is 12,000m3 of wood per year.

4.5 DEMOGRAPHIC CHARACTERISTICS

The total area of the three districts is 16,220km2 with a combined population of one million according to the 1991 population census. The population density for Mubende, Kiboga and Hoima at that time was 84, 37 and 56 /km2 respectively when that of Uganda was OS/km 2. The average household size is 5 persons.

Table 4.1 Population numbers and Density by District: 1969, 1980 and 1991

District Populationin 'OOOs Area(kmZ) PopulationDensity (km2) 1969 1980 1991 Land 1969 1980 1991 Mubende 255 372 501 6308 43 62 84 Kiboga 76 139 142 4004 20 36 37 Hoima 113 142 198 5908 32 40 56 Uganda 9,535 12,636 16,672 197,096 84 64 85

Source: The 1991 Population and Housing Census - NationalSummary

In all the districts, there are more men than women and the average sex ratio (males per 100 females) in 1991 was 103, 105 and 101 for Mubende, Kiboga and Hoima respectively.

4.5.1 Settlement and housing

The population in the study area is mainly rural with clustered settlements in .i linear arrangement especially on hillsides. Most of these settlements lack cIean water and have very poor sanitary provisions. Up to 92% of the entire populatin in the study area live in grass thatched huts made from mud and wattle.

Settlements are not planned including some in major centres such as Lwarnma. Kiboga and Hoima. This has had a negative effect on the provision of sx .ii services and improved environment management e.g. sanitation. Although ,-rc settlements have access to safe water sources such as boreholes, majorits r, collect water for domestic use from the nearby shallow wells or swamps.

4.5.2 Energy

Majority of the households in the study area use woodfuel for cooking. Panr this reason but also being predominantly in a rural setting, wood fuel is the source of household energy, That is the reason why charcoal bumrir'.

ENVIRONMENTALIMPACT ASSESSMENT 0 USUNJUKIClBOGA-HOI~ ROAD UPGRADING PROJECT

firewood sales are the main activities along this road. Acacia and Combretumtree species are the most preferred for they produce food quality charcoal and if this road is upgraded, more charcoal may have to be produced for sale, thus affecting the existing land cover.

4.5.3 Transport and communication

Road is by far the most important mode of transport in the study area where the gravel BKH road is the main trunk road fed by a number of feeder roads. These feeder roads are usually in poor state and not always motorable particularlyduring rainy seasons. There are other gravel trunk roads such as Hoima - Fort Portal and Hoima - . Hoima district has an estimated total of 1000km of roads while Kiboga has about 530 km.

4.5.4 Health

In respect with health services, there are two hospitals, 33 health units, 5 health centres, 6 maternity units, 33 dispensaries and aid posts in both Kiboga and Hoima districts. There is a total of 303 beds in the two districts with 9 medical doctors, 110 nurses, 18 health assistants, 62 nursing aids, 16 medical assistants and 11 paramedicals. The most common human diseases are malaria, anaemia, intestinal worms, diarrhea, respiratory infections skin diseases and eye and ear infections. The major constraints facing the health sector are shortage of qualified staff inadequate funding and low level of community awareness.

4.5.5 Education and literacy

Literacy levels in the three districts are still low but is even lower in females and rural areas. In Kiboga for example, 55% of all the population aged 10 years and above can read and write of which only 24% are females. Males who have not had formal education in both Mubende and Hoima districts constitute 19% respectively which implies that in both districts about 81% of the illiterate people are females.

There are 218 government aided schools with a total of 55,807 students in both Kiboga and Hoima districts out of which there are 28,796 boys and the rest girls. There are 2,350 qualified teachers and only 36% are females. Before the Universal Primary Education Programme, the student - teacher ratio was about 24 while the number of students per classroom was about 40. The situation mut have changed by now.

The major problems in promoting education and increasing literacy levels include inadequate qualified teachers, lack of facilities such as classrooms and fumiturc. poverty and early marriages. The rate of school drop-outs is higher for girls than boys.

ENVIRONMENTAL IMPACT ASSESSMENT eusUNJU-KBOGA-HOIMA ROAD UPGRDING PROIECT

4.5.6 Local Economy

Households are predominantly active in growing food and cash crops, and therefore, obtain their main source of livelihood from subsistence farming. Most of the agricultural activities are based on the produce of crops and livestock keeping. The production of timber is also lucrative and recently oil exploration along the shores of L. Albert has been instituted. Women also contribute significantly in the production process even though they have limitedor even no control over the means of production.

A total of 22 different types of crops are grown in the project districtsand include beans, maize, coffee, tobacco, cotton, tea, sweet potatoes, matoke, ground nuts, unions, sorghum, finger millet, sugar cane etc. A number of fruits especially pineapples,passion fruits and ginger are common in Kiboga while tea is mostly in Hoima district. By 1995, there were a total of about 96,000 heads of cattle, 27,000 sheep, and 39,000 goats. Within the same period, the total milk production in both districts was estimated at 370,000 litres per day of which 300,000 litres was consumed locally per day.

Comrnon animal diseases in the said districts are tick - bome diseases, trypanosomiasis, helminthiasis and heart water. The diseases are not properly controlled or treated due to the scarcity of drugs and vaccines which pushes up the price making it unaffordable to most rural farmers.

ENVIRONMENTAL IMPACT ASSESSMENT LuSUNJU-KIBOGA-HOIMA ROAD UPGRADING PROJECT

5.0 EVALUATION OF POTENTIAL ENVIRONMENTAL IMPACTS INCLUDING RESETTLEMENT ISSUES

5.1 INTRODUCTION

This section of the report identifies and evaluates the possible impacts of BKH road improvements. The impacts are categorized according to their effects on either the physical, biological or socio-economic environment. Some of the impacts likely to be caused by improving this road are not significant while others which could be, will be less severe if measures suggested in Chapter 6 are taken..

5.2 PHYSICAL ENVIRONMENT

* land take

Some land will permanently be lost to road widening and other related improvements. Such land will mainly involve open grassland, cultivated or fallow land. As pointed out earlier, the improved road will follow the existing course wherever possible with a few exceptions for keeping both the horizontal and vertical alignment. For the Kiboga - Hoima section this road will not pass through many homes because the area is sparsely populated unlike the Busunju - Kiboga section where a number of villages/centres are near the road.

Temporary land take will occur when land is used for borrow pits, quarries, contractor's camps and other working areas and accesses to them. Land will also be required for road diversionsduring the constructipnprocess.

* effects of gravel extraction and hard-core requirements for grading and bridge construction respectively

Gravel, rock and embankment fill material will be required during road construction. Borrow pits and quarries will have a variety of impacts. These include land take, access road requirements, dust and noise while operational. effects of blasting, haul road traffic, generation of sediment with possible resultant downstream damage, safety of quarry faces, health hazards due to ponding water, and visual impact.

* effects of spoil generated during road widening and gravel extraction

Enormous amount of spoil is expected during construction especially in the swamps and other areas with a lot of soft materials. This is likely to bie ot significant environmental importance as far as the dumping of this spoil i, concemed because its disposal may render some land (where it is disposcd ineffective in the long term.

ENVIRONMENTAL IMPACT ASSESSMENT eUSUNJU-KIBOGA-HOIMA ROAD UPGRADING PROJECT

increased rates of soil erosion during construction and operational phases

During construction, any forn of excavation presents a risk of soil erosion. This is likely to occur in or/and around borrow pits, steep slopes, along drainage channels and water runoff. This, however, may not be significant because the area traversed by the road still have ample vegetation cover. For the most part of the road, however, slope destabilisation, erosion and sedimentationare considered significantpotential impacts.

pollution of land, surface or ground water from accidental spillages during construction and operation

During the construction phase, there is a possibility of contaminating land, surface or underground water. Predominant among these are the inevitable loose soil and gravel that will lie on and adjacent to the road, and the lime that will be used for the stabilisationof the base over some lengths of road. There is also the possibility of fuel and oil spillage from construction vehicles, of bitumen spillage, and of debris from the construction or repair of drainage structure. After construction,when the improved roads are in operation,there is always a danger of watercourse pollution from general fuel or oil spillages caused by road accidents. An accident of a similar nature recently occurred on Bushenyi - Kasese road where furnace oil was spilled in a wetland near a settlement.

effects of construction camps for the contractor and workers

Though covering relatively a small area, a contractor's camp, can if not controlled, cause significant environmental damage for a considerable long time. The major causes are pollution due to all forms of waste, increased fuelwood consumption, erosion and drainage, spillage of all sorts of oils and fuel, land take, dust, noise, construction of traffic routes to collect matenrals. poaching if sited in game protected areas, local inflationary pressure due to increased commodity demand, social rifts and rivalry caused by cash-rich camp men, insecurity,prostitution encouragement and increasedincidence of sexu.alIk transmitted diseases.

It is not clear at this stage how many camps will be set up by the contractor. rm of what size or if there would be need for any at all. However, considering the probable location of camps in relation to forest reserves and the importamc which is attached to land and its resources, possible impacts of camp(s) art considered quite significant.

constructiontraffic and road detours

Since most sections of the road are currently in reasonable condition, the x x traffic that will be generated by the constructionprocess will not be sign!t'i .i; except very locally close to borrow areas. Some parts of the road are, hov-.

ENVIRONMENTAL IMPACT ASSESSMENT