Like in other districts in Uganda, the knowledge of HIVJAIDS is universal in the project districts. However, the level of awareness is not matched by knowledge of how to avoid contracting the virus. The HIVIAIDS infection rates in Soroti and Kaberamaido Districts are estimated at 18% (above national average of 8.3%), with infection rates among women six times higher than men (see DDP-Soroti, 2001-2003). About 15.8% of wornen and 9.0% of men could not mention any programmatically important way of avoiding AIDS, 6.7% of women and 7.0% of men mentioned at least one way, 77.5% of women a~nd84.0% of men mentioned at least two or more ways. The use of condoms was mentioned by 71.6% of women and 83.2% of men, while limiting sexual partnerslfaithfulness is k.nown by 81% of women and 68% of the men. There are significant differences between rural and urban areas, the educated and none educated among other variables.
In the Northern Region, about 25.5% of women and 5.1% of men could not mention any important way of avoiding AIDS, 20.5% of women and 12% of men mentioned at least one way, 53,9% of women and 83% of men mentioned at least two ways. The! use of condoms was mentioned by 46.4% of the women and 72.3% of men, while limiting sexual partners and faithfulness was mentioned by 72.3% of women and 92.6% of men (see UDHS 2001), this difference was more pronounced between the urban and the rural areas, the educated and non-educated, among other variables.
Maternity-related deaths are high in the project area partly due to the unfavorable referral system, and this is exacerbated by poor and unreliable public transport due to the poor condition of the road and 'thus the public service vehicles. It is difficult and costly to transport pregnant mothers who require emergency services to hospitals along ,the project road, especially during the rainy season and at night. It is anticipated that the upgrading of this road will reduce on maternity-related deaths (and death from other diseases as well). Like other districts the health sectors in Soroti and Kaberamaido districts are heavily donor funded with local government contributing only about 10% of total health annual explenditure. SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
Infant mortality rates (IMR), child mortality rates (CMR) and under five mortality rates (U5NIR) are strongly determined by the health delivery system and socio-economic well-being of the communities. According to the 1991 National Housing and Population Census the health indicators for the project districts are as shown in Table 3.12 below.
Table 3.12: Development Indicators for the Project Districts, 1991 IMR U5M.R CMR Life Expectancy- at Bifth - Distrjct
- Per 1000 Pet-I000 Per 1009 Male Pernafe Average .I .. ."& 1 I "a/ - -- - Sorotil Kaberamaido 116 192 17.9 42.8 48.8 45.5 Lira 127 214 17.2 44.1 50.0 46.9 Apac 114 191 15.5 47.7 53.0 50.3 Source: The 1991 National Housing and Population Census-Uganda.
The updated figures for health indicators for the project districts are generally not positive. For Soroti and Kaberamaido Districts, the infant mortality Rate (IMR) is 116, Total Fertility Rate (TFR) is 6, Under Five Mortality Rate (U5MR) is 192, while Maternal Mortality Ratio (MWIR) is 566 (See: DDP Soroti, 2002 -2005)~. Also regional estimates put antenatal care by trained providers at 94%, however, intra-natal care by trained provider for same region drops to a mere 40.2% (see UDHS, 2001) mainly due to accessibility factors, poverty and lack of trained health providers at especially rural health facilities.
Information from regional statistical summaries for Apac and Lira from the UDHS 2001 indicates that the average figures for the Northern Region for IMR, CMR, NNMR (neo-natal mortality rate) and U5MR are 106, 80.6, 42.2, 178 respectively, all of which are higher than the national average.
It is important to note that causes of neonatal mortality are more biological, while causes of infant mortality and under five mortality are connected to the socio economic conditions and has a direct bearing on the quality of health service, accessibility, districts health referral system and general economic status of the communities. Sometimes, referral may involve transporting the sick to hospitals in Soroti, Lira or Lwala. Inevitable delays and discomfort of the public service vehicles, let alone the high travel costs, decrease the survival chances of the referred sick.
In Soroti and Kaberamaido Districts, the percentage of the population living within 5 km radius from a health unit is 19.1%, far below the national average of 49% (MOH, Health Facility Inventory, 1993) The doctor to population ratio is 1 :22,000, midwife to population ration is 1:8,545 and nurse to population ration is 1:7,705.
For Apac and Lira Districts, the average distance to the nearest health facility is 8 km for Apac and 5 km for Lira. The average distance to hospital facility was 19 km for Apac and 10 km for Lira. However, the average distance to drug shops and traditional healers was shorter for these districts than Soroti and Kaberamaido. Also other health status indicators show that 73% and 77% of pregnant women attended ante-natal care by trained staff in Apac and Lira respectively. However, very few received intra-natal care by trained staff (6% for Apac and 9% for Lira). The UDHS for Apac and Lira further shows that 71 % and 73% of the people in
The UHDS 2000/200t however, put the Under Five Mortality for eastern region at a near figure of 143, and Infant Mortality Rate at 89.3% and Neonatal Mortality (NN) at 29.5. The slight differences in figures are understandable since these are regional estimates.
lE-r-l%~~W~dN~MaWdddE~hhin~orqn~hr. ~m. ESU S.~@T~T~.ESU~h II ha) m AM 22 J- ~em.d= 3-16 SOROTO- L IRA ROAD PI~ASE11: VOLUME~A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIROIIMENTALAN D SOCIAL RY to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
Apac and Lira respectively do not seek medical treatment at all when they fall sick, mainly because of poverty accessibility and ignorance. However, for those who see medical services private clinics are widely used followed by government health facilities and home treatment.
Several areas along the AOI in the project districts are grossly underserved by health infrastructure especially at health levels Ill and 11.~
-The literacy levels in Soroti and Kaberamaido District have been inferred from regional statistics of UNHS (199912000) and the UDHS (200012001). The literacy6 rate for men in this area by 2000 was 72% and 52 % of for females, bringing the average literacy rate to 62%. The literacy rates for the urban areas are higher than rural areas.
The literacy rates for Apac District in 2000 was 81.3% for males and 49.4% for females bringing the overall literacy rate in Apac District to 65%. The literacy rates for Lira District for the same period are estimated at 82.4% for males and 41.8% for females, that is an overall district literacy rate of 61.8% (UNHS-UBOS, 199912000). In all the project tjistricts, the male literacy rates are far higher than for females, mainly because of parental preference to giving boys education than girls, early pregnancy and lack of educational facilities, among others.
The adult literacy rates for Soroti and Kaberamaido Districts for 2000 is put at 74% for males and 45 % for females, against an average 59% for the whole region. Figure:; for adult literacy rates for Apac District are 91.3% and 53.5% for males and females respectively, with an overall adult literacy rate of 64%. The adult literacy rates for Lira District are 88.1% and 45.1% for males and females respectively with an overall literacy rate of 56.4%. In all the project districts, male adult literacy rates are higher. -The differences between adult literacy rates in Lira and Apac are partly due to the fact that the Functional Adult Literacy Program (FALP) started much earlier in Apac (1 992) than in Lira District (1996).
The primary school enrollment figures for the sub-counties along the AOI project districts are presented in Table 3.13. Secondary school and tertiary school enrollment figures were not read'ily available at time
According to the Soroti DDP 2002 - 2005, the staffing level for qualified health workers in Soroti districts is still low. The district had 3 medical officers out of the recommended 6, 25 clinical officers out of the recommended 29, 2 anaesthetic officers out of required 6, 107 enrolled nurses out of the required 122, and 122 enrolled midwives of the required 143. There wer(e only half the required comprehensive nurses, nursing assistants, health assistants, public health dentists (loo%), laboratory technicians, and laboratory assistants. Level Ill health units in rural areas are particularly hard bit by poor staffing, including areas along the AOI. The current state of existing mad is poor and a demotivation factor to health providers because they have to periodically travel to Soroti town to receive salaries, supplies, etc. Yet transport costs are high, the travel is uncomfortable, dusty and time consuming. The health sector staffing profile for Apac and Lira Districts was not available at the time of the study. ' Literacy rate is computed using persons aged 10 years and above according to international convention, while adult literacy rate is computed using the (majority adult age) 18 years as the lower age limit. SOROTI- LIRAR OAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
Table 3.13: Primary School Enrolment Figures for Sub-counties in the AOI
.:...... : .... ,-...... >...... <;:....;.....y<;...... :..... ,A: . . ., .. ,. . .L ...A,,.:: ...... *i' .;;,<.,: ..:, ::.. -...... ,. ,...... ;;. :. ' '. ,.. :. .ph3f~*j:&edt;.-' .: ...... : ... ; - ;:...... s-".bcd""h:eS...... a ~. .. '; No;'of,:Pi;i.maryScti.*dlS : ..;...... "...... ,= ' I ::: ' . , ...... :: :: :, ,., .. 1.;; ;. :: . : :. ..:.;.;..;.;;:-c;j: :.:;j 1::: ...... ,...... - .. "...... ;:...... y .< ...... ,. : ., ...... :, ...... 'i: .::(Nb,mj,qf.;p,"pi'ls]*,.-.:. .. ..- ..%. ,. , .,: Arapai 11 14,037 Kamuda 14 6,826 Katine 10 6,690 Soroti Soroti 5 1,980 Tabur 8 4,431
Soroti Municipality 20 . . 17,959 Sub Total 51,923 Kalaki 13 6,126 Otuboi Kaberamaido 13 8,031 Alwa 10 5,416 Su'b Total 19,573 Dokolo 13 10,039 Adekokwok 19 16,573 Aniach Lira 22 16,201 Agwata 9 754 Lira Municipalitv nla nla
Source: DistrictEducation Offices, Soroti and Lira Districts Note [a] total does not include Lira Municipality+ -. Figures for enrollment in Apac District were also not available at the time of the study. - The crude enrollment ratio for Apac District is 30.8%, while that of Lira district is 33.5%. The crude enrollment ratio bysex shows that males are more enrolled in schools than females. In Apac District, crude enrollment ratio for males is 34.7 % while that of females is 27.2%. In Lira District, the crude enrollment ratio for males is 38.7%, while that of females is 28.1% - (see UNHS- UBOS -199912000).
The patter11of enrollment shows high rates of enrollment at lower primary levels and a - progressive decrease (drop out) towards high primary levels in ,the two districts. In Apac District all of the males (100%) dropped out of school because of cost implications, while only 28.7% females did so because of cost implications. Other reasons for dropping out are early - pregnancy (10.7%), need to work (40%), and other reasons (20.6%). In Lira District, most boys dropped out of primary school due to cost implications (68.8%), sickness (7.7%) and other reasons (23.5%), while females dropped out of primary school due to cost implications -- (10.8%), sickness (7.8), pregnancy (30.2%), and other reasons (51.2%). SOROTI- LIRA ROAD PHASE11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL .to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
4.0 DESCRIPTION OF THE PROPOSED RO.AD WORKS
4.1. LOCAI-ION
The project road lies between latitudes 01" 43' and 02" 15' north of the Equator, and longitudes 32" 52' and 33" 36' east of the Prime Meridian.
Map 1 shows the location of the road project.
The Soroti-Lira Road traverses three districts, namely Soroti, Kaberamaido and Lira Districts, although there is a very small section of road that runs along the border between Akalu sub- county in Apac District and Amach sub-county in Lira District.
The sub-counties that the project road passes through are shown in s able 4.1 below:
Table 4.1: Districts and Sub-counties Through which the Project Road Passes
1 ~oroti 1 Soroti. Katine, Arapai, Kamuda, and Soroti Municipality I IKaberamaido I Kalaki, Otuboi and Alwa I Dokolo, Agwata, Amach, Adekokwok and Lira Municipality (Ojwina Division). Akalu I
4.7.1. . Soroti District
Formerly known as part of Teso District, North Teso District was created in 1970s and became Soroti District in 1980. The district is situated in the mid-eastern part of the country. Soroti District is bordered by the districts of Kaberamaido and Lira to the west, Kumi to the east, Katakwi to the north, and Kamuli and Pallisa to the south. The district covers an approximate area of 9,149 sq km. It lies at an altitude of 1,036 m to 1,127 rru above sea level, with rainfall of 1,000 to 1,500 rnm per annum.
The major administrative town is Soroti. The district has three counties: Kasilo, Serere and the Municipality of Soroti. The districthas the following sub-counties: Tabur, Katine, Kamuda, Aswet, Soroti, Arapai, Gweri, Atiire, Olio, Kyera, Katera, Bugondo, Kadungulu, Piingire and three divisions in Soroti Municipality. 4.7.2. Kaberamaido District
Kaberamaido District was part of Soroti District until 2000. It now bordelrs thedistricts of Sorclti to the east, Lira to the west and Kamuli to the south. The district has an area of about 870 sq km and lies at an altitude of 1,036 m to 1,127 m above sea level, receiving rainfall of between 1,000 and 1,500 mm per annum.
The major administrative town is Kaberamaido. The district has two counties Kaberamaido and Kalaki. The district is composed of the following sub-counties: Alwa, Kaberamaido, ObuOubulo, Ochero, and Anyara. SOROTI- LIRAR OAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
" - 4.1.3. Lira District
At independence, Lira District was part of Lango District.' In 1979, under the provincial administration, Lango District was divided in West Lango and East Lango Districts. East Lango was renamed Lira District in 1980. Lira district borders the districts of Apac to the west, Kaberamaido to the southeast, Kitgum to the north, while Lake Kyoga forms the . - southern boundary. The district covers an approximate area of 7,200 sq km. It lies at an altitude of between 975 rn and 1,146 rn above sea level, and receives an annual rainfall of I,200 to 1,750 mm. - The administrative headquarters is Lira town. The district has four counties: Dokolo, Erute, Kyoga Otuke, Moroto and Lira Municipality. The district has 24 sub-counties: Namasale, Muntu, Awelo, Aputi, Kangai, Kwera, Dokolo, Agwata, Bata, Amach, Abako, Amugo, Bar, Aloi, Omoro, Adekokwok, Lira, Apala, Ogur, Aromo, Okwang, Adwari, Orum, Olilim, and four divisions in the Municipality. - 4.1.4. Apac District
Apac district was formerly part of Lango District which existed at independence. Under the -. 1974 provincial administration, Lango was divided into West Lango and East Lango. West Lango was later renamed Apac. Apac District lies north of Lake Kyoga and borders the districts of Masindi in the west, Lira in the east, and Gulu in the north. The district lies between 700 m and 1,383 m above sea level. The rainfall average is between 1,000 to 7- 1500 mm per annum.
The administrative headquarters is Apac town. 'The district has four counties: Maruzi, Kwania, - Kole, and Oyam, and the following sub-counties: Ibuje, Akokoro, ~awente',Abiece, Apac, Aduku, Cegere, Aber. Minakulu, Ngai, Acaba, Loro, Iceme, Otwalo, Alito, Aboke, Ayer, Bala, Akalu, and Inomo. . . -
4.2. THE AREA OF INFLUENCE OF THE PROJECT ROAD - For the purposes of this study, the project road's direct socio-economic area of influence (AOI) has been defined as a 20 km wide corridor, straddling 10 km on either side of the centreline of the project road, along the entire project road. This is based on the assumption - that a person would on average travel by foot a distance of 10 km in a day (or by the next day) to reach a main road. - At this preliminary stage the AOI includes all sub-counties through which the project road will pass (including the proposed new minor and major alignments). Thus the road AOI will amount to 800 sq km in Soroti and Kaberamaido Districts, or 8% of the joint area of both - districts, while in Lira District the A01 occupies an area of 1600 sq km, or 22% of the District. 'The indirect socio-economic area of influence extends well beyond the extremities of the - project road and of the 20 km wide AOI defined, for example to national marketing centres for ~ agricultural produce grown within the direct AOI.
The environmental AOI also extends'beyond this 10 km limit, because of media such as - watercourses and wind which may carry pollutants for significant distances downstream or downwind, as the case may be. - SOROTI- LIRA ROAD PHIASE11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
4.3. PHASES OF THE SOROTI- LIRA ROAD PROJECT
In order to be able to identify the positive and negative impacts arising from the upgrading of the Soroti - Lira Road, it is necessary to understand the components of each phase of the project, design features, construction methodologies and operation and maintenance procedures constituting the project. In general, the main phases of the road project are tabulated in Table 4.2 below:
Table 4.2: Phases of the Soroti - Lira Road Project
Preliminary Environniental Impact Feasibility Assessment Planning Preliminary Design Preliminary Social Impact Assessment Preliminary RAP Detailed Environmerital Impact Assessment. Detailed Design Detailed Social Impact Assessment Design Preparation of Tender Detailed Resettlement Action Plan Documentation Incorporation of recommended mitigation measures into design. Invitation to Bid lncor~orationof environmental and Tendering Process Evaluation of Tenders sociai mitigation measures into tender Award of Contract documentation Construction works Implementation of mitigation measures Construction Supervision of construction Implementation of RAP lmplementation of mitigation measures Environ ~iientalmonitoring Defects Lialdity Monitoring structures, Social monitoring Phase pavement, etc lmplementation of RAP and monitoring of PAPS lmplementation of rr~itigationmeasures Maintenance of environmental Operation and Routine maintenance protection structures Maintenance Periodic maintenance Environmental monitoring Social monitoring (including monitoring of PAPS)
This study deals with the Planning and Design Phases of the Project, where the Feasibility (including the Preliminary EIA, SIA and RAP) and Preliminary Design have been carried out in Phase I and the Detailed EINSIA, Resettlement Action Plan, Detailed Design and Preparation of Tender Documentation are being carried out in Phase II.
The other reports associated with the detailed design phase of the project, namely the RAP, Detailed Design and Tender Documentation, are being submitted as separate documents. SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
4.4.1. Approach
Three alignment options were considered during the Feasibility and Preliminary Engineering Phase for the design of the road. 'The first involved following the existing alignment as much as possible, whilst adopting the minimum level of realignment to achieve the engineering requirements of the improved standard of road. The principal improvements in this regard concerned the smoothening of very sharp bends at Tiriri, Amidakan, Lwala and Agwata, "- where the centres would be marginally bypassed.
An alternative approach sought to achieve the optimum alignment in the terrain from both the engineering and economic standpoints and involved longer realignments that would bypass Tiriri, Amidakan, Otuboi, Lwala and Agwata. The third approach was a compromise, which secured a proportion of the benefits of shortening the route with reduced environmental - impact, and comprised intermediate realignments which bypassed Tiriri, Amidakan, Lwala and Agwata.
" - The three alignment options considered are illustrated in Map 2 overleaf. For reference purposes, the project road was divided into sections as shown in Table 4.3, with the various realignment options numbered 1, 2 and 3 accordingly:
Table 4.3: Alignment Options
-1ocafiofi of-Section or Realignment
A summary of the merits and disadvantages of the various re-alignments, as considered during the earlier phase, for each of the sections is presented below.
SOROTI - LIRA ROAD ALIGNMENT ALTERNATIVES
SOROTI- LIRA ROAD PHASE 11: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACTA SSESSMENT STUDY
j Tiriri Bypass (~oadsection 8)
- The existing alignment- passes through Tiriri, from south -to north, before-meeting a i roundabout. From there, traffic can either turn westwards to continue to Oltuboi and Lira (the project road) or proceed to the north towards Aloi. This unlit roundabc~utin a peri-urban environment on a (bitumen standard) trunk road would be considered to be a traffic hazard 1 and is untenable. The minimal realignment option (BI) substantially retains the existing infrastructure. This -1 route would necessitate the removal of some buildings at the fringe of the trading centre. In I effect, this route follows the existing alignment and provides no shortening of road length. In addition, retention of the existing roundabout is unacceptable for safety reasons.
1 The intermediate realignment (B2) begins just before the swamp at Tiriri and rejoins the existing alignment midway between the roundabout and Omunyal Swamp. It is 1.5 km long, 1 and would give a route shortening of about 0.37 km. For this realignment, a section of new I crossing at the Tiriri swamp would have to be constructed.
'The proposed major realignment (B3) is about 3.55 kilometres in length, and would pass to the southwest of Tiriri, avoiding all the infrastructure, but traversing small-scale farmland. It would rejoin the existing road at the start of the crossing of the Omunyal Swamp. This option would shorten the project road by approximately 0.97 kilometres. It would also require a new crossing to be constructed at the Tiriri swamp.
Amidakan/Otuboi/Lwala Bypass (Road Sections C and D)
I The project road between Omunyal Swamp and Dokolo follows an exaggerated chicane shape; initially it heads to the northwest as far as Amidakan, then to the southwest to Lwala before resuming a northwesterly direction to Dokolo. Approximately in the imiddle of this road section lies the trading centre of Otuboi.
The minimal realignment at Amidakan (Cl) involves minimal smoothening of the existing curve and would shorten the route by 0.06 km. The intermediate realignm'ent (C2) begins at roughly Km 37, bypasses Amidakan, and rejoins the existing road just after the junction to Ojukot Dam before the heart of the trading centre. This would shorten the project road by 1 .I km. The route would traverse one wetland section.
At Lwala, the minimal realignment (Dl) would serve to smoothen the very sharp bend, and give a route shortening of 0.63 km. An intermediate realignment (D2) would leave the existing realignment at Oteke, and rejoin it just before Abalang. This realignment would result in a route shortening of 1.53 km.
The section from Omunyal Swamp to Dokolo measures some 33 kilometres in length. A major realignment of the road in an east - west direction and passing close to Otuboi (C3), then bypassing Lwala (D3), would result in a total route shortening of approximately 6.8 kilometres. This route would follow a series of ridges, such that the vertical profile would be easy with superior characteristics to that of the existing profile, and would facilitate drainage. However, at least three wetland sections have to be negotiated.
The existing road alignment through Dokolo would be retained. SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
Agwata Bypass (Road Section 9
After crossing the Olwenyi swamp, the project road swings a little to the south to pass through Agwata. The latter consists of sparse ribbon development which extends for some 4 kilornetres; it starts with educational, administrative and residential establishments and ends with a conglomeration of a few small trading establishments prior to a roundabout.
From the roundabout the project road heads northwards, across a swamp, towards Lira.
The minimal realignment option here (FI) would serve to bypass the roundabout, shortening the route by 0.5 km.
The intermediate realignment (F2) is 3.45 km in length. It would leave the existing road just after the intersection with the road to the sub-county offices, avoiding Agwata centre, but rejoining the existing road some 2 km north of the roundabout, just before the Kachung Forest Reserve. This realignment would require a new crossing to be constructed across the swamp immediately north of Agwata.
The major realignment proposed (F3) would involve a substantial route shortening of 2.1 kilometres, achieved by the introduction of a bypass .measuring 6.34 kilometres. The bypass would avoid the wetland areas and join the existing alignment after passing through the Kachung Forest Reserve.
The three alignment options were subjected to technical investigations, environmental and social impact assessments and economic appraisal as reported in the Phase I: Feasibility Study and Preliminary Engineering Design (December 2003). The Feasibility Study concluded that the alignment proposed under Option 1 be adopted for the upgrading of the Soroti - Lira road. This Phase II Environmental and Social Impact Assessment Study is therefore based on the adoption of the Option 1 alignment for the improvement works. This alignment substantially follows the existing road alignment.
4.4.2. Design Specifications and Details
The fallowing Table 4.4 below summarizes the design specifications as recommended in the f Feasibility Study and Preliminary Engineering Report. SOR~TI- L IRA ROAD PHASE11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVI~ONMENTALAND S OCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
Table 4.4: Road Design Specifications
I B2 1 .SO5 km at Tiriri (a saving of 0.365 km) Minimal realignment options for improved C1 1.250 km at Arnidakan (a saving of 0.060 km) engineering Dl 1.850 km at Lwala (a saving of 0.630 km) F1 1.51 5 km at Agwata (a saving of C1.505 km) Improved road length (Option 1) 123.04 km, including Lira Bypass. Width of bitumen carriageway 6 m 1.5 m, except at the following places: Km 0-5 Soroti to Tiriri): 2 m Km 45-48 (Otuboi township): 2 rn Width of each shoulder Km 67-69 (Dokolo township): 2 m Krn 114 -123 (Crossroads to Lira): 2 nn
I Total width of oroiect road 113-15m No. of existing swarnplriver crossings to be improved No. of new swamp crossings required for ,5(including Agwata Lira pipeline re-alignments - I No. of existing culverts 1 353 I I Diameter of culverts I variable I Maximum gradient of fill slopes Approx 1 :I.5 I I Maximum gradient of cut slopes 1 Approx 1:1.5 1 I Road reserve for Class II bitumen road 1 30 m (15 m on either side of the carriaaeiavl I
4.4.3. Construction Materials
The construction materials which are anticipated to be required for constr~~ctionof the improved road include earthfill, gravel, rock, sand, water, cement or lime and bitumen. Detailed investigations have been carried out of potential sources of the miaterials which are to be sourced locally and the locations of these sources are shown on Map 4 overleaf.
A total of 21 gravel sites have been identified. Each of these sites is currently under cultivation, or is fallow land. Each site is individually owned, apart from two that are owned by institutions.
The .volume of gravel required for the proposed pavement construction is estimated to be 224,000 m3.
The capacity of the above sites is of the order of 430,000 m3, corresponding to some 330,000 m3 after allowing 30% for compaction and wastage.
The overburden overlying the gravel at these sites, estimated to total some 263,000 m3, will be available for use as soil borrow.
SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTALAND SOCIAL I to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
A total of seven potential hardstone sources have been identified, sampled and tested at four locations: Oculoi, Gorogoro, Akia Rock and Angarapoch. All are rock outcrops (kopjes) and 1 are found to be suitable for this project. The volume of hardstone required is estimated to be - 175,000 m3. This quantity should be easily obtainable from the large outcrops concerned.
Four sources of sand have been identified at locations in the vicinity of Soroti, Lira and on the I Dokolo - Aloi road. I All haul routes will be along existing access routes. ' 4.4.4. Construction Methodology The initial construction activities envisaged will include bush clearing, widening, shaping and I smoothening of the existing carriageway and realignments to form the subglrade support of the road. An improved sub grade (comprising either suitable soil or gravel) of a thickness of about 175 mm is then to be placed on the earthworks where necessary. This will support a I 250 mm thick layer of improved gravel (subbase), and a 150 mm, base layer consisting of graded crushed stone. Thereafter a bituminous prime coat is to be laid, followed by two 1 layers of bituminised chippings as a weadng course. At this stage the requirement for, and locations of, deviations cannot be identified. However, 1 consideration will be given to the advantages of avoiding deviations by passing the traffic 1 through the works. At the major swamp crossings, there will probably be no option but to construct half the road width at a time. I I Where realignments are to be constructed in the vicinities of Tiriri, Lwala ancl Agwata, there will not be a requirement for deviations or passage of traffic through the works. Such may I also be the case where the road is to be re-aligned along the Kachung - Lira water pipeline. 1 4.4.5. Confractor's Camp
The Contractor will have a number of choices for the location of his camp. The contract is likely to be split into two separate tenders: Soroti to Dokolo, and Dokolo to Lira. It is likely then that the Contractors will select centres such as Otuboi, Dokolo and A,gwata for their main camps, as these centres are roughly midway along each of the two proposed contract I sections. However, issues such as availability of land and water are often the determining factors for camp locations.
In addition, it is expected that the Contractors will have subsidiary offices in either Soroti or Lira. I It is anticipated that the Contractors would each employ in the region of 300-400 people (skilled and unskilled).
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5.0 POLICY, LEGAL AND INSTITUTIONAL FRAMEWORK
I. POLICY AND LEGAL FRAMEWORK
5.1.1. The Ugandan Legal Context
It is intended that this project complies with all Ugandan legal requirements. Existing laws applicable to environmental and social management with respect to this particular road project are: o The Constitution of Uganda 1995 o The National Environment Statute 1995 o The Environmental Impact Assessment Regulations 1998 o The Local Governments Act 1997 The Land Act 1998 The Roads Act 1964 The Town and Country Planning Act 1964 The Survey Act 1964 The National Gender Policy 1997 The National Forestry and Tree Planting Act 2003 The Water Statute 1995
The National Policy on the Conservation and Management of Wetland Resources 1995 The Uganda Wildlife Statute 1996
The Constitution of Uganda 1995 is the supreme law in the country and it provides for environmental protection and conservation. It states that the government will promote development, utilization, and public awareness of the need to manage land, air and water resources in a baIanced and sustainable manner for present and future generations. The Constitution vests all land in the country in the citizens of Uganda, and protects property and other individual rights. The Government, or Local Government, may acquire land in the public interest, subject to provisions of Article 26 of the Constitution. This gives every person in Uganda the right to own property, and stipulates that the land or property cannot be compulsorily acquired unless prompt, prior and adequate compensation has been paid to the owner of the landlproperty.
The National Environment Statute 1995 is regarded as the coordinating law for environmental management in the country through cooperation between the National Environment Management Authority (NEMA) and other government agencies and stakeholders. Issues for which NEMA is responsible include management of lakes, rivers, wetlands, forests, rangelands, hilltops and mountainous areas; conservation of biodiversity; control of pollution; environmental restoration; and land use planning. The EIA Regulations developed under this Statute makes it mandatory to carry out ElAs for all projects listed in its Third Schedule, including road construction. SO ROT^ - LIRA ROAD PHASE11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONHIENTALAND SOCIAL to Paved (Bitumen) Standard IMPACT PLSSESSMENTSTUDY
The Environmental Impact Assessment Regulations 1998 stipulate that no developer may implement a project for which environmental impact assessment is required under the Third Schedule to the National Environment Statute, unless the environmental impact assessment has been concluded in accordance with the procedures specified in the regulations. The Third Schedule of the Statute lists major road projects as requiring EIAs.
The Local Governments Act 1997 provides for a district-based system of local governments. The district councils provided for in this act have both legislative and executive powers, rendering them the highest political authorities in the districts. With regard to natural resource management, the district councils are responsible for land surveying, land administration, physical planning, forests and wetlands, environment and sanitation and road services that are not the responsibility of the Central Government. Thus the district councils play an important role during the establishment of road reserves, acquisition of land for road construction purposes, and in the sensitization and mobilization of the local cornmunities.
The LandAct 1998 is the principal legislation on land tenure in Uganda. The Act states that all land in Uganda, whether alienated or not, is subject to all existing public rights of way which are reserved and vested in the Government on behalf of the public, ar~dthat all such rights of way are maintained by the public uninterrupted unless they are terminated or altered by the decision of the Minister in writing. Under this Act, an authorized undertaker executing public vvorks on land shall promptly pay compensation to any person having an interest in the land for any damage caused to crops or buildings and for the land and materials taken or used for the works. However, the after effects of such works which may lead to . environmental degradation are not addressed by the Act.
Under the Roads Act 1964 the Minister may declare by statutory instrument an area - . bounded by imaginary lines parallel to and distant not more than fifty feet-from the centreline of any road to be a road reserve. The Act also stipulates that no person may, without the written permission of the road authority, erect any building, plant any tree or permanent crops within a road reserve, subject to any order made under the Act. A road authority may dig and take away materials required for the construction and maintenance of roads i11 any part of a road reserve approved by the district commissioner without payment to any person. (The statutory instrument required to establish the road reserve was not gazetted, and the legality of the existing road reserves is currently under dispute).
Land use and land planning in urban and rural areas are governed by the Town and Country Planning Act 1964. The Act establishes guidelines for plann~ing schemes, acquisition of land and compensation for acquired lands, as well as cor~siderations to safeguard the natural environment.
The Survey Act 1964 requires that before any attempts are made to construct a road or highway in any part of the country, a survey of the area has to be carried out in accordance with survey operations as governed by the Act. Compensation provided for under this Act applies only to trees, fences and standing crops that are damaged or injured during the survey. The Act implies that where there is a road reserve, no compensation of any sort is due to the owners of property standing or lying on the area gazetted as a road reserve. However, these clauses referring to corr~pensationhave been superseded by the Land Act 1998.
The overall goal of the National Gender Policy 1997 is to mainstream gender concerns in the national development process in order to improve the social, legal/c:ivic, political, economic and cultural conditions of the people of Uganda, and in particular women. Thus in the context of the road sector, it aims to redress the imbalances which arise from the existing SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENV~RONMENTALAND SOCLAL ~ved(Bitumen) Standard IMPACT ASSESSMENT STUDY
gender inequalities promotes the participation of both women and men in all stages of the project cycle, equal access to and control over economicaHy significant resources and benefits. It also strives to promote recognition and value of women's roles and contributions as agents of change and beneficiaries of the development process.
The National Forestry and Tree Planting Act 2003 prohibits the construction or reopening of any road, track, bridge or airstrip in a forest reserve. However, certain prohibitions may be excepted if a right to the forest area is exercised or if there is an interest in the forest area. The Act stipulates that in the event of reduction of part of a central forest reserve, an area at least equivalent in size to the reduction shall be simultaneously declared a central forest reserve, and that before such an area is declared a central forest reserve, an EIA establish the area to be equivalent or of greater value than the area that is removed. The intention is to maintain a Permanent Forest Estate. The Act establishes the National Forestry Authority, whose duties are, among others, to develop and manage all central forest reserves, prepare and implement management plans and reports on the status of central forest reserves.
Under the Water Statute 1995, the Director of Water Development may temporarily close all or any part of a road to traffic in order to carry out works on the land adjacent to the road. The water authority may also break up the surface of the road and open or break any works under the road. The Statute also requires any infrastructure that may be have to be removed for the purposes of a development to be relocated as necessary at the expense of the proponent, and in consultation with the water authority.
As yet there is no separate legislation addressing the protection of wetland resources. This is catered for under the National Environment Statute of 1995. However the National Policy for the Conservation and Management of Wetland Resources was drawn up in 1995, and aims to curtail loss of wetland resources, to ensure that the benefits from wetlands are sustainable and equitably distributed to all people of Uganda. It calls for the prohibition of the drainage of wetlands, and environmentally sound management of wetlands.
The control, management and maintenance of national parks and other protected areas are provided for in the Uganda Wildlife Statute 1996. The law however does not set up procedures specific to the construction of roads in protected areas.
5.1.2. Compensation and Resettlement
With regard to the compensation and resettlement issues, the main pieces of legislation are the Constitution of Uganda and the Land Act, and these have been described above. The existing legislation emphasizes adequate, fair and prompt compensation. However, there appears to be no legal basis for resettlement:
RAFU's Resettlement / Land Acquisition Framework recognizes the requirements of World Bank Operational Directive (OP) 4.12 (see below). Among other guiding principles contained in RAFU1sResettlement/ Land Acquisition Policy Framework are that:
i) Compensation should be aimed at minimizing social disruption and assist those who have lost assets as a result of a road project to maintain their livelihoods. In accordance with Ugandan laws and standards, income restoration is catered for within the disturbance allowance.
ii) Community infrastructure must be replaced and ideally be improved in situations where it was deficient. This includes installation of sanitary facilities, electricity generation systems, road links and provision of water. SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
Donor Policies on Resettlement
The World Bank's Operational Policy OP 4.12 (December 2001) on Involuntary Resettlement requires that displaced persons should be compensated at full replacement cost, assisted with relocation and resettlement as well as during the transition period. Resettlement measures should be executed as sustainable development programmes, ancl the displaced persons and communities should be involved in planning and implementing ttie resettlement programmes.
The World Bank policy differs from Ugandan law in several ways. The forrner covers the provision of alternative land (i.e. compensation on a land for land basis), compensation in kind and resettlement, and goes beyond monetary compensation by specifying that income must be restored at full replacement cost (including labour). Ugandan law only requires the affected people to be monetarily compensated. Furtherniore under Ugandan law, affected people are only eligible for compensation if they have legally recognized rights to that land, while the World Bank requires that all affected people should be compensated, regardless of their occupancy status. Perennial crops must be compensated for in cash at an established rate, while no compensation is necessary for annual crops.
Other donors, e.g. the European Union, African Development Bank and the Nordic Development Fund, have similar requirements.
As a result of the different laws and legal instruments which apply to road-related environmental and social issues, a number of players are involved at various stages of an environmental impact assessment and a social impact.assessment.
The National Environment Management Authority is mandated to be the "principal agency in Uganda for the management of the environment" (National Environment Statute of 1995). At district level, the responsibility of the management of environmental issues lies with the District Environment Committees.
While NEMA is responsible overall for the coordination of sectoral environmental issues, RAFU must ensure that environmental and social impact assessments for rotad projects are adequately carried out, that mitigation is incorporated as appropriate, and that the construction process is environmentally and legally compliant. Furthermore, RAFU will be responsible for monitoring the environmental and social repercussions of the road project after its completion.
Also of concern in this project are the impacts of road construction activities on forests and wetlands. In this case the Forest Authority and the National Wetlands Programme (both within the Ministry of Water, Lands and Environment), as well as NEMA, are key players.
In terms of compensation and resettlement, the prime participants are the Ministry of Water, Lands and Environment (compensation and valuation), the Prime Minister's Office (resettlement) and RAFU (the Lead Agency). RAFU therefore must take the responsibility for resettlement, and identification and coordination of the other players. In addition, the Uganda Land Commision, District Land Boards, Land Tribunal, Local Councils need to be involved. SOROTI - LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
PUBLIC CONSULTATlON
In this chapter, a synopsis of the views of the road users and beneficiaries, as well as representatives of the Local Councils, who have been interviewed are presented. Sector specific information elicited during these discussions has been included in the analysis of impacts (see Chapter 7). Detailed records of discussions held with the various stakeholders are presented in Appendix 4.
Informal discussions were held with transport operators (truckers, taxi drivers/owners, and a bus inspector) at Lira to elicit, among other things, their view on the current status of the road, transport problems associated with it and whether upgrading the road from Soroti to Lira would be beneficial to them. The transporters con~plainedthat the condition of the road is very poor, which takes its toll on their vehicles. They stated that very few private vehicles go along the road for that reason. They also suggested that more road signs be put up near schools and hospitals, and some mentioned that bumps be installed to slow down vehicles as they approach these institutions. As expected, the transporters welcomed the prospect of upgrading the project road to bitumen standard.
The feeling among the sector ministries, as well as at local government level is that long-term and immediate benefits of the road will outweigh the problems, provided proper mitigation measures are planned and implemented on time, these being specifically related to compensation issues. The community members were very positive about the road project and were keen to have the constructior~begin as soon as possible.
Perceived benefits included cheaper and more efficient transport options, resulting in improved marketing of agricultural produce and non-farm items, better communications throughout the district, and better access to social services.
A major concern was the bypassing of trading centres. In all cases it was understood that the minimal realignment options would result in the destruction of more buildings and properties than the intermediate and major realignment options. Most people consulted at the trading centres obviously preferred that the road should adhere to the existing alignment through the towns. However, the LC I and Ill leaders, as well as many of the district officials, recognized the danger of having a high-speed road pass through a trading centre. If a realignment was inevitable, they stressed that consideration should be given to a link road connecting the centres to the new alignments. In addition, the communities and local leaders emphasized the need for road safety signs and speed control interventions at critical spots along the rehabilitated road, and any proposed realignments.
The local leaders also urged the Consultant to ensure that local people were employed during the construction phase of the project road. In addition, construction workers have a reputation for undesirable social interaction, and the contractors must control their workforce in this regard.
All the proposed realignments will affect a number of people, and the communities and local leaders pointed out that all affected persons must be compensated appropriately. In this connection, the sub-county chiefs urged the Consultant to involve them in the mobilization of local people during both the RAP and the construction phase. SOROTI- LIRA ROAD PHASE 11: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL a to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
ANALYSIS OF ENVIRONMENTAL AND SOCIAL IMPACTS
This chapter describes the anticipated environmental as well as social/socio-economic impacts which may result from upgrading the Soroti - Lira Road to bitumenstandard. The discussion describes the impacts of improvement of the road along.the Option 1 alignment as recommended by the Feasibility Study. The discussions of the merits of the other realignments were presented in the Preliminary Environmental and Social Irr~pact Assessment report and are not repeated here as these alignments are excluded from consideration.
! 7.1. I. Changes in Hydrology and Drainage
The project area has moderate to high rainfall ranging from 1200 mm to 1500 mm per year, I and this implies that watercourses along the road have moderate flows.
i The project road traverses a number of swamps or wetlands. Some of the larger swamps are 1 extensive, and the crossings are in excess of one or even two kilometres /in length, while other marshy areas occur around smaller rivers or depressions. Those longer than one I kilometre are located at Km 18.3, Km 27.75, Km 68.0 and Km 82.0. A list of the swamps I crossed by the project road is presented in Section 2.6.
The original hydrological regime in the swamps and marshes would have already been altered when the existing road was first constructed. This is evident along the numerous swamp crossings, where it was noted that the culvert spacings at the existing crossings are irregular (varying from 5 m to 100 m in some cases) and do not adequately provide for cross 1 flow of water. The inadequacy of the drainage structures along the project road is also i reflected in the fact that there are only about 350 culverts along its entire lenlgth, despite the many swamps it traverses. At most of the culvert sites at the swamp crossings, ponding has occurred: on the upstream side, indicating that flow has been impeded, and on the 1 downstream side, indicating that concentrated flows through the culverts have caused eddying and erosion of the swamp floor (see Plate 4). At these inlets/outfalls vegetation in the 1 ponds (mainly water lilies) is distinctly different from that in the rest of the swamp areas J (sedges and grasses). It can be argued that since the construction of these crossings, the wetlands have now stabilised or reached equilibrium. However, this assumption cannot be substantiated without data on the status of the wetlands pre-dating construction of the swamp crossings.
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Plate 4: Changes in Wetland Vegetation due to Concentration of Flow and Eddying
Road improvement will cause some temporary changes in hydrology during the construction phase, particularly where culverts are to be replaced or installed. All the proposed new alignments will affect the surface hydrology of the area.
Discussions with the District Executive Engineer for Soroti District and the District Engineering Assistant and Road Inspector in Lira District revealed that during the rainy season, certain swamp crossings are prone to flooding, for example at Arapai (which overtopped in April 2003), Awlokero, Katine, Omunyal and Olwenyi (which last overtopped in October 2000, and before that during the El NIno in 1997). Water levels at the swamp crossings at Adwoki and Aminkwac are often very high during the rains, but neither has overtopped to date.
Overtopping and damming are indications that the design of these swamp crossings is not adequate, and requires raising the level of the crossing and installation of more culverts. 811 the major swamp crossings along the existing alignment will have to be upgraded, raised and widened. Because the existing crossings are narrow, these upgrading works will involve extending the cross-section by about 3 m on each side. In order to do this, the existing culverts will have to be extended (lengthened) and trenches excavated through the existing embankments to enable new culverts to be laid. The construction works envisaged will comprise widening and raising of the existing embankment by placing a rockfill foundation on each side of the existing earthworks, overlain by compacted gravel fill at an elevation well above the maximum wafer level to suppot3 the new pavement strudure. There will be a need to surcharge this construction with soil in order to promote its initial settlement. There will consequently be a danger that these earthworks and the surcharging operation will result in soils accidentally fariing into the swamp resulting in pollution of the swamp waters.
The impacts of the upgrading constmction works on the swamp crossings will be of the same magnitude whether the original alignment or a new alignment is followed, as both rehabilitation works and constmction works will result In additional concentrations of suspended material In the swamps. SOROTI- LIRA ROAD PHASE 11: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONP~ENTALAND S OCIAL to Paved (Bitumen) Standard IMPACT I~SSESSMENTSTUDY
New swamp crossings will be necessary for the proposed realignments as shown in Table II 7.1 below: Table 7.1: Proposed Swamp Crossings along New Alignments -,- *., ~iv~rn~~hiarnk[s) I Realignrnent(s) 1.~0.of New Crossings r I Tiriri Swamp 82 Agwata F1 Agwata - Boroboro (alongside pipeline) G/H
The advantage with a new swamp crossing is that it can be designed to allow for unimpeded water flow across the swamp without causing a dam-like situation, as described above and observed along some sections of the existing road.
A typical example is the Olwenyi Swamp crossing. A resume of the findings of the engineering appraisal is instructive and.an indicator of the approach pursued in the upgrading of other swamp crossings.
The current Olwenyi crossing comprises a 2.5 kilometre long embankmenit of one metre height. It is pierced by some 40 culverts of 0.9 m diameter. Provided the.do'wnstream level does not rise above the culvert soffit levels, the aggregate installed discharge capacity is of the order of 50m3/sec.
Since periodic overtopping of the embankment has been recorded in recent times the 50m31sec capacity, associated with what is effectively an upstream reservoir capacity created by a one metre high embankment, is manifestly inadequate.
The embankment is to be raised by one metre. This heightening would have the effect of increasing the differential head and would result in the augmentation of the discharge capacity of the cross-culverts, whilst simultaneously enhancing the storage and flood-routing capacity of the reservoir on the upstream side of the embankment.
It is estimated that increasing the number of 0.9 m dia. culverts installed by 37, at a cost of about US $200,000, would enable a 25 year peak flood of 273 m3/sec to be accommodated behind the raised embankment without overtopping. The 100 year peak flow of 390 m3/sec would require a total of 115 culverts of 0.9 m dia. at a cost of some US $ 375,000 to ensure that overtopping does not occur.
The number of additional culverts required co~~ldbe reduced to 26, by substituting 1.5 metre diameter pipe culverts for a 25 year flood. Savings would of the order of 10°% for the larger sized CI-llverts. However, environmental considerations give preference to the larger number of openings at this location since there is no defined water channel. The scope for allowing the overtopping of embankments under extreme flood flows has been considered and discuss~edwith RAFU. It has been concluded that this would not be an appropriate approach for a Class II highway for reasons of safety, increased maintenance neecls and, in the particular case of the Olwenyi crossing, for strategic reasons due to the critical nature of the road link. SOROTI- L IRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACTASSESSMENT STUDY
After construction, depending on the number and design of the culverts installed in the swamp sections, the drainage pattern should improve, in that it may revert towards the original conditions before the road was constructed. The design of the culverts at swamp crossings should be such as to allow water to flow through in a manner that will not encourage flooding, water logging or erosion.
The new road is likely to produce high volumes of road runoff along certain sections, on account of the high rainfall in the project area. Between Lwala and Dokolo the terrain undulates markedly, and the soils are fairly non-porous; therefore road runoff is likely to result in erosion along the drains unless the grades are controlled adequately. Discharging rimoff may be problematic between Amach and Lira Municipality (the other undulating section along the project road) because the farms and plots are located right beside the road, allowing little room for water to be discharged through mitre drains. According to the sub-county chiefs and LC Ill chairmen representing this area, people will be reluctant to have water flowing into their properties.
As no major diversion of drainage to other catchments or basins will occur, the overall impact on the catchment itself due to the rehabilitation of the existing road, or the major realignments proposed, will be minor, provided adequate measures are incorporated into the design to control road runoff and to allow natural flow in the swamps and water courses.
7.1.2. Soil Erosion
As mentioned earlier, along the existing alignment, erosion was noticed at a number of places along the road, for example, just before the rocks at Oculoi and near the ginnery at Arapai. Along the section between Otuboi and Dokolo, where the undulations along the road are frequent, erosion was noted along the side drains and rutting in the middle of the road. Along this section it was noted that a number of existing culverts are located seemingly at the crests of hills (Km 54.8, Km 56.3, Km 59.6), hence their efficacy is questionable. The section of road from Amach to Lira is also prone to erosion, as there are stretches where the slopes are greater than 4%.
Soil erosion will be a major issue during the construction, and. will result from earthworks, borrowinglquarrying and deviations. Improper drainage of runoff from the road .to the lower catchment can also cause erosion, and lead to subsequent sediment loading in the swamps.
Clearing of vegetation from road reserve encourages erosion by runoff and wind. Excavating murram from gravel pits could also result in erosion, particularly if gravel pits have slopes exceeding 4%.
Some erosion may occur bfter construction due, for example, to the impact of rainlwind and trampling by livestock.
7.1.3. Pollufion
Air, dust and noise pollution and disposal of oil wastes are already occurring to an extent (whether significant or not) along the project road. The situation will be exacerbated temporarily during construction, but will also occur during operation as a result of the anticipated increase in traffic along the road7. The impacts are likely to be similar for all proposed realignment options.
Traffic forecasts for 2003-2005 show a growth rate of motorcycles of 5.5%. carslLGVslMGVs of 2.5% and HGVs/trucks/brriesof 3% (refer to the Economic Feasibility for this study). SOROTI- LIRA ROAD PHASE11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONIWENTALAND S OCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
Air and Dust
Exhaust and engine emissions from vehicles cause air pollution both dl~ringand after construction. The main pollutants are sulphur oxides, nitrogen oxides, suspended particulate matter and lead, all of which can have an impact on public health, as well as soils and crops.
During construction, there will be air and dust emissions from construt:tion plant and equipment, and particularly from the asphalt plant. Dust emissions will also result from earthworks and borrowing activities, particularly in the dry season. After construction, as a result of itemizing the project road, it is expected that the amount of dust ernitted along the road will in fact reduce.
Traffic levels are expected to rise moderately after construction, leading to an increase in the amount of vehicle emission levels.
However, the project area is generally open, and pollutants will be dispersed by wind. Thus the impact of air pollution is considered to be minor.
Noise and Vibration
Construction works are always associated with noise, but this will be temporary. Noise and vibration will result from activities such as earthworks and from construction equipment and vehicles.
Blasting may be necessary to obtain hardstone from rock outcrops. While this is also a temporary impact, it may have serious health and safety repercussions and therefore has to be carefi~llycontrolled.
Increased traffic levels resulting from the improved road will cause noise and vibration, particuOarly in the terminal towns, but the increase will be small in relative terms.
Oil
Oil wastes are currently a problem along the project road: during the field survey it was noted that many vehicles were being washed beside the swamps. This behavio~urwill continue during and after construction.
During construction, oil may be carelessly stored, handled, or drained frolm construction vehicles, plant and equipment. This could lead also to contamination of the soil and water bodies.
Oil wastes will be a problem along the road where the heavy commercial vehicles make rest stops, and oil is drained (or leaks) from the vehicles onto the ground. This occurs mainly in the terminal towns, i.e. Soroti and Lira, but also in Otuboi and Dokolo which are the bigger centres along the project road.
Water Quality
Where culverts are to be constructed, sediment loads in the swamps and rivers will temporarily increase as a result of construction debris and excavation works. Sediment loading due to soil erosion could continue after construction, but to a lesser extent. But the impact is not expected to be significant. SOROTI- LIR A ROAD PHASE 11: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
During the rains, soil from the earthworks may be washed into riverslstreams, consequently reducing the water quality.
Sewage from the Contractors' and workmen's camps is another possible contaminant of water sources.
There is some risk to water quality in the swamps and rivers from spillage of oil product, either by construction vehicles or when servicing plant and equipment.
The amount of material required (gravel, hardstone and sand) is detailed in Section 4.4.3. The assessment of the impacts on materials sources is as follows:
Gravel Pits
Twenty one (21) potential gravel sites have been identified. All are new pits located adjacent to the road, or fairly close to the road but having relatively easy access to it. The material will be extracted mechanically, without the use of explosives. Investigation and laboratory testing of the material from the pits was undertaken during the preliminary engineering phase and their suitability confirmed for use as subbase material with chemical improvement. Fourteen pits were visited during the field survey. A summary of the characteristics of the gravel pits that were inspected is presented in Appendix 9. The field inspection in the remaining sites has not been possible due to the deterioration of the security situation.
Currently all these gravel sites are either fallow or under cultivation, and are either individually owned or owned by an institution (see Plate 5). Thus the Contractor will have to acquire this land temporarily, and pay for the material being excavated. SBRQTI- L IRA ROAD P~HASE!I: VOLUME4~: Feasibility Study and Detailed Engineering Design for Upgrading %IVVIROISIUWIENTALAND S OCIAL to Paved (Bitumen) Standard I~PACT ASSESSMENT SfUBY
Plate 5: A Typical Site for a Proposed Gravel Pit along the Project Woad
The soils along the project road are fairly stable in terms of proneness to erc~sion;moreover, the natural gradient is generally flat and the project area is well vegetated. However, excavation activities, as well as the gradient of excavated slopes, may affect erodability of the soils.
When gravel pits are being excavated, the affected iand cannot be used for cultivation or grazing. After excavation it may still not be possible to cultivate the land bec,ause the topsoil has been removed. A substantias portion of the cropping or grazing land therefore becomes unproductive. Furthermore, excavation sometimes leaves an uneven land surface, which makes it difficult to cultivate later.
Drainage is a major issue during the excavation of pits, as water tends to accumulate at the lowest point. When pits become saturated with water, if is difficult to remove material. Pits that are left open after excavation also tend to collect water. Accumulated water provides a breeding habitat for mosquitoes, thus propagating malaria; this is not desirable in the project area where malaria is reported to be one sf the main causes of morbidity.
Other concerns relating to gravel pits include dust, disturbance during excavaliion and access (including destruction of structures and graves), and hazards posed to childrein and livestock. Often trucks collecting material from su~hsites will use several routes to access one gravel/quarry site. This has severe implications on environmental degradation around the excavated area.
Some of the proposed gravel pits are Iocated close to people's homes. These homesteads will therefore be affected by dust and noise cluing excavation. Provision of access and trafic to the gravel sites may also pose a nuisance to people living around them.
Over twenty open gravel pits exist along the project road. No attempt had been made to rehabilitate these pits (or even part of #?ern), and a few had accumulaied water (see Plate 6). Most sf them could still be extended for gravel. According to the District &ec:utive Engineer
(Soroti District), these pits are still in use for road maintenance works, and l~villneed to be kept open for some time to come. However, assuming that the road is upgralded to bitumen
\Se~r- standard, the amount of gravel required for maintenance will be reduced significantly, and these pits could therefore be closed and rehabilitated.
Plate 6: Accumulation of Water in a Disused Gravel Pit along 'the Project Road
The TOR for this study requires borrow pits to be sited at 5 km intervals along the project road. Whilst one could argue that it is less environmentally damaging to have numerous smaller pits as opposed to a few large pits, the eventual impact is dependent on how well the contractor rehabilitates these pits. It is in fact easier to landscape and re-vegetate larger pits. Due to their size, it is often easier to reduce external damage by lessening the number of access routes to and from the gravel sources and arranging for rehabilitation and excavation to be canied out simultaneously, if possible. This is a more practical approach, whereas for smaller pits rehabilitation would have to take place after excavation.
Hardstone quarrying was noticed at various kopjes (rock outcrops) along the road. At approximately Km 16 there is a large amount of hardstone being produced by manual methods. The rock Is heated using firewood, and fractured by sudden cooling with water. It is then chipped by hand into aggregate. Dealers come to buy the chippings directly from the site and the chippings are sold in Sorsti, being used mainly for construction purposes.
There are a number of benefits and disbenefiis resulting from this activity. Provided the rock outcrops do not harbour plant or animal species sf special conservation value or Rave traditional or cultural importance, it is considered less environmentally damaging to use kopjes for hard stone, as opposed to mining the rock from the ground. Hardstone quarries that are mined often result in enormous pits which cannot be easily landscaped or rehabilitated. In addition, to fill one pit, another has to be dug. This situation does not arise if rock outcrops are hewn. But if the rock outcrops are blasted and mined, the landscape of the area will noticeably change. SOROTI- LI RA ROAD PHASE11: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONNIENTALAND SOCIAL to Paved (Bitumen) Standard IMPACT PLSSESSMENTSTUDY
While blasting is the norm for obtaining hardstone from mined quarries, the "'heat and cool" method is less offensive socially. In this particular case, the kopjes have no cultural or traditional importance, and hence the quarrying activity has been allowed. However, in environmental terms breaking up kopjes changes the landscape and may destroy the habitats for bird and animal species. Furthermore, the use of firewood for heating the rocks encourages deforestation in the area.
The majority of people working on the site at Oculoi are women, who derive an income from chipping rock by hand. These miners anticipate having more clients and better prices for the crushed stones with an improved road. However, since most of the miners do not use any protective wear while crushing the stones, personal injuries may also increase as demand and price rise. The community, and women in particular, would benefit if the (:ontractor were to buy their chippings. However, the miners would be unable to provide the quantity of rock required for constr~~ctionpurposes. The Contractor will therefore have to blast the rock in order to obtain the material required, and the miners may temporarily lose their income- generating resource.
Noise and vibration, as well as the physical dangers of being struck by flying rock splinters, are major concerns.
Sand
Sand is mainly required for concrete works such as culvert head- and wingwalls, 2nd for reinforced concrete pipes. l.t is expected that the head- and wingwalls will be constructed by masonry, which will reduce the need for concrete and thereby sand. Sand may also be required for mechanical stabilization of the subbase if this can be shown to be a technically acceptable alternative to chemical improvement. i Four sources of sand have been identified along the project route.
Sand mining can have a number of impacts: it can destabilize riverlstream banks, if the sand I is taken from the top, side or base of the bank; it can change the profile of the streamlriver from which it is being mined, it can result in an increase in sediment loads; and it may destroy 1 flora, fauna and faunal habitats. Wafer Sources 1 There is an abundant supply of water along the project road which cain be used for construction purposes. However, sources of potable water are limited, and there may be risk I that potable water sources are put under pressure during construction. Pollution of water 1 sources is dealt with in Section 7.1.3. 7.1.5. Devia fions I J At this preliminary stage, the exact locations of the deviations have not been established; however, consideration should be given to the advantages of avoiding deviations by passing I the traffic through the works. At the major swamp crossings, there will be no option but to construct half the road width at a 1 time. SOROTI- LIRA ROAD PHASE 11: VOLUME~A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
In some instances it may not be possible to construct half the road width at a time, in which case trafic will have to be diverted temporarily across privatelcommunal land. Permission will have to be obtained from the inhabitants of that land, as well as the local leaders, and compensation paid accordingly. Any deviations that must be constructed must take into consideration the location of buildings, settlements, villages and graves.
The selection of any of the realignments would allow unimpeded flow of traffic along the existing road without the need for deviations in such sections.
7.1.6. Clearing of Vegetation
Much of the natural vegetation along the road has already been altered by cultivation and grazing. The predominant land use along the project road and its area of influence is small scale non-uniform farming. The land is mainly communal, and any uncultivated areas are usually fallow.
Vegetation will have to be cleared during wideninglreshaping of the carriageway, construction of re-aligned sections of the road, for the Contractor's/workmen's camps and for deviations if these are necessary. The vegetation is unlikely to have any special conservation value, but some tree species have economic value (e-g. Shea nut tree and mvuln. In addition, trees and bushes provide shelter for birds and small animals. Clearing of vegetation may also encourage erosion.
The demand for fuel wood by the workforce may result in felling of trees, thereby having significant long-term impacts.
Currently, dust thrown IJ~by passing vehicles forms a fine film on the roadside vegetation (including crops), particularly in the dry season. When the road is bitumised, this will not occur.
7.1.7. Forests . . .-
The Kachung Forest Reserve straddles the project road, and is located about 2.1 km north of the roundabout at Agwata. From observations in the field, the natural forest here is entirely denuded, and currently, there is a considerable amount of cultivation in the forest area (see Plate 7). Recently the erstwhile Forest Department in Lira District has embarked on establishing a pine plantation and pine trees of various sizes can be seen along the road. The Forestry Department is also considering leasing plots of land within the forest to piivate individuals for agroforestry. SOROTI- kl~a ROAD PHASEII: VOLUME4n: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRCINMENTALAND S OCIAL to Paved (Bitumen) Standard IMPACTASSESSM ENT STUDY
Plate 7: Cultivation of Cassava in Machung Forest (The Pine Plantation is Visible in the Background)
The Forest Act prohibits the constmction of roads within gazetted forests, and in order to construct a road through a forest, a motion must be passed in Parliament to degazette it, a process that is lengthy and time consuming. The proposed realignment at Agwata will not affect the Kachung Forest Reserve.
However, the pipeline from Kachung Water Works to Lira town is located along the Iefehand side of the road, on average about 2 m away from the edge of the camageway, all the way from Agwata to Lira. It passes through Kachung Forest Reserve for a length of about 4 km. As the existing road is to be upgraded and widened, then the water pipeline will either have to be moved further west, so that it is located about 15 m from the cenfreline, at the edge of the road reserve, or the road will have to be widened on the eastern side (right hand side) in which case a 4 km long stretch of forest land, about 15 rn wide, will need to be acquired to accommodate the improved road and its reserve.
In srcler not to disturb the water supply to Lira, it has been concluded in discussions with the Client that the latter is the preferred option.
Enquiries were pursued with the newly instituted Forestry Authority in Kampala. Here it was confirmed that the road reserve through 'the forest is 3Q m in width. Two options are availab!e for extending the width of the road reserve through forestland, namely:
i) Formal de-gazettement of the affected area. This \would require time and, lander the present law, the identification, acquisition and handover to the Forest Authority of an equivalent amount of Jand elsewhere;
ii) An exchange of letters between RAFU and the Forestry Authority in which the land would be administratively assigned to the road and the Forest Authoriity compensated accordingly, though the land would formally remain the property of the Forestry Department.
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In view of the time constraints affecting implementation of the road project, the latter is the recommended approach as it required less time-consuming and cumbersome procedures. Given the tight implementation schedule for the project, it is recommended that RAFU should initiate this procedure by writing the appropriate letter to the Forest Authority as soon as is possible.
Apart from the Kachung Forest, no other gazetted forest reserves are found. along the project road. The Atigo and Angutewere Central Forest Reserves are located along the Lwala- Kaberamaido Road, about 4-5 km from the project road. Onekokeo Central Forest Reserve in Lira District lies about one kilometre south of Dokolo on the road to Kangai. These forests are considerably degraded, and the impact on them as a result of upgrading the proposed road is considered to be negligible. 7. I.8. Wildlife/ Fauna
The project area is devoid of larger wildlife species. However, there will be minor disturbance to small animalibird life due to clearance of vegetation, noiseldust pollution and construction activities. However, the situation will probably revert to those similar to the present after construction.
7.1.9. Wetlands
Wetlands serve an important role in terms of water retention and buffering. Wetlands could be impacted in several ways during construction. Eroded or loose soil due to earthworks may wash into wetland systems, particularly during the rehabilitation of existing swamp crossings and construction of new ones (see Section 7.1.1). There is also a danger that construction debris may be disposed of into the wetlands. These will contribute to increased sediment loads in the swamps.
Construction activities may also create physical disturbances to wetland habitats, and consequently to the flora and fauna dependent on those habitats. These can be temporary and minimized provided proper attention is given to implementing construction works.
During construction and operation, oil product may find its way into the wetland systems because of leaks and spills from plant and equipment or vehicles.
7.1.10. Workmen's / Contractors' Camps
Land to be utilized for the Workmen's / Contractors' camps is considered to be temporary land take.
It is expected that the ~ontractors'willestablish their main base camps near Agwata and Otuboi. If concrete pipe culverts are required, casting will probably be done at this site. The living quarters for the engineers, administration, foremen and machine operators are likely to be located there too. The Contractors may also choose to have support campsloffices in Lira and Soroti.
In addition to any permanent camps it is expected that the Contractors will establish work sites along the road according to the progress of the work. These work sites will be temporary, being set up for periods ranging from a couple of weeks to a couple of months. They will probably be staffed with around 20 people and equipped with some heavy equipment (e.g. graders, front loaders and trucks).
In general a camp would require approximately 2 to 5 acres of land. The Contractors will need to pay rent to the landowners as agreed prior to construction. In setting up a workmen's camp, consideration must be given to water availability and fuel supplies. It is likely that the SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
workforce will put an additional demand, albeit temporarily, on fuel wootj/charcoal for cooking. This demand may affect local fuel wood supplies and may also compromise its availability to the local people. It will obviously impact negatively on the environment. ! I While water availability is good along the project road, potable (or piped) water supplies are limited. Water in the camp is important in terms of maintaining hygiene and sanitary i conditions. The demand for water may also put pressure on local supplies. ; Neither the terminal towns nor the trading centers are served by sewage sysitems or waste 1 collection services. Sanitation and solid waste disposal will be a significant negative impact aI resulting from the workmen's camp. i I The actual locations of the camps will determine the magnitude of the impacts due to the I camps. 1 7.1.11. Construction Waste i There will obviously be a considerable amount of construction debris, comprising stone, i metal, pipes, etc. as well as spoil from earthworks. Apart from its visual impact, debris can affect water quality.
7.1.12. Clean Up on Completion
1I i During construction the Contractors will construct various facilities; which have .to be removed and dismantled on completion of works. In addition, these will be a lot of scrap and waste material on the site, and possibility at locations along the road where the Contractors establish lay down areas or work sites.
Due to the employment opportunities provided by the construction of the project road, there will be a temporary influx of people into the project area, this primarily being the workforce. This may cause some antagonism among the local inhabitants, as unemployrnent rates are high within the project area. The sudden influx of new faces will raise security concerns, particularly in the trading centres where the Contractors may set up their camps. In addition, transient workforce are often associated with a rise in the incidence of sexually transmitted diseases.
The project road is also likely to stimulate unplanned ribbon development along its length, as well as in the trading centres that currently exist along it as a result of an anticipated influx of cash into the econonly resulting from improved communications, and eas8ier access to markets.
Community members talked to also anticipated an increase in the level of urbanization along the AOI. Tiriri, Amidakan, Otuboi, Lwala, Dokolo and Agwata are likely to experience higher rates of urbanization. J The service sector (restaurants, accommodation, clinics/drug shops, bars etc) in these towns is likely to grow as an outcome of increased vehicles and human traffic aloing the project I road. By implication, some community members may be employed in these service sub- sectors around these towns. Rural to urban migration is also anticipated into the trading i centres, though its significance is unlikely to have any impact on househo~ldagricultural 1 productivity levels along the A01. Inevitably, the value of land, level of sub-division and rate of SOROTI- LIRA ROAD PHASE 11: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
land sales are likely to increase around these trading centres. However, people moving into the project area would put pressure on fuel wood resources, and also on the demand for farmland.
At this stage, it has not been determined exactly how roads linking the bypassed centres to the new project road will be connected. The shortest distances to the project road from the bypassed centres are presented in Table 7.2 below:
Table 7.2: Distances from Bypassed Trading Centres to Proposed Realignments
The distances from the realignments to the centres that will be bypassed are not excessive. Nevertheless, the proposed new alignments may affect the zoning plans of the bypa sed trading centres to some extent. Information from the District Land Office in Soroti (which serves Kaberamaido District as well) indicates that a detailed lay out and physical development plan for Otuboi is complete, while that of Tiriri is underway. While neither has actually been implemented as yet, budgets have been prepared for them. Plans to provide an underground water system for Otuboi are also under way. These plans may require some adjustment.
7.2.2. Loss of Land/Propetty
The most significant issue that will result from the upgrading of the Soroti - Lira Road is permanent land take for road reserves, realignments, and temporary land take for gravel pits and quarries, deviations and the workmen's/contractors' camps. Land for gravel pits, -, 1 quarries, deviations and the workmen's/contractors' camps have been discussed in Sections 7.1.4, 7.1 -5and 7.1.10 respectively.
r-j The Land Act of 1998 requires that any undertaker executing public works on land shall promptly pay compensation to any person having an interest in the land for any damage caused to crops or buildings and for the land and materials taken or used for the works. The legal issues governing compensation of structures, houses, crops, etc, within road reserves are not clear. A road reserve of 100 ft (50 ft each side of the centreline) was gazetted in 1964, but the necessary legal instruments for implementing this were not effected. As the situation stands today, it is understood that although road reserves exist, persons cultivating or having structures within the reserve are required to be compensated for any perennial crops and structures therein. Compensation for land itself is an issue only if the person occupying part or all of the road reserve holds a title deed for that land. Any land beyond an existing road reserve which needs to be acquired for the purposes of road construction must be acquired by the MOWHC/RAFU.
s S OROTI - LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ELSSESSMENT STUW
The community leaders consulted during the study indicated that, in general, the people residing along the road are aware of the road reserve and its purpose. When Ihe project road I was rehabilitated in 1995, the chiefs and LC Ill committee members had conducted awareness raising in their areas with respect to the road reserve. However, no one knew the
I exact width of the road reserve. i In general, only few houses or structures lie within the road reserve along the length of the ? project road. But the stretch from Amach to Lira (roughly 20 km in length) is fairly densely 1 settled. Crops and some trees were seen to be planted right up to the edge of the road in i some cases. As one approaches the trading centres and within the centres, the dwellings and buildings begin to encroach onto the road reserve. i RAFU's Resettlement / Land Acquisition Policy Framework indicates that lalid acquired for road construction purposes should be "30 and 20 metres from the centreline in rural and urban areas respectively...". While this document is still under review, the statement implies a total road reserve of 60 m in rural areas and 40 m in urban areas. If this were upheld, then the number of buildings and structures to be acquired along the project road would be considerable, and many of the settlements along the existing road would require to be dismantled if the original alignment was adhered to. For this study, therefore, the MOWHC's road reserve classifications have been followed, i.e. a total road reserve width of 20 m (10 m either side of the centreline) and 30 m (15 m either side of the centreline) in (urban and rural areas, respectively.
Where the project road involves realignment, there will be social dlislocation and displacement. Resettling in other places might involve readjustments to new social values, norms, expectations and environment. In addition, it may result in separation from relatives, kin or friends. Furthermore, new areas for resettlement may be less productive than the old areas. In the context of the project road, urban dislocation will have greater impacts than rural displacement in terms of the number of people displaced as well as the options available for resettlement. In the rural areas of the project area, land use is mainly non- uniform small scale farming on communal land; hence to find alternative sites for resettlement will be easier, and total relocation may not be necessary. In other words, it may be possible to find sites on the same affected land or adjacent to it, resulting in less upheaval.
Thus if the existing alignment is retained, there will be less displacement and resettlement along the rural sections of the project road, but compensation will have to be! paid for crops and trees that are removed within the road reserve. Where the road reserves need to be acquired for the existing road in the trading centres and urban areas, the concentration of settlement will mean that a lot of people would have to be displaced. An initial assessment indicates that approximately 100 properties will be affected along the existing alignment, assuming a road reserve corridor of 20 m to 30 m. Of these, roughly orle third are on leasehold land and the remainder are located on customary land.
The minimum realignment option being adopted for Agwata, F1, will cause some disruption within the centre of Agwata, as it passes through urban settlement. The social displacement costs will be relatively high, and resettlement options more complex.
The minimum realignment options at Amidakan, C1, and Lwala, Dl, will not necessarily affect urban settlement, but will entail some acquisition of land and perhaps displacement. At Amidakan the realignment serves to smoothen a sharp bend, whilst at Lwala the realignment substantially smoothens out the existing sharp corner.
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The proposed intermediate realignment at Tiriri, B2, leaves the existing road just before the Tiriri swamp, rejoining it again midway between Tiriri roundabout and Omunyal Swamp. The buildings at the trading centre commence immediately to the north of the Tiriri swamp and ' 1 this realignment will pass in close proximity to some of the buildings at the near end of Tiriri. It will then traverse through farmland, before rejoining the existing road. 1 1 The actual numbers of people that will be affected by the road can only be confirmed once the security of the area has been re-established, the local population has returned to their 1 homes and the cadastral and social surveys to determine PAPS can be undertaken. I I However, a preliminary estimate of land take for the existing road and proposed realignments is resented in Table 7.3 below:
Table 7.3: Estimated Cost of Land and Property for the Various Realignment Options . .
The table above indicates that the cost of compensation and resettlement, should the existing alignment be retained is of a similar magnitude to that incurred should the realignments proposed in Option 1 be adopted. This is because of the disturbance and upheaval that would be caused to the buildings and property in the trading centres.
7.2.3. Loss of crops
Loss of crops will result from various construction activities associated with the project road. Crops along the existing road alignment which are within the road reserve will need to be cleared. In this case, compensation will have to be paid for all perennial crops.
Compensation has to be paid for affected perennial crops on land outside the road reserve and on private property through which any new road alignments and new road reserves will pass. In addition, crops that are removed from land to be used for gravel pits will also have to be compensated.
The value of the crops and trees are obtained from the respective District Land Offices. Estimates for crops that will be lost during construction of the Option 1 alignment have been combined with land costs in Table 7.3 above. The amount of compensation to be paid will be directly proportional to the length of road that needs to be cleared.
7.2.4. Employment Opporfunifies
There is much anticipation among the roadside communities that local labour be employed on the road project, especially to carry out manual and unskilled tasks. The principal work activity will be the placement of improved gravel material and graded crushed stone along the existing road or along new alignments, an activity which is mechanized and utilises a limited number of local unskilled labour. Other unskilled positions would include casual labourers, watchmen, etc. The number of local people who could be employed on each contract of the project will be in the region of 200 to 300 people. SOROTI- LIRA ROAD PHASE 11: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
The skilled workforce will most likely be non-locals from other parts of the coulntry, operating the heavy equipment. However, masons and truck drivers can be sourced from the local population. The skilled workforce is estimated to be in the range of about 100 persons on each contract. The professional and administrative staff will principally be non-local people. Most of the skilled workforce will have to be brought in from outside the projeclt area, and this may cause some resentment among the local people.
This temporary employment will lead to increased incomes for those employed and will, indirectly enable parentsigl~ardiansto pay for scholastic materials and tuition for their children or dependants, thereby positively affecting school attendance at primary and secondary levels along the AOI. This temporary employment should also positively affect the community members' ability to access other basic social services such as health and farm extension services. The employment opportunities will, however, be temporary and therefore it is unlikely that the impacts of increased spending power will have permanent benefits.
However, increased volume of trade resulting from an improved road will lead to higher employment levels in the "off the farm" sub-sector among the communities within the AOI. This will result in more stable earnings and would have a greater overall impact.
Key informants interviewed expressed reservations that increased incomes and temporary 1 employment opportunities might increase the level of alcoholism, domestic violence and I indiscriminate sexual behaviour. I 7.2.5. Trade and Commerce i 1 1 It is anticipated that the road will lead to an increase in the volume of trade and other commercial activities in the AOI. This is because more vehicles and human traffic will be i using the road from the east and southern part of the country to travel to the north, and vice ! versa. The current state of the road discourages traders from these areas because of the high transport costs, vehicle maintenance costs and the length of time taken to reach commercial centres. Thus it is expected that traders will reap higher rates of return and j greater profit margins as a result of road improvement. I Established trading and commercial activities may suffer some negative impacts if centres I i such as Tiriri, Lwala and Agwata are bypassed, the extent of which will dlepend on the distance from the centres to the new road (see section 7.2.1). However, the new road I alignment will present an opportunity for other entrepreneurs and developrnents of new business.
7.2.6. Agriculfural Activities I I During construction of the project road, agricultural production will not be affected, although transportation of produce may experience delays due to deviations and construction works. I I Following upgrading of the road agricultural activities in the AOI will be stimulated by better and faster access to markets, and the likelihood that there will be more opportunities for, and ' 1 development of, local transport facilities. As a result of reduced maintenance costs and the i resultanl competition between public service vehicles, transport costs should decrease along the project road, resulting in the improvement of accessibility levels to basic social services 1 by community members. For example, the majority of the population along the project road 1 walks or cycles to market in order to buy or sell produce. This situation is likely to change with a reduction in transport fares, and community members will be able to access markets to sell I their produce at competitive prices more easily. SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTALA ND SOCIAL to Paved (Bitumen} Standard IMPACT ASSESSMENT STUDY
It is anticipated that increased voll-]me of trade and better transport services will lead to better prices for farm produce within the A01, as well as facilitating access to farm inputs and services. Indirectly, better farm produce prices are an incentive to increasing farm productivity at the household level. This should result in the households along the AOI becoming more food secures. Furthermore, with the anticipated increase in economic activities and higher price levels for farm produce, household incomes are expected to rise.
As has been noted in Section 3.9, a number of women are involved in the marketing of small
quantities of farm produce at urban and market centres along project road. Some of the r I women are also involved in selling cooked foodstuffs and local brew. The community ! members felt that the improvement of the project road will positively affect the structure and
volume of business undertaken by women. This should result in an improvement in the health - I I status of women and children at the household level. i 7.2.7. Livestock -I Appreciable activity involving livestock takes place in the project area and the AOI. Livestock 1 markets are held at various trading centres along the road (particularly Katine and Otuboi), and livestock is trekked along the project road to these markets. It can therefore be expected - 1 that livestock frequently crosses at certain points along the existing alignment. 1
Once the road is complete, access to the livestock markets will be greatly improved, and consequently better prices for livestock can be expected, eventually resulting in higher rural income levels. The major traders for livestock come from Katakwi, Gulu, Pader and Jinja.
Livestock often cause damage to structures by trampling, and may induce erosion along side drains and embankments.
7.2.8. Fisheries
It is anticipated the fishing activities in the numerous swamps along the AOI will increase slightly due to increased demand. However, the main fishing activities are undertaken in Lakes Kwania, Kyoga and Kowidi to the south of the immediate AOI. No doubt a better road will result in boosting the fisheries sector, particularly as this very perishable product will be able to reach markets in Lira and Soroti (and beyond) much more quickly.
One worty however, may be over-fishing as a result of increased demand, especially if the wrong methods are employed (smaller nets, trawling). However, this is not likely to happen in the near and medium future.
7.2.9. Public Health and Occupational Safety --, 1
During construction and operation, a number of aspects may impact on public health. Earthworks, excavation of gravel pits, blasting at the quarries, crushing of aggregate and -4 asphalt plant operation, construction traffic and regular vehicular traffic along the road will 1 create dust, air and noise pollution which can have an impact on public health. The workforce may be more exposed to these impacts. The impact will be greater in the urban areas of Soroti and Lira, where people and traffic are found in a more concentrated area. Oil wastes -1 from vehicles also impact on public health if they find their way into water sources. These issues have been discussed in Section 7.1.3. Conditions such as eye infections and -I
-1 Conversely, improved market conditions and demand for farm produce is likely to promote indiscriminate sale - including food reserves, and could compromise household food security. SOROTI- LIRA ROAD PHASE 11: VOLUME~A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESS~~ENTSTUDY
respiratory infections are linked to dust emissions. Conversely, the health status of communities living and working near the project road should improve as a result of reduced dust after the road has been upgraded to bitumen standard.
Road projects are associated with an increase in sexually transmitted diseases (including HIVIAIDS) due to the influx of workmen interacting with the local people, i2S well as the greater number of drivers who are expected to pass through the towns and villages1 settlements along the road as a result of the improved road conditions. Community and political leaders consulted in the project districts were particularly concerned about this issue.
Water accumulating in open gravel pits would encourage malaria.
1 5 Sanitation and hygiene in the Contractors'lworkmen's camps are also issues of concern, and if not properly addressed may lead to outbreaks of illnesses such as hepatitis, typhoid, intestinal worms, etc. Public health issues related to the workmen'slcontractols' camps have I I been dealt with in Section 7.1 .I0. 7.2.10. Health Services
It is anticipated that upgrading of the project road will strengthen the health dielivery system, in particular the referral systems to hospitals and health centres at Soroti, Otuboi, Lwala, Dokolo and Lira. Three project outcomes will directly lead to this: i) reduced waiting time for transport, ii) reduced transport costs to health facilities and iii) improved ;access for the communities (in terms of physical as well as financial resources) to both government and private health services. - - Thus it is anticipated that the numbers of pregnant women attending ante-natal and intra- natal care will increase, as will the numbers of community members seeking lhealth services from qualified providers. In this respect, a higher population growth may be expected in all the districts within the AOI.
The current road condition has contributed to demotivating health providers posted or assigned to centres along the project road. This is because they have to travel regularly to Soroti or Lira to collect salaries and supplies, a time consuming and expensive! exercise. An improved road will therefore serve to boost morale among health providers working in the AOI of the project road. Furthermore, LC I and Ill members for the project distiricts who were consulted during the study felt that an improved road would result in reduced running and maintenance costs of vehicles and motorcycles used in health delivery servic;es (as well as other social services). Currently, potholes, dust and slippery surfaces du~ringthe rains contribute to high vehicle maintenance and running costs.
Better delivery of social services resulting from an improved road will also affect household sanitation, and enhance civic responsibility (for example taking children to centres to be immunized).
The hospital at Lwala is a major referral health facility for Kaberamaido District. The realignment D1 will bypass Lwala. The distance to Lwala and its hospital ill remain the same, and it is not expected that the frequency and volume of public transport along the route to Lwala itself will diminish, nor that there will be an increase in accessibility costs to the hospital from the new junction. SOROTI- LIRAR OAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
7.2.11. Education
It is anticipated that improved household incomes will positively affect primary and secondary school enrollment. This is in relation to the fact that most of school drop outs are caused by cost related implications (tuition, materials) uniforms transport etc). For example during boarding school opening and closing times, transport fares almost double along the Soroti - Lira Road. Most of the affected students are those who study in boarding schools within the A01. An improved (bitumen) road is likely to lead to reduced transport fares along the project road.
There are a number goverrlment aided primary schools and a few government secondary schools along the project road, but very few private primary secondary schools. This is partly due to the general poverty in the area and the poor statekondition of the road which makes it unfeasible to run private schools. However, with the upgrading of Soroti - Lira road to bitumen, private educational infrastructure investment may take place, giving chance to several LlPE graduates to access secondary education nearer their home areas.
It is anticipated that the monitoring and supervision of delivery of educational services in the sub-counties of the AOI will become easier, more routine and less time consuming, e.g, the monitoring of UPE funds.
A concern cited by the District Education Departments in the project districts is that improved agricultural activities and sale of produce would attract child labour (since it cheap and easy to procure) thereby affecting school enrolment and attendance.
At Kaberamaido, the District Education Officer noted that the swamp crossing at Omunyal frequently overtops during the rainy season, which affects school attendance. Girls are particularly reluctant to cross such flows. When the project road is upgraded, this overflow will stop, and school attendance during the rainy season will stabilise.
The anticipated improvement in social services delivery is also expected to have a long-term indirect positive impact on adult literacy. 7.2.12. Disturbance to the Public
During construction there will be temporary disturbance due to construction traffic and noise, disruption of routine, etc, to people living in the terminal towns of Soroti and Lira, and possibly in the trading centres where the contractors set up their camps. The settlements along the road would also be affected by noise, dust, construction activity, but to a lesser extent.
During operation, noise levels and air emissions, issues which may be considered to be a nuisance, will increase slightly. However dust emissions from a sealed road would be expected to reduce.
7.2.13. Road Safety
During construction there will be some danger to road users due to construction traffic and the transportation of equipment, etc., particularly in Soroti, Lira and where the Contractors' camps and lay down areas are located. After constr~~ction,it is expected that volume of construction traffic along the road will be reduced, but other vehicular movement will Increase. SOROTI- LIRA ROAD PHASE 11: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMIENTALAND S OCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
The existing road is relatively narrow along some stretches and there are a number of black t spots. Accidents are fairly common because vehicles struggle for the limited space and need i to swerve off the road. As vehicle characteristics change favouring wider trucks and lorries, vehicles must swerve off the road to pass safely. This means that they encroach on to the 7 drains and shoulders, thus posing a serious danger to pedestrians and NMTs.
Accidents occur frequently during the rainy season, as vehicles slide off into the side drains.
i . Such accidents will decrease after the road is bitumised. The proposed realignments will 1 also improve road safety, in that they provide better sight distance and alignment and bypass busy trading centres.
I The project road will be designed for a speed of 100 kph.> Most of the key informants interviewed anticipated that road accidents, especially near busy trading centres like Otuboi, 1 Dokolo and Agwata, will increase after the road is upgraded. j Although the residents along the project road may be accustomed to traffic, they may not be used to fast traffic nor large volumes of traffic, particularly along the proposed realignments. 1 This may result in an increase in the number of accidents (for both motorised and non- 1 motorised traffic), at least in the initial months of operation.
! 7.2.14. Archaeological or Cultural Sites ! ! It is not anticipated that sites of cultural, historic or traditional significance will be affected 1 during construction or operation, as the road design should avoid any such sites. j There may be graves that have not yet identified been along the proposed realignments. All i selected realignments would have to avoid such sites, and construction works should not 1 interfere with them. 7.2.15. Visual Impacts
iI During construction, the main visual impacts which will occur will be those associated with the earthworks along the road, excavation of gravel pits, construction traffic and clearing 1 activities. Such visual impacts should only be temporary and will be assimilated into the J environment within a few years, with regeneration of grass and vegetation.
i After construction the situation for the existing alignment will be very similar to and arguably better than what it is at present. For the short sections of realignment, the visual impact will I be more dramatic, but a judgement as to whether the sight of a road is pleasant or not is
I undoubtedly subjective. i .I 7.2.16. Other lnfmstructure Services
1 Certain infrastructure services will be affected by the construction of the project road. These ! I include the water services from Kachung Water Works to Lira town, water services within the section of road in Soroti town, the relocation and diversion of electricity lin~esat various I locations along the project road, the relocation of telephone lines and installations along the i road in Soroti and Lira towns. I Costs for relocation of the various services are presented in Table 7.4 below:
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Table 7.4: Summary of Costs for Relocation Services
-1 It should be noted that the above table excludes any costs in respect of movement of, or 1 protection to, the Kachung - Lira water pipeline as the decision has been made to leave this undisturbed and to re-locate the road 15 m to the east. All costs associated with this exercise are therefore included in the estimates for civil works and the compensation estimates for - -1 land take and buildings.
The water pipeline from Kachung Water Works runs along the project road from Agwata to - Lira. The pipeline is located only 5 m from the centreline of existing carriageway and, along a I major portion of its length is located in the side drain. Construction of the improved road would compromise the operation and maintenance of the pipeline. The three options to -1 address this problem which were evaluated during the preliminary engineering phase were : iii) to move the water pipeline by about 10 m to the west so that it is located 15 m away - from the existing centreline;
iv) to leave the pipeline where it is, but to shift the alignment of the road to the east so that
the pipeline will lie at the edge of a new road reserve; and )
v) to leave the pipeline where it is, and confine road improvement works to the existing alignment.
On the basis of Option (ii) a 15 m corridor within the Forest Reserve (4 km in length) and private land all along the road from Agwata to Boroboro (about 25 km) will have to be acquired for the road and road reserve.
7.2.17. Political Impact
All local government leaders consulted during the study expressed the view that improved household incomes and employment opportunities will widen the tax base of local governments along the project road and in its area of influence. Improved tax collection will enhance social services delivery and promote good governance. Furthermore, the supervision and monitoring of public funds utilization will be easier for local politicians within the AOI.
I The project road will promote national identity and integration after construction. Currently community members along the existing road feel isolated and neglected, in part due to its -1 poor condition. It is anticipated that community mobilisation along the project road will be I more easily undertaken, and that the security of the local population and travellers along the I road will improve. -I SOROTI- L IRA ROAD PHA9E 11: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMIEPITALAND S OCIAL to Paved (Bitumen) Standard IMPACT A:SSESSMENTS TUDY
Local government leaders queried what would happen to the existing sections of the road which are to be bypassed by the new alignment.
7.3. SUMMARY OF ENVIRONMENTAL AND SOCIAL ~MPACTS
The impacts resulting from or affecting the various components during construction and operation are presented below in Table 7.5 for ease of reference. Impacts can be positive or
1 negative, direct or indirect. The magnitude of each impact is described in terrns of its being significant, minor or negligible, temporary or permanent, long-term or short-term, specific (localised) or widespread, reversible or irreversible.
1 These qualities are indicated in the assessment table as follows:
1 Key Type of Impact Key Type of Impact
major positive impact minor positive impact major negative impact minor negative impact negligible1 zero impact no change specific/localised widespread reversible irreversible short term long term temporary permanent continuous uncertain mitigation of negative impacts/ mitigation of negative enhancement of positive ones IS impacts1 enhancement of possible positive ones is NOlT possible SOROTI- LIRAR OAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
Table 7.5: Summary of Environmental and Social Impacts
was first constructed. The new alignments will have a minor effect on surface hydrology, but will not involve drversion of water from major catchments. The design will have to ensure unhindered flow of water from upper to lower catchment, and address areas where drainage along the road is impeded. After construction the drainage pattern will improve along the existing alignment as road runoff will be discharged properly, and flow at swamp crossings will be enhanced. Caused by earthworks. Erosion may continue to occur after construction. Incorporating Soil erosion --LsP y - Y appropriate soil conservation measures and proper drainage facilities during construction would mitigate impacts during operation. Air, dust, noise pollution and oil pollution will increase as a result of construction activities. Pollution: The installation of culverts and construction of swamp crossings will result in a temporary airldust Y ir -- t ir - increase in sediment loads in wetlands. noise t ir Y Y - - lr After construction, aiddust emissions are oil wastes Y ir -- L ir -- likely to reduce, noise will still occur, and water quality t Y NC -- contamination by oil products will still be there. Water quality (including contamination by oil) will be monitored. Gravel pit owners will benefit from the sale of material. Soil erosion will be the major negative impact + resulting from borrowing activities. Other Gravel Pits --SP r Y - - Lr Y impacts include dust emissions, hazards to children and livestock. These impacts could also apply after construction. Mitigation will include compensation, reinstating and/or fencing. Rock outcrops may harbour species of conservation significance, and their exploitation Hardstone sources - - sp ir Y -- L Y may temporarily deprive miners of their resource. Other impacts are associated with blasting, and changes in landscape. Sand will be required during construction in Sand sources - sp ir Y 0 very small quantities. Impacts can be mitigated by selective and careful mining. Water required for construction purposes as well as for the Contractor's/workmen's camps Water sources -- w L Y 0 may compete with local supplies. Planning the construction schedule and proper manage- ment of water use will help to mitigate this. SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONIMENTALAND SO CIAL to Paved (Bitumen) Standard IMPACT I~SSESSMENTS TUDY
(continued) Impacts are related to clearing of vegetation and acquisition of land. Permission must be I obtained from the respective community Deviations Y , - t sp - leaders and land owners for constructing deviations. After construction the deviations must be reinstated. I - sh sp r Y 0 Clearing of vegetation will be necessary for road works. This vegetation i!; unlikely to have any special conservation valme, but nonetheless, uncontrolled clearing of i' vegetation by the Contractor should not be VegetationIFlora permitted. 1 Y The demand for fuel wood by the workforce i -- Lwir may result in felling of trees, thereby having i significant long-term impacts. The workforce must be provided with alternative fuel sources. 1 Rehabilitation of the existing alignment as well I as construction of realignment alongside the pipeline will affect Kachung F~orestReserve. Forests N 0 --LSP Although affected forest is delgraded, it will 1I need to be degazetted, or made available by ; administrative agreement. There will be minor disturbance to small 1 animalslbird life, due to clearance of I' vegetation, noiseldust pollution and WildlifeIFauna Y 0 - t construction activities. This will probably 1 revert to the present situation after construction. 1 There will be sedimentation in swamps due to construction activities. Impact!; from existing WL Wet'ands -- Y - w and new alignments will be sirnilar. This may I continue to occur after construction but to some extent. This will have to be monitored. Short-term benefits are expected from I increased business at the trading centres due + sh to the workforce. 0 The demand for water, fuel wood in these Contractor's and centres will increase, possibly having long- Workmen's camps L ir term effects. The issues of sanitation and solid -- Y waste disposal arise. Selection of appropriate sites for the I workmen's camps is important. Construction wasteis unsightly and can cause Construction waste - L sp Y 0 pollution of watercourses. Proper disposal of 1 wastes is necessary. 1 Clean up after The Contractor should ensure that when works Y 0 completion - L SP are completed, the site is left clean and tidy. 1 There will be a temporary influx of people into 1 the project area due to employment of con- struction workers. Improved accessibility to Soroti~and Lira re- sulting from the rehabilitation of the project I settlement - t SP Y road is likely to stimulate the ec;onomy, thereby + - L Y encouraging ribbon development along the road, and higher urbanization in centres along I the road. Realignments bypassing centres will result in 1 economic changes within those centres. 1
1U- IW.oddRw\WdaS-&dDd~W EngYlwhp Dulgc-Ph-o Infind ESL4 SMlllsllESlA Ph II rind m Am 22 Jar M-a dm 7-24 SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
[continued) The existing road is already a change of land use from the original vegetation, so there will be minor changes in land use resulting from campslclearing. Changes in land The new alignments would cause major change in land use from farmland to road. use, Loss of land -- and property The maximum realignments will require the most acquisition of land. Compensation must be paid for land required for the new alignments, new and old road reserve, deviations, borrow pits, and for
I Some crops and trees along the road reserve for the existing road will have to be cleared for Loss of crops construction activities. Crops along new alignments will also have to be cleared. I Compensation must be paid for crops lost. ( The project will provide temporary employrneni 1 for some of the local people. Skilled labourers will have to be brought in from outside the project area. This may cause Employment Some resentment among the local people. opportunities Discussions must be held with LClll leaders and chiefs during recruitment of labour. Women must be given opportunities to work [ on tine road project. 1 During construction, the workforce will stimulate local businesses. After construction, trade and commerce in the trading centres Trade and along the road will be boosted. commerce The bypassed towns may be negatively affected in terms of trade. This can be I mitigated by having link roads to the new road. I During construction, agricultural activities will not be affected. After construction, agricultural Agricultural production is expected to improve in the activities I ( project area, due to better transport facilities I and access to markets. Livestock 1 Transport services along.the road will husbandry and ] increase, facilitating veterinary extension marketing / services, and access to livestock markets. ] Sedimentation loads during construction may 1 affect fish breeding grounds in the swamps. Fisheries [ Sediment loads will be monitored. I After construction, marketing opportunities will Improve. During construction, increased dust, noise and air pollution levels could impact on public health. During operation, there will be a slight increase in levels of pollutants due to more traffic. Public health The workforce may also propagate STDs in the trading centres, the effects of which will carry over to the operational stage. STD awareness drives should be initiated in the workmen's camps and in centres along the road. SOROTIA LIRA ROAD PHASE 11: VOLUME~A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
continued) Access to health facilities will iimprove in Health Services general. The im~rovedroad should lead to better Education staffin; and su~ervisionof schools, and facilitaie the b;ilding of more r;chools. . During construction there will Ibe temporary disturbance to people due to noise, dust, construction activity, etc. This can be partly Disturbance to the mitigated through diligence on the part of the public Contractor. After construction. noise level:; and air emissions are like.ly to increase slightly. Road construction always presents some element of danger. Mitigation measures may include introducing road signs and awareness Road safety campaigns. After construction, there is a risk of increased number of road accidents due to speeding and increased traffic volumes. It is not anticipated that any sites of cultural or Sites of cultural, historic significance, will be afl'ected during historic or construction or operation. The new alignments traditional and excavation activities (e.g. gravel sites) significance must avoid all graves. During construction, visual intrusion will be attributed to earthworks, deviations and construction traffic. Mitigation can be achieved through controlling traffic, sensitizing motorists, clearing debris after construction and
Visual. . intrusion rehabilitating1 landscaping quarries and deviations. After construction the situation for the existing road will be the same as it is presently. New alignments will result in a minor change of landscape. Infrastructure services such as; water services, telephone lines, electricity line:; will have to be relocated during construction. ~achungWater Other infrastructure Pipeline presents a problem in terms of services realignment of the road within the forest area and on private land. Compens;ationwill be necessary. Increased household incomes and employment opportunities will result in a Political impact broader tax base. Project road seen as serving to promote integration and national identity.
During the preliminary phase of this study (ie. the Phase I ESIA), detailed comiparisons were made of the environmental and social impacts of adoption of the various alignments and 1 realignments considered for the project road. Table 7.6 below summarises the impacts for each section of road. The comparison focuses on negative impacts only, as these require mitigation and will have the greatest repercussions if not addressed adequately. The table Il does not include aspects which have impacts that apply equally to all (re)alignment options. I SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL , to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
The weighting methodology employed here is described in Appendix 7. Table 7.6 presents a summary of the outcome of the weighting procedure, where the maximum score for any one aspect or impact is 10, while the minimum score is 2. - - I i
Table 7.6: Comparison of Project Alignments i
As expected the longest realignments have the highest overall significance, primarily by virtue of their lengths, this being the single most important factor determining the amount of land to be acquired and the number of persons that will have to be relocated or compensated. The table shows that for all options the significance for loss of landlproperty (and therefore relocation) lies between 8 and 10.
It can be seen that in some cases, realignments are less impacting than adhering to the existing road. This applies particularly to the impacts of deviations, the irr~pacton Kachung Forest, destruction of property for the acquisition of the road reserve in the trading centres, impact on infrastructure services to be relocated and the impact on materials sources.
Impacts on wetland systems will be similar for new and existing alignments.
On the other hand, impacts on surface hydrology, clearing of vegetation, the effects on ._I economic activities due to bypassing trading centres, and political impacts are lower if the existing alignment or minimal realignments are followed.
I Table 7.6 also considers the "no improvement" option. In this case, the impact on hydrology + and drainage and consequently on the wetlands (resulting from siltation due to the road surface being eroded, and gravel being washed into the wetlands) is significant. Traffic along the road is currently constrained by the condition of the road. This adversely affects trade and A. commerce in the centers along the project road, as well as its terminal towns, and with no improvement to the road, the situation will remain the same, if not deteriorate. Road safety AI SQROTI- LIRAR OAD PHASE11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT A:SSESSMENTSTUDY
will continue to be of great concern. Finally, improvement of this road has long been awaited at LC111 and LCV level, and it is therefore politically desirable; should no im~provernentbe undertaken, there may well be political repercussions.
Based on the outcome of the Phase I Feasibility Study and the Preliminary ESIA, the Client I selected the minimal realignment option (Option 1) as being the most suitable for upgrading the project road to bitumen standard. SOROTI- L IRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
8.0 MITIGATION OF ADVERSE IMPACTS
8.7.7. Hydrology and Drainage
The road design, whether for the existing road or the new alignments, must ensure that flow of water is not impeded from the upper to lower sides of catchments by rehabilitating culverts, and by installing side drains and mitre drains to direct road runoff away from the road. It is important that these features are well designed, properly constructed and regularly maintained so that runoff does not accumulate by the side of the road, water that is drained off the road does not create gullies, and siltation of the structures does not occur. Drainage structures must therefore ensure safe final disposal of water and must also be self-cleaning.
For swamp crossings, where the road will have to be raised and widened at several locations, it is imperative that the hindrance to flow in the swamps be minimised. It is recommended that as many pipe culverts as possible be installed along the swamp crossings. Multiple culverts should be installed where there are large concentrated flows in channels. Consideration is being given to installing pipe arch culverts which are less restrictive to flow.
The major impact occurring from the construction and rehabilitation of swamp crossings is sediment loading into the wetland systems. In this respect, baseline sampling has been carried out at five swamp sites along the project road in order to monitor the impact of sedimentation in the wetlands due to road construction and operation (see Section 2.6, and Appendix 5).
Consideration will be given to the construction of cut-off drains, connected at intervals to cross drains to facilitate the safe discharge of runoff between Km 6.9 and Km 11.0. The present cross-drains have drop inlets which are subject to siltation and require excessive maintenance. The discharge from the cross-drains will be directed via shallow channels, approximately 80 m in length, in the lower catchment perpendicular to the road, which will lead water to the adjacent swamp. The spacing of these drains will vary from 300 m at the beginning of the section to 150 m towards its end, as the volume of flow increases. In this area there is some cultivation in the lower catchment, and permission will have to be obtained from farmers and/or community leaders to discharge water in this manner.
Again care must be taken during design and construction so that the waterway itself does not cause erosion and gullying.
The last 20 km of the road, from Amach to Lira, is densely populated and cultivated. Plots come right up to the road on both sides. This makes it difficult to discharge water from the side drains as frequently as would be optimal, as farmers and landowners are reluctant to have drains passing through their land. In this case, the landowners must be asked permission to allow these drains to be constructed on their land, while the LC Ill committee members must be asked to assist in sensitizing these people. Experience from Kenya has shown that in similar circumstances, dialogue with the affected landowners has served to resolve the problem. As a compromise, drains were constructed along the boundaries of properties. . SOROTI- LIRA ROAD PHASE 11: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRON~IENTALAN D SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
8.1.2. Erosion Control i The speed of road runoff is one of the main contributing factors to erosion, scouring, and 1 consequently siltation, along a road. Provision must be made in the road design for directing road runoff away from the road by installing side drains and mitre drains. The principle is to I dispose of water "little and often". The construction of artificial waterways to achieve this has 1 been discussed under Section 8.1 .I above. In addition to enhancing drainage, the impact of runoff in steeper sections of the road (especially between Otuboi and Dokolo, and Arnach and Lira, where the gradient of the road exceeds 4%) should be controlled by introducing I check dams, scour checks or impact dissipators in the side drains. Check dams and scour checks need to be installed at specified intervals, depending on the gradient of the slope. 1 Dissipators are usually made of concrete and can be more expensive. Nevertheless, all 1 these structures must be well designed, properly constructed and regularly maintained so that runoff does not accumulate by the side of the road, water that is drained off the road I does not create gullies, and siltation of the structures does not occur. Earthworks should be controlled during the construction phase, so that land that is not required for the road alignment, deviations, camps or gravel sites is not disturbed. Gravel sites which were used previously and new sites which are to be opened must be landscaped and revegetated after use in order to prevent erosion. (This is discussed furither in Section 8.1.4). The tender documents should stipulate that, wherever possible, earthworks should be 1i carried out during the dry season to prevent soil from being washed away by the rain. The embankment along the road should be planted with shrubs and grasses to stabilize it as I well as to reduce the chances of erosion. Proper management of excavation activities and organisation of spoil will make rehabilitation of the gravel pits and worked areas easier (see Appendix 9). The construc:tion schedule should be organised such that as works on one section of the road are completed, replanting activities for that section are undertaken immediately. Topsoil and overburden should be 1 stored in separate piles. The spoil heaps should be covered to reduce the amount of soil I washinglblowing away. The spoil can then be reused (e.g. for backfilling or landscaping). 1 In order to ensure that environmental protection is taken into account during construction, \ these issues must be specified in the tender documents.
i 8.1.3. Pollution Control i Dust emissions during earthworks (along the road and in gravel pits) can be reduced by sprinkling the working surfaces with water. Dust emissions will reduce substantially once the I road is bitumised. The impact of dust, air and noise pollution emanating from the asphalt and crushing plant can be reduced by locating the plant downwind of settlements. Plant should not operate during I the night. Proper maintenance of construction plant and equipment (including trucks) will reduce emissions of noxious fumes (carbon dioxide, carbon monoxide, nitrogen oxides, sulphur oxides), as well as mitigate noise levels. In addition, drivers of construlction vehicles I should be instructed not to leave them idling, in order to reduce the emission of exhaust fumes. I I During construction and operation, the speed of construction and other vehicles along the project road and along any proposed deviations, should be limited to reduce dust levels.
!~~~-l\Rodv\ns*IUgondondU~~Wa(D~EmbaalnsDwqn-Ph-o IllFind ESU Bard#Ten\ESlA Ph II lind ra&u 22 ~m DI-*.dm 8-2 1 SOROTI- L IRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
These measures can be achieved by creating awareness among equipmentlmachinery operators, drivers of construction vehicles, as well as other road users.
Planting trees along the road in the urban centres, and if possible at the villages and settlements along the road, would also help to screen the adjacent farms and homesteads from vehicle emissions, and to an extent, noise.
Noise abatement, particularly in the towns, can also be done through sensitizing motorists/ truck drivers, by using signboards and conducting awareness campaigns. Regulations should be introduced that prohibit movement of heavy vehicles and hooting after dark. While noise from blasting operations at the hardstone quarries cannot be avoided, the residents and workers around those areas must be forewarned when blasting will occur. LC Ill committee members can be used to disseminate tl- is information to the local people.
Oil is often drained from trucks and lorries by the side of the road. During construction, maintenance activities 'should be carried out within the Contractors' camps at a specially designated sites, where the concreted work area is surrounded by a drain leading to an oil interceptor. The Contractor must be aware of proper storage and handling procedures for oil and lubricants (as well as other hazardous substances). Drip trays should be used when draining oil from plant and equipment, and waste oil stored in containers until they can be safely disposed of.
Parking bays should be constructed at the principal intermediate towns which fall on the chosen route where trucks and heavy vehicles can park. Trucks and heavy vehicles should be made to park here through legal means. These bays should also be surrounded by stormwater drains fitted with oil interceptors, so that maintenance activities can be carried out there. Contamination by oil of soil andlor water sources resulting from oil in stormwater drains can thus be controlled. Obviously compensation would have to be paid for property and crops on the land that is acquired for this purpose.
During the rehabilitation of existing swamp crossings, and the construction of new ones, an increase in sediment loads in the swamps is unavoidable. However, it is imperative that the Contractor controls the amount of material that is required to be laid onto the crossings, and that this material is applied carefully, and immediately compacted. Rehabilitation of the culverts and swamp crossings should be done during the dry season, wherever possible. Sediment loads in the rivers and streams can also be reduced by incorporating erosion control measures. In addition, the Contractor must ensure that construction debris is disposed of in a sensible manner and not thrown into the swamps and rivers, or along the roadside.
Wastewater and sewage from the contractor's camp must also be disposed of properly so as to prevent pollution of water bodies (see Section 8.1 .lo).
In order to monitor the impact of pollution along the project road during both construction operation, baseline sampling has been done at five swamp sites (see Section 2.6). Through analyzing samples from these sites over the life of the project road, concentrations of sedimentation, oil and grease, organic pollution, faecal contamination, among others, can be measured. Thus trends in environmental improvement or degradation can be established, possible adverse impacts predicted. The results of water quality sampling are presented in Appendix 5. SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMIENTALAND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
Materials Sources
Whilst the locations of potential gravel pits and quarries have been identified, their selection will be undertaken by the successful Contractors. Mitigation measures for sioil erosion and dust emissions from gravel pits have been discussed under Sections 8.1.2 and 8.1.3.
The Contractors should be required- to plan access routes to gravel pits and hardstone quarries ahead of excavation. Access routes should avoid going over infrastructure such as water pipelines. The Contractors should be prevented from opening up several routes to one materials site which would have severe implications on environmental degradation around the excavated area.
People living at or near the materials sites must be informed of the environmental implications of excavation at the time of selection of the sites. The owners of the sites should be told at the earliest whether testing has revealed that material from their plot is acceptable or not for use on the project road; material from the sites found to be acceptable and which the Contractor selects for excavation must be compensated. Gravel pit owners must also be told of the options available to them after excavation, for example rehabilitation/landscaping, or fencing. Leaving a gravel pit open for use as a water pan or for further exlploitation is not recommended by NEMA. The tender documents should instruct the Contractors to maintain fences and "make good" afterwards, in accordance with the written agreement with the landowner.
Gravel pits must be excavated such that drainage is controlled, and water is not allowed to accumulate. Any water that does collect has to be pumped out and disposed of sensibly. The area to be excavated should be cordonedlfenced off, to keep livestock and children away.
Gravel pits must be landscaped, then reinstated or backfilled with overburden/topsoil. If excavation is properly planned, organised and executed, it should be possible to rehabilitate all the gravel pits. It is therefore important to have separate stockpiles for topsoil, overburden, gravel, letc. A simplified procedure for the rehabilitation of gravel pits is presented in Appendix 9. Terracing and replacement of fencing is part of the rehabilitation process. The tender documents should instruct the Contractors to plant trees to replace those that have been removed during excavation. As part of the contract, the old gravel pits that were opened for
maintenance worksg and that have now been abandoned, or will be abandoned, should also be rehabilitated . Those that will still be required by the District Works Office should be fenced off.
1 For hardstone sources, should the rock outcrops proposed as hardstone sites be found to have no special enviror~mentalor social significance, they may be exploited. However, all material that has been chipped by the miners at these rock outcrops that is available for sale I at the time of acquisition of the site should be bought from them. The miners should also be given compensation for income lost while the contractor is using their resource. Blasting at I the harldstone quarries should be carefully controlled and monitored. Blasting should be , done at specified times during the day, and the residents in the vicinity of the quarry should be informed of the blasting schedule. The area to be blasted should be sealed off to prevent 1 access to unauthorised persons. All excavated hardstone sources must also be landscaped I and rehabilitated.
it is anticipated that once the road in bitumised, there will be less demand for gravel for road maintenance. 1 $ SOROTI- LIRAR OAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
If sand is to be mined, it must be ensured that the source is a large riverbed or bank where the volume extracted will be negligible in relation to the amount of material to be found there. In larger rivers the flows and currents can more easily overcome any alteration to the hydrological profile as a result of extraction. Extraction should also be done during low flow to avoid increased sediment loads in the rivers.
Water for construction may be obtained from any of the perennial rivers and swamps. However, abstraction of water should not be done during times of low flow.
8.1.5. Deviations
Deviations may be avoided by passing the traffic through the works. However, at the swamp crossings the Contractors may have no choice but to construct half the road width at a time.
Should deviations be unavoidable, they must all be planned and their routes specified in the tender documents. They must take into consideration the location of homesteads, settlements, villages, graves, as well as infrastructure such as power lines, water pipelines, etc. Deviations should, wherever practical, adhere to the road reserve. However, this may not always be possible, and in some cases traffic may have to be diverted temporarily across private land. In such cases, permission must be obtained from the farmerslinhabitants of that land, as well as the relevant community leaders. Compensation will have to be paid for loss of cropslgrazing land, nuisance, fencing, etc.
As a condition of contract, deviations that cease to be of use when the road works are complete must be returned (as near as possible) to their original state, through landscaping and rehabilitation. Any trees or crops removed for the purposes of a deviation must be replanted.
8.1.6. Vege tafion
Clearing of vegetation and trees should be strictly controlled: it should be limited to what is absolutely necessary, and should not be done indiscriminately. Clearing should be done manually or mechanically; the use of herbicides should be avoided. Diligence on the part of the Contractors and proper supervision of the workforce are important in this respect.
The workforce should be provided with alternatives to fuel wood and charcoal for cooking (e.g. kerosene cookers), so that the pressure on fuel wood and charcoal will be reduced.
During construction, the imposition of speed limits will lessen the impact on vegetationlflora caused by dust being thrown up by construction (and other) vehicles.
Afler road improvement is complete, grass and trees must be replanted wherever vegetation has been inadvertently or unnecessarily destroyed. Trees should be planted along the roadside at the main trading centres and the local councils should be asked to look after them. During discussions with the local councils, they indicated their willingness to do so. 8.1.7. Forests
The realignment of the road adjacent to the Kachung Water Pipeline will necessitate the acquisition of land within the Kachung Forest Reserve to the east of the road. The new National Forestry and Tree Planting Act, 2003, establishes a Permanent Forest Estate, which requires that if any area of a central forest is to be removedlreduced, an area at least equivalent in size to the reduction must be simultaneously declared a central forest reserve, SOROTI- LIRA ROAD PHASE11: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
and the area to be equivalent or of greater value than the area that is removed. Thus degazetternent cannot be done without the identification and acquisition of another area of I land that can be gazetted as forest land.
As a result of the National Forestry and Tree Planting Act, 2003, the Forestry Department has I recently undergone major restructuring, and is now the Forest Authority. Discussions with i the present Commissioner for Forests in Kampala indicated that the process of degazetternent may be avoided if RAFU urgently applies to the Commissioner of Forests for
I a permit to extend the road and its reserve within the area of land in question. This can then I be resolved as an internal administrative arrangement between the Forest Authority and ) RAFU. However, the Forest Authority will have to be compensated for all produce lost for the purposes of the road and the road reserve. In order to avoid the protracted process involving i degazettement, it is recommended that RAFU, on behalf of the MOWHC, should initiate the t necessary procedures as a matter of urgency by writing formally to the Forest Authority. 1 8.1.8. Wildlife / Fauna 1 Disturbance to small animallbird life due to clearance of vegetation or r~oiseldust~airloil pollution can be mitigated by limiting negative impacts as described under Sections 8.1.3 and I 8.1 -6 above. In addition, the workforce should be instructed not to harm any wildlife or bird life. i 1
i No reclamation of wetlands is intended as part of this project. Therefore, the major threats to I wetlands are from water pollution, for example due to oil contamination and sediment loading. Mitigation of these issues has been discussed in Section 8.1.3 above. 1 1 Physical disturbance to wetlands should be controlled by the Contractors who should instruct their workforce not to cut down wetland vegetation, unless it is essential for the construction/ rehabilitation of swamp crossings. Again, diligence on the part of their Contractors and their workforce is a key mitigating factor here.
Because of the sensitivity of wetland habitats, water quality measurements have been taken at five swamp crossings along the project road in order to obtain a baseline against which it I will be possible to assess the impact on water quality, and thereby on the wetlands, due to the construction of the project road (see Section 2.6 and Appendix 5).
I 8.1.10. Workmen's / Contractors' Camps
During the detailed design phase, specifications for the establishment of permanent bases j and temporary work sites will be elaborated upon. These will include, arnongst others, sanitation, disposal of garbage and wastewater, handling of fuel and oil, etc.
I The major issues of concern as regards the workmen's1Contractors' camp are water supplies, fuel wood and sanitation.
1 The location of the camps will determine 'the impact on water sources. Water may be available from local sources. However, care should be taken not to stress the supply of potable water, at the expense of the local population. In this connection, tlie Contractors I must consult with the LClll members to identify acceptable potable water slources so that there is no conflict with the local people.
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Contractors often drill boreholes for their camp supplies. From available information, gror-lndwater potential in the project area is good. As there are very few boreholeslwells in the project area, it is unlikely that boreholes sunk by the Contractors will impact on the aquifer. Nevertheless, should the Contractors decide to sink a borehole, they must ensure that the right procedures for obtaining abstraction permits is followed.
The workforce should be discouraged from buying charcoal. Use of gas or kerosene sho~~ld be made mandatory in the camps. A central canteen to serve the entire workforce should be set up within each camp which would be more economical in terms of use of fuel as well as other resources. In addition, a central canteen would contribute towards the general health in the camp as kitchen wastes can be disposed of in an organised manner, while hygiene can be monitored. Solid wastes should be disposed of in an acceptable manner. Waste should be segregated into metals, paper, plastics and organic waste, so that it can be sold, reused, buried or burned as appropriate. Wastes that do not fall into these categories should be taken to an approved council dump.
Pit latrines are the most common sanitation facility in the project area. However, these must be carefully located and designed because of the high water table. Ideally, the drop should be between 2.5-3.5 metres (8-12 feet), but where the water table is high, a cornposting style double shallow pit design is more suitable. The location of pit latrines in the camp should preferably be downhill of potable water sources, or 30 rn from any surface water body, and protected from runoff. Communal bathrooms/lavatories leading to soakaway pits are another option, but would be slightly more expensive.
To minimise the impact of the workmen's camps, the camps should not be located at isolated points along the road where they will attract periphery businesses, and provide a nucleus for the growth of unplanned settlements. It would therefore be better to locate the camps at Agwata or Otuboi. In these two towns, the natural environment is already substantially altered. In addition, facilities for water supply and electricity are available, and food supplies are also readily obtainable. 8. I.11. Visual Impacts
A properly orgar~isedand implemented construction schedule would serve to mitigate the visual impacts during construction by limiting their duration.
Once roadworks are complete, the Contractors must ensure that the landscape is restored as much as possible to its original form. Landscapinglreinstating gravel pits and deviations and replanting them would reduce visual intrusion caused by excavation and clearing. Planting trees along the project road, particularly in the trading centres, would also greatly improve aesthetics, as well as reduce the impact of dust.
Mitigation can also be achieved through controlling traffic, sensitizing motorists, reducing dust levels, clearing debris after construction.
8.7.12. Construction Waste
Diligence on the part of the Contractors during construction activities will rninirnise the amount of debris, and will also ensure that debris is disposed of in a sensible manner, at a specified and approved dump.
Baseline data gathered at the five swamp sites will allow sediment loading to be mor~itoredin the swamps during and after construction.
The tender documents should specify the proper disposal of construction waste. SOROTI- L IRA ROAD PHASE 11: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT,ASSESSMENTSTUDY t 8.1.73. Clean Up on Completion i The tender documents must stipulate that each Contractor should leave the site in a clean and sightly condition on completion of works. The Contractors should be required to restore 1 and landscape all areas to the satisfaction of the Supervising Engineer.
8.2.7. Immigration and Settlement 1 1 It is important that the physical planners for all the project districts plan properly for possible expansion of trading centres within the area of influence of the project roald. Residential, I commercial and industrial areas should be clearly demarcated, and ribbon development 1 should be controlled. Encroachment onto the new road reserves should riot be allowed. Where plans have already been finalized and budgeted for, the cost of readjusting physical I development plans should be paid to the Districts as mitigation. 1 One of the main concerns cited by communities along the project road was that the trading centres that are bypassed by the realignments will "die off'. In reality, for most of the 1 realignments the distance to the centres is acceptable. Nevertheless, to address this situation it is recommended that a link road or suitable junction to the existing road be constructed i from the bypassed centres to the new road where appropriate. I Transient workforce are associated with the spread of STDsIHIVlAIDS. An awareness campaign should therefore be initiated to sensitise the local communities on the risks of STDs and AIDS. A preliminary STDIAIDSIHIV awareness campaign strategy is included in I Appendix 8 of this report.
The influx of people into the project area will raise security concerns. The Local Councils should be made aware of this, so that they can plan to address the security situation.
1 8.2.2. Loss of Land, Property and Crops J Permanent Land Take
It is envisaged that a number of persons will be affected as a result of the construction of the I road, either because their land will have to be acquired, or that they will be displaced, their property and crops will be destroyed or all of these. These persons wlill have to be compensated, relocated and resettled in accordance to RAFU's Policy F-ramework on I Resettlement, the World Bank's OP 4.12 on Involuntary Resettlement, and the governing Ugandan laws (mainly the Constitution of 1995 and the Land Act of 1998), as indicated in the j Preliminary Resettlement Action Plan. Resettling of people in other places might involve re-adjustments to new social values, norms, expectations and environment. People in rural areas therefore norn7ally prefer to settle near their clansmates or relatives. Where land acquisition is inevitable, the affected communities should be given options to resettle as near to their relatives/ar~eas/friendsas 1 possible, so as to minimize undesired social costs of re-integration in totally new i areaslcommunities. In the case of the project road, particularly in the rural areas, there is adequate amount of communal land where the displaced persons could be resettled, so this is a feasible approach.
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Compensation for crops deals with perennial crops along the existing road alignment that are within the road reserve that have be cleared, as well as perennial crops on land outside the road reserve and on private property through which the new road alignments and the new road reserve will pass. In addition, compensation may have to be paid any forest land if that can be acquired.
Table 8.1 below gives an estimate of the cost of compensation that would have to be paid out as a result of the road project. The costs cover compensation for land, property as well as crops. Usually compensation costs include an additional disturbance allowance of 15%, or if the PAPS are given less than 6 months notice, the disturbance allowance is 30%.
Table 8.1 : Estimated Costs for Compensation
The actual numbers of people affected can only be confirmed once the security situation has improved and the detailed social and cadastral surveys can be undertaken. At that stage the actual costs of relocation and livelihood restoration will also become known. The initial assessment indicates that, assuming a road reserve corridor of 20 m to 30 m, approximately 100 properties will be affected along the existing alignment, of which 20 will be in rural areas and about 80 in urban and peri-urban areas. Should adjustments be made to reduce the width of the road reserve in urban and peri-urban areas, the amount of displacement, and consequently resettlement can be substantially reduced.
A Resettlement Action Plan is submitted as a separate document.
Temporary Land Take
Some land may have to be acquired temporarily for deviations that cannot be contained within the road reserve. In such cases, compensation must be paid for crops lost as well as any permanent structures that need to be removed, provided they lie outside the road reserve. At this stage it has not been determined where exactly deviations will be located. Once this has been done, the contractors will have to negotiate with the landowners as to the amount of compensation to be paid to them.
Land will have to be rented temporarily for workmen's camps. In setting up the workmen's camps, the Contractors will have to negotiate lease of the land from the individuals or from the local councils involved. This is normally included in the BOQ as part of the mobilisation costs.
New gravel sites will have to be opened up. Crops and structures that may be destroyed in the process will have to be compensated. However, it is recommended that for gravel sites outside the terminal towns, once the sites suitable for exploitation have been verified, the Contractors should meet with the relevant LC Ill committee members to discuss the modalities of payment. SOROTI- LIRA ROAD PHASE11: VOLUME~A: rlENTAL AND SOCIAL ~SSESSMENTS TUDY i I ! 8.2.3. Employment Opp oftunifies
The Contractors must take care to ensure that the maximum possible number of employees I 1 hired is sourced from the settlements and villages along the project road and within the area of influence. Women must also be given opportunities to participate on the road, and a I specific quota (e.g. 25%) of all job categories should be reserved for women. I People who work at the rock outcrops that are proposed to be used for hardstone should be 1 given priority for any manual labour required at those sites. j 8.2:4. Livestock
1 The volume of traffic on the road may not warrant special provision for livesto~ckcrossings to I be incorporated into the road design. Instead, drivers must be sensitised about the presence of livestock along the road, and clear and obvious warning signs must be put up at the most I popularcrossing sites and near the regular cattle markets (e.g. at Otuboi and Katine). 8.2.5. Public Health and Occupational Safety i I Mitigation of impacts due to air, dust and noise are discussed in Section 8.1 -3 above. I Hygiene and sanitation issues concerning the workmen'slContractors' camps have been 1 dealt with in Section 8.1.10 above. I i STDIHIVIAIDS awareness campaigns should be conducted in the camps as well as in the towns and villages, during which condoms should be distributed. A campaign outline is I provided in Appendix 8. Workmen should be provided with suitable protective gear (such as nose masks, ear muffs, helmets, overalls, industrial boots, etc), particularly during earthworks, e:Warninglinformative signs should be erected wherever construction works are in progress, I and where there may be disruption to pedestrian or vehicular traffic. Signs should indicate
when works are likely to begin and end, and what alternatives are available for access. _ -I I In the more heavily trafficked areas, for example in Soroti and Lira towns, assistance should be sought from the traffic police to ease potential bottlenecks. -I I To minimise disturbance to settlements and homes in the locality of the work site, construction activities should not be carried out at night. .__I 8.2.8. Road Safety
During construction, awareness campaigns should be initiated, warning signs erected, and specific entryjexit points to work sites allocated for construction traffic (e.g. sections of road, swamps, gravel sites and quarries and the workmen's/Contractors' camps). Construction traffic should be strictly controlled, particularly with regard to speeding, as there is a considerable amount of pedestrian and non-motorised trafic along the road.
The danger posed to pedestrians and non-motorised traffic after construction (particularly at towns and villages along the road) would be due to increased traffic volumes and higher speeds. This can be mitigated by installing clear and frequent road signs and markings (both directional and warning). In addition, the design must consider a wide enough carriageway to accommodate the new trucks and lorries which are close to 3 m in width (especially those used by relief organizations), so that they do not go off the road on to the shoulders in order to pass, and so that pedestrians and NMTs can safely use the shoulders at all times. Signs are also necessary near health centres and schools. Primary and secondary schools along the project road should be targeted for a road safety campaign.
Although a better designed and upgraded road may serve to reduce the number of road accidents, a faster road is likely to cause more accidents. Emergency and casualty services would need to be strengthened at all health centres along the road. This will require training of districts health providers in handling emergency cases, deploying competent staff and installing communication facilities, as well as improving the ambulance system for referral cases. These issues should be taken on by the respective District Directorates of Health, who must make allowances for this in their annual budgets.
The provision of shoulders will also contribute to making the road safer, in that they can be used as foot and cycle paths.
Currently trucks and heavy vehicles stop on the road at the main trading centres, imposing a danger for on-coming traffic. Truck parking bays at the principal intermediate towns, would be enhance road safety.
The tender documents should specify that the Contractors must ensure safe access and egress to all work areas, as well as the erection of warning signs.
8.2.9. Archaeological and Cultural Sites
It is unlikely that any cultural or historical sites will be discovered during the road construction. However, should any archaeological or historic findings be discovered, construction work should immediately stop along that section, and the Supervising Engineer should be informed forthwith. The Supervising Engineer should in turn subsequently contact RAFU, NEMA, and the Department of Tourism, Wildlife and Antiquities. SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRON~~ENTALAND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
If traditional sites are found, then construction work should immediately stolp and the local people informed, in order to establish the value of the site and to develop alternatives for I continuing construction.
Care must be taken during construction works (especially during the excavation of gravel
! pits) to avoid all graves and graveyards. I i These issues should be stipulated in the tender documents.
I 8.2.10. Other infrastructure Services As mentioned in Section 7.2.16, there are some infrastructure services that will have to be 1 removed and relocated as a result of the road project. Discussions will have to be held with 1 the relevant authorities, in this case Uganda Telcom and UEB. The cost of relocation of these services is expected to be in the region of UgShs 300,000,000. 1 1 The section of the Kachung Water Works pipeline from Agwata to Lira is problematic. As mentioned in Section 7.2.16, the road and its reserve are to be moved 15 m to the east. This > will involve acquisition of gazetted forest land (Kachung Forest Reserve). Before and beyond 1 the forest, this option will also necessitate the acquisition of individually owned farmland, and probably the destruction of property. About 60 ha (100 acres) of rural, peri-urban and urban land would have to be acquired, and 6 ha (13 acres) of forest land. Costs fc~racquisition of this land, and buildings/properties on it have yet to be confirmed, but an initial estimate is UgShs 1,550,000,000.
The third option is then to leave the pipeline as it is, and adjust the road design for this I section. 1 8.2.11. Political lmpacf While the political leaders in the project districts are all generally in favour of the project road, there are some issues which may be sensitive, for example some of the realignments bypassing trading centres, and the issues of land acquisition and resettlement.. It is therefore essential that during the design and construction phases of the project, there is constant dialogue with these leaders. The responsibility will lie with the Consultant at the detailed design phase and with the Supervising Engineer during construction.
Another concern expressed by the community leaders was the fate of the sections of the existing road leading to the bypassed centres. It is expected that the District Roads Engineers will take on the maintenance of these short sections of road.
A number of MOWHC documents give guidelines on environmental protection and mitigation. These include the MOWTC's Road Design Manual and Maintenance Manual, and tender documents such as the General Specifications for Road and Bridgeworks (Volume IIIA) and Conditions of Contract. These documents address environmental requirements covering construction activities, drainage, protection of water sources, workmen's camps, safety and public health, soil erosion, quarries and borrow pits,deviations, haulage routes, asphalt plants and machinery units, spillage of oil/fuel, etc.
Details of the various provisions for environmental management in MOWHC documentation are provided in Volume JV of the Sectoral Environmental Policy and Management Assessment of the FRSP (Arcadis Euroconsult, March 1999). This document was the output of a study on environmental policy and management as the basis for Sectoral Environmental SOROTI- LIRAR OAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
Assessment for the road sector in Uganda. It provides comprehensive guidelines for EIA, public consultation, compensation and resettlement, environment'al considerations during maintenance, monitoring, evaluation and auditing. It describes envirorirnental management tasks and responsibilities, as well as the resources for environmental management, including pertinent documentation, sources of data, etc. It also recommends environmental/social training requirements for MOWHC and RAFU personnel. However, the document has not yet been formally adopted by the MOWHC or RAFU.
It is essential that all remedial measures are stipulated in detail in the contract documents. This would then obviate reliance on the Contractor's and the Supervising Engineer's willingness and ability to implement the recommended mitigation measures. In addition, the Contractor must cost all remedial measures in his tender documents as unit costs. The requirements for the Supervising Engineer should be included in the Request for Proposals (RFP) for the Supervision Consultancy Services for the civil works.
An estimate of the cost of mitigation for the project is presented in Table 8.2 below, the bases for which are described in Appendix 10. Many environmental and social mitigation measures, such as the installation of culverts, grassing of embankments, replanting trees, rehabilitation of borrow pits, etc, would normally be included in works estimates. The cost of resettlement and activities associated with its implementation are estimated here, and will be prepared as part of the detailed RAP once the insecurity of the area is addressed and the detailed surveys can be undertaken. The cost estimates presented here therefore are additional to the works costs. Mitigation costs for adhering to the existing alignment are about 24% more than mitigation for following Option 1 alignment.
Table 8.2: Estimate of Mitigation Costs
dditional Environmental Mitigation Activities
300 000 000 SORO~- L IRA ROAD PHASE11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
9.0 ENVIRONMENTAL AND SOCIAL IMPACT MONITORING
Monitoring is a long-term process, which should begin at the start of construction and should continue throughout the life of the project. Its purpose is to establish benchmarks so that the nature and magnitude of anticipated environmental and social impacts can be continually assessed. So monitoring involves the continuous or periodic review of co~nstructionand maintenance activities to determine the effectiveness of recommended mitigalion measures. Consequently, trends in environmental degradation or improvement can be established, and previously unforeseen impacts can be identified or pre-empted. Environmental monitoring allows measures to be implemented in order to prevent or avert negative impac:ts.
At this point it would be apt to distinguish between monitoring and the management plan discussed in the following chapter. Monitoring focuses on specific parameters that can be measured to determine environmental or social change (i.e. improvement or degradation) during and after the construction of the project road. On the other hand, environmental and social management plans provide a complete overview of the consideratiorrs to be taken during planning, design, construction, defects liability, operation and maintena~nce.That is, it covers the entire project life. Environmental and social monitoring musl: therefore be incorporated into the EMP/SMP.
The overall objective of environmental and social monitoring is to ensure that activities carried out during road construction .and operation are environnientally' and socially acceptable, and therefore sustainable.
In identifying performance indicators, it must be borne in mind that the constru~ctionof a road is not the only factor that may contribute to changes in the natural, physical or socio- economic environment. The political and economic climate, agricultural productivity. availability of extension services, population density, etc, also affect environmental and social conditions. In the context of this road project, it is possible to narrow down the number of parameters that need to be measured. More importantly, it is important to select performance indicators that are simple to monitor, and which will not necessitate the use of highly technical equipment or require specialized training.
Performance targets have to be established before performance indicators are identified. In the case of this road project, four overall performance targets can be put forward to cover the construction, operation and maintenance phases of the project. (i) Improved environmental management; (ii) Improved social management; (iii) Enhanced occupational health and safety; (iv) Increased gender sensitivity.
Various project impacts and aspects relate to these overall performance targets. When the activities and indicators are established, the first activity is to collect baseliine data which .! I serves as a benchmark and against which changes in the identified. indicators can be measured. SOROTI- LIRA ROAD PHASE II: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
The types of parameters that can be monitored may include mitigation measures or design features, or actual impacts. In some cases, such as drainage structures and soil conservation interventions, monitoring is fairly straightforward and can be done as part of routine or periodic maintenance. However, other parameters, particularly those related to socio- economic and ecological issues can only be effectively assessed over a period of 3 to 5 years.
There are a number of activities that need to be undertaken for the purposes of monitoring. These are:
Environmental Monitorinq Activities:
I. Drainage structures must be monitored for their efficiency; ii. The impact on erosion (on road, off road, embankments, riverbanks, etc) must be assessed; iii. The efficiency of erosion control measures must be monitored; iv. Water quality must be monitored; v. Oil pollution in water bodies must be monitored; vi. Individuals/ communities must be compensated as necessary use of material (e.g. gravel and hardstone); vii. Gravel sites must be rehabilitated; viii. Compensation must be paid for crops/property removedl destroyed by deviations; ix. The rehabilitation of deviations must be monitored.
Social Monitorinq Activities: i. The RAP must be implemented; ii. Compensation must be paid for all crops outside road reserve that are removed/ destroyed for clearing of carriageway, gravel pits and deviations; ... 111. Compensation must be paid for perennial crops within road reserve; iv. Livestock kills must be monitored; v. Use of PPE must be ensured during construction; vi. The impact on public health with regard to malaria, respiratory diseases, STDs (HIV/AIDS) must be monitored; vii. Impact of the project road on road safety must be determined; viii. Local people must be recruited wherever possible during construction and operation, and it must be ensured that at least 25% of employees should be women; ix. Changes in incornelexpenditure levels, health status, education levels must be monitored; x. Changes in land use, agricultural and livestock production and marketing must be assessed.
The monitoring plan in Table 9.1 below lists the indicators that should be monitored during the course of this project. It describes parameters that can be monitored, and suggests how monitoring should be done, how frequently, and who should be responsible for morritoring and action. SOROTI- LIRA ROAD PHASE11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONNIENTALAND SOCIAL to Paved (Bitumen) Standard IMPACT PLSSESSMENTSTUDY
9.3. ENVIRONMENTAL AND SOCIAL MONITORING COSTS
Costs for monitoring will be incurred for the analysis of water quality. which should be done twice a year during construction and then once a year every 3 years throughout the project life. In addition, to monitor the impacts of the project on the human environment, a number of i independent studies have been recommended, specifically to assess changes in public health, socio-economic status and land uses. These will have to be carried out through independent studies, once every five years throughout the project life.
I Costs for environmental and social monitoring during the entire project life are estimated at j approximately UgShs 500 million, and are depicted in Table 8.2 in the previous chapter, as 1 monitoring is integral to mitigation. 1 PHASE 11: VOLUME 4~: SOROTI- LIRA ROAD Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
Table 9.1: Monitoring Plan
hydrology /impeded maintenance and drainage ponding is noticed No. of new culverts road condition survey installed - Assess impact on Amount of siltation in side zero siltation Supervising Engineer District Works Offices (c) inspection, sampling (c) siltationlerosion erosion (on road, off drains RAFU (0) routine maintenance Once in 2 months Amount of erosion in side (c) Water quality road, Zero erosion and road condition embankments. drains survey twice in a year, Soil erosion Measurements for riverbanks, etc) Quality of water at 5 once in rainy season, suspended solids and once in dry season - Monitor efficiency of swamp sites colour erosion control (0) once in 6 months (see Appendix 5) measures - Monitor water quality Quality Of water at 5 fvkmurements for: Design Consultant RAFU (d) sampling (c) twice in a year, swamp sites pH, colour, Supervising Engineer (c) sampling once in rainy season, conductivity, SS, Contractor (0) sampling once in dry season Water pollution coliforrns (0) twice in a year (see Appendix 5) (once 'in rainy season, once in dry season) every 3 years - Monitor oil pollution Quality of water at 5 f~Ie~sure~~ntsfor oil Design Consultant RAFU (d) sampling (c) twice in a year, in water bodies swamp sites and grease Supervislng Engineer (c) sampling once In rainy season, (see Appendix 5) and Contractor (0) sampling once in dry season Oil pollution (0) twice in a year (once in rainy season, once in dry season) every 3 years - Compensate No. of people Zero payment Contractor (c) payment records (c) once before individuals1 compensated excavation begins, and communities as at specified periods required for use of thereafter, as agreed Gravel sites material (c) once in 2 months - Rehabilitate gravel Use of site, established Excavated site, zero Supervising Engineer District Works Offices (0) inspection (0) once in 6 months sites vegetation vegetation RAFU (C) mce before - Compensate No. of people Zero payment Contractor (c) payment records individuals1 compensated excavation begins, and Hardstone sources communitles as at specified periods reaulred for use of thereafter, as agreed material - Pay compensation for No. of people Zero payment Contractor (0) payment records (c) Once before cropstproperty compensated constructing deviations removed1destroyed Deviations by deviations No. of deviations fully Zero rehabilitation Contractor District Works Offices (0) inspection (0) once in 6 months - Monitor rehabilitation rehabilitated RAFU of deviations SOCIAL MONITORING - lrnplement RAP NO. of people relocated Zero people resettled Resettlement Expert ~FU (c) payment records (0) No. of people Zero people , MWLE, PMO, RAFU, (0) consultations (0) biannually for first 2 compensated compensated LC Ill with LCIII; follow up years, then yearly. PAP Impact study after 5 Loss of iandlproperty No, of grlevances Zero grievances PAP survey reported years
- Pay compensation for No. of people Zero payment Resettlement Expert nla (c) payment records (c) once1 after all crops outside road compensated Supervising Engineer assessment of loss, reserve that are and Contractor before construction removedldestroyed for clearing of Loss of crops carriageway, gravel pits and devlations - Compensation to be No. of people Zero payment Resettlement Expert paid for perennial compensated MWLE, PMO, RAFU, crops within road LC Ill reselve No. of livestock killed Zero killed at start of ear Livestock Monitor livestock kills Nla Livestock Production (0) reports received (0) Once a y - project movement Dept, Minlstry of I Agriculture ( (c) continuously - Use of PPE No. of road workers not Assume all wear PPE Supervisin~- Engineer - 1 RAFU IMinistry of I (c) inspection wearing PPE and Contractor I Health Reported csses per P,A.P suEey and s0.i~- (0) once in 5 years I I (o) independent I Public Health and Monitor impact on month for each disease economic baseline Occupational Safety public health with regard to malaria, respiratory diseases, mpw-m mr zz nrv nupuu 11 qd VIE~\USI$P~I$ vlsa PYUUI s.sqd.ullm0 IUI~YILIPIPIOOI~~I~~~~~W~~~\~U~~~~~S~~~~~II~I~~~~I 9-6
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AP~IS 4!1!q!sead W!I wea jeaA e aouo (0) 'Woda~a3!lod (0) 3!~10~033pue aqod Guole quappoe lo .ON oyle~lUOJJ sp~ooa~ 4a4es peotl u6!ed~e3&ales salnu!w /spoda~ JO~~~JJUO~pue peOJ 6U!~nppaJaAO3 hales syluolu g haha (3) u6!edwe3 (3) njw .raau!6u3 6u!s!~edns a6waho3 o~a~ quawalllas 40 .ON peoJ uo pedw 1 -
~an~sIN~WSS~SSV ~3vdwl p~epuels(ualunl!a) pa~ed01 1~130saNv IVLN~WNO~IIAN~ 6u!pe~6dnJOJ uB!saa Bu!~aau!Bu~pal!elaa pue Aprils Al!l!q!sead :Vp 3Wn10/( 3SVHd WOa VUl- IlOUOS SOROTI- LIRAR OAD PHASE H: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMIENTALAND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY . . . . < . ..<:'i: - <-, ;, I ip, ; , ., !i l -. :,;.:.I:..j;:. : : !' lo i . 'EfiVC;i ,, i ONMENTAL AND SOCIAL MANAGEMENT PLAN .$: j.. 3 3;
In this section, an environmental and social management plan has been prepared to cover all
I i the phases of the project life: planning, design, construction, defects liability, operation and maintenance.
I Table 10.1 overpage presents the environmental and social management plan. It describes I how each of the main mitigation measures proposed in Chapter 8 should be implemented, how frequently, and who should be responsible during and after construction. Chapter 9 1 I discussed environmental and social monitoring, which is an integral part of environmental 1 and social management, and therefore monitoring indicators and means of monitoring have also been included in the table below. 1 1 Mitigation measures can be included in the tender documents have been italicised, and therefore should be accounted for in the BOQ. It is imperative that this ElPJSlA Report is 1 made available to the Contractors during the tendering process so that they can appreciate E what is involved in implementing proposed mitigation measures, and he will then be able to include mitigation measures in the bills of quantities.
Prior to mobilisation, the Contractors should also prepare their own EMP/SM12 for review by RAFU and the Supervising Engineer. This will also lend a sense of ownership to the Contractors, in addition to instilling in them a thorough understanding of the pertinent issues. In their schedules of works, the Contractors must include all proposed mitigation measures, and the Supervising Engineer should ensure that the schedule and monitoring plan are complied with. The Supervising Engineer should prepare a Project Implementation Manual, which will cover all technical and construction activities, as well as environmental and social mitigation activities. The latter will be based on the Environmental and Social Management Plan presented in Table 10.1 below. The Manual will define the responsibilities of the Supervising Engineer, as well as those of the Contractors, the District Executive Engineer and RAFU, and will provide an organogramme delineating lines of management and TORS to enable execution of the prescribed tasks.
I In addition to the mitigation and monitoring described above, a number of other measures I I should be considered to facilitate and enhance environmental management during the road project.
' / 10.21. Training
I Unless there is some understanding of the environmental impacts resulting from road works by all persons involved in construction, operation and maintenance of th'e project road, environmental management during road activities will not be effectively i~mplementedor monitored. I 1 Training should focus on imparting an understanding of the rationale for incorporating mitigation measures, and the importance of implementing the monitoring plan. Certain persons, for example the District Engineers, may have to undergo specialised training so that I they are capable of implementing the monitoring plan, as well as sorting, storing, analysing and evaluating all the data that is collected. I j SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
Table 10.1 : Environmental and Social Management Plan
Changes in hydrology limpeded drainage
d re-vegetate gravel
District Works Offices road, embankments, riverbanks,
in towns as a pollution
- Impose speed limits for all vehicles, especially at towns and Traffic Police
- Sensitise rnotoristslroad users
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ENVIRONMENTAL I-"-RNV GUCIIHLE^^'^' Feasibilitv Studv and Detailed Enaineering- Design- for Upgrading. - . --. -- to paved-(~ituien)Standard - IMPACT ASSESSMENT STUDY
- Sensitise workforce Supervising Englneer and (c) inspection I observation (c) dailylrandom - Supen/ise construction traffic Contractor - Sensitise drivers of construction vehicles - Malntaln plant and equipment
- Impose speed limits for all LC I1LC Ill (0) observation (0) random vehicles, especially at towns and Traffic police villages - Sensitise motoristslroad users - Incorporate erosion control nla (c) inspection measures - Works on culveris to be done in the dvseason - Proper disposal of construction debris - Proper handling, storage and disposal of oil and oil wastes - Proper disposal of wastewater/ sewage at Contractor's/ workmen's
1 - Monitor water quality in swamps Design Consultant (d) sampling (c) twice in a year, once in I Su~ervisingEngineer (c) sampling rainy season, once in dry (0) sampling season (0) twice in a year (once in rainy season, once in dry season) every 3 years - Construct parking bays at terminal Design Consultant District Works Offices (c) during construction and towns for heavy vehicles, with oil Supervising Engineer and on completion interceptors in drains Contractor (0) once in 6 months
- Proper storage, handling and Supervising Engineer and (c) daily disposal of oil and oil wastes Contractor - ~aintainplant and equipment - Maintenance of constructlon vehicles should be carried out in the Contractor's camp. c) twice in a year, once in - Monitor oil pollution in swamps Design' Consultant rainy season, once in dry Supervising Engineer season Contractor rainy(0) twice season, in a yearonce (once in dry in season) every 3 years
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(continued) - Infoml people living atinear the Supervising Engineer and (c)meeting (c) once, immediately after sites that the pits have been Contractor selection of sites selected for exploitation.
- Plan access to gravel sites Supervising Englneer and (c) inspection (c) daily - Control and restrict access to Contractor gravel sites (e.g. by fencing) - Control earthworks - Proper management of excavation activities - Landscape, terrace if necessary, and grass sites. Replace trees that Gravel sites were removed during excavation - Discourage pits being made into water pans after construction - Rehabilitate old unused gravel pits
- Compensate individuals/ Contractor (c) payment records (c) once before excavation communities as required for use of begins, and at specified material periods thereafter, as agreed
- Progress of rehabilitated gravel Supervising Engineer District Works Offices (0)inspection (c) once in 2 months sites (use of site, established RAFU (0)once in 6 months vegetation) - Inform communities living atinear Supervising Engineer and (c) meeting (c)once, immediately after the sites that the sites have been Contractor selection of sites selected for exploitation.
- Plan access to hardstone sites Supervising Engineer and (c) inspection (c) daily - Control and restrict access to Contractor hardstone sites (e.g, by fencing) - Control blastlng - Proper management of Hardstone sources exploitation activities - Landscape site after exploitation and grass sites. Replace trees or vegetation that were removed during excavation
- Compensate individuals/ Contractor (c) payment records (c) once before excavation communities as required for use of begins, and at specified material periods thereafter, as agreed - a,--- L,---AD -, - I, . .,, . -- - - -.PHA--+ VU~A: . - Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
(continued)
on from inhabitant/
- Pay compensation for Contractor (0) payment records (c) once before constructing cropdproperty removed/destroyed deviations by deviatlons
- Monitor rehabilitation of deviations District Works Offices (0)once in 6 months RAFU - Control clearing Supervising Engineer and (c) inspection (c) daily - Avoid clearing using herbicides Contractor - Replant areas where vegetation is unnecessarily removed. - Landscaping and planting all disturbed areas (pits, deviations, embankments, camp sites) - Plant trees at main towns/tradlng Vegetation centres along mad. - Planting and grassing should be done just before the rains. - Discourage use of firewoodlcharcoal by providing alternatives
- Care for treedplants. Contractor LC Ill (c)observation (c)weekly (0)observation (0)random PHASE 11: VOLUME 4A: SOROTI- LIRA ROAD Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
:continued) - Adjust road design to minimise Design Consultant (c) inspection (c) continuous land take in forest area
- Control clearing in forest area Supervising Engineer and (c) inspection (c) daily - Avoid clearing using heibicides Contractor - Replant trees wherever they are Forest unnecessarily removed. - Landscape and replant all disturbed areas - Discourage use of firewoodlcharcoal by providing alternatives
- Locate camps in main trading Supervising Engineer and nla (c) inspection (c) daily centres andlor towns Contractor - Provide water supply - Provide proper sanitation facilities on site - Provide proper solid waste Workman's camp disposal facilities - Have central canteen facilities - Discourage use of firewoodlcharcoal by providing alternatives - Manage water use in camps - Landscaping and planting of Supervising Engineer and (c) inspection (c) dailyI random embankments, deviations, gravel Contractor sites and camp - Plant trees at terminal towns and Visual Enhancement trading centres
- Care for plants and trees Contractor LC IILC Ill (c) observation (c) weekly (0) observation (0) random - Proper disposal of construction Supervising Engineer and nla (c) inspection (c) weekly Construction waste wastes including oil, solid wastes, Contractor and debris - Clean up site. Supervising Engineer and nla (c) inspection and certificate of (c) on completion of road Clean up on completion - Remove all debris Contractor completion construction works - Restore to original condition -
__, -- ___, ._---* ------,P~P~-.-,, VUL )A: - 3'r-- -- -,,- -/ s-- . ._-_--- Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
(continued) I SOCIAL MITIGATION PLAN - Plan for increased population, and LC Ill, District Physical LC 111, District Physical (c) meetings, barazas (c) once during construction subsequent expansion of trading Planning Dept Planning Dept (0) reports (0) annually centres
- Provide link roads to bypassed Design Consultant (c) inspection (c) continuously during settlements Supervising Engineer construction Settlement Contractor - Conduct STDIAIDS awareness Supervising Engineer (c) inspection, records (c) continuous campaign Contractor
- Plan for local security LC Ill (c) meetings, barazas, (c) continuous deployment of local police (0) continuous
- Consider reducing width of road Design ConsultantI RAFU nla (c) inspection (c) continuous reserve in urbanlperi-urban areas
- Identify project affected people Design Consultant's team (c) notices, meetings (c) once before construction - Notify people about non- LC Ill commences compensation for annual crops within road reserve - Evaluate landlproperty loss Loss of landlproperty - Prepare compensation and resettlement action plan
- Implement RAP Resettlement Expert RAFU (c) meetings, PAP baseline (c) continuously MWLE, PMO, RAFU, LC Ill and follow up studies (0) at regular intervals
- Compensation to be paid for land Resettlement Expert RAFU (c) payment records (c) once, after assessment and all properly on land to be MWLE, PMO, RAFU . of loss, before construction acquired for road and road reserve - Limit clearing of crops as much as Supervislng Engineer and nla (c) inspection (c) daily possible Con tractor
- Pay compensation for all crops Resettlement Expert (c) payment records (c) once, after assessment outside road reserve that are MWLE, PMO,RAFU, LC Ill of loss, before construction Loss of crops removedldestroyed for clearing of carriageway, gravel pits and deviations - Cornpensatlon for to be paid for perennial crops within road reserve SOROTI- LIRAR OAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
Hence it will be necessary to give personnel within the District Works Offices training in environmental management. The level and contents of training required will depend on the qualifications of the members of staff, and their particular responsibilities, but in Table 10.2 below, a basic indication is provided of the type of training required for various groups which would be involved in the construction and maintenance of the project road.
Table 10.2: Proposed Training Requirements
EIA, the rationale for incorporating mitigation
District Executive Engi- Introduction to environmental concepts, benefits of District Engineering EIA, identification of impacts, development of miti- gation measures, rationale for incorporating
District Road
Training level 1 targets senior personnel within the Supervising Engineer's firm as well as the contractor's firm. It is felt that if the necessity and benefits of environmental management' are grasped at this level, an environmentally sustainable appro'ach for all road-related activities will trickle down through to all levels in the organisation.
The District Executive Engineers, their assistants and the road inspectors, and the Contractors' foremen, also require exposure to environmental management and monitoring (Training Level 2), as they are closely involved in the operation and maintenance of the roads and their impacts on the immediate environment. They will be the key people in implementing and monitoring mitigation measures, and providing feedback to RAFU.
Training can be done through hiring an external consultant to conduct one and two-day workshops to cover training levels Iand 2, respectively. The total cost is estimated at U,S$ 10,000.
10.2.2. SafefyManual
The Contractors should each have a safety manual which stipulates the company's health and safety policy. It addresses the general requirements on both the employer and employee, the structure by which these requirements are to be met, and the induction of new employees in terms of safety (covering, for example, accident procedures, fire and medical emergency procedures, responsibilities, reporting, information dissemination).
The safety manual should address safe working procedures in very great detail. It should deal with, inter alia, handling of oils and other chemicals, cleaning of plant and equipment, earthworks and excavation, electrical safety, emergency procedures, safe use of equipment, hygienelhouse keeping in the contractor's or workmen's camps, use of weed killers for SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
1
1 clearing vegetation, fire procedures/precautions, fire risk assessment, flammable liquid safety, disposal of hazardous chemicals (including oils and lubricants), protective clothing, 1 i tools, occupational safety (e.g. exposure to dust, noise and air po[lu.tion). The safety manual should also provide a checklist of issues that require monitoring. I I It is recommended that each contractor prepares a safety manual (or revises his existing one), and that the manual is followed and referred to constantly. A Health, Safety and 1 Environment Officer should be appointed to work on the site, and helshe must be familiar i with the requirements and guidelines contained in the manual. In addition Social Officers should be appointed to ensure that social mitigation measures as stipulated in the SMP are implemented and/or adhered to.
10.2.3. Emergency Response Plan 1 1 There are a number of activities that the Contractors will engage in that may result in accidents, where the situation may become an emergency. These include the preparation of 1 asphalt, blasting of rock, or accidents involving plant and equipment. There is also a risk of 1 fire from cooking at the workmen's camps, or from careless storage, handling or disposal of oil product. ! Bearing this in mind, the Contractors should prepare an emergenicy response plan (ERP), which can be included in the Safety Manual. The ERP should focus on, inter alia: I health and safety training; evacuation procedures; I public relations during an emergency. 10.3. INSTITUTIONAL RESPONSIBILITIES I Institutional responsibilities for incorporating mitigation measures and for monitoring various environmental/socio-economic aspects during construction and operation phases have been indicated in Table 10.1.
During construction, the Supervising Engineer and the Contractors will be responsible for implementing all the proposed mitigation measures. However, the overall task of ensuring that mitigation is in fact implemented lies with the RAFU.
During the defects liability period the contractors must make sure that the road is completely serviceable, which entails ensuring optimal performance of all structures. The Supervising Engineer will need to oversee this.
After the defects liability period, responsibility for the maintenance of the project road will lie with the District Works Offices. Detailed guidelines for environmental considerations at district level during road maintenance are provided in Volume Ill of Ihe Sector Environmental Policy and Management Assessment of the FRSP (Arcadis Euroconsult, March 1999). As roads inspectors and overseers are the main persons involved in maintenance works in the districts, they must also be involved in the implementation and monitoring of environmental and social mitigation measures. Thus certain parameters, such as efficiency of drainage structures and gravel pit rehabilitation, can be monitored by the District Executive Engineers and their staff during routine or periodic maintenance, or when annual road condition surveys and maintenance needs assessments are being carried out. SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
RAFU will be responsible for ensuring that monitoring of mitigation takes place after the construction and defects liability period. Monitoring of certain parameters should become part of the RAFU's routine monitoring activities. RAFU will also be responsible for analysis of data collected during monitoring, so that overall performance in terms of environmental degradation or improvement can be assessed. RAFU can then instruct the relevant District Executive Engineers as to what (further) measures should be implemented, or whether changes or modifications are necessary to interventions or monitoring methodologies. SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
CONCLUSIONS AND RECOMMENDATIONS
FINDINGS AND CONCLUSIONS
The primary objective of upgrading the Soroti - Lira Road is to enhance the national road network by providing a paved link connecting the eastern and western sections of the national paved road circuit. Currently the road is functional, but in very poor condition. In the shorter term, the upgrading of the road will facilitate trade between Kenya and northern Uganda, as well as the Democratic Republic of Congo and southern Sudan. It is anticipated that in the long term there will be some economic gain accruing to the areas of influence of the project road due to stimulated agricultural production and fishing activities. A better road will lead to improved transportation services along the project road, which in turn will result in better access to health centres, improved delivery of social services by the Government (particularly in the health, education and agriculture sectors), and increased secondary school enrolment rates. These socio-economic benefits will contribute to higher household income levels, and improved standards of living.
The project road is an existing one, and mainly traverses an area of non-uniform smallholder cultivation. The scope of the initial works (such as clearing of vegetation for the alignment, extending the carriageway, etc) can to a large extent be contained within the works comprising the existing alignment. However, various realignment options have been considered which will pass through communal or private land.
The major environmental issue of concern is the construction of the road through the Kachung Forest Reserve. The forest will be affected because of the realignment of the road to avoid the Kachung Water Pipeline and acquisition of road reserve. Acquisition of the extended road reserve will require an administrative arrangemen't between RAFU and the Forest Authority.
Rehabilitation of the existing crossings and construction of new swamp crossings will have impacts of similar magnitude on the wetland systems, this being mainly sediment loading. Additional culverts will be provided to facilitate water flow and minimise obstruction by the embankments.
No other environmental impacts of significant magnitude are foreseen that cannot be mitigated or that would hinder the proposed upgrading of the project road, whether along the existing alignment or the realignments. The hydrology and natural drainage of the area will not be greatly affected. Pollution due to air, dust, noise, oil and sediments will occur during construction and continue during operation. These impacts can be mitigated. Soil erosion is also likely to occur, particularly as a result of earthworks and excavation of gravel pits; but this can be mitigated. Water quality sampling has been undertaken at five swamp sites along the project road in order to be able to monitor the impacts of sedimentation and oil contamination on the wetlands. Impacts on natural vegetation and wildlifelavifauna are considered to be minor. The road works will not harm any sites that are historically, culturally or envil-onmentally sensitive.
The most signihcant social impact is the loss of land and property for the road and its road reserve. This has called for the preparation of a compensation and resettlement action plan. It is estimated, compensation for land, structures and crops (assuming a 15% disturbance allowance) will be tJgShs1,621,500,000 for the existing alignment and UgShs 1,804,775,500 for the chosen Option 1 alignment. Adhering to the existing alignment without avoiding the SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY trading centres will require the most relocation. The exact level of corrlpensation can only be determined when the security of the area has improved and the local population has re- established itself.
There will also be temporary loss of land for gravel pits and hardstone sites, the workmen's camps and, potentially, deviations. People inhabiting these areas must be compensated for crops lost and buildings/structures removed for the purposes road construction.
The proposed realignments will all bypass trading centres. The people at the trading centres at Tiriri, Lwala and Agwata expressed concern on this aspect. In order to address their concerns consideration should be given to the construction of link roads to connect the bypassed centres to the project road.
The local authorities must plan for an anticipated influx of people into the project area in search of employment during construction, resulting from the boosted economy.
Impacts on public health are associated with pollution, occupational health and safety, STD/AIDS (encouraged by an influx of labour into the trading centres and terminal towns and, during operation, due to truck drivers), and the disposal of solid, liquid and sanitary waste. Proposals have been made to address these impacts. Disturbance to the public will also occur during and after construction. In this regard, it has been recommended that parking bays be constructed in the terminal towns where heavy vehicles can park and carry out maintenance activities if need be. Contamination by oil can also be controlled to an extent in this way and road safety will be enhanced.
The Contractors'/workmen's camps must not stress local fuel wood and water supplies at the expense of the local population. The Contractors must maintain camp hygiene. The location of the workmen's camps is critical in mitigating their impacts.
As a result of the improved road, there will be an increase the number of vehicles plying the road, and higher traffic speeds will develop. This will pose an increased danger to non- -1 motorised traffic and livestock. The provision of shoulders and installation of road signs will help to mitigate these impacts.
-' Other impacts relate to visual intrusion,' construction waste and clean up-after completion, all of which are minor impacts which can be mitigated.
The main issues of concern revolve around the relocation of people along the existing road 1 and proposed realignments. In order to reduce the amount of compensation and relocation, it 4 is recommended that the width of the road reserve in peri-urban and urban areas be reduced. Furthermore, to avoid delays resulting from acquisition of a wider road reserve in the Kachung Forest, arrangements should be put in hand to obtain the necessary administrative --1 order from the Forest Authority without delay.
Additional recommended measures for the prevention and mitigation of environmental and -I social impacts have been summarised below.
Recommendations for Environmental Mitigation: -A
Changes in hydrology and impeded drainage can be mitigated by installing proper drainage structures. - SOROTI- LIRA ROAD PHASE 11 : VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTALA ND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
In order to rninimise soil erosion and its impacts, erosion control measures should be installed, earthworks and excavation activities should be controlled and drainage structures should be properly installed. Road embankments, as well as gravel sites, must be landscaped and grassed.
Air and noise pollution can be mitigated by controlling the speed and prohibiting the idling of construction vel-~icles.The workforce, motorists and other road users must be sensitised about the causes and effects of air and noise pollution. Maintenance of plant and equipment is essential in this respect. Trees should be planted in towns to act as as a pollution screens. Speed limits should be imposed for all vehicles, especially at town and village centres and near schools and health facilities.
Installation of erosion control measures, proper disposal of construction debris, proper storage, handling and disposal of oil and oil wastes, wastewater and sewage will also help to reduce sediment loading in, and pollution of, water bodies. Oil pollution can also be avoided by constructing parking bays for heavy vehicles ( with oil interceptors in drains) at the terminal towns. Maintenance of plant and equipment should be done at specified areas in the Contractor's camp.
People living athear selected gravel and hardstone sites must be informed that those sites have been selected for exploitation. Access to these sites must be planned and restricted. Excavation, blasting and exploitation must be caref~~llycontrolled and managed. The sites must be landscaped and grassed as appropriate after exploitation. Trees which are removed during excavation should be replaced. The use of pits as water pans after construction must be discouraged, and all old unused gravel pits along the road should be rehabilitated. Individuals/ communities must be compensated for the use of materials.
Sand from sand sources should only be taken from beds of large rivers, and extraction should be done during low flow.
Local communities must be consulted during the identification of water sources, and water usage must be properly managed.
Deviations must be planned and should adhere to the road reserve wherever possible. If a deviation goes beyond road reserve, permission must be obtained from the affected inhabitants/community, and compensation must be made for crops and property removed or destroyed by deviations. Deviations (and existing tracks) must be reinstated to their original condition.
Impacts on vegetation and the Kachung Forest area can be mitigated by controlling clearing, prohibiting clearing using herbicides, replanting areas where vegetationltrees are unnecessarily removed, landscaping and planting all disturbed areas (pits, deviations, embankments, camp sites), and discouraging the use of firewood/charcoal by providing alternatives. In the Kachung Forest, the road design must aim to minimise land take within the forest area.
The workmen's camps should be located in main trading centres and/or towns. Provision should be made for water supply, proper sanitation facilities on site, and disposal facilities for solid waste. Central canteen facilities should be set up, and the use of firewood/charcoal should be discouraged by providing alternatives. Water use in the camps should be controlled.
Landscaping and planting of embankments, deviations, gravel sites and camp sites will enhance visual impact. In addition, trees should be planted at terminal towns and trading centres. SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACTA SSESSMENT STUDY
The Contractor must clean up the site, remove all construction wastes (including oil, solid wastes, and debris) and restore the site to its original condition.
Recommendations for Social Mitigation:
With regard to induced settlement due to the project road, the local authorities must plan for the increased population, and subsequent expansion of trading centres. Local security arrangements must be correspondingly enhanced. Link roads must be constructed to connect bypassed settlements with the new road alignment.
Land take and loss of property can be minimised by considering a reduction in the width of road reserve from 30 m to 20 m in urbanlperi-urban areas. All project affected people must be identified. The Resettlement Action Plan (which is presented as a separate document) must be implemented and project affected people compensated and relocated as recommended therein. Compensation must be paid for land and all property on land to be acquired for the road and road reserve. Compensation must also be paid for perennial crops within the road reserve. Affected persons should be notified that annual crops within the road reserve are not eligible for compensation. All crops outside the road reserve that are removed or destroyed for clearing of the carriageway, gravel pits and deviations will be compensated. Loss of crops can be minimised if clearing of crops is limited as far as is feasible.
Local people must be recruited for construction activities wherever possible, of which at least 25% should be women
Impacts on livestock can be minimised through sensitisation of construction traffic, and erecting warning signs, especially at favoured crossing and watering points.
Public health and occupational safety concerns can be dealt with in a number of ways: by reducinglrninimising pollution (as discussed above); by providing water at the workmen's camps and potable water for the workforce and by providing proper sanitary facilities and disposal facilities for solid and sanitary wastes. In addition, an STDIAIDS awareness campaign should be conducted. The workforce should be provided with protective gear, and a first aid kit must be located on site. A Health, Safety and Environment Officer must be appointed by each of the Contractors.
If pollution is controlled as described above, there will be less disturbance to the public. F~,~rthermore,construction activities should be managed, and information and warning signs erected. Special parking bays at terminal towns for trucks / heavy vehicles would reduce congestion and pollution in these towns.
Measures to enhance road safety include supervision of construction traffic, dedicated and safe access/egress to work sites, erection of warning signs, construction of shoulders which can be used by pedestrians and NMTs, and construction of special parking bays at terminal towns for trucks 1heavy vehicles.
All findings of cultural, historical and traditional value must be reported to the Supervising Engineer, RAFU, the Ministry of Antiquities and NEMA. Furthermore all graves and grave sites should not be disturbed.
Mitigation measures must be specified in the tender and contract documents where applicable, namely the Engineering Drawings, Technical Specifications and Bills of Quantities. In order to ensure this, prospective bidders should be availed a copy of this ESIA. In addition, the Supervising Engineer must prepare a Project Implementation Manual which j SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: I Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
1 will include incorporation of all environmental and social mitigation measures, while the Contractors should prepare environme~italand social management plans to indicate how they 3 I intend to implement proposed mitigation measures. i Diligence on the part of the Contractors and proper supervision by the Supervising Engineer I during construction and the initial operation period is crucial for mitigating impacts. ! During operation, maintenance of the road is a key factor in protecting the natural and social I environment. For example, if the project road is always in motorable condition, vehicles would ; not have to drive off.-road or in the side drains, thereby destroying vegetation, road structures, and posing a danger to pedestrians and livestock. ! i Environmental monitoring allows measures to be implemented in order to prevent or avert negative impacts. RAFU will need to set up a monitoring system whereby the District I Executive Engineer can feed the necessary environmental data to RAFU for analysis, I i evaluation and future action. It is recommended that the following aspects be monitored, partict~larlyafter the completion i I of works: Efficiency of drainage structures; 1 I Efficiency of erosion control measures; lmpact on of the road on erosion (e.g. on road, off road, embankments, along water courses at culvert outlets, areas of siltation); JI Progress of rehabilitated gravel sites (e-g. use of site, established vegetation); ! Progress of rehabilitated deviations; Water quality at selected swamp sites; Payment of compensation for acquisition of land, destruction of structures and crops, use I of materials'at gravel/hardstone sites; Implementation of the RAP; I Livestock kills; 1 Impact on public health (incidence of malaria, respiratory diseases, STDs (HIVIAIDS); 1 Impact on road safety; I Recruitment of local people and gender consideration in recruitment procedures. 1 Other aspects that could be monitored over time are changes in socio-economic status, land 1 use, and economic activity. i In order that the Contractors can appreciate what is involved im irr~plementingproposed I mitigation measures, and for them to be able to include mitigation measures in the bills of i quantities, the EIA should be made available to the all contractors bidding for the contract during tendering. 1 SOROTI- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
Finally, it is recommended that training in environmental management be carried out at district level as well as to the Supervising Engineers and Contractors, as to impart an understanding of environmental procedures, the importance of incorporating mitigation measures and for the purposes of monitoring environmental impacts due to road construction, operation and maintenance activities. SOROTI - LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
APPENDICES
Appendix I Consultant's Team
Appendix 2 List of References
Appendix 3 List of People Consulted
Appendix 4 Records IMinutes of Public Consultation
Appendix 5 Water Quality Sampling Report
Appendix 6 Additional DataIRecords Used During theAnalysis
Appendix 7 Technical Explanation of Impact Weighting Methodology
Appendix 8 HIVIAIDS Campaign
Appendix 9 Quarry Rehabilitation Plan
Appendix10 Costs of Mitigation
Appendix11 Terms of Reference for this Study SQROTI- LIRA ROAD PHASE 11: VOLUME 4A: * Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard I~IPACTA SSESSMENT STUDY
COWSULTANT'S TEAM APPENDIXI :
CONSULTANT'S TEAM
The Environmental Impact Assessment and Social Impact Assessment studies were conducted on behalf of Mls JB Gauff Ingenieure GmbH & Co by the following persons:
Mrs Arundhati Inamdar-Willetts EIA Specialist Mr Dauda Waiswa Batega Sociologist Mr Charles Kibirango Cadastral Surveyor Mr Nicholas K Ssali Land Economist / Valuer
Inputs were also obtained from: Mr Graeme Watson Project Manager / Team Leader Dr Paul Curzon Road Design Engineer Mr. Anoop Bhullar Contracts Engineer Multiplan Consultants Hydrologist Mr Richard Carrington Materials Engineer
SC~ROTI- LIRA ROAD PHASE 11: VOLUME~A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY APPENDIX 2: -
LIST OF REFERENCES
Arcadis Euroconsult in association with MUIENR; Sector Environmental Policy & Management Assessment of the FRSP; Ministry of Works, Housing & Communications; Final Report, March 1999.
Byaruhanga, A., Kasoma, P. & Pomeroy, D.; Uganda,-pp 975-1003 in Important Bird Areasin Africa and Associated Islands, Priority Sites for Conservation; eds. Lincoln D. C. Fishpool and Michael I Evans; Pisces Publications and Birdlife International (Bird life Conservation Series No. 1 1); 2001
AMREFIUAC, 2001. Inventory of Agencies with HIVIAIDS Activities and Interventions in Uganda. AMREFIUAC, Kampala.
District Directorate of Health Services, Soroti; Health Information Management System; Soroti Local Government , Soroti; 1998.
District Education Department, Kaberamaido; Primary School Enrolment - Statistical Abstracts for 2002; Soroti Local Government, Soroti; 2002.
District Education Department, Lira; Primary School Enrolment - Statistical Abstracts for 2002; Lira Local Government, Lira; 2002.
District Education Department, Soroti; Primary School Enrolnient - Statistical Abstracts for 2002; Soroti Local Government, Soroti; 2002.
Haltenorth, Theodore & Diller, Helmut; A Field Guide to the Mammals of Africa including Madagascar; Collins; 1977.
IFC; Handbook for Preparing a Resettlement Action Plan: IFC Environment and Social Development Dept; April 2002.
Republic of Uganda; The Roads Act, Chapter 345, Revised Edition 1964; Government Printer, Entebbe, 1964.
Republic of Uganda; The Access to Roads Act, Chapter 346, Revised Edition 1964; Government Printer, Entebbe, 1964.
Republic of Uganda; The 1991 Population and Housing Census (District Summaries Series), Lira -A District; Statistics Department, Ministry of Finance and Economic Planning, Entebbe;October 1992. !
Republic of Uganda; The 1991 Population and Housing Census (District Summaries Series), Soroti -1 District; Statistics Department, Ministry of Finance and Economic Planning, Entebbe;October 1992.
Republic of Uganda; Constitution of the Republic of Uganda; UPPC; 1995. -1
Republic of Uganda; National Policy for the Conservation andManagement of Wetlands; Ministry of I Natural Resources; 1995 -1 Republic of Uganda; Resettlement Policy and Institutional Capacity for Resettlement Planning in I Uganda; Report prepared by the Office of the Prime Minister; March 1995
1 ? Republic of Uganda; The National Environment Statute, 1995; Statutes Instruments Supplement 1 No. 3; UPPC; lgmMay, 1995. 1 Republic of Uganda; Lira District District State of the Environment Report,; INationaI Environment Management Authority; 1997.
Republic of Uganda; Lira District; Environmental Profile; National Environment Management Authority; 1997
Republic of Uganda; Soroti District District State of the Environment Report,; National Environment Management Authority; 1997.
Republic of Uganda; Guidelines for Environmental Impact Assessment in Uganda; National Environment Management Authority; July 1997.
Republic of Uganda; The National Gender Policy; Ministry of Gender and Community Development; July 1997.
Republic of Uganda; The Environmental Impact Assessment Regulations, 1998; Statutory Instruments Supplement No. 8; UPPC; 8& May. 1998.
Republic of Uganda; The Land Act, 1998; Acts Supplement No. 11; CIPPC;, 2ndJuly, 1998.
Republic of Uganda; Guidelines on the Management of Land and other related issues under the Land Act, 1998; Ministry of Water, Lands and Environment; August 1998.
Republic of Uganda; The National Environment (Standards for Discharge of Effluent into Water or on Land) Regulations, 1999; Statutes lnstruments Supplement No. 4; UPPC; 12'h February, 1999.
Republic of Uganda; The National Environment (Wetlands, River Banks and Lake Shores Management) Regulations, 2000; Statutes Instruments Supplement No. 1 ; UPPC; 21"' January, 2000.
Republic of Uganda; The National Forestry and Tree Planting Act, 2003; Acts Supplement No, 5; UPPC; 8th August 2003.
Republic of Uganda; Road Development Programme, Resettlement ILand Acquisition Policy Framework; Road Agency Formation UnitJMinistry of Works, Housing and Communications; November 2001.
Republic of Uganda; Lira District Development Plan 200213-200415; date?.
Republic of Uganda; Soroti District 3-Year District Development Plan 20023-200415; date?.
Republic of Uganda; Soroti District 3-Year District Development Plan, Volume II (Draft) Project Profiles 200213-200415; May 2002.
Uganda Bureau of Statistics; Uganda National Household Survey 1999f2000, Report on the Socio- Economic; UOBS; January 2001.
Uganda Bureau of Statistics; Uganda Demographic and Health Survey 2000-2001; UOBS with ORC Macro; December 2001.
Uganda Bureau of Statistics; Apac and Lira Districts, Socio Economic Conditions based on the 199912000 Uganda National Household Survey, Volume Ill; UOBS; February 2002.
Uganda Bureau of Statistics; 2002 Statistical Abstract; UOBS; November 2002. Uganda Bureau of Statistics; 2002 Uganda Population and Housing Census, Provisional Results; National Census Office, UOBS; November 2002.
Uganda Bureau of Statistics; Soroti and Lira Districts, Administrative Maps based on the 2001 census; UOBS; January 2003.
World Bank; Environmental Assessment; Operational Policy 4.01; January 1999.
World Bank; Involuntary Resettlement; Operational Policy OP 4.12; December 2001. SOROTI- LIRAR OAD PHASE 11: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL :o Paved {Bitumen) Standard --. IMPACT ASSESSMENT STUDY
LIST OF PEIIPLE CONSULTED
~E~~~-~~~~~~~"IU~~~~~E~~~U~U~U~FF~OIIISN~~SEI1 - FINAL FS ndOLLNIN% mDmEl* wSa~Rd-dTMf5.L Phne P Elk andsl~ Swe.doc APPENDIX 3:
LIST OF PERSONS CONSULTED
Kampala Eng J G Mwedde Deputy Director, Road Agency Formation Unit Eng Shabbir Prof Mary J N Okwakol Environmental Expert, Road Agency Formation Unit Eng Vincent Otim Mr Justin Ecaat Director of Monitoring and Compliance, National Environment Management Authority Mr Arnold Waiswa Environmental Audits and Monitoring Officer, IVational Environment Management Authority Mr Sabino Francis Ogwal Wetlands Monitoring Officer, National Wetlands Programme Mr Luka Commissioner for Forests, Forest Authority Mr John Amwine Ag Assistant Commissioner for Forest Resources, Forestry Department
Entebbe Mr Deo Apollo Musisi CartographylGIS Section, Uganda Bureau of Statistics Mr Mugabe Robert Water Quality and Pollution Control Division, Directorate of Water Development Mr Etimo Simon S E Water Quality and Pollution Control Division, Directorate of Water Development Mr Nelson Omagor Principal Environmental Officer, Environmental Liaison Unit. MOWHC Mr Ssentongo Kennedy Surveyor of Lands, Departrment of Lands and Survey
Soroti District Mr Masiga Edward Resident District Commissioner Mr Felix Esoku Deputy Chief Administrative Officer Mr Angweru Arnbrose Secretary for Finance. Katine Sub County Ms lmaku Margaret Councillor for Olwelei Parish, Katine Sub County Mr Aremo Francis LC Ill Chairperson, Soroti Sub County IP Atubun Henry Officer in Charge, Traffic Mr Wabwire Patrick District Planner Mr Eretu Godfrey District Statistician Mr Esunget Stephen District Population Officer Mr Ogwal Solomon Acg Deputy Director, National Agricultural Research Organisation, Serere Mr Herbert Okurut Akol Head, CORSU, Serere Agricultural and Animal Production Research lnstitute Mr Lakwonyero Charles District Executive Engineer Mr Hasike James District Roads Inspector Ms Margaret Emuniat District Gender Officer Mr Pade Joseph District Physical Planner and Head of Land Department Mr Okware Felix Ag District Community Development Officer Dr Okwana Nicholas Director District Health Services Sr Acheng Wange District Health Visitor Mr Martin Ornodoi District Health Educator Mr Okello Everest District Education Officer Mr Ajotu Benjamin District Forestry Officer Mr Charles Aben District National Agricultural Advisory Services Coordinator Mr Oule Herbert District Environment Officer (Soroti and Kaberarnaido) Mr Oketta Wilson District Fisheries Officer Community and road users at Tiriri and Oculoi
Kaberamaido District Mr- Egesu Victor LC V Chairperson Mr Emuron David Assistant Chief Administrative Officer Mr Ejogu Herbert Secretary for Works and Councillor Mr Ochon Tom District Councillor, Otuboi Sub County Mrs Eseza Adongo District Councillor, Anyala Sub County Mr Orubo Richard LC Ill Chairperson, Otuboi Sub County Ms Anasandra Ewuch Community Elder, Lwala Trading Centre Ms Ayaku Phobe Ag District Community Development Officer Dr Malinga Thomas Ag Director District Health Services Mr Otalio J Ag District Education Officer Mr Richard Akemu District Agricultural Officer Mr Menya Alfred District Supervisor of Works Mr Sansa Omuron Ag District Surveyor Mr Ochuku James Ag District Housing Officer Mr Eculu Justin Ag District Forestry Officer
Community and road users at Otuboi and Lwala Trading Centres
Lira Mr Onyanga William Ag District LC V Chairperson Mrs Rose Ongom Secretary for Education, LC V Cduncil Mr Abal Patrick Assistant Chief Administrative Officer Mr Butamanya Johnson Deputy Resident District Commissioner Mrs Mwina Rebecca Chief, Agwata Sub County Mr Ochen William Headteacher, Adwoki Primary School, Agwata Mr Egadu John Nelson Local Administration Police, Agwata Mr Okwel Charles LC Ill Chairperson, Amach Sub County Mr Samuel R Okwir Chief, Amach Sub County Mr Patrick Ogwal- District Planner Okumish Mr Charles Olet Ogwang District Forestry Officer/Ag District Environment Officer Mr Peter Ajungo District Agricultural Officer Dr Kusolo Peter Director District Health Services Ms Anono Christine District Community Development Officer Mr Oleya Jackson Assistant Community Development Officer Mr P J Ogwanga Assistant District Education Officer
Mr Amos Okwang District Surveyor Mr Okello Thomas District Fisheries Officer Mr lbrahim Kasiita District Engineering Assistant Mr Martin Okwir District Roads lnspector SP Aropet Goddrey District Superintendent of Police PC Okwiror G W Traffic Police PC Byarwanga Stephen Traffic Police Mr Atebe Alfred Water Attendant, Olweny Rice Scheme
Community and road users at Agwata Trading Centre Transporters, taxi and bus operators at Lira Municipality Uganda Bureau of Statistics; 2002 Uganda Population and Housing Census, Provisional Results; National Census Office, UOBS; November 2002.
Uganda Bureau of Statistics; Soroti and Lira Districts, Administrative Maps based on the 2001 census; UOBS; January 2003.
World Bank; Environmental Assessment; Operational Policy 4.01 ; January 1999.
World Bank; Involuntary Resettlement; Operational Policy OP 4.12; December 2001. 50~0~1- LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTALA ND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
1 RECORDS / MIMUTES OF PUBL Q CONSULTATIIIY
i ~~nr.TWor~iRzp~~ugd~15~obb~IF~~h11~S5~r\PW\SEII-nNA F andUEWINAL Dcdt BA mdSIR+!miidT~m1 S-L Ph-e II- UI sld SU S84.k APPENDIX 4:
RECORD OF PUBLIC CONSULTATIONS
SOROTI DISTRICT
Views of the CAOs, RDC, LCV and other Technical Staff
In general, the communities' feelings are that the project road will lead to an improvement in the livelihoods of the community members along the 201 and other areas in the affected districts. In the words of the district political and civic leaders the project is long over due. There are however, several observations raised several of which have been described below.
The sharp corners, e.g. at Tiriri, should be avoided, because of the risk of accidents.
The existing swamp crossings are very lowand often flood during the rains making it difficult for community members to cross over to the other side of the road. For example during such flooding, school children cannot easily access school on the other side of the swamp. Such areas along the road should therefore be raised to minimise the problem of seasonal overflows.
If trading centers are going to be bypassed', it is important that a link road is a created to connect them with the main road. However, considerable caution should be taken to ensure that the proposed by pass does not significantly leave out the old towns as this might increase the associated costs of accessing the old town and other services in the area located in those particular towns.
The land tenure system in Soroti District is not very complicated, so compensation should be fairly straightforward. Atthough people are aware of the road reserve, they need to be reminded that the road reserve has to be maintained for the purposes of road works, so that people do not encroach upon it. Some of the community members have cultivated within the road reserve, and some roadside markets (with mostly shanty and temporary structures) have also been constructed within the area of the road reserves at certain points along the existing alignment.
Views of the LC Ill Chairperson, Soroti Sub-county and sub-county councilors, Katine sub-county
People are aware about the road reserve, although the exact extent (width) of the road reserve is not known. But land is a problem, so if people see adjacent vacant land they tend to cultivate it. Leasing of land in peri-urban sub-counties like Soroti sub-county is common. There are no schools or hospitals along the road in the Sub-county that are likely to be affected by the road project.
The rocks at Oculoi rocks along the road provide a source of income for several people through the crushing and sale of stones, especially women. If the existing alignment is maintained, activities along the road at this point are likely to affect the sale of the crushed stones thereby compromising the incomes of the affected community members. This site (Oculoi rocks) is communally owned (ie it is not owned by particular persons). Therefore, should the rock be targeted for use along the project road, community compensation is inevitable including
' In terms of the design of the new road high vehicle speed is anticipated, it would be best to bypass the trading centers. Sight distance is also very important for a safe road. compensating the households within the recommended blast range. There are generally very few households around the rocks but there is a small-scale grinding mill adjacent to it.
Benefits from the road include facilitation of the development of trading centers along it, and marketing of agricultural produce and non-farm items. Also transport is anticipated to become cheaper, less time consuming and easier.
Problems with the existing road are dust, potholes, and poor condition of the road makes it difficult to transport patients appropriately and promptly to hospitals. Also the condition of the existing road makes consumer items more expensive, since transport costs are expensive and the transport duration is long.
The local leadership was emphatic that the local communities be given employment on the road project. This is as well the feeling of the community members along the road. However, the district leaders however cautioned the road construction workers should be careful with the women, cattle and land.
Views of the Ag. CAO, LC V Chairperson, District Councilors and other Technical Staff
The road infrastructure is very poor and this has an impact on the ecor~omicactivities in the district. Kaberamaido is a very productive area and therefore on the road will have a beneficial impact on its economy. In fact, the road is the only link of the district to the neighboring districts of Apac, Lira and the southern parts of Soroti. It is also the only link to the southern part of the country ever since the ferry services from Ochero across Lake Kyoga to the south became stopped operating several years ago. Cotton is the premier cash crop for the district yet it is processed in the districts of Paliisa, Mbale, Iganga, Kamuli and Kumi. But due to the nature of the road, the prices offered for the crop are low. This situation has a similar affect on other crops grown for sale in the district. The district leadership hopes that the new road will bring with it improved household incomes and better revenues for the district.
The major realignment proposed falls entirely in Kaberamaido District. It will affect a lot of people and they must be paid adequate compensation. While there is very little objection to Amidakan trading center being bypassed, the realignment should pass closer to Otuboi so that the center's development is not hindered or retarded. However, the district leadership observed that if the new alignment affects the physical lay out plan of Otuboi, it will be difficult to meet the costs of re-adjusting the current plan.
New settlements are also anticipated to develop along the realignments as people are likely to move to the new road, wherever it is located, because it is the line of communication with other districts, villages, and to social services centers etc.
Again the local leadership expressed their concern that the local communities be given employment on the road project.
Views of the LC Ill Chairman Otuboi Sub-county
This sub-county stretches from Otuboi to Dokolo. The population of the Sub-county is about 23000. Generally schools and other social services centers are located some distance from the road, but some of the buildings in at some of the trading centers might be affected during rehabilitation. In the 1970s there was a proposal to build a road along the lines of the proposed major realignment, but then nothing happened.
There would be no major economic and social problem bypassing Amidakan. However Otuboi should not be bypassed. Once the road is complete the traffic speed will be very high, and therefore passing through the centers would be dangerous. They would prefer a roundabout at Otuboi. Also the proposed bypass should not affect the secondary school at the northern end of Otuboi center.
There would be no major problems with bypassing Lwala (assuming the minimal and medium re-alignments are adopted), provided there are good links between the trading center and the project road. However there are reservations about the proposed major re-alignment2. It was noted that the proposed major alignment will have to cross through big swamps at Awalal and Kaburuburu. All along the proposed major re-alignment there is scattered settlement and small- scale subsistence farming.
There was a complaint that the government builds roads without consulting the people. Some people obviously stand to lose from road construction - the community feeling is that the government is denying them their businesses by diverting the road.
People will move towards the major realignment from the villages. The economy of the area will be boosted because the transport-associated constraints will be addressed.
LIRA DISTRICT
Views of Asst. CAO, LC V Chairperson, District Councilors and other Technical Staff
The district leadership observed that the community members have been waiting for a bitumen road to connect Soroti and Lira for the past 20 years. The upgrading of the road has been a district priority for many years. For the past 15 years the upgrading of this road issue has always been included as an issue in memorandums submitted to the President whenever he visits the area. The leaders felt that the new road will also lead to national integration and economic unity with the eastern part of the country.
During the rains the condition of the road is very bad. Consequently, the economic activities area also affected, as several loaded vehicles become stranded and others slip off the road. Generally at this time, life becomes expensive. The delivery of social services also becomes problematic.
The Agwata area is a very productive area. Agwata Comer is a crucial junction linking Apac, Aduku and Kachung with Soroti and Lira respectively. At Kachung there are the Kachung Water Works which provides water for Lira Municipality, and it is an important local fish landing site. There is also settlement south of Agwata, which would be cut off if the corner was bypassed. Agwata is a relatively progressive trading center. The purpose of the road is to serve the communities, so a smaller bend closer to the center should be considered as the most preferable choice. However, if it is too close to the corner, there will be a lot of houses to compensate. The intermediate alignment would be acceptable provided there is a link to the junction.
At Lwala juntim, community members were particularly concerned and feared that the major re-alignment would make accessibility to Lwala health centers and schools more difficult, time consuming and more costly. For the sick who are poor it would also increase the burden of the disease. The shopkeepers were concerned the prices of goods would eventually go up because of the associated extra costs (from the new junction of major re-alignment) to Lwala center. The proposed new alignments will break into new territory, most of which is small scale non uniform farmlands and some settlements. Therefore, compensation will h~aveto be paid to the affected people. According to the district leaders interviewed, most people along the existing road were compensated when the road was previously upgraded. Therefore, along the existing alignment there may not be land compensation apart from the crops an~dbuildings, and titled land.
The Director of Health Services in Lira district said that the longer re-alignment was better because it is more straight and would be less accident-prone. He also cautione~dthat the contractors have to be careful and control theft of fuel along the route since it is a common practice with such projects. The smuggled fuel is poorly kept and may result in household fires among the families of those trading in the siphoned fuel.
Employment of local people during construction works is very important and highly anticipated. All the stakeholders consulted at the preliminary phase raised this observation.
Views of the Resident District Commissioner - Lira
This road has a strong political bearing. People in this area have felt isolated and neglected for a long time because of this road. However, if the proposed new alignments leave out the major trading centers along the road like Agwata it will negatively affect people's attitudes towards the new road. In fact people will feel more isolated again. Therefore, the proposed new alignment should not leave out Agwata at a distance that is likely to affect the livelihoods of the people around that area and the neighboring areas.
Views of the Sub-county Chiefs - Agwata
The existing condition of the road is poor and accident-prone especially during the rainy season. There is great discomfort during traveling. The mad is narrow and has a lot of potholes, which cause accidents. Adwoki market, Agwata Comer roundabout, Olweny Swamp are accident black spots. Dust is also a big problem. The bad road causes wear and tear on vehicles, and therefore public transport is scarce.
Agwata Corner is where the road from Apac and Aduku meets the Soroti-Lira Road. It is a very busy road. A lot of milk is produced and is marketed at Agwata, or transported to other towns from Agwata. Several people especially women and children earn a living by selling foodstuffs by the roadside at Agwata junction. If this trading center is by passed at a considerable distance, the livelihoods of such women will be compromised and negatively affected.
The realignment will affect the distance to the Sub-county chiefs office. 141~0if Agwata Corner is bypassed, the Sub-county will not get the revenues it currently collects from the businesses along the existing stretch (though this is likely to be compensated by new developments1 businesses that are likely to come up along the new alignment).
Speeding will be a problem when the new road is complete. There is need for more road safety signs. Drivers must also be sensitized to pay attention to the warning signs. There will also be a problem with children crossing the road. Therefore, there is also need for road safety signs at all school and health facilities. The new alignment will affect a lot of people. There are homesteads almost every 300 m. The average household size is between 6-10 persons. They would have to be adequately and fairly compensated. The intermediate alignment is acceptable, but the shortest realignment would be the most preferred for several of the community members talked to.
With an upgraded road, it is expected that trade will boom. Agricultural production will increase, transport services will improve and commerce will improve. There will be a reduction in transport costs. People who are compensated will be able to build new houses (and probably better ones) with the money they receive. The workforce will bring increased revenues to the local businesses since the community members anticipate employment of the local labor. The local people will get more exposure to the outside world.
It is important that the engineer and contractor liase with the chiefs and local councils throughout the study and construction periods. There is also the problem of people claiming and counter claiming compensation, so the local authorities (chiefs and local councils) should be involved in mobilization and in creating awareness during the RAP and construction phase.
LC Ill Chairperson and Chief, Amach Sub-county
The community members are aware of the road reserve, and have been intermittently sensitized about it by the local leadership. But it is important for the local authorities to know exactly where the road will pass and the extent of the road reserve, so that they can sensitize the community members accordingly. There are a lot of accidents along the road because of the narrow (and at times curved) shape of the carriageway. Vehicles struggle for space and some drivers do not give way. Vehicles often swerve off the road injuring, and sometimes killing, people.
The upgrading of the Soroti Lira Road is not a new concept, and will be very helpful. The parishes in Amach are very fertile but there has access to Lira town has always been limited. Trading centers will begin to mushroom along the road as business activities increase. The sub- county leadership is very positive that its revenue base is going to widen over time. They also anticipate that the local labour once employed will lead to increase household incomes and some parents may be able to buy scholastic materials and other necessities. Arnach is a very productive sub-county, so the road will be important in ferrying goods to Lira:There is no health unit in the parishes through which the road passes, so a better road will facilitate transportation to health and other social services.
The issue of off shoots (mitre drains) must be considered, as these may have to go into people's land which may not be acceptable to them. Land in this community is a precious and highly valued asset. However, with proper community sensitisation, the communities can easily accept and collaborate over this. With regard to gravel pits, the Contractor must compensate1 pay for any material that is excavated.
Also as far as possible; trees should not be cut down as this causes soil erosion and results in degradation of the environment, consequently affecting agricultural production.
Views of the Communities on the Road and Proposed Re-alignments
Generally in Tiriri, Otuboi, Lwala and Agwata, the road users and other community members talked to were opposed to the major re-alignments proposed. The fear was that the trading activities and social services around these centers would significantly decline if they were left far off the main road. At Tiriri the intermediate realignment was acceptable. At Otuboi, while the most preferred option was to have the road pass through the center, it would also be acceptable to bypass Otuboi provided the re-alignment was still fairly close to the center, and there was a good link road. At Lwala and Agwata the minimal realignment were the most favoured. Community members spoken to were skeptical about whether the people affected by the new alignments would be fairly compensated.
Informal discussions were held with transport operators (truckers, taxi drivers/owners, and a bus inspector) at Lira to elicit, among other things, their view on the current status of the road, transport problems associated with it and whether upgrading the road from Soroti to Lira would be beneficial to them.
The transporters complained that the condition of the road is very poor, which takes a heavy toll on their vehicles. They observed that the maintenance costs were extremely high because of the nature of the road (ie the potholes cause a high wear and tear on the vehicles, lower speeds in these sections result in high fuel consumption, and during the rainy season vehicles tend to easily slip off the road and sometimes even overturn with fatal consequences). The road users said that very few private vehicles go along the road for that reason. They also suggested that more road signs be put up near schools and hospitals, and some mentioned that bumps be installed to slow down vehicles as they approach these institutions. As expected, the transporters welcomed the prospect of upgrading the project road to bitumen standard. SOROTI- LIRA ROAD PHASE11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY TECHNICAL REPORT FOR SAMPLES FROM JB GAUFF ENGINEERS / Lab. Rd: E8056, E80.57, E80.58, E8059 and E8060
/ 1.0 Introduction i Five (5) water samples were delivered on the 13/05/03 to the Water Quality and Pollution Control Laboratory - Entebbe from JB Gauff Engineers for physical, chemical and bacteriological i examination. Parameters analysed were of relevance to assessment of impact of road construction to surface water, the materials used in road construction being tar, lime and soil or earth. t The samples were taken from the following sites namely: Olweny, Abalang, Omunyal, Katine and Ochuloi road culverts. 1 The samples were analysed for the following parameters: PH
1 Colour
I Electrical Conductivity @.C) Suspended Solids (105 "C & 500 "C) Oil and grease I 1 Bacteriological characteristics (Total and Faecal Colifoxms) Analysis has been completed and attached to this report is the Certificate of Analysis. The results of the sample have been assessed against the national and international standards for drinking water to detetmine their fitness for domestic use. Domestic use has the stringent water quality requirements as , opposed to other uses, a 2.0 General Drinking Water Requirements
1 Good drinking water must have an acceptable physical appearance and organoleptic characteristics. The water must also be fiee of disease causing organisms and chemicals that have potential health risks must be within safe levels. I 1 Acceptability of drinking water Fn terms of physical, chemical and microbiological aspects is measured against National Guidelines for drinking water or WHO standards where national i guidelines do not exist. 3.0 Laboratory Results I , 1 3.1 Physical Quality The physical characteristics are water characteristics determined by physical means such as pH, conductivity, colour (Turbidity) and Suspended Solids measurements. These mainly have effects on
, aesthetic quality (taste, smell, and appearance) of water.
Directorate of Water Development Water Resources Management Department P.O. Box 19, Entebbe Page 1 of 5 Tel: 041- 321342 Fa:041 - 321368 TECHNICAL REPORT FOR SAMPLES FROM JB GAUFF ENGINEERS Lab. Ref: E8056. E8057. E8058. E8059 and E8060
pH of water is the measure of the acidic and the basic properties of water. The pH of most raw water sources lies within the range of 6.5 - 8.5units. The pH of water may be as a result of various dissolved compounds in water. In most natural water, pH is controlled by the carbon dioxide - bicarbonate - carbonate equilibrium. The pH of water is important because of its influence on many chemical and biological processes in water bodies. A direct relationship between human health and the pH may be difficult to ascertain because pH is so closely associated with other aspects of water quality.
The results indicate that pH for Olweny, Abalang, Omunyal, Katine and Ochuloi were 7.1, 6.5, 6.4, 6.1 and 6.5 units respectively. The acceptable values for pH are 5.5 -8.5 units for drinking water. This therefore shows that the samples had acceptable pH values that are within the guideline values.
3.1.2 Electrical conductivity
Electrical conductivity of a water sample may be defined as the measure of the ability of the water sample to conduct electrical current. In water, EC is an indictor of the mineralisation of the water sample. Mineralisation of water is due to dissolved compounds in the water. Most surface waters generally show low mineral content unless associated with deep ground water sources. Pollution from human activities is another source of mineralisation of surface waters.
The five samples generally showed moderate EC values for Olweny, Abalang, Ornunyal, Katine and Ochuloi as 154, 114, 87, 55 and 100ps/cm respectively.
3.1.3 Colour
Colour in water is mainly due to the presence of coloured organic substances usually humic acids, metals such as iron and manganese or highly coloured industrial wastes. The primary importance of colour in drinking water is aesthetic but the sensory effects may be regarded as a health effects. Consumers whose drinking water contains aesthetically displeasing levels of colour may seek alternative, possibly unsafe sources. Colour may also arise from suspended matter (turbidity) in water. The elevated colour in all the .samples may be attributed to organic acids such as humic acids and fulvic acids.
The guideline values recommended for colour in drinking water is less than 15 TCU. Analysis showed that all the five sites had very high values that are far beyond the guideline values for instance Olweny and Omunyal has 102 and 346 TCU respectively while Abalang, Katine and Ochuloi all had >500 TCU.
Directorate of Water Development Water Resources Management Department Page 2 5 P.O. Box 19, Entebbe of Tel: 041-321342 Fax: 041- 321 368 1 TECHNICAL REPORT POR SAMPLES PROM JB GAUPP ENGINEERS
1 Lab. Re$: E8056, E8057, E8058, E8059 and E8060
, 3.1.4 Suspended Solids
1 Suspended particles affect water clarity and light penetration, temperature, the dissolved constituents 1 of surface water, the adsorption of toxic substance and the composition, distribution and rate of sedimentation of matter. Suspended matters have high surface area and manifest varieties of surface 1 effects. The physical and chemical properties of these particles are important in evaluating their I behaviour towards solutes in water. Loss on ignition (difference between TSS -105 "C and 500 "C) gives an indication of the organic portion of the suspended materials. The results showed that about , 20 to 50 percent of the suspended matters are organic in origin. Except for colour the samples showed good physical characteristics for pH, Electrical conductivity and suspended solids.
3.2 Chemical Quality
The chemical characteristics give an indication of the nature and concentration of dissolved substances such as salts, metals and organic chemicals. Many of these cllemicals in water are essential as part of daily intake but at high concentration they may water unpalatable and may cause illness.
3.2.1 Oil and Grease
Oil and grease is defined as any material recovered as a substance soluble in the solvent. It includes other materials extracted by the solvent from an acidified sample. Oil and grease in normal circumstances is not present in surface waters however, tar, vehicles and equipment are the possible sources from which oil and grease may get into the water course during road construction. The results however, showed very low levels of oil and grease in the water samples.
I Samples showed good chemical characteristic with respect to oil and grease. ! I 33 Bacteriological characteristics
Bacteriological quality was ascertained by determination of Total Coliforms and Faecal Colifom. ') Total Colifom counts for Olweny, Abalang, Omunyal, Katine and Ochuloi were 43, 91, 73, 138 and 365 CFU / 100 ml respectively. Faecal coliforms for Olweny, Abalang and Ochuloi were 1, 2 and 2 CFU / lOOml respectively, where as both Omunyal and Katine had 0 CFU 1 100 rnl. The above biological results are acceptable for surface water body.
Directorate of Water Development Water Resources Management Department P.O. Box 49, Entebbe Page 3 of 5 Tel: 041-321342 Fax: 041-321368 TECHNICAL =PORT FOR SAMPLES FROM JB GAWF ENGINEERS Lab. Ref.: E8056,E8057. E8058. E8059 and E8060
The coliforms group of bacteria originate from the gut of warm blooded animals and their presence in a sample indicate faecal contamination of the water source by animals, human and bird waste. Presence of faecal coliforms specifically is an indication of recent faecal contamination of the water source and implies a high risk of contracting water borne diseases if the water is used for drinking purposes.
4.0 Conclusion
1. The samples showed acceptable characteristics for domestic use with respect to chemical and biological characteristics.
2. Except for colour the samples showed acceptable physical characteristics.
5.0 Recommendation
For complete assessment of the impact of road construction quality of water from this sources should be sampled both during the rain and dry seasons.
ISSUED: Principal Analyst:...... Date:......
Directorate of Water Development Water Resources Management Department Page 4 of 5 P.O. Box 19, Entebbe Tel: 041-321342 i Fax: 041-321368 Certificate of Analysis
IAME OF CLIENT: I JO Gauff Engineers / 1 SAMPLED BY : 1 Client
P 1 - I I I I ,DDRESS OF CLIENT: DATE SAMPLED: 13/5/03 ANALYSIS COMPLETION DATE:
ararneter PH Colour Conductivity TSS(IO5OC) TSS (500°C) Oil 8 Grease T.coliforrns E.Coii nits Units TC U uSlcm rngll mgll rngll NollOOrnl NollOOrnl
AMPLE ID. LAB. No.
)iweny E8056 7.1 102 154 4.0 balang E8057 6.5 >500 114 74 47 0 9 1
6.4 346 73
atine E8059 6.1 >500 55 42 33 0.9 138
)chuloi E8060 6.5 >500 100 60 46 0.6 365
:tIECKED: ISSUED: Laboratory Manager: ...... Principle Analyst...... Date: ...... Date ...... ~oROTI-L IRA ROAD PHASE 11: VOLUME 4~: Fsasibility Study and Detailed Engineering Design for Upgrading ENWRONMENTALAND SOCIAL '1.3 Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
ADDITIONAL DIITAIREEORBS USED DURING THE ANALYSIS
YSencr 1lRod~\~q&\U~slda\Sms6Lt6~t\F6~t6~tbIIt~SWFHliSE O - FINAL FS adDEDlFlNAl helElPi sld SIAR*dTan\l hLPhs.. 11- EM md S!A Study- Population Estimate for AOI 2002 lncludes Figures for Entire Municipalities
SOROTI DISTRICT Sub County Parish Proj Pop'n County 2002 Soroti Arapai Aloet 4605 Arapai 10588 Gweri Dokolo 7247 Karnuda Arninit 7298 Karnuda 3097 Katine Katine 7470 Merok 2940 Ochuloi 3963 Ojorn 3672 Olwelai 2516 Soroti OP~YO 4309 Tubur Aparisa 3414 A01 Soroti Rural 61119
Soroti MC Total A01 Soroti
KABERAMAIDO DISTRICT Kalaki Anyara Anyara Ogwolo Ornid Kalaki Kakure Kalaki Karnuda Otuboi Arnoru Apapai Kadie Lwala Opilitok Alwa Abalang Oryarno Total Kaberarnaido Rural
LIRA DISTRICT Dokolo Agwata Adok Adwoki Agwiciri Amuda Badyang Kacung Dokolo Alenga Awiri Alwithmac Angwecibange lguli Arnwoma Adagnon Erute Adekokwok Adekokwok Boroboro Arnach * A01 Lira Rural Lira MC Total A01 Lira
TOTAL RU WaE A01 TOTAL POPULAl-ION IN PROJECT AOI
* half total figure for Amach subcounty POPULATION ESTIMATES Including only Municipality Divisions where road starts and ends
SCROTI DISTRICT Sub County Parish 1991 GR Proj Pop'n County 2002 Soroti Arapai Aloet 1614 10.00 4605 Arapai 371 1 10.00 10588 Gweri Dokolo 3755 6.16 7247 Kamuda Aminit 3681 6.42 7298 Kamuda 1562 6 -42 3097 Katine Katine 3664 6.69 7470 Merok 1442 6.69 2940 Ochuloi 1944 6.69 3963 Ojom 1801 6.69 3672 Olwelai 1234 6.69 251 6 Tubur Aparisa 1568 7.33 3414 AOI Soroti Rural 56810 Soroti MC Central Nakatunya Ward 4031 0.1 1 4080 ,. - Senior Quarters 2975 0.1 1 3011 , AOI Soroti MC 7091 Total AOI Soroti District 63901 - I KABERAMAIDO DISTRICT Kalaki Anyara Anyara Ogwolo Omid Alwa Abalang Oryamo Kalaki Kakure Kalaki Kamuda Otuboi Arnoru Apapai Kadie Lwala Opilitok Total Kaberamaido Rural
LIRA DISTRICT Dokolo Agwa ta Adok 3907 4.00 6015 Adwoki 1530 4.00 2355 -i Agwiciri 2333 4.00 3592 Amuda 3347 4.00 5153 Badyang 4319 4.00 6649 -1 Kacung 31 15 4.00 4795 Dokolo Alenga 2709 3.77 4070 Awiri 2755 3.77 4139 - Alwithmac 3289 3.77 4941 Angwecibange 4982 3.77 7485 lguli 3804 3.77 5715 Amwoma 2927 3.77 4398 -- Adagnon 2727 3.77 4097 Erute Adekokwok Boke 5966 3.03 8285 1 Boroboro 6117 3.03 8495 -2 Amach Abwocolil 3417 3.76 5128 Adyaka 3746 3.76 5622 Banya 3857 3.76 5789 - Onyakede 5074 3.76 7615 Rao 4160 3.76 6243 AOI Lira Rural 110581 $ Lira MC 27568 10.40 89781 Total A01 Lira 200362 TOTAL RURAL AOI 225773 - TOTAL URBAN A01 96872 TnTAI DnDI11 ATInIBI IN DQA lEPT AAl .3'1'1eae 3
Y I -*, -, .1--*11111 -'-- --- GROWTH RATES Sub County Popn 91 Popn 02 GR '91-'02 Anyara 9734 14685 3.81 Kalaki 9743 18005 5.75 Otuboi 15367 15560 0.1 1 Arapai 8915 25415 10.00 Gweri 16458 31737 6.16 Karnuda 11930 23629 6.42 Katine 10094 20559 6.69 Soroti 5229 11721 7.62 Tubur 6644 14456 7.33 Soroti MC 40970 41470 0.1 I Alwa 9670 14715 3.89 Agwata 18551 28559 4.00 Dokolo 23193 34840 3.77 Adekokwok 36416 50540 3.03 Arnach 27632 41457 3.76 Lira MC 27568 89781 11.34 SOROTI- LIR A ROAD PHASE If: VOLUME 4~: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL to Paved (Bitumen) Standard IMPACTASSE SSMENT STUDY
TECHMICA1 EXPLANATIQN OF MPAGT WEIGHT116 METAQDOLOEY APPENDIX 7:
IMPACT WEIGHTING METHODOLOGY
For the purposes of comparing different alignment options, we have used a weighting system which will give an indication of the significance of the negative impacts on the natural, physical and social environment due to a particular aspect. It must be borne in mind that all weighting systems are subjective to a large extent, and professional judgement plays an important part in allocating ranks or scores to specific weighting criteria. Another set back with weighting systems is that while the significance can be compared across the various realignment options, they do not allow comparison of significance between impacts. For example, Option X may have a serious impact on wetlands, while Option Y has a serious impact of the same magnitude on clearing of vegetation. But whether the impact on wetlands is more important than the irr~pact of clearing vegetation is again subjective.
There are numerous ways of determining the comparative significance of impacts. For the purposes of this assignment we have used a rating score based on the likelihood of an impact occurring and the magnitude of its consequence. Rating is calculated as follows:
Significance Rating = Likelihood + Consequence
Likelihood is the frequency of an impact occurring, and is ranked as follows:
Unlikely 1 Possible 2 Occasional 3 Frequent 4 Continuous, inevitable 5
Consequence is ranked on a scale of I to 5 as follows:
Low 1 minor environmental toxicity
' No legal requirements No public concerns 1 Minimal volume of resources consumed 2 Relevant legal or other requirements Intermediate Significant use of materials, water or other 3 resources 4 Legally not compliant High potential environmental toxicity Severe High public concerns 5 Intensive use of materials, water or other resources
Thus the highest significance value possible is 10 for any one impact'or aspect, while the lowest is 2.
The table below shows compares the attributes of each of the proposed realignments, as well as those of the entire existing alignment, and specific of it that will be adhered to. SCIROTI - LIRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL !3 Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
HIV 1 AIDS eAMPAl6N
L5smr.710aloalIRrp~~UgdaiS~LWmIF~~~bB$~SId~W5E11- FMAL FS adDEOIFJNAL hell ELA md SIA-RddTd1 S-L Phm. P EL4 mdSIA SmdY k - - APPENDIX 8:
HIVIAIDS CAMPAIGN PLAN
Introduction
The Government has received a credit from the International Development Association (IDA) in various currencies and intends to apply a portion of the proceeds of the credit towards upgrading of Soroti - Lira road to bitumen standard. Part of the TORS of the feasibility study requires that an ADS awareness campaign (plan) be designed for the road workers and the communities along the project road. This requirement is in recognition of the fact that HIVIAIDS epidemic has had far reading consequences for individuals, families and communities as a whole, and it is the leading cause of death among the productive population aged 45 - 49 years (which is most likely to get directly involved in project road activities). This is also in recognition of the fact that HlVlAlDS prevalence rates are higher in towns and trading centers along major roads and road construction frontline workers and truck drivers are among some of the high risk groups. in this regard, it is necessary that a user friendly - tailor made HlVlAlDS campaign is designed for the road construction workers and the communities along the road.
Goal and Objectives
The overall goal of HIVIAIDS campaign is to stimulate awareness of the dangers of HIVIAIIDS and prevent the spread of HIV virus among the road construction workers and communities along the project road. Whereas, this is a road project mitigation measure, it is not meant to be a mitigation (pallative) intervention for those already infected with the virus (and require assistance in form of soap, medical care, etc).
The objectives of AlDS awareness campaign include the following:
= Stimulate and enhance construction workers and community members knowledge and awareness about HIVIAIDS and associated dangers. Sensitise and equip construction workers and community members about programmatically important ways to avoid contracting the HIVIAIDS virus and other sexually transimitted diseases (STDs). Contribute to the existing HIVIAIDS control and prevention efforts along the project road areas.
The HIVIAIDS awareness campaign will act as a mitigation measure against the anticipated negative impact of HIV/AIDS/STDs that are likely to arise while locals interact with road construction workers among other related incidents.
Considerations for an HIVIAIDS Awareness Campaign
Several considerations have to be borne in mind before a final HIVIAIDS campaign is adopted. First, the HlVlAlDS awareness campaign will not create a parallel awareness campaign to those already existing along the AOI and in the districts affected by the road project. Secondly, a situation analysis of institutions involved in HIVIAIDS awareness campaign is necessary to determine relative strengths, weakness, opportunities and threats that may affect the implementation of the AlDS awareness campaign. Thirdly, a collaborative framework with some institutions involved in HIVIAIDS campaign will be necessary in order to enhance the effective implementation of the campaign and avoid unnecessary role dl~plication.Lastly, given the nature of the project activities, a work based awareness strategy needs to be considered and designed alongside other conventional community sensitisation strategies.
In the districts along the project road, several HIVIAIDS related intervention activities are taking placing, with differing magnitude and coverage. It is necessary to take stock of those activities before a final awareness campaign plan is designed. However, the major overall HIVIAIDS related activities in the districts along the project road are: awareness and community sensitisation (IEC); r 1 voluntary counseling and testing services (VCT); advocacy; mitigation and palliative care; i educational community mobilisation; clinical care and home based care; survelliance and epidemiological serveys; and income generating activities (IGAs) for those affected by HIVIAIDS.
Institutional Profile
Several institutions are involved in HIVIAIDS related activites with most of them being involved in - 1 I awareness and community sensitisation through information, education and communication (IEC). I The profile of those institutions (activities, roles, source of funding, etc) is diverse and needs to be established at the detailed study phase. However, a typological categorisation shows that some I are: local government departments, national level Non Governmental Organisations (NGOs); faith I based organisations; Community Based Organisation (CBOs); International level NGOs; central government projects; and academic institutionslresearch organisations. Some of the intitutions involved in HIVIAIDS awareness Isensitisation related activities in the districts along the project road are listed in Table 1 below. -?'I Table 1: Institutions Involved in HIVIAIDS Awareness Campaign in the Districts. Along the AOI (Lira, Kaberamaido and Soroti) 1
- Mothers Union - Soroti Diocese National NGO Selected Sub-counties
National nGO
Selected Sub-counties basedllnernational - Several CBOs
Selected Sub-counties - SOCADIDO Selected Sub-counties
Selected Sub-counties
Source: Key Informant Interviews Approach and Procedure
Given the seasonality of the road project, it is proposed that the HIVIAIDS awareness campaign be sub-contracted out to the institutions on the ground along the road project. This would also ensure that the campaign continues after the construction of the road is complete.
The preliminary institutional profile analysis shows that local governmen~tdepartments involved in HIVIAIDS campaign have a long established functional capacity but are severely constrained by lack of adequate human resources to take on such extra responsibilities.
Further, the CBOs in the districts along the project road are also severely constrained in terns of financial and human capacities, and several of them operate on a seasonal basis depending on availability of resources. It is therefore more feasible for the HIVIAIDS awareness campaign to be sub-contracted out to national or international level NGOs working in the districts along the project road. The NGOs with an established and affiliated network of CBOs vvould be more feasible to sub-contract. This is because in certain communities, the community AIDS awareness1 sensitisation may be effectively done in the local language. Such an NGO would also require less capacity building if any. Out of necessity, the sub-contracted NGOs must collaborate with DDHS and other relevant local government departments.
In summary, the approachlprocedure should involve the following steps: i. Identification of probable NGOs to consider for sub-contracting. ii. Developing TORS and contractual obligations iii. Selection of NGOs (although one NGO with a regional coverage would suffice) iv. Development of Plan of Action by selected NGO v. Implementation vi. Monitoring and supervision (made clear in TORs and Plan of Action) vii. Evaluation (could be separate or an intergrated part of the overall road project evaluation).
Strategies
Given the nature of the road project activites, it is necessary that work based sensitisation and prevention strategies be adopted alongside other conventional conlmunity sensitisation methods. The strategies should also take into consideration the work and 'off work' habits of road construction workers. Where possible, experiences of other road projects should be reviewed by the selected NGOIinstitution and lessons learnt incorporated. Some of the strategies that need to be considered include:
Community awareness and sensitisation through: Community outreaches at selected centres Community leaders sensitisation seminars Local FM radios broadcasting packaged information in local languages Posters and leaflets translated in local languages and distributed at schools, community centres, bars, eating houses, and other places of major employment, etc. Film shows on weekendslpublic holidays at selected centres along AOI and at construction camps. School children sensitisation at schools along AOI Work based peer educators trained by the selected NGOIinstitution
2. Prevention and promotion of behaviour conducive change (safe sex practices) = Condom distribution Promoting voluntary counselling and testing.
During Phase II of the EINSIA, a more detailed HIV/AIDS awareness campaign will be prepared, which will also include an indicative cost for implementing the campaign. SGRO~- L IRA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL L h Paved (Biturnen) Standard - IMPACT ASSESSMENT STUDY APPENDIX 9:
ENVIRONMENTAL CHARACTERISTICS OF GRAVEL PITS ALONG THE SOROTI -LIRA ROAD
QU AERY PREPARATION, ORGANISATIONA ND BACKFILLING.
LVh~rsquzrri~s srs lo~tedzwzy from ti15 rose, ECCzSS trzcks will komE!ly n~zdto bE improved befor2 trucks or ti~l-i~rsEZ~ iizilers Gn CSE thenl.~tthe quzrry site th~rzshould b~ ~rnpleturning z7.z~~for t;7~ hzulifi~~quipnent. . .
G? E is recjuirei if iWciencY c.f C~r~fulplznning of the ~xploiiziion . . the grzv~!lingop~rstion is to b~ zG~in~5. :- - . . I fie quzrry lzyout sho~ldell~vjihe trucks or tricicrs zn@-ir~ilersto enter zaa' lezv~without being in .exn oinc;"s -wry. A circul'zt ir~?Zciiow, requiring only sinc.1~Iznes is ia~zl.li cnly E sirigii sccsss rozd is .possible, then E double Izne for trS;i'c in direciions is rzquired (FigurtGWI) - -. I ne qu~rryshould b.~piznneci so tnzt: .
. . - it ~fibe Expioii~d fully wiih r~rnov~lof tns m~ximum.EiilO~rii d gr~vz!. . . . - -- ~nvironm~htzlazneoe by tirzinzgs 2nd rrosicn is miniriiis~dboth during znd tEer exploit~iionof the cuziiy. -.I ne auzrry should be developed so thd it driifis ~K~~tivilyc'uring ths work (Figure.GW2)
- th~overburden is iiockpild so t'zt it will not hincsr future extension, &ria ndth it Enb€ €'J~c~~uEI!YUSE~ to ~E~~s:E?Eth~ qUiiry (Figure GW3) '
- the b~s;msieriol is ttksn whe~egr~v~l auility is vzrizble within the quErry. 2. SINGLE ACCESS /
. .
6m MIN IF ACCESS MORE THAN 50 MEFEES NG. OFi FFlOVIDE PASSING EAYS
QUP,SF(Y T
1 3. ENTRY AND EXIT ROUTES I I ROAD TO EE G.RAVEEED
QUAP.RY
I FiGURE GW2 QUARRY TO DRAIN PROPERLY
I- I- SMOOTH ACCESS GRADIENT
- . CORR'ECT
STEEP- ACCESS GWDIENT . . -' L LOWER QUARRY AREA MIGHT BE FLOODED A-ER f3.INS.
WRONG FiGURE GtV3 FLANNING OVE~~SUZDENF.XD POSSIBLE EXTENS~ON
ovs- ' . E,URDEN
t
ACCESS E0P.D - 7- 1 r.i~:-;~Z55(n) USE DESf XImOS OF C-X.4VZL QUA.I%Y x.k:\/IE: EL-::: XO. 3 XI.~.iZXIXL I) 1 0.15 1 0.20 no 1 LC-. Qti.~.z%y LOC.~TIO~: ELK::: -1 -1 0.4 0.3 Kc
0.25 1 0.lO 1 o I (NXSIE 6; ADDRESS) 8c; 475 yes Mi;& I 1-10 1 I 1 1 ~~LEc~~ 8) 0.20 1 0.60 n3 QV.-?iiEY AvLa C1 -J 0.20 1 0.30 A.VE3. OVEXSUR- ccI 1'3) 0.10 1 0.60 yes DE3 i'II.:iCILXESS: 1 ri 1 0.31 1. 11) 0.10 1 -1-10 -Y~S XVZXAGi CXAVEL I?! . 1.00 I I.CO 7?. . LEGEND: -I Possible Quary Enrrnsion Q G Tes; Piu (Samples I Not SsnpIed) ---_ Boun~afi=z . - id ----_ Sclczrcd Qusrry Arc1 - Survey Grid GZAVEL STACKS FSR MAINTENANCE.. . . ,
Gwve! s:sc!
-; 1 BACKFILLING QUARRIES '
. -
A5er the gr~vellingworks have b~~nconpl~ted 2nd tne qumywill not A be used in the future, the quzrry site should be restored to a condition satisfxtory to the owner. he quzirry should be el el led and ths overburden 2nd 'mpsoil returned 2nd sprezd out over the Erea. -
Figure GW5 describes the backfilling 'procecjure: - . . __C_ FiGURE GW5- QUARRY EACKFlLL
FIXED PfiOFlLE BOARD / . - PLAN: ,TEAVELLER -
A A
P,CCESS ROAD.
SECTlQN A - A: FIXED PROFILE BOARD OVERBURDEN
. . BACKSLOPE
OUTCROP
BACKFILL PROCEDURES:
1. SET 4 FIXED PROFILE EOARDS IN QUARRY BOTTOM; 2. 8A.CKSLOPE TO GiiEDIENTAS REQUESTED 6Y i%E LANDOWNER AND USE ~TEXIAL FOR FlLliNG DE?RESSIONS: 3. CUT 2EWJNING OUTCROPS AND SPRmMATERIAL; . 4. CHECK UNIFORMITY BY USE OF PROFILE EOAZD AND REPEAT 3. IF FOUND NECESSA,?Y. 5. EACKFILL OVERSURDEN AND SPRW-UNIFORMLY 5. OETAIN APPROVAL OFSATISFACTORY EACKFILL FROM LANDOWNER. B SGROTI LIRA ROAD P - PHASE 11: VOLUME 4~: 3 Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL - to paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
APPENDIX 00s APPENDIX 10:
COSTS OF MITIGATION
The bases for working out costs of mitigation are as follows:
Environmental Mitigation:
Installation of culverts, grassing of embankments, replanting trees, rehabilitation of borrow pits etc will be included in works estimates. Other items are part of routine or periodic maintenance activities, or diligence by the contractor, However, to cover any eventualities, include US$20,000 here.
Other Environmental and Social Monitoring Costs:
Water quality sampling twice a year, during constri~ctionand then every 3 years. 7 x $800 = US$5600.
Independent studies, once every 5 years throughout project life - assessment of changes in public health, socio-economics, economic status, land use. Approx US$ 45,000 per year x 4 times = US$ 180,000.
Total environmental monitoring say US$ 200,000 (UgShs.400,000,000) throughout project life.
RESETTLEMENT ACTIVITIES
Income Restoration
In accordance with Uganda Law and standards, income restoration will be catered for in the disturbance allowance, which will be paid to the PAPS at the rate of 15% or 30% of the value of compensation depending on whether 3 or 6 months notice is given.
Kachung Water Works - Land Take :
15 m wide reserve.to accommodate pipeline over 24.8 km length of road, = UgShs. 394,170,000f- Include crops = UqShs. .30,000,000/- Total = UgShs.424,I 70,0001-
Assume properties affected have been included in "Compensation for land take". TABLE 7: REPLACEMENT COST VALUE RATES FOR BUILDINGS
Type of Description Rate per Estimated Cost Remarks Construction sq meter Partial Gci, ceilings, plastered and painted Compensation 1 brick walls, cemented floors. metal 250,000-300.000 possible if small 'Omcomplete to 30 unit per windows and doors parts of the buildings is taken Partial 15m 20unit rn per 2 As above but unfinished 150,000-200,000 compensation possible Ditto but of poorer standards and Partial 3 finishes e.g. timber doors/windows. 100,000-150,000 compensation completelorn5m unit per poor condition possible As above but very basic, poorer 5m to 10 m per Usually full 4 materials & workmanship and 50,000-100,000 complete unit compensation unfinished
Please note that in many cases if may only be necessary to take part of the buildings and not the whole in which case a pro rata estimate may be possible and acceptable to the person being compensated.
TABLE 2: MARKET VALUE RATES FOR LAND TABLE 3: COST ESTIMATES FOR BUILDINGS AFTER A PRELIMINARY ROAD SURVEY OFLIRA - SOROTI ROAD
Commercial/ Residential buildings and a few fences
, I I TABLE 4: COST ESTIMATES FOR LAND AND CROPS OPTION 7 ALIGNMENT
TABLE 5: SUMMARY OF ESTIMATED COSTS OPTION I ALIGNMENT
Disturbance Allowance 30%
TABLE 6: SUMMARY OF COSTS, FOR RELOCATION OF SERVICES
Preliminary estimate TABLE 7: PRELIMINARY ESTIMATED COST OF LAND AND PROPERTY
TABLE 8: MlTlGA TlON COSTS
* Catered for in disturbance allowance. SDROTI- LI RA ROAD PHASE 11: VOLUME 4A: Feasibility Study and Detailed Engineering Design for Upgrading ENVIRONMENTAL AND SOCIAL -i to Paved (Bitumen) Standard IMPACT ASSESSMENT STUDY
p-m \Eonol.1IRord~~\VgododE~m6Ur~rlF~~Lb~~SWd~HA5E11 -FIN& FS md DEWIN& Ba7 Ell\ indSIA-RcnscdT~nl1 S-L Rmoll- Ell\ md SL4 SUdy h CONSLJLTANCYSERVICES FOR THE FEASIBILITY STUDY DETAILED ENCmEmG DESIGN FOR TKE UPGRADING TO PAVED (BITUMEN) STAPTDARD OF SOROTI-LIRA ROAD REQUEST FOR PROPOSALS Section 3. Terms ofRefrence
I i Section 5. Terms of Reference CONSULTANCY SERVICES FOR THE FEASIBILITY STUDY .QND DETPJLED ENCIhTERING DESIGN FOR TKE UPGRiiDIPiG TO PAVED (BITUMEN) STANDARD OF SOROTI-LIRA ROAD REQUEST FOR PROPOSALS Section 5. Terms of Reference
TABLE OF CONTENTS F
. Section 5. Terms of Reference ...... 1
1. BACKGROUND...... -.. . . . -.-. . . . . -. .. -. . --...... -.--. .. .-. ... .- ...... -. ..-- -.. -- ...... -..-. ..-. .-. .. -3
2. DESCRIPTION OF THE PROJECT COMPONENT ...... ,...... 3
-, I 3. OBJECTIVES ...... ;...... -...... -...... -...... -.-...... -.3 1
4. SCOPE OF CONSULTING SERVICES ...... ,...... 4
4.1 PHASE I - FEASIBILITY STUDY...... 5
4.1.1 Selection of Alignment and Design Standards ...... 5
4.1.2 Preliminary Engineering Design and Cost Estimates ...... 5
(a) Surveys and Investigations...... -...... ;...... - -...... -.. -... 5 (b) PreIirninaly Engineering Design ...... - ...... 7 (c) Cost Estimates...... -... . . -. . . . -...... - -.--. .- -. -. 8 4.1.3 Environmental, Social & Economic Impact Assessments ...... -.---...8
(a) Environment & Social Impact Assessment ...... 8 (b) Economic Assessment...... --...... -.. .-.-. .. -.- ..--.- 9 . . 3.1.4 Subm~ssionof Feasibility Report ...... 10
4.2 PHASE II - DETAILED ENGTNEEFUNG DESIGN ...... 11
-1 Engineering Investigations... . . ;...... I I Defailed Engineering Drawings...... -12 Drainage Investigations ...... ;...... ,...... I2 Soils and Materials Investigations...... , ...... +...... : ...... 13 Cost Estimates...... 13 Network Analysis...... - -...... - - .. - - .. . - ...... I4 Prequalification, Bidding and Contract Documents...... -...... 14 Environmental, Social and STD & HNAIDS Impact Assessments...... 14 Technical Assistance to RAFU...... 15
5. IdXJMAN RESOURCE INPUT ...... - ...... 15
6. TIMING ...... -..*-. - .-. --...... -...... -.. -.-.--.-...... -...... --...... -.. .. --.----18
Page 5.1 CONSULTANCY SERVICES FOR THE FEASIBILITY STUDY AND DETAnElD ENGLhzEmG DESIGN FOR THE UPGRADIKG TO PAVED (BITUMEN) STANDARD OF SOROTI-LIRA ROAD REQUEST FOR PROPOSALS Section 5. Terms of Reference 7. REPORTING AND OTHER ObTUTS ...... -.-...... 19
8. DATA, LOCAL SERVICES PAID FACILITIES TO BE PROVIDED BY THE CLIEST ..... 21 j 9- CONSULT-4NTS OBLIGATIONS ...... 21
I ATTACHMENT I - Guidelines for an Environmental Impact Assessment of proposed road works
1 ATTACHMEET LI - Guidelines for Social Impact Assessment
I i ATTACRMENT IX -,Guidelines for preparation of a Resettlement Action Plan (RAP)
Page 5.2 CONS L,'LTAiiCY SERVICES FOR THE FEASIBILITY STZITY &YD DETAILED ENGINEEFUNG DESIGN FOR TBE UPGRADLYG TO PAVED (BITuh.1EN) STANDARD OF SOROTI-LIRA ROAD REQUEST FOR PROPOSALS Sec~on5. Terms of Reference
TERMS OF REFERENCE
The Government of Uganda (GoU) has received a credit from the International Development Association (IDA) in various currencies and intends to apply a portion of the' proceeds of the Credit towards the Upgrading of Soroti-Lira road to paved (bitumen) standard. Consultancy Services are required to carry out a feasibility study, detailed engineering design, preparation of prequalification and bidding documents for the upgrading project.
The detailed engineering design, documentation and bidding technical assistance services shall only be supplied if the proposed upgrading of the road has been shown to be feasibIe and economically viable.
2. DESCMPTION OF THE PROJECT COMPONENT
The Soroti-Lira road is the only remaining gravel section on the national paved road circuit north of Kampala. The eastern arc of the circuit comprises the Kampala- Jinja- Kenya border-Mbale-Soroti roads. The western part of the circuit comprises the Kampala-Karurna-Kamudini-Lira paved roads. It is therefore a very importaxit link in the National road network and vital to the economic prosperity of northern Uganda.
The project road is a stretch of approximately 125 km from Soroti town to Lira town. IncIuded within this length is the last 6.6 km paved section from Adwila to Lira town. Also included in the total length is a paved by-pass 3.7 km long, which allows through traffic onto the Lira-Karuma road. The major links forming the road are the Soroti-Dokolo, Dokolo-Agwata, Agwata-Adwila and the 6.6 km paved section from Adwila to Lira.
The road was last rehabilitated in 1995 under the Northern Uganda Reconstruction Project, QWRP). This was after a feasibility and preliminary study done by M/s Norconsult International and subsequent detailed engineering design by M/s Sir Alexander Gibb, Consulting Engineers. Different construction and maintenance activities were carried out under the rehabilitation project and works incIuded the construction of the subgrade and placing a layer of imported gravel wearing course of 200rnm thick along the entire road length. Small diameter culverts (<600rnm) were replaced with larger sized culverts of 600 mm diameter and 900 rnm diameter along the route and the only existing bridge, a 4m wide steeuconcrete composite bridge at approximately 26 krn from Soroti was replaced with 2 No of 1.8m diameter and 2 No. of 2.1 m diameter pipe culverts.
3. OBJECTIVES
The objective of the study is to investigate and determine the technical, economical, environmental and social feasibility of upgrading the existing gravel road of . . approximately 125 km between the towns of Soroti and Lira to a paved all-weather
Page 5.3 CONSULTAYCY SERVICES FOR THE FEASIBILITY STUDY XND DETAILED ENGWERING DESIGN FOR THE UPGWTNG TO PAVED (BITUrMEW) STANDARD OF SOROTI-LIRA ROAD REQUEST FOR PROPOSALS Secrion 5. Terms of Reference bitumen standard road. Included in this stretch of road is the rehabilitation of the existing 6.6 km road bitumen section from Adwila to Lira together with the paved 3.7 km long Lira town by-pass. Depending on the results of the feasibility study, Phase 1, and approval by RAFU and IDA, the consultant shall undertake Phase 2 ie detailed engineering designs, prepare standard pre-qualification and bidding documents suitable for international competitive bidding and assist RAFU in the bidding process including the pre-qualification of bidders.
The study shall also establish the appropriate number of civil works contractslpackages the road should be divided into, in which case pre-qualification and bid documents will have to be produced for each package, to allow the bidders to bid on a cut and slice package basis. It is anticipated that at least two (2) contracts/packages will be required.
4. SCOPE OF CONSULTING SERVICES
The Consultancy will be carried out in two phases namely; Phase I - Feasibility Study Phase II - Detailed Engineering Design, production of pre-qualification and bidding documents and assistance in the bidding process.
The progression of the Consultancy from Phase I to Phase II will depend on the results of the Feasibility Study. If the results show that the road is not viable for the proposed upgrading, then Phase I1 shall not be undertaken. As such, each phase of the Consultancy shaIl be costed separately. Authorisation for the commencement of Phase I1 will be given by RAFU based on the viability of the project.
The Consultant shall review and perform all engineering, environmental, economic and financial analysis and related works described herein to attain the objectives stated in Section 3 hereof. The Consultant shall also review all the available documentation on Feasibility and Preliminary Engineering studies prepared by M/s Norconsult AS and the Detailed Engineering Study conducted by M/s Sir Alexander Gibb. The Consultant thereafter shall be solely responsible for the analysis and interpretation of all data received and for the,conclusions and recommendations in the report.
In canying out the consulting services, the consultant shall take into account the requirements of the financing institutions and in particular relating to the tender documents that shall be prepared.
An Environmental and Social Impact Assessment (EIA & SIA) including the provision of the preliminary environmental mitigation plan and the preliminary social mitigation plan including the ~reliminaryResettlement Action Plan (W)and the estimated costs of the mitigation plans shall be carried out in accorclance with the requirements for Em formulation legislated by the GoU and in accordance with requirements of the Financing Agency as part of the Phase I services. The full Resettlement Action Plan (RAP) including the impact survey and valuation results shall be finalized as part of the Phase 11 services. Page 5.4 CONSULTXNCY SERVICES FOR THE FEASIBILITY STUDY AWD DETMLED ENGIXEERTNG DESIGN FOR TmUPGRADING TO PAVED (BITC3fEN)STANDARD OF SOROTI-LIRA ROAD REQUEST FOR PROPOSALS Section 5, Terms of Reference
4.1 PHASE I - FEASIBILITY STUDY
4.1.1 Selection of Alignment and Design Standards The Consultant shall consider alternative pavement designs and alignments inciuding, if desirable, relocation of sections of the routes, as a basis for the economic evaluation and shall prepare financial and economic cost estimates for the proposed alternatives. These designs shall be based on the MOWHC Road Design Manual. The consultants shall also be required to show the effects of adopting alternative recognised international design standards such as MSHTO so that the most economic solution can be adopted. The cost estimates shall include physical contingencies, estimated mitigation costs of EIA, SIA/RAP, HIVIAIDS and construction supervision costs for a period of analysis considered appropriate for the investigations being evaluated.
4.1.2 . Preliminary Engineering Design and Cost Estimates
The Consultant shall carry out the tasks as follows:
(a) Surveys and Tnvestiga tions
(i) The necessary surveys shall be camed out to locate the centreline with the establishment of permanent ground-markers. Levels shall be taken of the centreline and cross-sections at intervals of not more than 25m, and benchmarks established. The route is generally expected to follow the existing alignment with improvements to the alignment, as agreed with. RAFU. The co-ordinates of all the intersection points shall be tied into the National S.urvey Grid and levels related to the National Benchmarks. i
(ii) Tests shall be carried out on the existing subgrade, pavement and wearing course layers of the road to determine the quality and suitability of the materials for use. In addition, material surveys, sampling and soils investigations will be camed out on prospective borrow pits as possible sources of materials for construction. These tests shall also be along any alternative alignments, which have been agreed upon.
The newly obtained results from tests conducted by the Consultant shall be compared with the previously obtained results in other studieslsurveys provided by the Client, whereby elaboration shall be given regarding consistency or inconsistency of those results- All the survey results (new & previous) shall -be suficiently analysed and clearly concluded whether the materials concerned meet the requirements specified in the Technical Specifications.
Detailed soil investigations shall be camed out on all the types of soils and materials investigated as per the standard practice adopted by MOWHC. Minimum frequencies of tests are to be as follows:
Page 5.5 CONSULTAYCY SERVICES FOR TmFEASlBILIn STUDY DET-ULED EKGINEEXlNG DESIGN FOR THE UPGWDYG TO PAVED (33ITUbIEPT) STANDARD OF SOROTI-LEU ROAD REQUEST FOR PROPOSALS Seaion 5. Terms of Rejkrence
* Dynamic cone penetration tests (DCP) shall be camed out at least every 200-500 m with intervals being shorter where there is a significant change in the existing subgrade/wearing course layer. These shall be accompanied by the respective moisture tests. - Road roughness shall be measured along the alignment for one representative lane and the data converted to give the International Roughness Index. a Trial pits shaIl be dug every 200-500 rn with intervals becoming shorter where there is a significant change in the existing subgrade material. For each pit, each layer shall have its retrieved material undergo plasticity tests, particle size analysis tests, moisture/density tests, California bearing ratio (CBR) tests. Adequate additional tests shall be camed out to test the performance of the materials stabilised by chemicals like cement, lime and other chemical stabilisers. a Investigations for sources of construction materials for pavements and structures shall also be carried out and sites of suitable materials surveyed and shown in the engineering plans. Analysis and testing shall be carried out as necessary on the construction materials. The consultant shall make adequate tests to prepare alternative designs of sub base, base and wearing courses with different materials, viz, naturally occurring gravel stabilized with cement or lime or crushed stone. Construction materials samples shall be tested where necessary for grain-size distribution and plasticity characteristics; maximum dry density and optimum moisture content, aggregate crushing value, bitumen adhesion and chemical analysis as required. Other relevant tests that may be necessary as prescribed shall also be undertaken. * Possible borrow pits shall be located every 2-5 h,where possible. At least one quarry as a possible source of aggregates shall be located. The aggregates shall undergo the necessary, grading tests, strength/ durability tests, chemical tests, flakiness tests, bitumen adhesion tests and other tests as necessary.
(iii) Properties that may require acquisition for effective execution of the project shall be identified.
(iv) Hydrological investigations shall be carried out ,on -all of the drainage structures and their adequacy in terms of hy.&aulic capacity, shall be assessed. This shall also apply to any envisaged new drainage structures.
(v) The structural condition of all the drainage structures shall be assessed. At major culvert crossings or bridge sites subsudace conditions shall be assessed by the use of trenching, hand auguring -- or drilling as required
' Page 5-6 CONSULTAYCY SERVICES FOR THE IiEASE3TLITY STUDY &YD DETAILED ENGMEEIUNG DESIGN FOR THE IITGWIZVG TO PAVED (BITUMElV) ST-&iI)ARD OF SOROTI-LIRA ROAD REQUEST FOR PROPOSALS Section 5. Terms of Reference
(vi) Sources of water and sand for construction shall be investigated for quality and adequacy in quantity.
(vii) An inventory of any existing road hiture on the road shall be done.
(viii) A11 historical information on classified traffic counts as provided by MOWHC shall be studied. As a basis for comparison, the Consultant shall carry out their own classified traffic counts for a period of seven consecutive days as follows;
The counts on some of the days shall be for the .full 24 hours, with preferably at least one of the 24-hour counts on a weekday and one on a weekend. On the other days 16-hour counts will be' sufficient. These should be grossed up to 24-hour values in the same proportion as the 16-hour/24 -hour split on thbse days when full 24-hour counts have been undertaken. Counts should be avoided at times when travel activity is abnormal for short periods due to public holidays, public functions etc.
Account should also be taken of any seasonal fluctuations in traffic activity due to other reasons like agricultural production cycle.
(b) Preliminary Engineering Design
Using the MOWHC Road Design Manual as a basis, the Consultant shall carry out a preliminary design of the road. This shall comprise of a geometric design,' a pavement design, a drainage design (including bridge design) and a design of the road furniture.
The preliminary geometric design shall be carried out according to the MOWHC Road Design Manual. The drawings shall be produced to the following scales on A1 sheets:
Location plans: as part of whole of Uganda 1: 1,000,000 With area close to road 1: 500,000 Longitudinal profiles 1: 2,000/200 Plan 1: 2,000 Material Survey location map 1: 5,000 (within & along the alignment) to 1:50,000 (borrow pits & quames) Cross-sections 1: 25 Details including bridges & drainage structures 1: 50 Cross sections are to be taken at minimum intervals of 50 m.
Preliminary hydraulic and structural design shall be done on all suggested new drainage structures.
A schedule and location of all proposed new road furniture shall also be done. CONSULT.bTCY SERVXCES FOR Tm FEASIBILITY STUDY AiDETAILED ENGINEERING DESIGN FOR THE UPGRADING TO PAVED (BITIJBEN) STAWARD OF SOROTI-LIFU ROAD REQUEST FOR PROPOSALS ~ech;on'~.Terms if Reference
(c) Cost Estimates
The consultant shall prepare an estimate of the construction cost based on estimated bills of quantities. The cost estimates will be based on unit cost analysis with the estinated tax element identified separately. A detailed comparison of the overall Bid priceh of other similar contracts awarded by international competitive bidding shall also be included.
The costs shall include such items as depreciation of imported plant and equipment, imported and local materials and supplies, locally procured goods of foreign manufacture, wages of foreign and local personnel, profits of foreign firms and also the principal foreign cost elements of locally produced goods and materials incorporated in the works. The tax and duty elements shaIl be identified separately.
I ! 4.1.3 . Environmental, Social & Economic Impact Assessments i The Consultant shall carry out an environment impact assessment (EIA), a social impact assessment (SIA) and an economic analysis (cost benefit analysis, CBA). A balanced appraisal requires an integrated application of these three appraisal methods and shall involve:
L i (a) Environment & Social Impact Assessment
(i) Initially the consultant shall review the legislation and regulations in Uganda governing environmental management, describe the environment setting for the project and give a proposal on public participation along the route.
(ii) The consultant shall also prepare the following: A description of the proposed works
0 Baseline data and information An identification of potential impacts A preliminary Environmental Impact Mitigation Plan, including a cost estimate A preliminary Social Impact Mitigation Plan (including the RAP), including a cost estimate
The consultant shall produce a preliminary environment & social impact assessment report (which shall form a part of the Feasibility Report) following the guidelines in Attachments I and 11. The necessary consultations with the National Environment Management Authority (NEMA) shall be made before the report is submitted to MU. As part of the Feasibility Report, the Consultant shall also pr'epare a preliminary Social Impact Mitigation Plan (i.e. the Resettlement Action Plan (RAP)) following the guidelines in Attachment 111. A cost estimate, and not a budget, for the resettlementiland acquisition shall be included at this stage. . . 1 Page 5.8 CONSULT-NCY SERVICES FOR THE FEASIBILITY STZTDY .&iD DET;ULED ENGTNEERING DESIGN FOR THX UPGRADING TO PAVED (BI?TC'IMEPQ STAWARD OF SOROTI-LlRA ROAD REQUEST FOR PROPOSALS Sectian 5. Terms 4f Reference
As the roadworks wilI affect the life of the community lying within the area of influence of the road, the Consultant shall as part of the preliminary social mitigation plan, design an STD/HIV awareness and prevention program. The campaign shaIl be targeted at the road construction workers and will also include a provision for advising the general public (within the area of influence of the road) on the Project's commitment to STD/HIV awareness and prevention.
(b) Economic Assessment
(i) The Consultant shalI carry out a hll socio-economic profile of the area of influence of the road. The question of the extent of the area of influence of the road shall be determined with the local residents, RAFU, MOWHC, and MOLG. In subsequent phases of the Study, the Consultant shall describe the access of local residents to:
markets key social services including health and education, and agricultural extension services.
(ii) Forecasts shall be prepared of passenger and commodity traffic flows. RAFU and the MOWHC can be consulted for the reference GDP and transport (traffic) growth rates. During the course of the traffic counts, local transport markets (including stages and truck parks) shall be visited with a view to establishing baseline commodity and passenger demand and prices to passengers and shippers. The traffic counts shall also be supplenented with a limited number of journey time studies (of two vehicle passes each two hour period of the day utilizing the trafic count vehicles).
(iii) Vehicle operating costs shall be prepared using the RAFU "Procedural Guide" which gives currentinput values for HDM - 4. The Consultant shall pay particular attention to the relationship between road deterioration functions and VOC's.
(iv) The Consultant shall identify and quantify benefits in line with the approach of HDM-4 over a 20-year period. Benefit categories shall include key items classified under road user effects in the HDM-4 terminology:
o VOC savings Passenger time savings, and Reduction in costs arising from accidents.
In addition, given the previously high levels of cash crop production characterizing the southern portion of the hinterland of the road, the Consultant shall consider whether there is any case for including benefits arising from induced agricultural production.
Page 5.9 C0NSLTT;LhlCY SEXVICES FOR TKE FEASlBIZIm STUDY AND DETAILED ENGmEmGDESICX FOR THE LJFCMmG TO PAVED (BITUMZW STmmOF SOROTI-LIRA ROAD =QUEST FOR PROPOSALS Section 5. Terms of Reference
(v) It is important to note that the economic analysis shall include, the folIowing cost items: Construction Supervision Maintenance Land acquisition and resettIement (if required) Environment mitigation and monitoring measures and An STD/HIV awareness and mitigation component.
(vi) The Consultant shall calculate the NPV, IRR and First Year Rate of Return including:
all identified benefits, and I VOC savings only.
Should there prove to be several different alignment options andlor design standards, and combinations thereof, the Consultant shall identify the most viable option through an analysis of incremental NPV.
(vii) The Consultant shall carry out sensitivity tests showing the variation of NPV and IRR in the face of assumptions concerning: construction cost variations of 2 10% and 2 20%, and variations of trafic levels over the life of the project of + 10% and + 20%.
The sensitivity analysis shall include a switching value analysis for construction costs and traffic levels.
The Consultant shall execute a stochastic risk analysis on the central deterministic NPV and DUX estimates. 'The Consultant shall utilize a recognized risk assessment software package to generate triangular-type probability distributions for those variables considered most likely to influence project net benefits including investment costs and traffic growth.
4.1.4 Submission of Feasibility Report
The consultant shall submit a feasibility report confirming details of the services carried out and the outcomes of the preliminary design, economic assessment and the environmental and social impact assessment. The preliminary Environmental and Social Impact Assessment, report and a Preliminary Resettlement Action Plan shall be presented as separate volumes of the Feasibility Study Report.
Clear recommendations including cost estimates will be made for the approval by RMU and MOmC. An IDA review and no objection will be required before the Consultant can proceed with the detailed engineering design
Page 5.10 CONSLZT.4NCY SERVICES FOR TXE FEASIBILITY STUDY AM DETAILED ENGIP!EElUNG DESIGN FOR TRE UPGIUDIXG TO PAVED (BITVIMEX) STANDARDOF S OROTI-LIRA ROAD REQUXST FOR PROPOSALS Section 5. Terms of Reference
4.2 PK4SE I1 - DETAILED ENGINEER.INGDESIGN
Depending on the results of the feasibility study and authorization by the 'Government to proceed, which shall be done in consulhtion with the World Bank, the consultants shall undertake the detailed engineering design of the road as outlined below, subject to prior approval of the client. Once the final engineering costs are known, a final economic and financial analysis shall be conducted as outlined in section 4.2.5. The total cost shall also include costs of EIA mitigation, the fill RAP, HIVIAIDS alleviation provisions, construction .supervision costs and maintenance costs.
The consultancy services in this regard shall include, but not be limited to:
(i) detailed engineering design, preparation of estimate of quantities, plans, drawings, pre-qualification and bidding documents for the project, suitable for international competitive bidding;
(ii) the carrying out of the necessary field surveys in order to establish the road alignment and to determine the accurate centreline;
(iii) the preparation of cost estimates for the proposed work, based on tbe estimated bills of quantities. The cost estimates will be based on the unit cost analysis, broken down into foreign and local cost components and a detailed comparison of unit rates of other similar contracts recently completed in Uganda shall also be included; and
(iv)- assistance in the pre-qualification of contracting firms and in the analysis and evaluation of bids.
The scope of the engineering investigations, designs and related work shall include, but not limited to:
4.2.1 Engineering Investigations
Engineering investigations shall be camed out as necessary to complete the detailed engineering design and bidding documents and shall include all necessary surveys, location and adequate marking of centreline, levelling of profile and cross sections, soils and materials investigations, design of sub base, base and wearing course thickness, drainage and bridge deep soil and site investigations as appropriate and.the location and testing of sources of sand, gravel and rock required for construction. Bidding documents suitable for international competitive bidding, following the current World Bank's Standard Bidding Documents for Procurement of Works, shall be prepared including conditions of contract, specifications, plan and profile drawings, cross section's, bridge and culvert drawings, bills of-quantities and forms of bids and performance bondshank guarantees.
Page 5.1 1 CONSULTAiCY SERVICES FOR THE FEASIBILITY STUDY AND DETAILED ENGXh-EERTNG DESIGN FOR THE UPGFWDmG TO PAVED (BITUMEN) STANDARD OF SOROTI-LTfU ROAD REQUEST FOR PROPOSALS Secrion 5. Terms of Reference
4.2.2 Detailed Engineering Drawings
The consultant shall prepare for the project the following detailed engineering drawings both in Al size as well as reduced to A3 size.
(i) Plan and Profile, scale 1: 1,000 and 1: 100 vertical: showing running chainage, natural ground levels and design levels all at 25m centres, horizontal and vertical curve details; side drain locations; descriptions and references to all drainage and bridge works; location and values of bench marks & traverse stations, location of road furniture; contour lines super-imposed on plans and any other relevant information on the format approved by the client.
(ii) ' Typical cross section, scale 1:25 showing all details of road cross section cuts and fills, side drains, pavement thickness and camber and super elevation; shoulders and pavement widening.
(iii) Typical Culverts: showing details of all types of culverts and other drainage structures, their inlets and outlets including the protection works necessary for the project.
(iw) Major Structures: No new major bridges are expected to,be designed on this project. However, about 26 km .tiom Soroti, the road crosses a battery of metal pipe culverts, approximately 2 m in diameter. Depending on the catchment area and the required area of waterway opening, the existing culverts may require to be extended or replaced by box culverts or other similar approved structures.
For all structures, detailed engineering design, calculation documents and plans will be produced at appropriate scales, including contoured site plans, substructures and foundation details, bearing ground height and bore data, scour depth and protection, necessary river training, protection or ancillary works and bar bending schedules.
(v) Soils Plan: Showing the characteristics of soils for various sections of the route.
(vi) Ancillary Works: Showing plans of all other a.ncilla~-yworks including related works.
4.23 Drainage Investigations
(i) Hydrological studies shall be camed out on all drainage structures with careful analysis by the study of available maps and field investigations.
(ii) The catchment areas, run-off factors and design discharge flows shall be determined for each drainage- structhre, and the -Page 5.12 CONSLZTANCY SERVICES FOR IXE FEASJZXLITY STUDY -1.W DETAILED ENGXNEETUliG DESIGN FOR TBE Uf GRU3mG TO PAVED @ITTJ&lE~STANDARD OF SOROTT-Lm ROAD REQUEST FOR PROPOSALS Section 5. Terms of R~ference
corresponding water ieveI established. The flood return period(s) -,I I utilized for the design- of culverts and other drainage- structures shall be selected from an engineering and economic analysis to detennine the optimum period for the road and type of structure from hydrographic data pertinent to the topography and terrain thiough which the road is located.
(iii) All existing data and the results of the field investigation for soils, foundations, hydrology etc. shall be analysed and used as the basis for the design of drainage structures, which shall be supported by detailed hydraulic computations and foundations designs.
4.2.4 Soils and Materials Investigations r -i 1
(i) A review shall be made of all existing relevant data, followed by a
general study of t!i!ie soils and materials along the route. The I consultant shall be required to make such additional detailed soil i investigation along the road alignment to identify the vaqing soil c. types, with disturbed samples to be taken at appropriate intervals I and at such other places to determine changes in soil type.
(ii) Boring or any other similar methods shall be carried out as applicable along the longitudinal profile of the road and at the designed location of abutments and piers of the bridges to detennine rock-surface levels and water table levels.
(iii) At bridge sites and or other major structures, sub surface conditions shall be investigated by trenching, hand auguring andlor drilling as required including taking of undisturbed samples. The allowable bearing pressures of the subsoil strata shall be assessed at the proposed foundation level of structures.
4.2.5 Cost Estimates The consultant shall prepare an estimate of the construction cost based on estimated bills of quantities. The cost estimates will be based on unit cost analysis broken down into foreign and local cost components and the estimated tax elements. A detailed comparison of the unit rates of other similar contracts recently completed in Uganda shall also be included.
The foreign currency component of the cost shalI include such items as depreciation of imported plant and equipment, imported material and supplies, locally procured goods of foreign manufacture, wages of foreign personnel, profits of foreign firms and also the principal foreign cost elements of locally produced goods and materials incorporated in the works. The local cost component shall identify all local costs, and the tax and duty elements shall be identified separately. The costs will therefore indicate locallforeign~taxelements.
fage 5.13 CONSULTfUYCY SERVICES FOR THE FEASIBILITY STUDY AND DET.;ULED ENGINEERlNG DESIGN FOR THE UPGRADING TO PAVED (BITWEN) STANDARD OF SOROTI-LIRA ROAD REQUEST FOR PROPOSALS ~ertion5. Terms of Reference
4.2.6 Network Analysis In order to assist in evaluating the required construction period and forward budget needs, the consultant shall carry out a Network Analysis of the project using suitable deterministic or probabilistic or a combination of both showing, inter alia: -
Major activities with individual daily (weekly) productiod performance rates and list of equipment to be deployed to conduct those individual activities and their duration A "network" showing the proposed ordering or sequencing of the major activities. Duration of the entire project in the form of a bar chart Monthly cost of each activity Anticipated monthly expenditure presented in form of an S-curve.
In carrying out this analysis, due account shall be taken of the climatic conditions of the areas concerned.
4.2.7 PrequaIification, Bidding and Contract Documents The Contract and Bidding documents shall be prepared totally in accordance with the current version of the World Bank's Standard Bidding Documents for the Procurement of Works.
The consultant shall also prepare all necessary documents, as applicable for the prequalification of contractors, totally in accordance with the current version of the World Bank's Standard Bidding Documents for the Procurement of Works, and including abbreviated specifications of the work to be performed, forms, invitations to prequallfy, draft advertisements, etc. and shall assist RAFU in the review and evaluation of proposals for prequalification and preparation of the recommended list of firms to be prequalified to bid.
4.2.8 Environmental, Social and STD & HIVIAIDS Impact Assessments The consultant shall quantify and assess the environment and social impacts (both positive and negative) of the project and shall recommend appropriate detailed mitigation measures/plans to minimize any negative impacts. The analyses shall include, but not limited to the following: -
(i) Environmental and Social Impact Assessment
The consultant shall' produce an environment & social impact assessment report following the guidelines in Attachments I and 11.
(ii) Resettlement Action Plan
The consultant shall present the full Resettlement Action Plan
Page 5.2 4 CONSULTXNCY SXRYICES FOR TXE FEASIBILITY STUDY .t\D DETAJLXI) ENGTNEERXNC DESIGN FOR TIEE tTGW1NG TO PAVED (BITIJMXN) STAYDARD OF SOROTI-LEU ROO =QUEST FOR PROPOSALS Section 5. Terms of Rr~2rence @?AD)including results of the impact survey and valuation follcwing :he guidelines in Attzchent 111. Extracts from a sample LAP are appended to this artachment. The RAP required shall rotally conform with the sample and be to the same detaii and scale.
(iii) STD and HIVIAIDS Mitigation
The consultant shall quantify and assess impacts of HIV/ADS and other STD7s on the community along the project road and propose measures to mitisate the same in accordance with the Government policy. The Community's STD, HIVIAIDS facilities and access to National programmes will also beassessed.
The consultant shall finalise Phase I1 by describing the extent to which the project meets the requirements for sustainable development and giving recommendations for a final project proposal.
4.2.9 Technical Assistance to Rr-IFU
The Consultant shall assist MUto execute the bidding process, including but not necessarily limited to: the pre-qualification of contractors and presentation of the findings as a report, which shall be fmalised to accommodate UFUand IDA comments. the invitation of bids from the pre-qualified contractors. organising/conducting the pre-bid conference and site inspection for bidders where the scope- of works shall be explained to the contractors. The consultant shall also assist in clarifying and responding to queries raised by the contractors. the opening of bids and preparation of the minutes of the bid opening. assist RAFU in the evaluation of bids, as part of the evaluation committee established by RAFU, and prepare the Bid Evaluation report. * in negotiations with the lowest evaluated bidder. * the preparation of the Contract Ag-reement. the preparation of draft Request for Proposals (RFP) for the Supervision Consultancy Services for the civil works.
5. HtriMAN RESOURCE INPUT
In each phase, the consultant is free to organise his resources as he'wishes around the key personnel. The professiona~staff input of the Key personnel is expected to be about 22 person months for Phase I, and 18 person months for Phase 11. The minimum requirements of these key staff are as indicated below.
Page 5.15 CONSULTrt?lCY SERVICES FOR THE FEASIBILITY STUDY .hW DETAILED ENGINEERING DESIGN FOR THE UPGWINGTO PAVED (BITUBIE7r) ST.4NDm OF SOROTI-LIRA ROAD REQUEST FOR PROPOSALS Section 5. Terms of Reference
(a) Team Leader/Senior Road Design Engineer -
The Team Leader/Senior Road Design Engineer shall be responsible for the 1 i conduct of the entire study and therefore shall be the ~rincipalcontact person between the consultant and the client. In addition to defining and supervising the activities of other members of the consultancy team the Team Leader is expected to carry out the feasibility, preliminary and detailed geometric design 1 of the road, hydraulic and structural design of the drainage systems and 1 compilation of the road fbrniture inventory. The Team leader shall be in charge of preparing the bidding documents.
In addition to holding a graduate degree, the Team Leader shall be a Registered or Chartered Civil Engineer of not less than 15 years postgraduate experience in road design and construction. The Team Leader shall have specific experience in working in, and, managing consultancy teams working on feasibility studies and detailed road design in developing countries. Fluency in written and spoken English is mandatory.
(b) Road Design Engineer
The Road Design Engineer should be a qualified and competent chartered or registered professional civil engineer with a degree in civil engineering or equivalent qualification and with not less than 10 years experience on road construction of which not less than 5 years should have been a Design Engineer on a road construction project of similar nature, preferably in Tropical Countries. He should have proven ability to manage and administer a project of this nature. Fluency in both written and spoken English and ability to communicate ideas freely and easily is essential. Knowledge of Swahili language is desirable but not essential.
(c) Hydrologist
The Hydrologist should be a qualified professional with a degee in Physical or Natural sciences or civil engineering and with not less than 10 years experience in water resources of which not less than 5 years should have been a Hydrologist on a road design on project of similar nature, preferably in Tropical Countries and with proficiency in design of hydraulic structures and the use of flood design models. He should have proven ability to manage and administer a project of this nature. Fluency in both written and spoken English and ability to communicate ideas freely and easily is essential. Knowledge of Swahili language is desirable but not essential.
(d) Senior Transport Economist
The Senior Transport Economist shall be responsible for the conduct of the economic evaIuation of the project. He shall carry out a review of the underlying economic factors pertaining to the various aspects of the project over its life. The Transport Economist shall carry out a review of the benefit and cost streams attributed to the project. The economic analysis should yield. updated overall economic indicators such as the NPV, the FYRR. and EIGas I 1 Page 5.16 C0NSULThPiC-Y SERVICES FOR THE FLC3BILI?TY STUDY AVD DETAILED ENGINEERING DESIGN FOR THE UPGRIDIXG TO PAVED (BITUMEN) STXNDAEiD OF SOROTI-LIRA ROAD REQUEST FOR PROPOSALS Section 5. Terms of Beference well as the best project staging options for optimum timing and maximum benefits. The analysis should also include sensitivity tests to check the robustness of the project outcomes as indicated.
The Economist shall have a minimum of a first degree with at least 10 years experience in carrying out socio-economic analysis on Internationally financed infrastructure projects. The Economist shall be familiar with the traff~c patterns in developing countries and shaI1 have proficiency with the KDM technology. Fluency in written and spoken English is mandatory.
(e) Materials Engineer
T'ne Materials Engineer shall be responsible for conducting and supervising the materials survey and investigations with a view to achieving optimal design and construction strategy. He shall review the information on soils and subgrade properties used in the previous studies. The Materials Engineer shall carry out the pavement design and should be well versed with pavement construction strategies in developing countries.
In addition to holding a graduate degree, the Materials Engineer shall be a Registered or Chartered Engineer with at least 8 years postgraduate experience in pavement design, materials testing and investigations. Fluency in written and spoken English is mandatory.
(f) Contracts Engineer
The Contracts Engineer shall be responsible for the preparation of tender, contract and pre-qualification documents. He shall ensure that the documents comply with the procurement guidelines of the funding agency and shall prepare the evaluation criteria. He shall advise the Team Leader on any Contracts packaging.
In addition to holding a University degree in Civil Engineering or a related field, the Contracts Engineer should possess at least 8 years working experience in a relevant position. He should be well versed with the latest IDA procurement guidelines and should have participated in procurement of se~ices/worksfor international financing agencies. Fluency in written and spoken English is mandatory.
(g) Environmentalist~Sociologist
The EnvironrnentaIist/Sociologist shaH be responsible for carrying out an environmental and social impact assessment of the project and propose mitigating actions to be carried out in order to minimize any negative impacts that the road construction will have on the environment and the people. The specialist shall organize and conduct awareness raising seminars in areas connecied to the road development and study the provision of the comunity's basic needs, including an assessment of the community's STD, HIV/AIDS facilities and access to National Programmes.
'Page 5.17 CONSULTAPICY SERVICES FOR THE FEXSDILITY STL'DY DETAILED ENGINEERING DESIGN FOR TRE UPGWmG TO P.IIVED (BITWZr) ST.L.3.ARD OF SOROTI-LIRA ROAD REQUEST FOR PROPOSALS Sem-OR5- Tznns of Re12rencz
The specialist should be qualified with a degree in environmental management and social science management, or, related discipline. The speciaiist shall ha-ie at least 5 years experience working on environmental management with sound knowledge of environmental issues, initiatives and managing mitigadon measures. Fluency in both written and spoken English is essential. Ex?e,iezce in environment management issues in construction projects would be an added advantage.
(h) Senior Surveyor
The Surveyor shall be responsible for the preparation of all cadasual and topographical survey work. He shall advise the Team Leader on serting out of the alignment and shall be in-charge of the survey team.
The Senior Surveyor shall be a qualified and competent professionally registered person with a relevant degree in land surveying and shall be registered to practice. The Surveyor shall have at least 8 years experience in surveying for road design, route location, topography and the valuation and acquisition of land, property and crops. Fluency in written and spoken English is essential.
(i) Land EconomisWaluer
The Land EconomisWaluer shall be required to have a minimum qualification of an Advanced Diploma in Land Management and Valuation. He/She will be required to have 8 years experience in Landproperty valuation
The Land EconomisWduer shall be responsible for valuation of all land and assets to be acquired and livelihoods lost. Fluency in both written and spoken English and ability to communicate ideas freely and easily is essential. Knowledge of Swahili language is desirable but not essential.
6. TIMING
The feasibility study and the detailed engineering design phases are each expected to require a period of 6 months to complete, including a period of one month . approximately for RAFU to review and approve the submissions. The consultant shall also provide an additional two months assistance to MUduring the bidding process.
1 Page 5.18 CONSULTXYCY SERYICES FOR THE FEASIBILITY STUDY .;LW DETAILED ENGTTuTERING DESIGN FOR THE UPGXU3,IXG TO PAYED (f3ITUREX) STAYDXRD OF SOROTI-LEU ROAD REQUEST FOR PROPOSALS Secrion 5. Terms ofRej>rence
7. RI2PORTING ,&VD OTIBX OUTPUTS
The consuitants shall prepare and submit the following reports (all in English) to the ciient. All these reports. except the Final Oetailed Design Rzport, shall have original and ten copies:
(a) Inception Rcport - 1
The consultant shall submit an inception report within two (2) weeks from the date of commencement of serviczs. This report shall outline the workplan, strategy, methodology and timetable of the assignment.
(bj Progress Report - 1
The consultant shall sibmit progress report two (2) months after the date of commencement of services. This report shall outline the status of each component of the study and summarizing the progress made during the reporting period and tentatively summarise the findings and recommendations of the consultznts and identifying any major delays or problems encountered in the work with recommendations for corrective actions.
(c) Drafl Feasibility Study Report
The consultant shall produce a draft feasibility study report four months afier the date of commencement of services. This report shall include preliminary designs and cost estimates, and outcomes of the socio-economic and environment impact assessments. It shall also include an executive summary, summarising all the findings and recommendations. The report shall be
' presented including drawings, maps, plans and diagrams bound in A1 size to be included in the Feasibility Study Report. Five copies of the drawings shall be submitted.
(d) Environmental & Social 'Impact Assessment Report
In conjunction with the Draft Feasibility Study Report, the consultant shall submit a preliminary environment & social impact assessment report and a preliminary Resettlement Action Plan including cost estimates and STD & HIV/AIDs components. One copy of the report shall be submitted to the National Environment Management Authority WEMA) for information and consultation-
(e) Feasibility Study Report
After taking into account the comments made on the draft feasibility study, the consultznt shall, within four (4) weeks prepare and submit the Feasibility Study Report complete with plans and all documents.
Page 5.19 CONSULTAYCY SERVICES FOR THE FEXSIBILIn STUDY AW DETXLED ENGINEEmiVG DESIGN FOR THE WGMMGTO Prit'ED (BITmEN) STAWmOF SOROTI-LDW ROAD REQUEST FOR PROPOSALS Section 5. Terms of Reference
(f) Inception Report - 2
Within two (2) weeks of receiving authority by the Government to proceed with the Detailed Engineering Design (Phase IT), the consultant shall submit an inception report. This report shall outline the workplan, strategy, methodology and timetable of the assignment.
(g) Progress Report - 2
The consultant shall submit progress report two (2) months after the date of commencement of Phase I1 of the services. This report shall outline the status of each component of the study and summarizing the progress made during the reporting period and tentatively summarise the findings and recommendations of the consultants and identifying any major delays or problems encountered in the work with recommendations for corrective actions.
(h) Draft Detailed Design Report
The consultant shall submit a draft detailed design report four (4) months after the date of cornencement of Phase I1 of the services. The report shall contain cost estimates and shall be accompanied by a set of the draft bidding documents and all drawings, maps, plans and diagrams bound in A1 size and the Draft RFP for the Supervision Consultancy Services for the civil works. Five copies of the drawings shall be submitted. One copy of the report shall be submitted to the National Environment Management Authority (NEMA) for approval.
(i) Resettlement Action Plan (RAP)
In conjunction with the Draft Detailed Design Report, the Consultant shall submit a full Resettlement Action Plan, complete with the budget, compensation report and strip maps. The RAP shall totally conform to the sample Resettlement Action Plan provided, and to be to the same detail and scale.
(j) Final Detailed Design Report
Within two (2) weeks of receiving approval of the draft detailed design report, the consultant shall submit one original and fifteen copies of the final detailed design report with a set of pre-qualification and bidding documents and draft RFP for the supervision consultancy services for the civil works acceptable to the Client and the Financiers. The drawings that will form part of the bidding documents shall be in bound sets of A 1 size as well as reduced to A3 size.
(k) Pre-qualification Report
The Consultant shall, in conjunction with RAFU, prepare a pre-qualification report on the response to the pre-qualification of Contractors. This report shall be submitted within four (4) weeks of receipt of the pre-qualification documents from the Contractors. CONSULTANCY SERVICES FOR THE FEASIBILITY STUDY hiiDETAILED ENGINEERING DESIGN FOR THE UPGRmMG TO PAVED (l3ITCrMEm STANDARD OF I SOROTI-LIRA ROAD REQUEST FOR PROPOSALS Seciion 5. Terms of Reference
(1) Bid Report i
Within four (4) weeks of receipt of the bids; the consultant shall prepare and submit a bid evaluation report clearly indicating a recommendation for award.
One copy of each of the reports outlined above shall be submitted by the consultant directly to each of the following: -
The Transport Team Leader i: Country Program Manager Africa Region . . 1 World Bank AFTTR f Rwenzori House, Plot 1- Lurnunba
. I World Bank, Room J 7-700. j Avenue . I Washington DC 20433 f Kampala - Uganda 3 1 Attn. Mr. L.V.Ocaya I
8.. DATA, LOCAL SERVICES AND FACILITIES TO BE PROVIDED BY THE CLIENT
a) The client shall provide' the consultant with all available reports on the design and right of wayof the road, which will include the following: -
i. Feasibility and preliminary Engineering.Study report by Nor consult International AS. .. n. Detailed Engineering Design report bhirAlexander Gibb Consulting Engineers and Gibb Africa International Limited iii. Soils and Materials Report by Gibb Afiica 1nternational'~td
(b) The client will assist in the facilitation and with the co-operation of other Government Ministries and Agencies, Departments and other Agencies as required for carrying out the works and as liaison as necessary for the same purpose. The client will give the consultants assistance to gain access to all information required for the proper conduct and completion of the studies.
CONSULTANTS OBLIGATIONS
The consultants' obligations are:
(a) the consultant shall employ well qualified and competent professional staff in the execution of this study;
(b) the consultant shall make his own arrangements for all necessary office and living accommodations, local transportation, office and other supplies etc. in connection with the services-to be provided.
Page 5.2 1 CONSLlTAiiCY SERVICES FOR TfZE FEXSIBILIn STLrDY AVD DETAILED ENGTNEERING'I)ESIGN FOR TmUPGRUmG TO PAVED PITUMEN) STAW-4,- OF SOROTI-LIRA RO-ril> REQUEST FOR PROPOSALS Section ITerms of Reference
ATTACHMENTS
- Page 5.22 CONSULTANCY SERVICES FOR THE FEASIBILITY STUDY A?ii DETAILED ENGTh'EERINC DESIGN FOR TI% UPGR.U)ING TO PAVED (BITbEVEN) STAWARD OF SOROTI-LIRI ROilD -REQUEST FOR PROPOSALS Srction 5. Terms of Reference
GUIDELINES FOR -4NENVIRONmNTAL IMPACT ASSESSi\/IEST OF PROPOSED ROAD WORKS
T'ne Guidelines for this Enviroa~entalImpact Study are meant to ,ouide the consultant undertaking this srudy. The study shall be conducted so as to hlfil the requirements of the National Environment Impact Assessment Regulations. The following tasks should be undertaken during the Environmental Impact Study.
2. Description of the Proposed Road Works
The description shall include the following aspects and any other aspects, which the Consultant conducting the study regards as being relevant:
a The area of influence of the road Project Development Objectives. Technical description of the road works. a Activities to be undertaken during the road works. = Scheduling of project activities. Staffing and accommodation of employees. Sources of materials to be used during the proposed road works. a Generation and disposal of wasre. Indication of need for any resettlement plan.
The Environmental Planning, Design and Management that has already been included in this project shall be described.
2. Review of Policies, Legislation and Administrative Framework
Undertake a review of policies, legislation, and administrative framework within which the environmental management of the proposed road works will be camed out.
The following and any other relevant legislation shail be reviewed.
The Constitution of Uganda 1995 National Environmental Statute Environmental Impact Assessment Regulations Local Government Act Uganda Wildlife Statute Land Act Water Act Roads Act Forests Act Mining Act Town and Country Planning ,4ct Urban Authorities Act
.-- --- Page 5.23 CONSIETAYCY SERVICES FOR THE FEASIBILITY STLQY .&LD DETAILED ENGINEENNG DESIGN FOR TKE UPGWLlG TO PAVED @ITtTiLEvSTltWa OF SORO'TI-LIRA ROAD =QUEST FOR PROPOSALS Secn'on 5. Terms of Reference
3. Description of the Environmental Setting
Collect and analyse baseline data of environmental elenents that will affect the environmental rnanazement of the proposed road works, and also assist the public including decision-makers to understand the setting of the project. The environmental elements to be covered include but not limited to the followin,o:-
Physical elements
Location, Geology, topography, soils, climate, air quality, drainage patterns, surface water, groundwater, water quality, soil erosion.
Flora and fauna, habitats, rare and endangered species, protected areas that may exist in the area of influence of the road, trends in flora and fauna, including aquatic ecosystems.
Social -economic eiernents
Demographic characteristics, land-uses, agricultural and economic activities, modes of traasport, road network and their usage, origin and destination of goods and passengers transported in the area of influence of the road, administrative structures in the area of influence of the road, employment and heaIth (including STD, HIV/AIDS), attimdes to the project.
Cultural elements
Archaeological, historical, and cultural feamres.
4. Public Participation
Establish the views of the public with resards to the potential impacrs of the proposed road works. The Consultant undertaking this study will be required to identify the different groups of stakeholders, and then use the most appropriate method to establish their views. The Consultant should pay particular attention to disadvantaged groups (e.g. children, the elderly, the disabled and women) that may be affected by the proposed road project.
Minutes of meetings conducted durinz this public involvement should be recorded for submission as part of the report.
The Consultant undertaking this study will be required to participate during a public hearing related to this sbdy that may be conduc:ed.
-- -_c- Page 5.24 CONSULTAYCY SERVICES FOR TIPE EASIBILITY STUDY AVD DET-ULED ENGINEERING DESIGN FOR TmUPGR4DIXG TO PAVED @ITb;MEh? STAYDD OF SOROTI-LIRA ROAD REQUEST FOR f ROPOSALS Srdion 5. Tzrms of Reference 5. Identification, Analysis and Assessment of Potential Impacts
The Consultant shall identify, analyse and assess environmental impacts of the proposed mad works. While the study should not be limited to these issues, the study should investigate in detail the potential for she following impacts arisins due to rhe proposed road works:
Impacts on the biophysical environment
Soil degradation and erosion - Vegetation loss Streams and river sedimentation Noise nuisance and air pollution Changes to drainage patterns Polluf on ofthe soil and waterways
Imgacts on human environment
Loss of agricaltural and residential laqds Destruction of properties, ReIocation of infrastructures Unplanned involuntary settlements Social disruptions Stream and river sedimentation Interference withmovement of livestock and local residents Tiafic zccidents Noise and dust nuisance Threat to cultural and historical sites or artefacts Demographic changes Environmental impacts shall be analysed in terms of the following and any other relevant characteristics. Positive (beneficial), negative (adverse), Direct, indirect, cumulative, Magnitude, Spatial coverage Stages of the at which they occur Duration (inteLmittent,continuous, short term, long term), Reversibility, irreversibility, Likelihood of occurrence.
Wherever possible the above and any other impact charactenstics shall be analysed quantitativeiy. The cost of each of the impacts must be indicated wherever possible. The significance of impacts of the proposed road works shall be assessed, and the basis of this assessment shall be specified. The Consultant shall take into consideration any national and international environmental standards, legislation, treaties, and conventions that may affect the significance of identified impacts. The Consultant shall use the most up to date data and methods of analysing and assessing environmental impacts. Uncertainties concerning any impact shall be indicated. All tfie data collected shall be presented in both hard copy and digital forms. Page 5.25 CONSULTAYCY SERVICES FOR Tm EASIBaITY STUDY iLW DETAILED ENGINEE~GDE SIGN FOR THE UPG'RXDISG TO P.mD (BITUMEN) STALWARDOF SOROTI-LIRA XOPa %QUEST FOR PROPOSALS Section 5. Terms of Reference
6. Analysis of Alternatives
The Consultant shall compare the impacts of the zero alternative with other two or three priccipal alternative scenarios of work. In comparing the impacts of the Scenarios, the Consultant shall include aspects such as:-
Capital and operating costs, Costs of mitigation measures for adverse impacts,
a Suitability under local conditions, Institutional and training requirements
7. Mitigation Plan
The Consultant shall suggest cost-effective measures for minimizing or eliminating adverse impacts of the proposed road works. Measures for enhancing beneficial impacts should also be recommended. The costs of implementin,a these measures shall wherever pcssible be estimated and presented.
The study team shall prepare an environmental impact mitigation plan. During phase 1, environmental impact mitigation measures shall be ideatified and cost estimates for the measue proposed. These will constitute the preliminary environmental mitisation plan. At the phase 2 stage, a detailed mitigation plan shall be proposed. It will include budget estimates, schedules, staffing and trainins requirements. Institutional anangenents required for implemeriting this impact management plan shall be indicated.
8. Environmental monitoring Plan
The Consultant shall develop an environmental monitoring plan that will enable
The project to comply wirh conditions of project approval Ensure that mitigation measures are effective Indicate the occurrence of impacts, which may not have been identified during the study. Provide data that will be used during environmental audits.
The cost of implementing the monitoring, including staffing, training and institutional arrangements must be specified. Where monitoring will require inter- agency collaboration, this should be indicated.
9. Reporting
The consultant shall produce a report which is easily understood by the pubiic, and without the use of too much technical language. The report shall have the following structure:
Page 5.26 CONSLrLTrVYCY SERVICES FOR THE FEASWILITY STUDY ?LND DET.4ILED ENGINEEEUNG DESIGN FOR Tm UPGRADING TO PAVED (BITul'vlEX) ST.%WARD OF SOROTI-LIRA ROAD =QUEST FOR PROPOSALS S~crion5- Terms o/,Pe/erence Executive S umrnary Introduction Description of the Environmental Setting Description of the Proposed Road Works Policy, Legal and Administrative Framework, = Public Consultation Assessment and Analysis of Impacts * Mitigation measures Monitoring measures Environment31 Management Plan = List of ReFerences * Appendices
o List of Names of the Consultant Tearn o Records and/or Minutes of Public Consultations o Data Used .During the Analysis o Any TechnicaI expIanation of methods used (optional) c Terms of Reference of this Study.
The Phase I preliminary EIA Report shall cover Introduction, a description of the road works, review of policies, legislation and Administrative I'ramework, a description of existing (baseline) envirofimental conditions, results of public consultation, and analysis of alternatives. In addition to what is contained in the Phase I preiiminary EIA Report, the Phase I1 Report shall include quantification and assessmenr of impacts, mitigation measures, monitoring measures and Environmental Management Plan.
ppp Page 5.27 CONSULT&YCY SERVICES FOR TBE FEASIBILITY STUDY XW DETaED ENGINEERING DESIGN FOR THE WGWINGTO PAVED (BITUiMEX) SSTAYDARD OF SOROTI-LIRA ROAD %QUEST FOR PROPOSX,S Seciion 5. Terms of Reference
ATTACHMENT TI
GUJDELINES FOR SOCIAL IMPACT ASSESSM.ENT
The following guidelines outline a series of tasks that the consultant should undertake during the social impact assessment (SIA) in oraer to achieve good results.
I. Development of an effective public involvement pian
The plan is necessary to ensure that all affected persons are involved at every stage of project development. The consultant shall include the following aspecs in this plan:
Establishing the generzl character of the community, Definition of the potentially affected groups,
* Determining how they are organized
2. Identifying and characterizing alternatives
The Consultant needs to consider what the alternatives are and obtain sufficient data on each to frame the analysis. The following is basic information about each alternative needed for SM:
a Location
a Land requirements
Need for ancillary facilities (roads, transmission lines, utilities, etc.)
Construction or implementation schedule
Size of the work force (construction and operation, by year or month)
Facility size and shape (if a facility is involved)
Need for a local work force
Institutional resources
Cost of mitigation
3. Description of baseline conditions
T'ne consultmt is required to describe the existing conditions in each potentially affected area-that is, the affected social environment. Those regarded as relevant are:
-- Page 5.28 CONSL'LTAYCY SERVICES FOR TEE FEASIBILITY STUDY AiB DETAILED ENGIXEERING DESIGN FOR TTx UPGWli\iG TO PAVED (BITUMEN) STANDARD OF SOROTI-LIRA ROAD fZEQUEST FOR PROPOSALS Sedan 5. Terms of Reference
The characteristics of the population that may be affected How this population relates to the natural or built environment, including services and infrastructure - Land tenure regimes The historical background of the population
Political and social resources, livelihood activities, power structure, and networks of reiationship in each group
The needs of Iow-income, minority or vulnerable groups involved - Kinds of cultural and attitildinal attributes that characterize each group The relevant demographic and economic characteristics
Local STD and HIV/AIDS facilities and capacity, including medical facilities dedicated to professional diagnosis, treatment and cancelling staff, and medical supplies (availability and cost).
0 National HIV/AIDS programme
4. Defining the scope of the effort
The SIA must be scoped to make sure it is focused on the right things, and that the right methods are eaployed. This should be camed out in consultation with the affected groups and through the public participation process. Factors that the consultant is to consider in establishing the scope include: - Number of people potentially affected Duration o.f potential impacts
Values of benefits and costs to affected groups
Potential for reversibility or mitigation
Likelihood of subsequent impacts
Relevance to decisions
Uncertainties over probable effects
Controversy, if any
5. Prediction, Analysis and assessment of project impacts The acmal social analysis begins by predicting the likely impacts of road development. The consultant shall employ the following methods to predict impacts: CONSULT-kYCYSERVICES FOR THE FEXSIBILln-STUDY A\rD DETAILED ENGMEERING DESIGN FOR TEE TxGltlWEIU-G TO PAVED (BrTU&IEi'u->STAWW OF SOROTI-LIRA ROAD REQUEST FOR PROPOSALS Section 5. Terms of Reference - Comparative - comparing with similar development and their cffects - Straight-line trend projection - taking an existing trend ad~rojecring it into the future Populadon multipiier - for actions involving increase or decrease in given populations; each unit of change in a given population implies change in other variables such as housing and use of natural resources
Scenarios - generate logical or data-based models .and play them out
Expert advice: - obtain the thoughts of experts about likely scenarios or changes
Calculation of "futures foregone": - for example, the future of small minority- owned businesses in a community if the proposed action does NOT take place Computer mocielling - useful with any of the above approaches
Eealth impacts, including STD and HIV/AIDS.
6. Predicting responses to impacts Given what is known about the potentially affected groups, and the kinds of impacts we predict, the consultant shall predict the following:
Influence by the leaders
e Attitudes of the leaders
Adaptability of the affec~edpeople - Continuity of livelihoods
7- Consideration of indirect and cumulative impacts
iMany, perhaps most, social impacts are not direct; they may occur well after the action is taken, and possibly in areas distant from the project. And cumulative effects can be of critical importance. Many populations, especially indigenous groups, are severely at risk of cultural extinction due to a variety of pressures, and a project may be all it takes to push the group "over the edge."
8- Recommend new alternatives The consultant should consider what new alternatives (two or three) might alleviate the problems caused by the impacts, and make recommendarions. The social impacts of the alternatives should also be analysed.
9. Develop a mitigation plan
The consultant is required to establish ways to mitigate social impacts and propose a monitoring progam to ensure that mitigation actually occurs. . If compensation is recommended as one form of mitigation, the Consultant shall id en ti^ all the names and physical addresses of people to be compensated. Similarly if Page 5.30 CDNSIJLTAhVCYSERVICES FOR THE FEASIBILITY STUDY A,XD DET-ULED ENGINEERING DESIGN FOR TmnGR4DIBG TO P.lVZD (BITL91EN) STANDAK? OF SOROTI-LIRA ROO REQUEST FOR PROPOSALS Secfion 5. Terms ojReference - - relocation of properties is recommended, the names and ~hysicaladdresses of owners of properties to be relocated shall be presented. This shall be part of -a clear resettlement plan
During phase 1, social impact mitigation measures shall be identified and cost estimates far the measures proposed.these will constitute the preliminary social mitigation plan. -4t the phase 2 stage, a derailed mitigation plan shall be proposed. It will incIude budget estimates, schedules, staffing and training requirements. Institutional arrangements required for implementing this impact managemeat plan shall be indicated.
10. Reporting
The consultant shall produce a report which is easily understood by the public, and without the use of too much technical lansuage. The report shall follow a similar structLlre as that proposed in Attachment 1.
Executive Summary Introduction Description of the Environmental Setting Description of the Proposed Road Networks Policy, Legal and Administrative Framework, Public Consultation Assessment and Analysis of Impacts LMitigation measures Monitoring measures Social Management PIan List of References Appendices o List of Names of the Consultant Team o Records and/or Minutes of Public Consultations o Data Used During the Analysis o Any Technical explanation of methods used (optional) c TeLmsof Reference of this Study.
The Phase I preliminary SIA Report shall cover Introduction, , review of policies, legislation and administrative framework, a description of existing (baseline) human environmental conditions, results of public consultation and comparison of alternatives. In addition to what is contained in the Phase I preliminary SIA Report the Phase I1 Report shall include quantification and assessment.of impacts, mitigation measures, monitoring measures and Social Management Plan.
Page 5.3 1 CONSULTAYCY SERVICES FOR THE FEASXBZTTY STUDY Ai-D DETAILED ~NGTNEEIuNG DESIGN FOR TXE UPGRADING TO PAVED (BITbEN) STAmmOF SOROTI-LITW ROAD REQbXST FOR PROPOSALS Seciion 5. Term5 of Reference
ATTACHMENT 111
GUIDELLVES FOR TKE PREPARATION OF A RESETTLERENT ACTION PLAT w)
The Guidelines for the Preparation of a ResettlementILand Action Plan (W)are meant to guide the consultant underraking this study. Tne guidelines give an outline of the objectives to be achieved and tasks to be performed in preparation of the Resettlement Action Plan. Government has developed a Resettlement Land Acquisition Policy Framework (November 200 1) which forward a procedural guide for resettlement planning for road development, and which forms part of these Terms of Reference.
1. Objectives
The objectives of a Resettlement Action Plan are: -
a) to raise the awareness of the project and its consequences among the public in general and those who will be directly affected by it in particular
b) to estimate the costs necessary for resettlementlland acquisition
c) to prepare a Resettlement Action Plan (RAP) which sets lout strategies and schedules to mitigate adverse effects. The RAP will- set the parameters and establish entitlements for 'project affected people (PAP), the institutional framework, mechanism for consultation and grievance resolution, the time schedule and the budget, and propose a monitoring and evaluation system. The agreed entitlements package wiIl include both compensation and measures to restore the economic md social base for those affected. It will address the requirements of the GoU and the 'World Bank for Iand acquisition and resettlement.
2. Description
The work to be carried out comprises of: socio-economic studies, survey and valuation of properties affected, and preparation of the Resettlemenu' Land Acquisition Action Plan.. The work shall be camed out in close collaboration with the Office of the Chief Government Valuer and with the Commissioner of Surveys and hlapping in the Ministry of Water, Lands and Environment, with MO%FlC (WU), and NEMA.
3. Scope of Work
3.1 Scope of Iand acquisition and resettlement
The following tasks should be undertaken:
Page 5.32 CONSULT=INCY SERVICES FOR THE FEASIBILITY STUDY XYD DETXILED ENGINEERING DESIGN FOR THE TJPGRADDJG TO PAVED (BTTTJMIN) STAhYPRD OF SOROTI-LIRA XOAD -REQUEST FOR PROPOSALS Sedion 5. Terms of Reference Document any steps taken to minimise land acquisition and resettlement ~mpacts. Describe alternative options, if any, considered to rninimise land acquisition and its effects and why the remaining effects are unavoidable. Summarise key effects in terms of land acquired, assets lost, and people displaced £tom homes or livelihoods.
3.2 Policy, Legal and Administrative Framework
Based on the Resenlernenfiand Acquisition Policy Framework for Uganda, the following tasks should be undertaken: -
Review of policies, laws and practice relating to roads, roadways, road reserves and applicable to main roads, rural roads, roads within the boundaries of urban local governments and roads through emerging popuiation growth centres often referred to as trading centres. Establish in detail land tenure regimes, compensation frameworks, grievance mechanisms, and local government compensation rates in the project area. Review the valuation mechanisms for full replacement costs, assessment of the market values for urban andlor rural properties. Explain how the requirements of Uganda's development partners on involuntary resettIernent will be met and propose measures tohamonise those. requirements with GOU / local government laws, poIicies and practice.
33 Socio-economic baseline survey
When conducting the survey, the foIlowing should be undertaken:
Identify and conduct a census of all of the people potentialiy affected. List the likely losses i.e. Iand, buildings, trees and crops, infrastructure and social services. Conduct a socio-economic survey of the project affected people to identify the impact on each livelihood and property. Establish a baseline of incomes and expenditures, livelihood patterns, . and social organisation.
d-.. d-.. 3.4 Consultation and Community participation
inen carrying this task, the following should be done: -
Identify key stakeholders and any vulnerable groups. Outline a strategy to ensure participation of all stakeholders in the process of planning and implementation. Specify the procedures for redress of ,g-ievances.
- -- Page 5-33 4 CONSULTitUCY SERVICES FOR FEASTBILITYSTUDY AXD DETAILED ENGENE",mYG DESIGN FOR TKE UPGl?ADfirG TO 3/\VED (BITUMN) STAIIDA~OF SOROTI-LIRA ROkD REQmST FOR PR0POS.AJ.S Secnbn 5. Tez-msof Reference
3.5 Impact survey and valuation
The followina,- tasks shall be undertaken: -
Survey and value all land and zssets to be acquired, and livelihoods lost Obtain all cadastral and other relevant information necessary to identify property owners and other persons that are li~elyto be affected by the project, with maps and drawings showing the land tenure system along the alignment and the land shaded uniquely for each type of tenure system. Secure and verify copies of registered land titles, digital maps of the site and immediate neighbourhood (for injurious affection purposes) including full cadastral survey of the site. Prepare s+&p maps, drawings and datzi complying with requirements of
the Chief Government Valuer and Commissioner of Survey and Mapping ' for purposes of acquirinz properties and relocation of utilities filling within the site viz. Sub-division of plots traversed by the road to the stage of certified road planning. Cadastral survey of the site. Using procedures approved by, and working in close liaison with, the Chief Government Valuer carry out detailed valuation of all !and, properties and 1iveIihoods affected by the project, which will provide the basis for compensation/resettIement. Compile land acquisition and resettlement costs. Deposit at the local authorities in accordance with the Town and Country PIanning Act of the resultant strip maps 2nd drawings showing the aIignment propexty boundaries, including plot numbers, ownership and land tenure systems. Display of the resultant strip maps at a planning scale of 1:1000 at the Divisional Office, the Ministry of Works, Housing and Commu.nications Headquarters Entebbe, MUoffices, District headquarters, and the different Local Council offices along the route. The Consultant will follow up 2nd ensure the transfer of the title deeds to the Government of UgandaiMinistry of Works, Housing and Communications and changing the deeds for the remaining portions of land to the landowners.
3-6 Compensation System
When preparing this system, the following should be done: -
Prepare an inventory of impacts on household property and Livelihoods identifying for each household, whether land owner, tenant, or ilIegal occupant the impact on livelihood and property. Establish criteria and strategy for compensation. Prepare a strategy for income restoration. Describe arrangements for training and employment where applicable.
Pape 5.34 CONSULT-%icy SERVICES FOR THE FEASIBILITY STUDY AYD DETAILED ENGmEEmG DESIGN FOR UPCRADWC TO PAVED (BrTUmiY) STA;\iD~~CF SCI?OTI-L% ROAD - REQUEST FOR PROPOSALS Senion 5. Terms of flef~rence
3.7 Implementation
For implementation, the following snail be done: - . Prescribe mitigation measures for the resettlernent/Iand acquisition impacts. Prepare a time frame and implementation schedule for land acquisition and reserrlement. Provide for infrastructure and social services where applicable. a Specify procedures of compensation. payment. I Provide for assistance to vulnerable groups. * Work with district of5cials in identieing agencies capable of cafrying out the work - possibly local NGOs working in the area. Write up an implernen~tion plan for health aspects that can be incorporared into the oven11 implementation plm for the project.
3.3 Budget
Using information obtained from 3.5 above (impact survey and valuation), the following shalI be done: -
a Prepare a budget for RAP implementation. Prepare budgetary allocation and timing. Specify financial responsibilities and the approval process. a As part of the Phase I services, only cost estimates of the Social Mitigation Plan will be presented-
3.9 monitoring and Evaluation
For monitoring and evaluation, the following shall be done: -
Identify key indicators and specify the time frame for monitaring and reporting. Prepare a monitoring and evaluatjon plan.
Tesks 3.1 to 3.9, with the exception of 3.5, shall be undertaken during Phase 1. Impact survey and valuation shall be cam'ed out during Phase 2 of the assi,pnent.
4. Reporting
The Consultant shall prepare 2nd submit a draft report (seven copies for comments by MUand IDA, and a final report for approval by WUand IDA. The report shall contain the following information:
Executive Summary; Statementofobjectives;
- Page 5.35 i CONSliLTATCY SERVICES FOR THE FEASIBKLITY STUDY ,LM) DETAILED EXGINEERING DESIGN FOR THE IJl'GR.\DmG TO PAVED (BETWN) ST&\D.Qa OF SOROTI-LIIW ROaD =QUEST FOR PROPOSALS Section 5- Terns of Reference Institutional, legal and policy framework; Socio-economic baseline information; Project impacts; Community participation and consultation; Compensation system; Implementation of resettlement /compensation; Budget;
a Monitoring and evaluation.
The Phase 1 preIiminary RAP shall contain cost estimates of resettlement instead of a budget. In addition to the above, tbe Report for PSue 2 (the full W) shall contain the following: -
a comprehensive list of ownership of land. and valuation of all propenies affected. This will be presented as Amex 1 of the RAP
an Annex containing strip maps, to the scale 1:2,500 generally and l:1,000 particularly for townships and trading centres. This will be presented as Annex 2 of the RAP.
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