E1879 VOL.3

REPUBLIC OF Public Disclosure Authorized UGANDA NATIONAL ROADS AUTHORITY

FINAL DETAILED ENGINEERING Public Disclosure Authorized DESIGN REPORT

CONSULTANCY SERVICES FOR DETAILED ENGINEERING DESIGN FOR UPGRADING TO PAVED (BITUMEN) STANDARD OF --- ROAD Public Disclosure Authorized

VOL IV - ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT

Public Disclosure Authorized The Executive Director Uganda National Roads Authority (UNRA) Plot 11 Yusuf Lule Road P.O.Box AN 7917 P.O.Box 28487 Accra-North , Uganda Ghana Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

TABLE OF CONTENTS o EXECUTIVE SUMMARY ...... 0-1 1 INTRODUCTION ...... 1-1

1.1 BACKGROUND OF THE PROJECT ROAD...... I-I 1.3 NEED FOR AN ENVIRONMENTAL SOCIAL IMPACT ASSESSMENT STUDy ...... 1-3 1.4 OBJECTIVES OF THE ESIA STUDY ...... 1-3 2 APPROACH AND METHODOLOGY ...... 2-1

2.1 INITIAL MEETINGS WITH NEMA AND UNRA...... 2-1 2.2 BIOPHYSICAL ENVIRONMENT BASELINE STUDy ...... 2-2 2.3 FIELD WORK AND FIELD SURVEY TECHNIQUES ...... 2-2 2.4 CHECKLISTS...... ~ ...... 2-3 2.5 SOCIO-ECONOMIC ASSESSMENT ...... 2-3 3 DESCRIPTION OF THE PROJECT...... 3-1

3.1 PROPOSED DESIGN ...... 3-2 3.2 PROJECT ACTIVITIES THAT WILL BE ASSOCIATED WITH UPGRADING THE ROAD ...... 3-3 3.3 PROPOSED ROAD PAVEMENT MATERIALS ...... 3-4 4 ENVIRONMENTAL POLICY, LEGISLATIVE AND ADMINISTRATIVE FRAMEWORK4-1

4.1 POLICY AND LEGISLATIVE FRAMEWORK ...... 4-2 4.2 ADMINISTRA TIVE FRAMEWORK ...... 4-6 5 EXISTING SOCIAL AND ENVIRONMENTAL CONDITIONS OF PROJECT AREA ...... 5-1

5.1 ARUA (TEREGOIMARACHA) DISTRICT ...... 5-5 5.2 BIOPHYSICAL ENVIRONMENT ...... 5-10 5.3 ...... 5-12 5.4 SOCIAL ECONOMIC CONDITIONS ...... 5-14 5.5 HIV/AIDS ...... :...... 5-17 6 PUBLIC PARTICIPATION PROCESS DURING THE ASSESSMENT...... 6-1

6.1 OBJECTIVES OF PUBLIC PARTICIPATION PROCESS ...... 6-1 6.2 STAKEHOLDER COMPOSITION ...... 6-2 6.3 ANNOUNCING THE OPPORTUNITY TO PARTICIPATE ...... 6-2 6.4 KEY STAKEHOLDER BRIEFINGS AND COMMUNITY CONSULTATION ...... 6-2 6.5 RESPONSE FROM PUBLIC CONSULTATIONS ...... 6-2 6.6 SOCIO-ECONOMIC AND SOCIAL ISSUES RAISED ...... 6-3 6.7 ROAD SAFETY CAMPAIGN ...... 6-10 6.8 HIVIAIDS COMPONENT ...... 6-11 7 ANALYSIS OF POTENTIAL ENVIRONMENTAL IMPACTS ...... 7-1

7.1 MATRIX FOR IDENTIFICATION OF POTENTIAL ENVIRONMENTAL IMPACTS ...... 7-1 8 DESCRIPTION OF POTENTIAL IMPACTS ...... 8-1

8.1 SOCIETAL WELL-BEING ...... 8-1 8.2 REGIONAL ECONOMIC DEVELOPMENT AND INTERNATIONAL TRADE ...... 8-1 •,... 'to.. Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

8.3 LINKING THE AREA TO THE REST OF THE COUNTRY ...... 8-1 804 EMPLOYMENT OPPORTUNITIES ...... 8-1 8.5 SKILLS TRANSFERS AND TRAINING ...... 8-2 8.6 IMPROVEMENT PUBLIC TRANSPORT ...... 8-2 8.7 ENABLING RAPID RESPONSE AND HUMANITARIAN AID ...... 8-2 8.8 OPPORTUNITY TO IMPROVE DRAINAGE ...... 8-2 8.9 CLIMATE CHANGE AND REDUCTION OF VEHICLE AIR EMISSIONS AND POLLUTION ...... 8-3 8.10 SUGGESTIONS ON ENHANCING THE POSITIVE IMPACTS ...... 8-4 9 DESCRIPTION OF NEGATIVE IMPACTS...... 9-1

9.1 FLORA ...... 9-1 9.2 IMPACT ON FLORA RELATED TO CLEARANCE AND EARTHWORKS ...... 9-1 9J POTENTIAL LONG-TERM IMPACT ON FLORA ...... 9-2 9.4 SOIL EROSION ...... 9-2 9.5 CHANGES IN HYDROLOGY ...... 9-3 9.6 POLLUTION ...... 9-3 9.7 NOISE AND GROUND VIBRATIONS ...... 9-5 9.8 VISUAL INTRUSION (LANDSCAPE DISFIGUREMENT) ...... 9-6 9.9 WASTE MANAGEMENT ...... 9-6 9.10 CONSTRUCTION CAMPS/YARDS ...... 9-6 9.11 POTENTIAL IMPACTS OF WATER SOURCES FOR CONSTRUCTION ...... 9-7 9.12 ENHANCED URBANIZATION ...... 9-7 9.13 PUBLIC HEALTH AND SAFETY ...... 9-7 9.14 HIV/AIDSAND STD's ...... 9-8 9.15 ROAD SAFETy...... 9-8 9.16 GENDER ...... 9-8 9 .17 OCCUPATIONAL SAFETY AND HEALTIl ...... 9-9 9.18 LAND ACQUISITION, PROPERTY AND SOCIO CULTURAL IMPACTS ...... 9-9 10 POTENTIAL IMPACTS AND PROPOSED MITIGATION MEASURES ...... 10-1

10.1 SPECIAL CONSIDERATIONS ...... 10-7 10.2 MATERIAL SITES ...... 10-10 10J WASTE MANAGEMENT PLAN ...... 10-12 lOA WATER SOURCES ...... 10-13 10.5 THE MAIN CONSTRUCTION CAMPsNARD, STORAGE AND EQUIPMENT ...... 10-13 10.6 ENVIRONMENTAL MONITORING PROCESS ...... 10-15 to.7 ENVIRONMENTAL MITIGATION AND MONITORING AND RESPONSIBILITIES AT THE IMPLEMENTATION STAGE ...... 10-17 10.8 ENVIRONMENTAL MANAGEMENT AND MONITORING COSTS ...... 10-20

11 CONCLUSION ...... 11-1

II Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road t Environmental Social Impact Assessment " Final Detailed Engineering Design Report

ANNEXES

Annex 1 : PEOPLE CONSULTED AND RECORDS OF PUBLIC MEETINGS

Annex 2: TERMS OF REFERENCE

Annex 3: RECOMMENDED GRASS SPECIES

Annex 4: SOURCES OF MATERIALS

Annex 5: WATER QUALITY ANALYSIS 1 • Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

LIST OF TABLES

Table 5.1: Social Infrastructure along the Proposed Road

Table 5.2: Population

Table 5.3: Population by Function of Age

Table 5.4: Educational Facilities - Kuluba

Table 5.5: Primary School Enrolment- Midia Sub- County

Table6.l: Summary of Proceedings on Community Consultations

Table 7.1: Rating Evaluation

Table 7.2: Analyzing Socio-Economic Impacts

Table 7.3: Analyzing Biological Conditions

Table 7.4: Analyzing Physical Environment

Table 7.5: Relating Construction Activities to Potential Environmental impacts

Table 9.1: Locations and Nature

Table 10.1: Potential Impacts and Mitigation Measures

Table 10.2: Borrow Pit Management Plan

Table 10.3: Waste Management Plan

Table 10.4: Environmental Management and Monitoring Plan.

IV Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road .. 'f Environmental Social Impact Assessment Final Detailed Engineering Design Report

LIST OF PLATES

Plate 1: Koboko health centre unit along the road

Plate2: Existing road -Koboko section

Plate 3: Market activities along the road

Plate 4: Commercial activities along the road

Plate 5: Vegetation

Plate 6: Terrain and Soils

Plate 7: Consultations in Oraba

Plate 8: Consultations in Ovujo

Plate 9: Properties close to the road in Nyadri

Plate 10: Traffic problems at Oraba

Plate 11: Border crossing point at Oraba

Plate 12: Regional trade -Sudan

Plate 13: Drainage problems near Koboko Town

Plate 14: Dust on the road

Plate 15: Cultural rock in Koboko

v , • Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

ACRONYMS

AIDS Acquired Immunodeficiency Syndrome

AOI Area of Influence

HC Health Centre

CAO Chief Administrative Officer

CBD Central Business District

DEO District Environmental Officer

DLB District Land Board

DLP Defect Liability Period

DWD Directorate of Water Development

DRSC District Road Safety Council

EIA Environmental Impact Assessment

EMP Environmental Management Plan

EMMP Environmental Management and Monitoring Plan

EIS Environmental Impact Statement

LC Local Council

NEMA National Environment Management Authority

NEA National Environment Act

NFA National Forest Authority

NGO Non Governmental Organization

NRSC National Road Safety Council

PAP Project Affected Persons

. PLC Parish Land Boards

PPD Physical Planning Department

PPE Personal Protective Equipment

WENRECO Westline Rural Electrification Company

RAP Resettlement Action Plan

vi , Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road • Environmental Socia/Impact Assessment Final Detailed Engineering Design Report

ROW Right of Way STD Sexually Transmitted Diseases SC Sub-County

TOR Terms of Reference

VCT Voluntary Counseling and Testing ULC Uganda Land Commission

UNRA Uganda National Road Authority PMTCT Prevention of Mother to Child Transmission I Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

THE ESIA STUDY TEAM

I Name Expertise i Signature

Dr. Koojo Charles Team leader/EIA Specialist(CEP) Amooti

! Mrs. Mary Socio­ I Mugabe Economist/Environmental ist( CEP) I lIng. D Ntim SoilslMaterials Engineer Frimpong

i Ing. Williams K. Highway Engineer i Dickson

Ing. Robert Gyesi Project Team Leader

Contributing Research Associates:

Mr. Oluka Moses

Mr. Wafula Samuel David

viii Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road , I Environmental Social Impact Assessment Final Detailed Engineering Design Report o EXECUTIVE SUMMARY

The primary objective of upgrading the Vurra-Arua-Koboko-Oraba road is to enhance the national road network. Currently the road is functional but in a poor condition. 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 tourism activities. A better road will lead to improved transportation services along the project road which in tum 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 small holder cultivation. Community participation and consultation have been done and views and opinions analyzed.

The most significant social impact is the loss of land, crops and immovable property for the road and its road reserve. There will also be temporary loss of land for the borrow pits, the construction camps, and, possible, deviations. People inhabiting these areas must be compensated for crops lost and buildings/structures removed for the purposes road construction.

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.

Existing laws applicable to environmental and social management with respect to the upgrading of the Vurra-Arua-Koboko-Oraba road are:

• The Constitution of Uganda, 1995

• The National Environment Act, Cap 153

• The Environmental Impact Assessment Regulations, 1998

• The Land Act, 1998

• The Local Government's Act 1997

• The Town and Country Planning Act, 1964

• The Petroleum Supply Act,2003

• The National Forestry and Tree Planting Act, 2003

• The Water Act, Cap 152

0-1 •, Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

• The National Environment ( Control of Smoking in Public Places) Regulations 2004

• The National Environment (Audit) Regulations, 2006

• The National Environment (Standards for Discharge of Effluent into Water or on Land) Regulations, 1999

• The National Environment (Noise Standards and Control) Regulations, 2003

• The Water Resources Regulations, 1998

• The Water (Waste Discharge) Regulations, 1998

• The National Environment (Waste Management) Regulations

• The National Environment (Wetlands, River Banks and Lake Shores Management) Regulations, 2000

The relevant policies include:

• The National Environmental Policy, 1994

• National HIV/AIDS and World of Work Policy, 2007

• The National Gender Policy, 1997

• The Policy on Conservation and Management of Wetland Resources, 1995

• GOD Resettlement Action Plan (RAP) Policy Framework

The National Environment Management Authority (NEMA) is the institution mandated to coordinate, monitor and supervise all activities in the field of environment In so doing the institution works with agencies responsible for the management of different segments of the environment referred to Lead Agencies. 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 borrow pits; but this can be mitigated. Impacts on natural vegetation and wildlife/avifauna are considered to be minor. The road works will not harm any sites that are historically, culturally or environmentally sensitive.

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.

0-2 .. Feasibility Study and Detailed Design qf Vurra-Arua-Koboko-Road • Environmental Social Impact Assessment Final Detailed Engineering Design Report

The local authorities must plan for an anticipated influx of people into the project area in search of employment during construction, resulting from the temporary boost to the economy.

Impacts on public health are associated with pollution, occupational health and safety, STDIHIV/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. The Contractor's Iworkmen's camps must use sources of fuel other than fuel wood, and they must ensure that water supplies are not stressed at the expense of local population. 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 in the number of vehicles plying the road, and higher traffic speeds will develop. This will pose an increased danger to non-motorized traffic. The provision of speed bumps and rumble strips, shoulders, and installation of road signs will help to mitigate these potential dangers.

Other impacts relate to visual intrusion, construction waste and clean up after completion, all of which are minor impacts which can be mitigated.

Recommendations The main issues of concern revolve around compensation/relocation of people along the existing road. In order to reduce the amount of compensation and relocation, the width of the road reserve in the small trading centres can possibly be reduced to 30m.

Additional recommended measures for the prevention and mitigation of environmental and social impacts have been summarized below: Changes in hydrology can be mitigated by installing proper drainage structures. In order to minimize soil erosion and its impacts erosion control measures should be installed, earthworks and excavation activities should be controlled and drainage structures should be properly insta'Iled. Road embankments, as well as borrow pits, must be landscaped and grassed. Air and noise pollution can be mitigated by controlling speed and prohibiting idling of construction vehicles. The workforce, motorists and other road users must be sensitized about the causes and effects of air noise pollution. Maintenance of plant and equipment is essential in this respect. Trees should be planted in towns and trading centres through which the road passes to act as pollution screens. Speed limits should be imposed for all vehicles through the installation of speed bumps and rumble strips as well as warning signs, especially in 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 wasters, wastewater and sewage will also help to reduce sediment loading in, and pollution of, water bodies.

0-3 , Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

Maintenance of plant and equipment should be done at specified areas in the contractor's camp.

Owners of borrow pits should be informed at the earliest whether testing has proved that materials from their plot is acceptable or not for use on the project road. Access to these sites must be restricted. Excavation, blasting and exploitation must be carefully controlled and managed. The sites must be landscaped and grassed as appropriate after exploitation. Trees which are removed during excavation should be replanted. The use of pits as water pans after construction must not be allowed, and all old unused borrow pits along the road should be rehabilitated. Individuals/communities must be compensated for the use of materials.

For both hard stone and sand sources, Contractors must prepare project briefs containing environmental management plans for each site. The project briefs are to be submitted to UNRA, for forwarding to NEMA.

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 (existing tracks) must be reinstated to their original condition.

The workmen's camp should be located near or close to main trading centres and/or towns. Provision should be made for water supply, proper sanitation facilities on site (e.g. VIP latrines) and disposal facilities for solid waste. Central canteen facilities should be set up. The use of firewood/charcoal should be discouraged by providing alternatives. Water use in the camps should be controlled.

Landscaping and grassing of embankments, deviations, borrow pits and campsites will enhance visual impact. In addition, trees should be planted at terminal towns and trading centres.

Contractors must clean up the site, remove all construction wastes (including oil, solid wastes, and debris) and restore the site to its real original condition.

Land take and loss of property can be minimized by adopting a road reserve width of 30m for major trading centres. Project affected people will be identified in the resettlement action plan.

The Resettlement Action Plan (which is presented as a separate document) must be implemented and project affected people compensated 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

0-4 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road I Environmental Social impact Assessment Final Detailed Engineering Design Report

removed or destroyed during clearing of the carriageway, borrow pits and deviations will be compensated.

Environmental/social impact assessment has identified potential negative impacts. Suitable mitigation measures will be proposed during the study. Recommended measures should be included in the contract documents so that Contractors are aware of requirements at the earliest stage in the construction process.

With regard to induced settlement due to the project road, the local authorities must plan for the increased population and subsequent expansion oftrading centres.

Local people must be recruited for construction activities as much as possible, of which at least 25% should be women.

Safety, health and occupation concerns will be addressed by providing and enforcing Personal Protective Equipment (PPE). In addition, an STD/HIV/AIDs awareness campaign must be conducted.

Measures to enhance road safety include supervIsIon of construction traffic, safe access to work sites, erection of warning signs, installation of road-edge to road edge speed humps and rumble strips, construction of shoulders which can be used by pedestrians and non-motorized traffic at major trading centres.

All findings of cultural, historical and traditional value must be reported to the Supervising Consultant, UNRA and NEMA. Graves and grave sites should not be disturbed.

In order that Contractors can appreciate what is involved in implementing proposed mitigation measures, the ESIA could be made available to all Contractors during tendering process

0-5 , Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

Table 0-1: Environmental Management and Monitoring Costs

I Item Quantity Cost Total Cost (U Shs.)

. Grassing/re-vegetation 30Ha 3,000,000 per 90,000,000 ha I • Reinstatement of borrow pits/quarries 15 20,000,000 300,000,000

Personal Protective Equipment(PPE) 400 people Lump sum 120,000,000 • Ear muff, Dust protector, Helmets etc

Social facilities and infrastructure including Lump Sum 800,000,000 800,000,000 road side amenities

Establishing, management and ultimate Lump Sum Lump Sum 250,000,000 reinstatement of the Contractor's camp

Provision of road safety measures during Lump sum 40,000,000 40,000,000 construction i.e vehicle speed control, accident reduction etc

Road safety education Lump Sum 80000,000 80,000,000

HIV/AIDS Campaign Lump Sum 300 ,000,000 300,000,000

Environmental Specialist (Supervising 6 Months 6,000.000 36,000,000 Consultant)

Environmental Officer (Contractor) 30 months 3,000,000 90,000,000 Environmental Internship 30 months 1,500,000 45,000,000

Tree planting activities and conservation 100 km 1,000,000 100,000,000 measures

RAP CompensationlLand Acquisition Lump Sum 8,831,088,955

ESMP Management and Audits 50,000,000 50,000,000

Monitoring Plan(ESMP) including Lump Sum 250,000,000 250,000,000 institutional collaboration for 30 month

Grand Total Costs 11,820,088,955

0-6 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road • Environmental Social Impact Assessment Final Detailed Engineering Design Report

UNRA, assisted by Environment Specialist, will be responsible for reviewing civil works contacts in accordance with the ESIA report, coordinating the implementation of the ESMP among the contractors, local environmental authorities in collaboration with NEMA and preparing monthly environmental progress reports.

0-7 , Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

1 INTRODUCTION

1.1 Background of the Project Road

The Government of the Republic of Uganda has received financing from the International Development Association (IDA) toward the cost of Road Development Program Phase 3 Project CRDPP3) and intends to apply a portion of the funds to eligible payments under the consultancy services for the feasibility studies, detailed engineering design, and preparation of pre-qualification and bidding documents for the upgrading and assistance in the bidding to paved(bitumen) standard ofthe Arua-Koboko-Oraba road.

The Road Development Program CRDP) was developed as an IDA-financed program that supports Road Sector Development Program (RSDP over the 1999/00-200911 0 period. Its objectives are to improve access to rural areas and economically productive areas and to gradually continue building up road sector planning, design and management capabilities as well as road safety management.

1.2 Project Area The Arua-Koboko-Oraba road is part of the Uganda National Roads Network. The road lies in the Arua District which was subdivided into three districts in 2006. These districts are known as Arua Municipality, Maracha-Terego and Koboko. The capital town ofthe Koboko district is Koboko. Due to some political problems, the capital town of Maracha-Terrego has not been designated and until the problem is resolved Arua will be considered as the district capital.

The project road traverses through three main districts namely: Arua District, Maracha- and the Koboko District. The project road can be divided into four links, Vurra Custom Comer through Eruba to Arua (16.6km); Arua to Manibe (6.6km); Manibe to Koboko (50km); and Koboko to Oraba «(19km)

The Vurra-Eruba Customs Comer section (9.6km) is graveled surface which the Eruba-Arua (7km) is paved and forms part of the recently constructed Arua- trunk road. The Arua to Manibe Link, which starts at the roundabout at the outskirts of the Arua-Nebbi road, consists of 4km paved (bituminous) section through the Arua township to the Arua Airstrip and 2.2km of graveled surface road to Manibe. The Manibe to Koboko Link (50km) is graveled surface. The Koboko to Oraba Link (19km, end of project road located at north western Uganda border with Southern Sudan) is also graveled surface.

1-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

Map 1: Location ofthe project road

Suan

O.R.Congo

Legend

.. Maj(ll 'Rr"'t6 ctner Tt:lwns Pre+tctR....d

Ra.ad AlltWO'fk r_ ~Itwaath.ertafmacroad A!f w.ath* muttiilm road twy wnther murram road

-- Rb~aJi Di...... t~

Pre+tctA.... CJ ....­

1-2 .. Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

1.3 Need for an Environmental Social Impact Assessment Study

According to the Uganda EIA Guidelines (1997), the Environmental Impact Study process starts with the scoping exercise that identifies areas and issues that should be included and addressed in the EIA study process. It is also contained in the EIA Guidelines (1997) and Regulations (1998) that the issues identified through the scoping process should be included in the detailed EIA process. Social Impact Assessment will be incorporated in the study.

1.4 Objectives of the ESIA study

The general objective of the ESIA is to conduct in order to identify, examine, analyze, assess and recommend mitigation measures for the proposed construction and operational for the Arua-Koboko-Oraba road. The assessment will ensure that the proposed development is complaint with Government of Uganda Environmental Guidelines and Regulations and the World Bank Safeguard.The following are the specific objectives that have been addressed by the ESIA:

• To document the present condition of the environment and identify the positive and negative impacts that may result from the design and implementation of the road

• To address the necessary environmental mitigation and monitoring measures

• To provide information that will guide the detailed design and preparation of tender documents which address the recommendations of the ESIA

1-3 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

2 APPROACH AND METHODOLOGY

The approach and methodology for conducting this study is based on the Ugandan Environmental Impact Assessment Guidelines 1997 and Regulations 1998 of the National Environmental Management Authority (NEMA).

The requirements of the Environmental Impact Assessment Study are indicated in the Terms of Reference. In line with the Environmental Impact Assessment (EIA) Guidelines (1997) and EIA Regulations (1998) for Uganda, it is the responsibility of any developer in such case (UNRA) intending to set up a project for which an EIA is required to carry out the EIA and bear all the costs associated with its conduct. Because the proposed development falls under the category of "major infrastructure development" which is listed under Schedule 3 of the National Environment Act, Cap. 153; section 2 requires a developer of a project described in the third schedule of the Act to undertake an EIA. All major roads and all roads in scenic, wooded or mountainous areas are listed among transportation projects requiring mandatory Environmental Impact Assessment before implementation. An Environmental Jmpact Assessment Study is thus required before the proposed upgrading of the road can be approved by NEMA for implementation.

In additional, Part (IX), section 68 of the same Act provides for mandatory environmental restoration. It requires the person initiating projects to "restore the environment as near as it may be to the state in which it was before taking of the action". Through this assessment the public has been informed about the acceptability of the project, and adverse environmental and social impacts and mitigation measures.

2.1 Initial Meetings with NEMA and UNRA

Various meetings for the feasibility and detailed phase and regular consultations were held with the Uganda National Roads Authority (UNRA) and the National Environmental Management Authority (NEMA). These meetings have been held to discuss the scope of the EIA/SIA, the objectives of the study and any issues that were to be addressed during the assessment process.

• The assessment would focus on the exiting road alignment and aspects of the zero option to be elaborated.

• Issues to be addressed in the ESIA to cover HIV/AIDs, gender, occupational safety and health, road safety and persons with disabilities and the elderly.

• An elaborate environmental management and monitoring plan to be undertaken as part ofthe assessment.

2-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment. Final Detailed Engineering Design Report

2.2 Biophysical environment baseline study

Studies of the biophysical environment provide a profile of the study area, and specific impacts i.e. camps, workshop/maintenance workshop, bridges, asphalt plants, clinics impacting on:

• Relief • Geology • Soils • Climate • Hydrology • Drainage patterns • Ecological resources (flora and fauna)

It is under these topics that possible environmental impacts of the project were evaluated.

The assessment of impacts was, therefore, carried out in the following sequence:

• Qualitative and quantitative assessment of the current state of the environment in the project area;

• Identification, prediction and evaluation of positive and negative environmental impacts;

• Identification of mitigation measures for adverse environmental impacts;

• The above process was augmented by;

• Review of previous reports, and published and unpublished works on the environment of the study area;

• Field investigations and Collation of baseline data on the environmental conditions of the project area;

• Finally, formulation of an environmental management and monitoring plan based on proposals for preventive, compensatory and mitigation measures during project implementation and during the lifespan ofthe road was done. 2.3 Field work and field survey techniques

Field work for the environmental social impact assessment study was conducted between January 2009 and June 2009. Preliminary data on topographical surveys, hydrology and drainage, soils and materials investigations, and condition surveys of the existing project road were collected in the field between the month of January 2009 and June 2009. The impacts of air, noise and dust emissions from construction machines have been identified without undertaking baseline conditions

2-2 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social impact Assessment Final Detailed Engineering Design Report

measurements. The climate change impacts have been identified and mitigation measures for climate proofing taken into account.

The field survey adopted various techniques of baseline data collection on the existing environmental conditions, namely:

• Field observations and recordings including photography along the proposed route and its vicinity.

• Secondary data collection from existing studies, documents and reports that were available

• Use of checklists for determining potential environmental impacts of the proposed project.

• Discussions with key informants (district officials, local council officials, elders and opinion leaders, traders) along the road and its vicinity.

2.4 Checklists

Checklists are study instruments that aid in assessing possible environmental impacts during both construction and operational phases of a project. In this study, checklists for analysis (Table 7.1, 7.2, 7.3, 7.4 and 7.5) of potential impacts were utilized.to:

• Facilitate identification ofpotential environmental impacts;

• Provide a means of comparing the predicted environmental impacts;

• Indicate the magnitude of both positive and negative environmental impacts;

• Indicate possible adverse environmental impacts that are potentially significant but about which sufficient information can be obtained to make a reliable prediction;

• Indicate negative potential environmental impacts in the project area, which merit mitigation measures and monitoring during project implementation.

2.5 Socio-economic assessment The socio-economic impact study was handled as a discrete activity. Combinations of recognized tools for assessing socio-economic impacts of such projects were employed in the study. Fieldwork, coupled with collection of existing data alongside inform of informal interviews, focus group discussions and public meetings with a wide spectrum of members of the society, business community, professionals and selected institutions formed the basis of evaluating potential socio-economic impacts of the project. This allowed a situational analysis on which the relationship between construction and operation of the road against human dimensions was examined.

2-3 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

2.5.1 Community public participation

According to the Guidelines (1997) for Environmental Impact Assessment in Uganda, public involvement in the EIA is an ongoing process and shall be facilitated prior, during and after the EIA exercise. Ideally, the public should have been informed about the project prior to conducting the EIA/SIA, so that during the EIA/SIA exercise focus would be on consulting the public on the acceptability of the project and adverse environmental and social impacts and mitigation measures. The EIAISIA team found however, that the public and potentially affected people were never officially informed about the proposed project by UNRA

It is recognized that public participation is an important process in EIA studies and is specifically to ensure community involvement and to create a sense of responsibility and commitment towards implementation of the project. Eleven meetings were held with the local communities with a total average of forty people who were considered to be representative of the civil society, government officials and professionals, transporters and other motorist. The discussions were preceded by each individual filling in a structured questionnaire. These were then collated, and discussions were held on the topics raised by the participants.

Stakeholders were consulted to solicit their views about the project in the area and specifically about the likely impacts resulting from the development. Interviews were undertaken with stakeholders, District officials (LCI-LCV), Sub-County Chiefs and local communities (Trading Centres) along the Vurra-Arua-Koboko­ Oraba road. They will also be involved in more detailed consultations in respect to the Resettlement Action Plan (RAP).

Interviews with stakeholders were undertaken on formal and informal basis to address issues that arose out of the site inspections and environmental assessment exercise. Interviews and discussions played a key role in the environmental assessment and were of particular benefit in cases where documents were not available. The objective of the public consultations by the Consultant was therefore two-fold: (i) to inform the public about the proposed project and (ii) to elicit views on acceptability of the proposed project, possible adverse impacts and practical mitigation measures. The process of consultation will continue into the process of preparing a Resettlement Action Plan (RAP) with other stakeholders that are affected in one way or another.

Community participation and consultation were initiated and held along the proposed road between the January and March 2009 for the entire Sub Counties (SC) where the proposed road traverses (Annex I).The agenda for all meetings were as follows:

• Information about the proposed road project;

• Discussion of upcoming issues on environment and questions; and

2-4 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social impact Assessment Final Detailed Engineering Design Report

• Collect information for EIA/SIA.

• Roles and responsibilities for ensuring sustainable environmental strategies in the EIS

• Involvement in environmental monitoring and management:

2.5.2 Observations

Targeted fieldwork involving observations of biophysical and socio-economic characteristics of the area as represented by activities in market centers and farm lands along the road were carried out and notes taken. This was complemented by representative surveys. Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

3 DESCRIPTION OF THE PROJECT

The proposed project is the feasibility and detailed design to bitumen standard of the Vurra-Arua-Koboko-Oraba road, totaling approximately 98 km and passing through Arua, Terego/Maracha and Koboko Districts.

Different design aspects of the road are described in detail in the various engineering design reports. The width of the bitumen surfaced carriageway will be 6.5 m, with shoulders generally of 2m width, but possibly reducing to 1.5m in places. The proposed road is generally narrow gravel/earth road with side drainage mostly through an extension of the camber of the road with some sections exhibiting extensive corrugations. The surrounding terrain can be described generally as rolling with some short hilly sections. The immediately adjacent land use is somewhat mixed having subsistence and small scale commercial agricultural areas and a number of small communities and trading centres.

The project road will follow the existing alignment as closely as possible, compatible with design standard requirements. However, some minimal realignment is foreseen, particularly in hilly sections. New drainage structures, including nine (9) bridges, located at enayu ,enve, oluffe, Ayi, Yoyo, Oru, Apa, Ore Kochi and Debar will be constructed or rehabilitated, while junctions and accesses will be improved in line with safety and capacity requirements. T a ble 3 : 1 : L oca f IOns ftor b'drllges

Distance From Existing Road Centerline to the Proposed Bridge and Location/Position Proposed Road Centerline

Bridge 1 (Enayu) 14.55m (RHS)

Bridge 2 (Enve) 16.58m (RHS)

Bridge 3 (Oluffe) 13.93m (LHS)

Bridge 4 (Ayi) 14.43m (LHS)

Bridge 5 (Yoyo) 52.99m (LHS) .. Bridge 6 (Oru) O.20m (RHS)

• Major culvert with pond on right O.Om

Bridge 7 (Apa) 6.6m (RHS)

Bridge 8 (Kochi) O.Om

Bridge 9 (Debara) 16.70m (LHS)

3-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

3.1 Proposed design

The speed limit through all the rural village areas will be sign posted at the specified limit of 80 km/hour as these villages have a relatively high volume of pedestrian traffic, particularly school children. Warning rumble strips followed by speed control humps will be installed at the approaches to all urban areas in accordance with the requirements of paragraph 10.3 of the Ugandan Geometric Design Manual, 2005 New road signs will be erected in accordance with the specified road sign standards in order to provide the required level of road safety and driver information. Steel guardrails will also be erected on the edges of all high fills, which are at the three bridge approaches, in accordance with the standard design guidelines.

This Class II paved road cross-section consists of a 2.8 m wide surfaced traffic lane in either direction with 1.0 m wide shoulders on either side plus 0.2 m gravel verges giving a total road-way width of 8.0 m

Busbays

Bus bays are proposed to be provided at 46 locations along the road in both road sides in towns, trading centres and villages.

Junctions

Six major junctions (Vurra, Erumbe, Hospital, Bypass before Airport, Manimbe, and Koboko town) are proposed for improvement

Traffic Signs and Road Marking

Appropriate traffic signs and road marking will be provided in accordance with the MoWHC's new Traffic Signs Manual, 2005.

Pedestrian and Cyclist Facilities

To secure traffic safety for pedestrians and bicycle users it has been proposed to provide sufficiently safe shoulders, i.e. 2 m wide shoulders in towns (Arua and Koboko) settlements and 1.5 m wide shoulders in village sections.

Elevated (raised) pedestrian crossings and rumble strips edge to edge formed as speed humps are proposed in the 36 settlements

3-2 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

The surfaced shoulders would provide space off the trafficked lanes for the numerous pedestrians and cyclists who use these roads.

Surfaced shoulders would inhibit the ingress of water from the sides of the road formation into the structural pavement layers, thereby significantly increasing the structural life of the road pavement.

Drainage: All culverts will be replaced and their size increased where required because of the following reasons: poor condition, insufficient discharge capacity, get easily clogged or located too low. Side drains will be provided in cuts along . the entire road length. On the first 4.0 km where the vertical gradients are steep these side drains will be lined with grouted stone-pitching to prevent erosion.

3.2 Project Activities that will be associated with upgrading the road

The road works in the planned upgrading road project will entail the following activities which are fairly presented in their chronological order. The activities are for construction phase:

a) Route survey and mapping to clearly identify the areas of road alignment. This will even serve to show the properties as well as features that the road project will impact on; b) Clearance of the contractors camp site for the storage of plant equipment, medical clinic, workshop/maintenance workshop, fuel storage, dispensation field laboratory, construction materials and related equipment storage; c) Asphalt plant, heating bitumen, screening and mixing of aggregates; d) Construction of the support facilities in the camp site such facilities include access roads to the camp site, toilets, a perimeter fence and a generator house; e) Earthworks including cut and fill in low areas where embankments will be needed for the formation ofproper alignments; f) The material supply sites will be cleared off the vegetation and the overburden materials which will all be stock piled for the restoration of borrow pits after road works; g) The transportation of the road construction materials by use of trucks and lorries. The routes to be used by the trucks are either existing or are to be constructed; therefore there will be minimal negative impact to the environment; h) Loading of the materials on to the trucks will be by equipment and labor and is recommended and during the transportation of the materials, its recommended that the trucks should be covered by tarpaulins to minimize wind blowing off loose soils from the trucks; i) Establishment of stone quarries for the processing and the supply of stone aggregates; j) Disposal of cut to spoil sub-grade materials especially from the flood plain; k) Grading and compaction of the road using graders and plant equipment such as 8 ton rollers; and

3-3 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

I) Installation of drainage infrastructures such as culverts, box culverts and other culverts of varying capacities depending on the need of the specific points; and construction of bridges; m) Sub-base formation with stone boulders laid down for road foundation especially in areas which are marshy and river banks; and laying and compaction of crushed stone base. The river banks will have its edges protected with gabions boxes with stones; n) Double Bitumen Surface Treatment (DBST) to attain the required paved standard in the carriage way and road shoulders; 0) Roadside drainage infrastructures such off-shoot drains; and p) Traffic studies

Operational Phase

Installation of road furniture to enhance road safety during operational phase of the project; these activities will have various degrees of impact on both the biophysical and human environment. According to the National Environmental Act Cap 153, Road Construction falls under schedule 3, which means that activities associated with road construction could have potentially serious impacts on the environment. This Environmental Social Impact Assessment (ESIA) Statement includes a Management Plan that is intended to act as a guide in avoiding impacts, and mitigating those, which are not avoidable.

3.3 Proposed road pavement materials

The proposed project inputs will involve the use ofthe following materials which will be largely collected from the vicinity. These include:

I. Stone boulders which be necessary for sub-base formation; II. Earth materials which are for fill and embankments formations especially in low areas; iii. Murramlgravel materials; iv. Stone aggregates of varying sizes; v. Stone dust which is ideal for priming and will be obtained from the stone quarries; VI. Bitumen; vii. Cement and bricks for headwall on culverts; viii. Water to be abstracted from nearby streams and rivers after obtaining clearance from the Directorate ofWater Development(DWD); IX. Guard rails for safety mitigation in areas of sharp bends and tight comers; x. Iron bars for bridge works especially for the box culverts; xi. Timber planks for woodworks on bridges; xii. Locally available sand; XIII. Roofing materials and housing construction in-puts; and XIV. Chemicals for laboratory use during materials testing.

3-4 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

The road works will generate largely wastes relating to the activities and use of the items named 3.2. The anticipated wastes to be generated will include the following:

i. Kitchen waste and food debris; ii. Waste oils and spillages; iii. Human wastes and associated effluents from the campsite; IV. Old tyres and related accessories; v. Other waste consumables such as filters; VI. Medical wastes such as used syringes, cotton swabs, expired drugs and reagents; vii. Junk and obsolete equipment; viii. Bitumen spill and contaminants; IX. Waste asphalt containers; x. Construction debris and boulders; and xi. Associated household waste such as cloth rugs

However, the management of the waste generated will be discussed under the impact management section.

3-5 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

4 ENVIRONMENTAL POLICY, LEGISLATIVE AND ADMINISTRATIVE FRAMEWORK

As part of the EIA!SIA a review of the policy, legal and administrative framework was conducted to determine the framework for environmental management of the proposed road works. Relevant details of applicable policies and legislation, which play an important role for the environmental considerations of this project, are provided the review comprised:

• The Constitution of Uganda, 1995.

• The National Environment Act, Cap 153.

• The Environmental Impact Assessment Regulations, 1998.

• The Land Act, 1998.

• The Local Government's Act 1997.

• The Town and Country Planning Act, 1964.

• The National Forestry and Tree Planting Act, 2003.

• The Water Act, Cap 152.

• Traffic Act, 2002.

• The Petroleum Supply Act, 2003.

• The National Gender Policy, 1997

• The National Environment (Standards for Discharge of Effluent into Water or on Land) Regulations, 1999

• The Policy on Conservation and Management of Wetland Resources, 1995.

• The National Environment (Wetlands, River Banks and Lake Shores Management) Regulations 2000.

• The National Environment (Control of Smoking in Public Places) Regulations 2004

• The National Environmental Policy, 1994.

• National HIV!AIDS and World of Work Policy (2007).

• GOU Resettlement Action Plan (RAP) Policy Framework

4-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

4.1 Policy and legislative framework

4.1.1 Policy Framework

The National Environment Policy, 1994

This policy was promulgated in 1994 and provides for the right to a clean environment for every person in Uganda. It also creates an obligation for every person in the country to protect the environment. The National Environment Management Policy is the framework policy statement in the field of environmental management that provides the basis for EIA in Uganda. 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/civic, political, economic and cultural conditions of the people of Uganda in Particular women. Thus in the context of the road sector, it aims to redress the imbalances which arise from the existing gender inequalities and promotes the participation of both women and men in all stages of the project cycle, equal access to and control over economically significant resources and benefits.

The current effort to combat HIV/AIDS Policy is characterized by the policy of openness on the side of government. This has spread to the wider civil society, lower political and social institutions, and to an extent, the family. HIV/AIDS in the context of national development planning is attended to through PEAP and Vision 2025.The multi-sectoral approach is also considered to be part of the integral part of PEAP. Main streaming HIV/AIDS in all programmes including road projects is an important aspect of a national overarching policy .There is however need for government to continuous review of the policy and design appropriate interventions to fulfill the objectives.

UNRA's Resettlement/Land Acquisition Policy Framework, 2002

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. UNRA Resettlement/Land Acquisition Framework is that:

i. Compensation should be aimed at minimising 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, a disturbance allowance is to be provided to assist the project affected individual or family to cover costs of moving and locating to a new holding 11. 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 ofwater.

4-2 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

4.1.2 Legis/ative Framework

The Uganda Constitution 1995 is the supreme law in the country and it provides for environmental protection and conservation. Article 237(1) of the Constitution vests all land in Uganda in the citizens of Uganda. However, under Article 237(1) (a), the Government or Local Government may acquire land in the public interest. Such acquisition is subject to the provisions of Article 26 of the same Constitution, which gives every person in Uganda a right to own property. The Constitution also prescribes the tenure regimes in accordance with which rights and interest in which land may be held (Customary, Leasehold, Mailo, and Freehold). It provides procedures to follow during the acquisition of land in the public interest and provides for the "prompt payment of fair and adequate compensation" prior to taking possession of land.

For the Vurra-Arua-Koboko-Oraba road the first 18 km of the road alignment is composed of a combination of the two land tenure systems in the country. These are the Customary (Bona fide Occupant), and Public Land !Leasehold tenure systems. CustomarylBonafide Occupant land is the most dominant tenure system along the road.

The Land Act 1988 is the principal legislation on land tenure in Uganda. The Land Act addresses land holding, management control and settlement of disputes. The developer should seek to enter into mutual agreement with the occupier or owner of the land upon payment of compensation. The Act creates a series of land administration institutions consisting of Uganda Land Commission (ULC), District Land Boards (DLB), Parish Land Committees (PLC) and Land Tribunals. Section 78 of the Act gives valuation principles for compensation i.e. compensation rates to be yearly approved by DLBs. Value for customary land is the open market value. Under Section IV, the Land Act describes the different tenure systems as follows: -Mailo, Freehold, Leasehold and Customary.

The Traffic Act 2002 Laws of Uganda: consolidates the law relating to traffic on all public roads. The Act also prohibits encroachment on and damage to roads including land reserved for roads. The project is under the provision of the Act.

The Water Act, Cap 152 regulates the protection and management of water resources and supply. The salient objective of this Act is to promote rational management and use of all water bodies in Uganda. This objective can only be achieved if water users can adequately tell the likely project impacts on water resources. This, therefore, requires that all developers, whose activities shall have significant impacts on water and water resources, carry out EIA in that regard.

The Towns and Country Planning Act, 1964 prohibits erecting of building or carrying out any form of development on land in a planning area without the formal approval by the planning Authority. Developments on land in a planning

4-3 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

area must be carried out with the permission of the Board established under the Act. The National Forestry and Tree Planting Act, 2003, section 14 and 32 requires everybody/organization to go through the legally established procedures if is to operate or extract products from the forest reserves. The only privilege that exist as established by section 33 of the NFTP Act of 2003 is extraction of forest produce such as wood fuel for domestic use.

The Factories Act, Cap 198 does not expressly provide for the undertaking of EIA, however, by virtue of the National Environment Act Cap 153 and the EIA Regulations, 1998, all developers of projects that are likely to bring about significant impacts in any given environment must carry out EIA for their projects.

The Public Health Act, 1964, is to consolidate all the law relating to preservation of public health. Most of its provisions relate to the keeping of premises in hygienic conditions. In respect to construction of buildings, the Act requires that any building constructed should have proper provision of lighting, and ventilation. Buildings in any given area should not be overcrowded.

The Local Governments Act, 1997 establishes a form of government based on the district as the main unit of administration. Districts are given legislative and planning powers under this Act. [Sections 36-45] They are also enjoined to plan for the conservation of the environment within their local areas. District Environmental Committees established under section 15 of the National Environment Act Cap 153 are supposed to guide the district authorities in that regard.

Petroleum Supply Act 2003This is an Act to provide for supervisIon and monitoring the importation, export, transportation, processing, supply, storage, distribution and marketing of petroleum. It specifically takes care for safety and protection of public health and environment.

The Occupational Safety and Health Act, 2006 the Occupational Safety and Health (aSH) Act replaces the Factories Act (1964). It departs from the original listing of 'don'ts' and now has a new scientific approach in which the technical measures required in the protection of workers are spelled out to be put in place. In so doing it is preventive in approach.

The Act provides for the prevention and protection of persons at all workplaces from injuries, diseases, death and damage to property. The aSH Act covers not just the 'factory' but also any workplace where persons are employed and its provisions extend not just to employees but to the self employed and any other persons that may be legitimately present in the workplace who may be exposed to injury or disease.

4-4 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

Employers must provide for the protection of workers from adverse weather, provision of a clean and healthy work environment, sanitary conveniences, washing facilities, First Aid and facilities for meals. The Act provides for safe access to the workplaces and safe work practices.

Labour Laws

The labour laws relevant to employment, industrial relations and workers' conditions during implementation of the road project are set out in the Employment Act (2006) and Employment Regulations (1977), the Workers' Compensation Act (2000), Labour Disputes (Arbitration and Settlement) Act, (2006) and Labour Unions Act, 2006. The Employment Act (2006) gives a provision for a Labour Advisory Board that advises on matters affecting employment and industrial relations. These labour laws address such matters as: • Contracts of Service; • Employment of children; • Termination of Contract; • Weekly rest; • Maternity and Paternity leave • Illness of employee; • Sexual harassment; • Occupational Diseases; • First-Aid; • Dust and Fumes; • Meals in certain dangerous trades; • Protective clothing and appliances; • Protection of eyes in certain processes; • Sickness and Disease; • Treatment of injuries and sickness; • Drugs and Medical Equipment; • Examination of Employees; and, • Failure to provide for the Sick.

The National Environment (Noise Standards and Control) Regulations, 2003 have adequate provisions to regulate noise pollution in any environment, including major infrastructural works.

The Water Resources Regulations, 1998 apply to any person who occupies land, on or adjacent to which there is a motorized water pump that pumps water from a borehole or water way, a public authority or any water supply authority or sewerage authority which operates works capable of diverting, impounding or using more than 400 cubic meters of water within 24 hours. Such a person must apply for a water permit in the manner prescribed under the Regulations in order to be able to Dtilize such water.

4-5 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

The Water (Waste Discharge) Regulations, 1998 regulate the discharge of effluent or waste on land or into the aquatic environment. NEMA sets standards for the discharge of such substances in consultation with the lead agency. A person who wishes to discharge such substances in the prohibited environment must obtain a permit from the Director of Water Development (DWD)

The National Environment (Waste Management) Regulations, 1999 for management of waste including hazardous waste) are in place. The Regulations provide for; sorting and disposal of domestic waste, cleaner production methods, licensing for storage, transportation and disposal facilities of hazardous waste i.e. used oils is a requirement under the same law and resource recovery of solid waste management.

The National Environment (Wetlands, River Banks and Lake Shores Management) Regulations,) No. 3 of 2000 among other things aims at promoting wise use of wetlands in Uganda. The Regulations make it mandatory for developers to carry out detailed EIA in case their projects are to be established in wetlands. They apply to wetlands both of international and national importance. The tool used under these Regulations to ensure compliance is the permit. The Executive Director of NEMA can only permit activities in a wetland if he or she is satisfied that such activities shall not degrade the wetland in question

With regard to the compensation and resettlement issues, the main pieces of legislation are the Constitution of Uganda\and the Land Act, 1998 and these have been described above. The existing legislation emphasizes adequate, fair and prompt compensation. UNRA ResettlementlLand Acquisition Framework is that:

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, a disturbance allowance is to be provided to assist the project affected individual or family to cover costs of moving and locating to a new holding 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. 4.2 Administrative framework

All districts in Uganda operate under a five-tier system of local government. The highest level is the Local Council Five (LCV) headed by a district chairman, followed by the LC IV, LC III, LC II, and LC I all headed by the respective Local Council Chairperson. This hierarchy is the political wing of the district administrations, while the District Chief Administrative Officers (CAO) heads the technical wing inclusive of the District Engineer. Within the district, the Resident

4-6 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

District Commissioner (RDC) represents the Central Government. The Chief Administrative Officer (CAO) heads all civil servants in the district and is therefore the chief executive officer. The sub-counties are headed by sub-county chiefs, who co-ordinate all the district and central government development programmers at that level. Parish chiefs head the lowest administrative units, namely the parishes. This system can champion environmental and social activities. In addition, there are Works Technical Committees which can participate in road management, environmental and social issues. As a result of different laws and legal instruments which apply to road- related environmental and social issues, a number of players are involved at various stages in the Environmental and Social Impact Assessment

4.2.1 National Environmental Management Authority (NEMA)

The National Environment Management Authority is mandated to be the "principal agency in Uganda for the management of the environment" (National Environment Act Cap 153).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 UNRA must ensure that environmental and social impact assessments for the road projects are adequately carried out, that mitigation measures are incorporated as appropriate, and that the construction process is environmentally and legally compliant. Furthermore UNRA will be responsible for monitoring the environmental and social impacts of the road project during construction.

4.2.2 Uganda National Road Authority (UNRA)

UNRA was established by the Uganda National Roads Authority Act, 2006 for the purpose of managing the provision and maintenance of the national roads network in a more efficient and effective manner, and to render advisory services to Government on related matters. UNRA is mandated to ensure the safety of all road users, and t the environmental sustainability ofthe national roads corridors." 4.2.3 Lands, Housing and Urban Development (MLH&UD)

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

4.2.4 National Road Safety Council (NRSC)

In Uganda, responsibility for road safety management is shared among a number of agencies, the most significant ones being: National Road Safety Council

4-7 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

(NRSC), District Road Safety Committees (DRSC), Traffic Police and Transport Licensing Board. The NRSC is under Ministry of Works and Transport (MOWT) and is the principal coordinating body for road safety activities in the country. It organises workshops, seminars and campaigns with the aim of raising the level of safety awareness among road users and is responsible for conducting research on road accidents, identifying accident black spots and liaising with road authorities for corrective measures. It also initiates and advises Government on appropriate traffic and road safety legislation and enforcement measures. 4.2.5 Directorate ofWater Development (DWD) The rights to investigate, control, protect and manage water in Uganda for any use, is vested in the Government and exercised by the Director of DWD in accordance with the provisions in the Water Act, Cap. 152. The duties and roles of DWD include, among others, carrying out inventory of water resources and preparation, update and revision of water action plans, revision, variation and cancellation of water abstraction and wastewater discharge permits. These permits are approved in collaboration with major stakeholders such as NEMA. The construction of river crossings along the proposed road alignment will likely cause negative impacts on the river. In addition, the water abstraction for use during road construction will require a water abstraction permit from DWD. 4.3.6 Occupational Safety and Health Department The Department lies under the Ministry Gender, Labour and Social Development mandated to oversee implementation of the Occupational Safety and Health Act, 2006 that spells out the framework for the protection of worker from occupational hazards.

4-8 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Socia/Impact Assessment Final Detailed Engineering Design Report

5 EXISTING SOCIAL AND ENVIRONMENTAL CONDITIONS OF PROJECT AREA

This chapter contains the baseline socio-economic features based on secondary data and supplemented by field survey and assessments made within the project are of influence. The project road traverses through the sub counties as shown below in table 5.1 and also highlights social infrastructure and their locations.

Table.5.l: Socio infrastructure along the proposed Vurra-Arua-Koboko-Oraba Road.

Sub- Trading Schools Health Religious Other county centre Units centres Important facilities

Vurra Ayalembe Ekufura Ovisoni Queen of Operu secondary dispensary Africana groundnuts school, Vurra catholic farmers group, Erarakafe parish Nazareti Ovisoni primary, women apiary Ezuku Association primary Zion Vurra NUSAF- . Methodist Customs Nazareti Church comer women grinding mill, Aliomuke St Barnabas Agro-forestry church of nursery beds Uganda project and learning centre (NAADS)

Tilevu (NUSAF) produce store project, Vurra co-operative and savings, Orivu village cattle rearing, Vurra Sub county headquarters

Ayelembe

5-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

market

Manibe Tanganyika Oreku Oreku Manibe Eucalyptus market area primary Dispensary Church Plantations, school Mayangau vocational and skills training Manibe centre trading centre

Aroi Aroi Aroi primary Aroi St. Johns River Enyau, trading school, Aliba Health church Ajara Aroi (BAT) centre Primary, Centre Parish out growers, Aroi sub Esemayi county Primary headquarters, Ajara school Lokira Godo Central forest reserve (NF A), Lokira BAT Out godo growers centre

Kijomoro Okokoro Kijomoro Kijomoro River lnve, Primary health BAT Out lnve school, centre growers centre lnve, Kijomoro Robu sub county primary head quarters school, Victory secondary school

Nyadri Olluffe Amidro Nyadri Maracha Olluffe Primary health Archdeaconry tobacco and school, centre headquarters wood out growers, Ovujjo Kakwa Maracha Ombere youth primary hospital and Carpentry school, Koyi group, Koyi pnmary Eucalyptus school, plantations, Midria Ovujjo horizon primary Moiga metal school, works(NUSAF ), Nyadri Maracha

5-2 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road .. Environmental and Social Impact Assessment Final Detailed Engineering Design Report

secondary farmers school, savings credit Ombere Oniba society, Cattle primary, market, Nyadri district Nyoro Nyadri headquarters, primary Nyadri market, school, St Nyadri police Peters station educational centre Burra, Public Nursery school

Oleba Oleba Oleba public Oleba Oleba sub secondary health county school, centre headquarters

Emafe primary, Oleba Seed Secondary School, Nyarakua primary

Kanajia primary

Midia(Kob Midia Dranya oko primary district) school, Anyangaku primary, Nyangidia pnmary,

Nyangidia secondary school

Koboko Koboko Koboko St Charles Koboko Hotel Pacific, Town town Public Koboko hospital Koboko council secondary Parish district school, headquarters, Koboko town

5-3 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Midia council offices, primary Koboko sc h00 I f:armers one • stop centre,

Kobuko hill

i cultural site

Kuluba Kochi Kochi Burra cultural secondary site, school, Way Station Kerri Anyakalo pnmary (Kuluba refuge school, exchange centre), Oraba Kingaba boarder primary Telecommunic ations, post Kejibe Private cultural site, Millennium Oraba boarder college, post, Oraba Lorry park, Kuluba Oraba primary immigration school, offices, Oraba market Alipi primary school,

Kaya pnmary school i I I

5-4 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Plate 1: Koboko health Centre along the road Plate 2: Existing road- Koboko Town 5.1 Arua (TeregolMaracha) District

Arua District lies between latitude 20 30'N and 30 50N and longitude 300 30'E and 310 30'E in the North Western part of Uganda. It is bordered by a District comprising of the counties of Maracha and Terego in the North West; in the North East; Democratic Republic of Congo in the West; in the South; and District in the East Arua town, the Administrative and commercial headquarters of the district is 520 kilometres away from Kampala, Uganda's capital city.

5.1.1 Land area The district covers a total area of 3,112.85 Km2 area is about 3,719.01 square kilometres 87% of which is arable.

5.1.2 Population growth and density Arua District population grew at an average annual rate of 3.97% between 1991 and 2002. This was much higher than the growth rate observed during 1980 to 1991 which stood at 2.83. The high growth rate is largely due to high fertility levels averaging about 7 children per woman, observed over the last four decades. Given the high growth rate, the district needs to expand substantially its entire infrastructure especially in education, health, and water supply in order to enhance the welfare of its population.

The population distribution in the district is far from even as indicated in table 5.2. There is a relatively heavy concentration of people in the counties of Arua Municipality; Ayivu and Vurra counties are moderately populated while Madi­ County is sparsely populated. Overall, the population density of the district, based on the 2002 census is 153 persons per square kilometre. The population characteristics are shown in table 5.3

5-5 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Table 5.2: Arua District Population by Sub County and Sex

2002 (Actual) 2008 (Projected) 2009 (Projected)

Sub- County Male Female Total Male Female Total Male Female Total

AruaHill 7,283 7,696 14,979 8,800 9,400 18,200 9,000 9,600 18,600

Oli River 14,305 14,645 28,950 17,400 18,000 35,400 17,700 18,300 36,000

Adumi 19,240 21,878 41,118 23,400 26,800 50,200 23,700 27,300 51,000

Aroi 8,881 10,017 18,898 10,800 12,300 23,100 11,000 12,500 23,500

Dadamu 12,656 13,797 26,453 15,400 16,900 32,300 15,600 17,200 32,800 !

Manibe 10,936 12,143 23,079 13,300 14,900 28,200 13,500 15,100 28,600

Oluko 13,533 14,746 28,279 16,400 18,100 34,500 16,700 18,400 35,100

Pajulu 16,484 18,244 34,728 20,000 22,400 42,400 20,300 22,700 43,000

Offaka 8,509 9,444 17,953 10,300 11,600 21,900 10,500 11,800 22,300

Ogoko 6,542 7,202 13,744 7,900 8,800 16,700 8,100 9,000 17,100

Okollo 5,761 6,253 12,014 7,000 7,700 14,700 7,100 7,800 14,900

Rhino Camp 7,540 8,103 15,643 9,200 9,900 19,100 9,300 10,100 19,400

Rigbo 14,165 14,567 28,732 17,200 17,900 35,100 17,500 18,200 35,700

Uleppi 3,018 3,222 6,240 3,700 4,000 7,700 3,700 4,000 7,700

Ajia 9,034 9,872 18,906 11,000 12,100 23,100 11,100 12,300 23,400

Arivu 8,106 9,060 17,166 9,800 11,100 20,900 10,000 11,300 21,300

5-6 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

2002 (Actual) 2008 (Projected) 2009 (Projected)

Sub- County Male Female Total Male Female Total Male Female Total

Logiri 11,520 12,397 23,917 14,000 15,200 29,200 14,200 15,500 29,700

Vurra 14,934 16,938 31,872 18,100 20,800 38,900 18,400 21,100 39,500

192,447 210,224 402,671 233,700 257,900 491,600 237,400 262,200 499,600

Source: 2002 population and housing census

Table 5.3: Population by function by Age

Population of Selected Age Groups Number Percent / Proportion

Primary School Age Population (6-12 Years) 174,986 21.0

Secondary School Age (13-19 Years) 138,285 16.6

Adolescents (10-24 Years) 279,225 33.5

University Age (20-24 Years) 70,678 8.5

Children (Below 18 Years) 460,589 55.2

Adults (18 Years and Above) 373,339 44.8

Youths (18-30 Years) 185,264 22.2

Working Age Group (14-64 Years) 432,851 51.9

Elderly (60 Years and above) 32,539 3.9

Girls Below 16 (Below Official Marriage Age) 210,568 25.3

Women of Child Bearing Age (15-49 Years) 197,650 23.7

Women 50+ Years (Above Child Bearing Age) 34,477 4.1

Source: 2002 Population and Housing Census

The age structure also implies that a significant proportion of the population is dependent. This exerts a heavy burden on the few productive members of the population because they have to look after a number of other people, a fact that hampers the rate of investment in the productive sectors

5-7 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

5.1.3 Land ownership and tenure arrangement Like in many rural , land in rural Arua is mainly communally owned and governed by the customary system of tenure ship. Under this tenure ship arrangement, land ownership is vested in the lineage and is allocated by a father to his sons, who in tum, assign it to their wives and children for cultivation. While in theory, it sounds as if no single individual or household owns land under such tenure ship arrangement, in practice the ownership is actually vested in the users. In every community, it is clear which portion of land belongs to which household, and usual ty the head of the household is recognized as the defacto owner. It is also the head of the household (land owner) who has the responsibility to rent or sellout portion of such land in case of need; though this is usually done after consultation with and the consent of the larger members of the lineage is obtained.

As indicated above, land acquisition under the customary tenure ship is through inheritance. This being a patrilineal society, it is the sons of the father and not the daughters who inherit the land. Women therefore tend to be excluded from owning land, although they are allowed the right of use.

Those who want to have private ownership of land can also apply for lease offer from the state. However, before the state can grant private lease to any single individual, it has to ascertain that there is no customary claim over the land in question. Usually, it has to consult with the elders, neighbours and all opinion leaders in such an area.

5.1.4 The economy Like many Ugandan districts, the economy of Arua is dependent on agriculture and employs over 80% of the total population. Fertile soils and suitable climate combine to support the cultivation of a number of crops in most parts of the district. Agriculture is mainly subsistence (79.9%) and takes place on smallholdings of approximately two acres using mainly simple farming tools (hoes, panga's and harrowing sticks). Only 0.5% of the population is engaged in commercial agriculture. Family members constitute the single most important source of labour.

Both food and cash crops are grown. The major food crops include cassava, beans, groundnuts, simsim, millet and maize. Tobacco is the major cash crop and is the main source of livelihood for the majority of the population in the district. It is grown mainly in the fertile highlands. Cotton used to be grown in the lower and drier plains but due to marketing problems, it has been abandoned. Efforts are however underway to revamp cotton production.

Other important economic activities in the district include formal employment, which employs about 9% of the popUlation, petty and formal trade, which employs 3.8% and 0.7% respectively and cottage industry that employs 2.3%. The

5-8 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road -' Environmental and Social Impact Assessment Final Detailed Engineering Design Report

remaining proportion of the population depends on family support and other miscellaneous activities.

Tobacco is the major cash crop and is the main source of livelihoods for the majority of the people in the district. It is grown mainly in the fertile highlands. Arua district actually grows much of the tobacco produced in Uganda. The biggest problem associated with tobacco cultivation is its adverse impact on the environment. Cutting of trees for tobacco curing has depleted a lot of local forest reserves. Tobacco itself also has negative effect on the food security since it is quite labour intensive and the production process takes not less than six months. Because tobacco is so labour intensive, it tends to draw away family labour from food production. Available information also indicates that years of production of tobacco have not impacted positively on the incomes of tobacco frames. Farmers need to be educated and supported to diversify their activities instead of relying exclusively on the production oftobacco.

Although livestock is not a dominant activity in Arua, its significance cannot be underestimated. Animals play major roles in the district's socio-economic activities. Animals kept include cattle, goats, sheep, pigs, rabbits and poultry. Most cattle owned are traditionally part of the mixed farming system, where they provide supplementary income (milk, meat and hides) and organic manure. The district had 113,727 herds of cattle as at 13th September 2002. The cattle are mainly of the local zebu type. These local varieties are very poor in breeds and most of them are small in size. There is need to improve on the breeds. On average, cattle productivity level in terms of milk ranges between Y4 - 'l'2 litre per animal per day. The average weight ranges between 30-50 kg. This is very low.

The biggest problem-affecting cattle rearing in the district include diseases and poor feeding. The infrastructure for cattle production including dips, drugs, and spray equipment has broken down. With privatisation of veterinary services, it has also become difficult for most cattle keepers to get access to the veterinary services that hitherto used to be provided by government especially routine vaccination and treatment. Contagious Bovine Pleura Pneumonia (CBPP), rinderpest, black quarter, tick borne and internal parasites are some of the commonest diseases. The rehabilitation of communal dips and making available the necessary equipment and chemicals would offer opportunity for improving cattle production in the district. Water for the cattle is also a problem in some parts of the district, especially during the dry seasons. There is considerable interest in procurement of cattle for mix farming and to be used as ox-ploughs. However before this potential can be realized, there is need to give due attention to disease control and improve animal productivity.

Other animals kept in the districts include goats, sheep, pigs etc. Poultry are also an important activity. Most of them are kept for domestic consumption although a significant number sold in the local markets.

5-9 -. Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Plate 3: Market activities along the road Plate 4: Commercial activities Ovu

5.2 Biophysical environment

5.2.1 Soils

The soils covering most of the district are mainly ferralitic and sand loams. These soils have fine textile with rather loose structure, which are easily eroded and leached. Most soils are acidic. Soil types in the district include:

Yellow - red sandy, clay loams latosols varying from dark grey to dark which are slightly acidic and mainly derived from granite, gneissic and sedimentary rocks. They occur on gently undulating - hilly topography.

Brown - yellow clay loams with laterite horizon with a variety of dark brown to dark greyish brown, which are slightly acidic. These occur on flat ridge tops or as of undulating topography. Light - grey- white mottled loamy soils with laterite horizon ground, structure-less loamy sands. They are acidic - allocative and mainly found on the lower and bottom slopes.

Plate 5: Vegetation Plate 6: Terrain and Soil

5-10 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road .' Environmental and Social Impact Assessment Final Detailed Engineering Design Report

5.2.2 Flora The term savannah is widely used to denote open mixtures of trees and shrubs standing in a tall growth of grass. The savannah mosaic (medium altitude) occupies the largest area within the project area the road corridor. The most important and abundant element of this mosaic is a savannah like community which consists of a mixture of forest remnants and incoming savannah trees with a grass layer dominated by Pennisesetum purpureum (Elephant grass). It is a result of partial clearing of the original forest and subsequent succession under influence of repeated cultivation, cutting and grass fires. The proportions of forest and savannah fires vary according to previous land use history. The savannah species are abundant in areas that have been cultivated and also in drier area. Tree heights vary generally between 6 - 24 m. The grass layer which is almost pure Pennisetum purpuren varies generally between 1.8 - 3.6 m. The general cover of their foliage is generally about 10%. A variant dominated by phoenix recli;1Q(a and Acacia polycantha is found in the valleys and contains species of grass sedges commonly found under waterlogged conditions. The other elements of the mosaic are the small patches of original forests. Forest regeneration stages and early herbaceous stages of succession following abandonment of cultivation. The common species are Acacia polycantha, Alb/zia spp, beckeropsis uniseta. The grass cover, where not grazed, exceeds 80 cm in height. The grasses are in form of cauline leaved perennials. (Natural Forest and Conservation Report, 1994) Grassland is mostly found on hillsides and is predominately grazing land. The more open form of such vegetation is referred to in this context as tree and shrub savannah, while the closed form as wooded savannah. There is some evidence which suggests that some of the communities on the sites with impeded drainage are derivatives of forests while others are natural climax types (National Biomass Study, 1996). The trees are mostly about 6m high and usually cover about 10% of the area. Grass fires are an annual occurrence. There are planted (euclaptyus) forest reserves by NFA(Godo central forest reserve, Ollufe forest reserve) along the road corridor. Charcoal production is, in fact widespread along the road corridor as evidenced by numerous roadside charcoal vendors and large lorries loaded with charcoal and timber en route to nearby trading centres and to Kampala. There are however some trees within the road reserves which are both natural and splanted ones for commercial proposes. Some of these will have to be removed at they are within the area of the road construction works

5.2.3 Fauna In the course of the various field visits to the project road in February and June 2009 and along its total length of 98 Km, no large mammals were sighted, and only few small mammals, indicating the scarcity of mammalian wildlife from settled and cultivated areas adjacent to the Vurra-Arua-Oraba road.

5-11 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

However, remnant populations of some mammals such as squirrels, still occur in pockets of unsettled rangelands or woodlands and especially in between Maracha and Oraba area. The local people also mentioned squirrels, edible rats, snakes, porcupine and hyenas. Primates like vervet monkeys are widely distributed. The scattered woodlots provide ideal habitats for a variety of avifauna. 5.2.4 Air Quality No reliable information on air quality could be obtained for the project area. However, it is evident that traffic on the existing gravel road cause dust problems which impact on crop and vegetation growth and is a nuisance and health problem (respiratory diseases) for people living along the road Gaseous emissions greatly contribute to the green house effect, leading to increased global atmospheric temperatures. Emission of green houses gases occurs as a result of the following: • Human activities including road construction activities that have influence on atmospheric pollutants.

• Domestic wastes and agricultural activities that result in the release of methane gas (CH4) into the atmosphere.

• Chloro-fluoro-carbons (CFCs) mainly emitted from refrigerators, freezers and aerosols that are CFC based.

• Combustion of fossil fuels and bushes which emit carbon-dioxide.

5.2.5 Surface Water, Ground Water, Water Quality The project area is generally not well endowed with adequate surface and subsurface water reserves.

This is especially common in Koboko and MarachalTerrego district. It is not rich in water resources and therefore people have to travel long distances in search of water. An observation along the road corridor depicts few streams, both permanent and seasonal indicating poorness in surface water reserves in the area. The water table along the streams is fairly low. They are not suitable for sinking shallow wells. Water yields are unsatisfactory, sustainability should be ensured. According to the Water Survey, 1998 spring water is not reliable and is of poor quality though some have contaminated water which is brownish in colour. See annex 5 water quality analysis

5.3 Koboko District

Koboko District is situated on the extreme comer of North Western part of Uganda. It is bordered by the Republic of Sudan in the North, Yumbe District in the East, Democratic Republic of Congo in the West, and MarachaITerego (Arua)

5-12 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

District in the South. Koboko town is the Administrative and commercial headquarters of the District and it is 574 kilometers away from Kampala, Uganda's capital city, only 3kms from DRC boarder and 16kms from that of Sudan.

This location at the gate to Sudan and DRC has attracted flourishing businesses. A good number of other tribes reside in Koboko town and are involved in various business activities. There is also fairly high population of the Sudanese due to the influx of refugees who have settled in the town to conduct business. This has led to a high rate of population growth with its associated high rate of crime and mY/AIDS scourge.

5.3.1 Administrative set up Koboko District comprises of one county, five Sub-counties (including urban council), 43 parishes (LCIIs) and 302 villages (LCIs) and current projected 21,178 households. The district has one Urban Council namely, Koboko Town Council. Recruitment of substantive Sub County Chiefs has been conducted for all the Sub Counties that were been managed by parish chiefs. New sub-counties were created Abuku from Lobule and Dranya from Midia but to date have remained passive. A number of the parishes are not operational and have no Parish chiefs to manage them.

5.3.2 Topography Koboko District comprises mainly of flat rolling plains occurring at 3,160 to 5,283 feet above sea level with isolated undulating hills mainly in the western and northern parts of the District towards the Sudan boarder, with a slight slope towards the east. The area where the three international boarders meet consists mainly of hills and rocks hosting remains of some the indigenous savannah woodlands.

5.3.3 Climate Koboko district like other West Nile Districts has a bi-modal rainfall pattern with light rains between April and October. The wettest months are normally August and September, which receive 120mm/month. The average annual rainfall is 1,250mm. The mean monthly evaporation ranges from 130mm - l80mm. In the dry season (December -March) temperatures remains high throughout.

5.3.4 Vegetation The predominant vegetation in Koboko District is savannah woodland with bushy forest cover found in the northern part of the District in the sub counties of Kuluba and Ludara. Little hills exist in the Eastern part of the District in Lobule Sub County with Midia Sub County being generally flat and covered with bush shrubs. The bushy forests in the northern part of the District mainly comprise of natural trees with few forests comprising of planted trees. The hills in the east

5-13 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

have fertile soils around them that has led to people migrating to settle along the hill foots and slopes.

5.3.5 Soils The soils covering most of the District are mainly ferralitic and sand loams with fine textile and rather loose structure, which are easily eroded and leached. Most soils are acidic. The commonest Soil types in the District include: Yellow - red sandy, clay loams latosols varying from dark grey to dark which are slightly acidic and mainly derived from granite, gneissic and sedimentary rocks. They occur on gently undulating - hilly topography. Brown - yellow clay loams with laterite horizon with a variety of dark brown to dark grayish brown, which are slightly acidic. These occur on flat ridge tops or as of undulating topography near the border with Democratic Republic of Congo. Light - grey- white mottled loamy soils with laterite horizon ground, structure-less loamy sands.

5.3.6 Water resources Koboko district generally lacks adequate surface and ground water resources. River Apa, Kaya at the Sudan boarder, Kechi, Ora and Kochi are the most important rivers in the district. They all have their source from Democratic Republic of Congo (DRC) boarder which is a water shade and drain to the East mainly into the River Nile.

Water quality along the road is good as reported by the local communities. There are no major pollution sources in the area. However in order to find out the existing water quality, representative samples of water have been collected from the surface sources listed in annex 5.

5.4 Social economic conditions

5.4.1 Population Koboko had a total population of 129,200 persons (65,400 females and 63,800 males) according to the results of the National Population and housing Census of September 2002. Over a period of 12 years the population more than doubled from 62,337 to 129,200 in 1991 to 2002. The district's current population is projected to be 189,200 using an annual growth rate of 5.6%. The popUlation density was 188 persons per square kilometre of land area in 2002. However, this population density figure is up from 101 and 57 persons per square kilometre of land in 1991 and 1980 respectively when the District was still a county in Arua District.

5.4.2 Social infrastructure within the project area ofinfluence The following are the education facilities which are within the project area of influence and are given by location in each sub county in table 5.4 and 5.5

5-14 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Table.SA: Educational facilities by Sub County-Kuluba

SINo Government Aided Location Male Female Total PIS

I KayaP/S Oraba Parish 950 720 1670

2 Alipi PIS Nyoka Parish 680 400 1080

. 3 KulubaP/S Kuluba Parish 670 550 1220

4 Ifoko PIS Kuluba Parish 670 620 1290

5 Monodu PIS Monodo Parish 250 225 475

!6 Pamodo PIS Pamodo Parish 570 445 1015 I

7 Ayipe PIS Ayipe Parish 300 250 550 i

8 Kandio PIS Pamodo Parish 230 180 410

9 Kagoropa PIS Ayipe Parish ! 240 170 410

10 MenaP/S Nyoke Parish 255 I 187 442

11 Nyambiri PIS Pamodo Parish 150 135 285

12 Millennium SIS Kuluba Parish 35 22 57

Community School I

13 Morimo PIS Kuluba Parish 120 85 205

14 OrabaP/S Oraba Parish 135 97 232

15 LungumaP/S Ayipe Parish 87 53 140

16 Konyebuli Ayipe Parish 62 43 105

5-15 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Table 5.5: Primary School Enrolment for the Last Three Years in Midia Sub County i YEAR 2006 2007 2008

SCHOOL M F M F M F

Dricile 430 291 338 195 447 353

• Kingaba 331 273 462 404 375 286

Anyakalio 403 312 464 321 469 385

! Birijaku 1078 1434 1084 1521 882 619 i Leiko 436 405 448 379 791 615

Dranya 611 482 692 586 684 558

! Nyangilia 336 388 255 467

• Ginyako 668 553 612 564 629 573

Mindrabe 299 271 304 303 290 272

Midia 141 150 141 167 170 176

Mundugoro 68 69 218 182 208 171

Ogo 316 260 218 198 223 168

Anyangaku 198 161 221 190 324 286

Usubu

Grand Total 5315 5049 5457 5479 5492 4462

5.4.3 Livelihood analysis The economy of Koboko District is dependent on agriculture and employs over 80% of the total population. Fertile soils and suitable climate combine to support the cultivation of a number of crops in most parts of the District. Agriculture is mainly subsistence and takes place on smallholdings of approximately two acres using mainly simple farming tools (hoes, pang as and harrowing sticks) mainly for consumption at the household level. The proportion of farmers engaged in commercial agriculture is steadily increasing due to advisory services offered by the NAADS programme in the District.

Farming practices in the District is mainly by use of traditional farming practices that lead to little outputs by the farmers due small size of plots cultivated. However, with changes in the farming technology especially with farmers working under the NAADS programme, the sizes of plots have been steadily increasing. Family members constitute the single most important source of labour. The current trend in the farming section still indicates that both men and women

5-16 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental andSocial Impact Assessment Final Detailed Engineering Design Report

participate in agriculture but the burden is more on the women. The women also double as the major source of labour for domestic activities, which go unnoticed and not included in the national income figures.

Both food and cash crops are grown in Koboko District. Tobacco is the major cash crop and is the main source of livelihood for nearly half of the population in the district. It is grown mainly in the fertile highlands. However, with the introduction of the NAADS programme in all the Sub Counties the situation is likely to improve with more farmers embracing the programme and dropping the idea of growing tobacco. Goat rearing, Rice, Apiculture and groundnuts enterprises are increasingly being undertaken to generate household income especially under NUSAF vulnerable group support projects.

A good number of the population is engaged in various businesses, notably general merchandise, transport services, petty trade and agri-business, with very little value additions. This has been made possible by the strategic location of the District at the entrance of both Sudan and Democratic Republic of Congo. With the recent opening of the Yei- road, business has flourished in the District and has attracted many traders in the region. However, due to high demand of items in southern Sudan, the cost of living in Koboko District has become very high as supply does not tally with the demand for these items in Koboko and the neighbouring countries.

5.5 HIV/ AIDS

In Koboko district, HIV / AIDS is also a big concern. HIV /AID situation in Koboko district could be slightly higher than in the region as suggested by the PMTCT figures of 3.2% for positive cases. This is about 1% higher than the zero prevalence report of 2.3%. Koboko has unique features than can fuel the epidemic. Aware that Koboko Town Council expanded rapidly during the period of insurgency of the late 90s, the population so displaced has remained in the town. This largely rural and peasant population have to survive in the town on cash; which cash for those without skills may lead risky sexual behavior.

The business opportunity with the Sudan is a challenge in HIV control. Long distance travelers stopover in Koboko to and from Sudan. The town has many sex workers who move between Sudan and the towns of Uganda with Koboko as the convergence town.

For the rural majority, stigma, fear, still drives the epidemic by way of poor health seeking behavior. HIV is one of the communicable diseases that fall under cluster 3 of the UNMHCP. The mandate of the heath sector is prevention of spread of disease, treatment of the sick and psychosocial support to those infected and affected by the disease.

5-17 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

There are un-official reports that some alien tribal groups in Koboko do not want to use condoms. This attitude is also with locals too. This is a risk for spread. Men are the poorest users of the HIV/AIDS services; few men test for HIV, few attend sensitization workshops, few men access ART, few men belong to support groups, yet they have more information than women. This gender divide perpetuate the epidemic.

Activities of control of HIV by the health department include; Awareness creation through, out reaches programme, drama, Radio talk shows, routine counseling to mention a few. Distribution of condoms to the communities and private sector for disease prevention has been under taken.

This feeds into the medical services of voluntary counseling and Testing (VCT), Routine Counseling and Testing, Routine testing and Counseling. HIV Testing being the entry point into HIV services and support, it precedes Anti-retroviral therapy which is available in the district. Clients are also managed for opportunistic infections jointly with MSF, food support from WFP through NACWOLA, supportive counseling from health workers and 'expert patients' through testimonies.

What is more worrying is that, the HIV services up take is poor. Access to ARVs is at about 15%, PMTCT access is limited to the only HC IV and the positive case detection rate in the PMTCT clinic stands at 3%. There is a big challenge of follow up of the children in this program especially after 18 months. The District also lacks NGOs and CBO/CSOs actively involved in the fight against the HIVIAIDS pandemic apart from the medicine sans frontiers (Doctors without borders) and project support from UPHOLD which is soon to end activities.

FECHA-K, an organization of affected and infected members, is struggling to provide care and economic support to its members. However, they are financially crippled to undertake meaningful income generating activities as individuals and a group. With support from NUSAF, the organization has established a poultry unit which is performing well and providing them with the required income and nutrition. World Food Programme (WFP) has been instrumental in supplementing the nutritional levels of those accessing ART but this support is set to stop with the escalating world food prices. This will have devastating repercussion to the life span of these vulnerable persons. TPO has also extended support in providing psychosocial counseling before and after voluntary tests undertaken.

5-18 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road .. Environmental and Socia/Impact Assessment Final Detailed Engineering Design Report

6 PUBLIC PARTICIPATION PROCESS DURING THE ASSESSMENT

The principles of the National Environmental Act Cap 153, govern many aspects of the environmental impact assessment, including public participation. These include provision of sufficient and transparent information on an ongoing basis to stakeholders to allow them to give their views and propose mitigation measures for the proposed project activity. These meetings took place in the language of choice of the stakeholders Lugbara which was translated from English.

Plates 7 and 8 below show public consultation meetings being conducted for the Vurra-Arua-Koboko-Oraba road

Plate 7: Consultations in Oraba

Plate 8: Consultations at Ovujo

6.1 Objectives of public participation process

The public participation process is designed to provide sufficient, accessible and objective information to interested and affected parties (I&APs) or stakeholders to assist them to participate. During the detailed assessment phase the stakeholders should:

• Explain the proposed project and the feasibility studies to date

• Obtain their initial issues of concern and suggestions, and encourage further involvement

• Raise issues of concern and suggestions for enhanced benefits

• Verify that their issues have been captured and considered by the technical investigations

6-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

6.2 Stakeholder composition

The full list of the stakeholders that were given the opportunity to contribute is appended to this report as Appendix 1 and includes the following sectors of society:

• National and local government.

• Local landowners.

• Community representatives, NGO, CBOs, development bodies m the immediate vicinity

• Local groupings in the vicinity, including church groups, women's groups, youth groups, schools, voluntary associations and others.

6.3 Announcing the opportunity to participate

The opportunity for stakeholders to participate in the EIA was announced as follows:

The stakeholders were informed through the Sub County Offices (LCIII Chairmen and Sub County Chiefs).

More than 30 telephone calls were made to stakeholders in the area to advise them of the opportunity to arrange meetings.

6.4 Key Stakeholder briefings and community consultation

Interaction with numerous local landowners and traders and communities along the route was undertaken, in particular with those who would be directly affected by the proposed upgrading ofthe road works.

The Chief administrative Officer and the technical team of Arua District were consulted to obtain issues of a local government nature, and in particular regarding proposed future infrastructure developments within the project area. 6.5 Response from public consultations

Informal discussions were held with transport operators (truckers, taxi drivers/owners and a bus inspector Nile Coach, Gaaga) in Arua, Koboko and Oraba town. This was to get their view on the current status of the road, transport problems associated with it and whether upgrading the road from Vurra-Arua­ Koboko-Oraba would be beneficial to them. The transporters complained that the condition of the road is very poor, which takes its toll on their vehicles and they would all welcome an improvement to the road.

6-2 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental andSocial Impact Assessment Final Detailed Engineering Design Report

6.6 Socio-economic and social issues raised

Interest was expressed by stakeholders in becoming involved in aspects of the project that would boost the local economy. Stakeholders asked if local expertise and resources could be used whenever possible.

The proposed road improvements of the Vurra-Arua-Koboko-Oraba road were seen as positive. There were no real objections to the proposed road improvements, the limited alignment improvements and other changes. People's major concern was the effect of the road on their property, the prospects for getting fair compensation and the contractor's obligations. Importance was also emphasised on the issue of road safety, flood reduction, job generation during construction and immigration of more people after construction (which could be an environmental or security problem (thieves may be attracted).

The feeling among the local government level is that long-term and immediate benefits of 'the road will out weight the problems, provided proper mitigation measures are planned and implemented on time, these being specifically related to compensation issues.

According to the public hearing and interviews with key stakeholders, (see attached Appendix 1) the social acceptability of the proposed road with minor re­ alignments was very high despite the potential short term and long term impacts such as demolition of houses, encroachment on agricultural land, destruction of the forest etc. Stakeholders generally hold the view that with appropriate mitigation measures these impacts can be minimized.

Perceived benefits included cheaper and more efficient transport options, resulting in improved marketing of agricultural produce and non-farm items, better communications throughout the two districts and better access to social services. The local leaders also urged the Consultant to ensure that the local people were employed during 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. It was explained to the participants that preliminary valuation was on going along the entire road for purposes of compensation and resettlement will be dealt with in detail at a later time when a separate "Resettlement Action Plan" exercise is undertaken. The EIA/SIA has attempted to provide more detailed information on the resources along the surveyed 50 meter Right-of-Way (ROW) and 30 meter in urban centres in accordance with the UNRA Road reserve Standards. The issues raised have been summarized under table 6.1

6-3 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Table 6.1: Summary of proceedings on community Consultation

Date Area/Sub county Issues of Reactions concern/questions

24-02-2009 Ayalembe/ Will our land be The assessment team includes Vurra sub county compensated incase it lies valuers who will pick every property within the 50m road affected and compensation done reserve. basing on the existing market values.

Shall we benefit by getting Apart from jobs where the local jobs or the contractor will communities don't have the required come with his own people? skill, the locals will be given first priority either as semi or un skilled / manual jobs

The community wanted to The design time frame is nine know when the work will months there after a tender will be commence and when the awarded. Meaning that the actual workers will be recruited. road works may begin sometime late Community expressed mid next year. reservations on compensation since the rural electrification project people were promised compensation and up to The community leadership is to be now have never been paid. involved right from the start to ensure effectiveness of the compensation program. An There are no areas of alternative market will be cultural importance but constructed if the existing one is there is one market along affected by the road. the route.

24-02-2009 Ovisoni trading The locals demanded to Every affected property will be centre/ Vurra sub know whether they will be compensated after valuation and county compensated for the disturbance allowance allowances affected properties, trees given depending on the period of and crops. relocation.

The locals complained of The properties will be properly

6-4 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

the valuation process. They valued basing on the existing said that in most cases the property values so that by the end of properties are undervalued the project everyone is better off leaving them worse off that than before the project. prior to the road project. This was in reference to the electricity line by WENRECO which up to now people are still demand for compensation

The locals noted that measures such as humps, signage and other road elements are put in place to minimise accidents.

24-02-2009 V urra Custom's The residents raised the They were assured that they will be corner! Vurra issue of compensation since compensated in case they are Sub-county. many of them are in the affected 50metres road reserve.

The residents raised the issue that the other side of The locals were assured that the town is a valley and everything will be done during the other areas are already design to ensure that the effect is occupied. So they don't minimised as much as possible. know where to relocate in case they are displaced.

24-02-2009 Tanganyika If gravel is found in my Land belongs to the citizens market and land, will the contractor therefore negotiations will be held Manibe trading compensate me or will I be between you and the contractor and centre !Manibe forcefully evicted. compensation will be done. After Sub-county. using the barrow pits, they should be And will my land be reinstated to their original sate reinstated after use. Will before the contract ends. compensation be done •

6-5 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

before demolition of Compensation will be done before peoples properties or after demolition.

Our buildings were built These are new standards for according to engineering international roads aimed at catering standards of 30 metres road for the wide tracks and other width, is this new services like water, electricity, amendment. sewerage and communication lines.

Will there be control on Drainage standards will be storm water during maintained to ensure that people's construction and will there properties are not disturbed by be speed limits runoff and humps and speed limits will be put in place during construction.

25-02-2009 Okokoro / In case my land is vacant Yes you will be compensated Kijomolo sub but its affected, will I be county , compensated If all go as per the programme sometime next year is when the When will construction actual road works on the ground will start start but this is already a process of road works.

Measures will be put in place to ensure road safety such as signage, speed limits and humps. But if the accident is caused deliberately then In case of an accident the contractor is answerable. during construction who Personal protective Equipment and will be responsible safety awareness are some of the components of the project.

In case a big tree is uprooted and dumped near In case of such an act the owner your house will there be a should be consulted for permission means of taking away. but people should try to co-operate with the contractor so that the road is upgraded.

During construction are The contractor is supposed to carry heavy vehicles allowed to off the excavated soil from peoples tum in peoples gardens properties or level it to avoid _M._ I

6-6 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

inconveniences The contractor should also create for people alternative access in case work is ongoing near their properties. Is the contractor allowed to dump soil in our gardens blocking access to our properties?

25-02-2009 Oraba Customs Will accidents due to the A wareness and sensitization will be point (border contractors fault lead to on going but incase ofthe post) compensation ofthe contractors fault, the affected person affected person will be compensated.

The community The community was informed ofthe complained that the issue of seriousness of the project and tarmac has been said for a assured them that this time it's for long time with no result. real. Let this not be another game which will end with nothing they asserted.

The community wanted to The locals were assured that the know which safety design will cater fore safety measures will be put in measures such as visible signage, place to protect the humps and tumble strips. However pedestrians from being the communities were requested to knocked by speeding get directly involved because some vehicles. people steal the signages.

26-02-2009 Kerri trading When will compensation Surveying and land valuation is centre! Kuluba start ongoing. There after the picked sub- county properties owners will be notified, The community requested grievances addressed before that an official notification compensation takes place. letter should be written and sent to the local officials before compensation and people sensitized.

26-02-2009 KobokoTown The contractor normally Emphasis is put on engaging local Council brings workers from other man power especially for manual areas, how are we going to jobs. This is aimed at making the community look at the project as

•

6-7 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

benefit. their own and hence long term sustainability.

The government ensures that the affected person is not left disadvantaged that before the If my land is valued, is the project. On the contrary the government going to give government will ensure that the me alternative land as good compensation accorded to you can as the one I have or just enable you get a better piece of land money. along the high way some where nearby.

All necessary help will be given to such cases and enough time given to re-locate the dead. Compensation and disturbance allowance will be Ifthe graves of my people given to such affected persons. are affected, how am going to be helped.

Fair and timely compensation for all affected people will be adhered too. The surveyors and Valuer's are Are we also not going to collecting information on all the remain complaining like the affected properties and persons and people on Nebbi-Arua road there after these persons will be who were promised contacted and negotiations initiated. compensation and have not Besides compensation is before yet been paid destruction of any ones property.

26-02-2009 Oleba trading Are we going to be All affected properties are going to centre / Oleba compensated in case we are be compensated sub-county affected by the road expansion?

What will be done to the There is going to be an effort in cultural sites and grave ensuring that cultural sites are yards found to be affected? preserved and grave yards will be compensated to allow for re­ location.

After valuation is done and approved by the Government

6-8 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

The residents wanted to Valuer, then the UNRA/government know when the will notify the affected communities compensation will be done. when compensation/payment will be done.

It will be continuous throughout the The residents requested the design ,construction and operational consultants to continue phase holding such meetings

27-02-2009 Nyadri trading What type of aggregates Materials are tested by the materials centre lNyadri will be needed for the road engineers and they are of many sizes sub-county so that we start preparing? and of large quantities.

Will compensation be done or it's just a lie? There are many of us who wish to Compensation is to be done for all work, how shall we access affected properties. Fast growing the jobs? crops are going to be given time so that the owners can harvest them. Compensation is to be done because the ministry of works had not acquired a land title of the road reserve. Re-location within 3 months will carry a disturbance allowance of 30% of the total compensation value and within 6 months, 15%.

There are going to be two contractors, therefore there will be many jobs on the road, at barrow pits and at the quarry. First priority will be given to the locals for manual jobs.

27-02-2009 Ovujjo/Oluffe The community requested The consultant promised that health trading centre/ that the contractor should education will be continuously Nyadri sub- control his workers and carried in the workers camp and in county educate them on HIV/AIDS the communities. He advised those in or order to safe guard that cannot be faithful or abstain to there community from the use condoms. He also informed the deadly virus. community that they will work hand in hand with the existing institutions to ensure that the message cuts

6-9 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

across all sections.

Community wanted to Materials will be tested and if the know how the gravel in your land is found to be borrow/quarry pit will be good, then the owner of the land will acquired enter into negotiations with the contractor for compensation. The local requested that the contractor improves and The consultant promised to look into restores their market after the matter but assured them that an construction since its going alternative market will be built for to be affected. them. I

Plate 9: Properties close to road in Nyadri Plate 10: Traffic problems at Oraba

6.7 Road Safety Campaign

In Uganda, the annual number of reported accidents is about 18,000 causing over 2,000 deaths, about 10,000 injuries (some become permanently disabled), economic loss in hundreds of billions of shillings and untold grief and suffering to the families of the victims. Unfortunately, accident occurrence trend shows an upward trend for instance, between 2001 and 2006, there has been a 17.6 % increase in fatalities.

Accident statistics furthers show that human error that include reckless driving, over speeding, inconsiderate use of the road, careless pedestrians, and incompetent drivers among others and influence driving cause over 80% of the reported accidents. One reason why human error leads the accident causes is that the road users lack road safety awareness.

The growth in the use of motorcycle taxis has contributed to the increase of accidents. The motorcycle operators are often young and inexperienced and behave poorly in the traffic system leading to accidents.

6-10 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road .' Environmental and Social Impact Assessment Final Detailed Engineering Design Report

There are government structures that are supposed to promote road safety both at national and at local government level. The National Road Safety Council (NRSC) is a public body that was set up by government with to promote road safety in the country. During the 1990s several districts established District Road Safety Committees (DRSC) for purposes of promoting road safety at local government level. However, the above safety institutions are not active in their role due to lack of funding and capacity to perform road safety function, Most of the DRSCs are dormant and have never achieved their role. In addition, there are several competing priorities at district levels and it is not feasible to revive the road safety committees during the project as district are facing severe funding gaps following the banning of graduated tax. However collaboration with government is vital to ensure policy issues raised are reflected and adapted for future interventions.

A local road safety and awareness campaign will be instituted before, during and after construction to advise local\residents of the potential dangers from construction vehicles and equipment during construction and the dangers of driving too fast on the road which will now be surfaced.

6.8 HIV/AIDS Component

In order to commence STDs and HIV/AIDs awareness/prevention campaigns on the Vurra-Arua-Koboko-Oraba road in a timely manner, a standardized mitigation approach is necessary as stipulated by UNRA TORs for implementation on road construction projects in Uganda. Some components (tasks and out puts) of Standardized STDIHIV/AIDS campaigns include the following activities and material:

• A needs assessment study will have to be undertaken in order to formulate interventions to reduce infection rates.

• Census of PAPs, a target population that will include all road project-related personnel for on site and ancillary works; local residents in road-catchment area, religious and educational institutions; in catchment area, if a detachment is posted in the area.

• Identification of existing organizations and/or networks in order to prepare groundwork for ensuring STDs and HIV/AIDs awareness/prevention campaign

• Determination of strategy (Le.) for delivery of HIV/AIDS awareness and prevention campaign for the subject road project. Sensitization through public rallies, churches, launching of the program, radio announcements, talk shows and sensitization meetings at different schedules.

• Sustainability of STDsIHIV/AIDS campaigns is based on facility-based interventions, behaviors-modification interventions and intervention funding

6-11 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

• Set dual numerical targets(1) for rec ipients of training to continue the delivery of the campaign and (2) for information dissemination (PAPs to be contacted and provided with spoken and written information)

• Determination of dominant language spoken by PAPS in road-catchment area for purposes of preparing and costing HIVIAIDS educational material, particularly the booklet entitled facts and myths about HIV/AIDS which is to be provided on a free-of charge basis to appropriate

• PAP Coordination and review meetings on a monthly, quarterly, bio-annual and at time need arise. Improvements on gaps that have been hindering smooth running of the activities will be identified and addressed immediately by the proponent of the project.

6-12 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

7 ANAL YSIS OF POTENTIAL ENVIRONMENTAL IMPACTS

This analysis was based on field investigations coupled by views obtained through public participation. These were collated by use of a matrix on table 7.1 that integrates the potential impacts, their potential magnitude, significance of the impacts, possibility for mitigation, rapidity of impact and the period over which the impact is likely to be felt.

7.1 Matrix for Identification of Potential Environmental Impacts Table 7.1: Rating evaluation

Evaluation parameter Rating Type of Impact

Nature of impact (NI) - positive + - negative - - uncertain

- No Impact NO

Significance of impact (LS) - major MAJ - medium MED

- minor MIN - Insignificant IS

Possibility for mitigation (PM) - avoidable if mitigated A - not avoidable NA - partially avoidable if PA mitigated - - uncertain I ! Reversibility (R) - easily reversible R - partially reversible PR

- not reversible NR

Rapidity of impact (RI) - short term ST

- medium term MT

-long term LT

7-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

IImpact considered to be - yes Y mitigated in the EMP - no N (MP) - no but monitoring M

- unnecessary (positive effect) U

- uncertain UNC

Period Mobilization MO

. Construction period C

Operational period 0

Maintenance ME I

Table 7.2: Analyzing socio-economic impacts

Description of Justification NI Period • impact

Immigration : Immigrants looking business and employment opportunities o

Public health and Possibilities of accidents, C/O safety communicable diseases including HIV - AIDS

Water sources New water sources for community upon completion of works, but could be a source of conflicts and environmental degradation o

Required Some land will be acquired - C/O acquisition of land as material sites, expansion and resettlement of RoW, etc

Skills transfer, Increase in training employment opportunities through training and skills + C/O transfer from the project; of workforce, if local eo Ie

7-2 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

1are employed

Societal well being Faster access to social; amenities such as health 1+ facilities, administration, ; schools etc

Social interactions First tarmac road in area linking region with the o . of country and beyond

Transformation of Opportunity for the dominant economic activities nomadic lifestyle

Regional economy, Developments will directly trade and and indirectly stimulate the commerce, regional economy, with including positive spin-offs communication, international trade

industrialization Possible, in the long-term,! + especially agricultural related:

International trade Trade links with Sudan and j DRC to be strengthened : o

Employment and Direct job opportunities and ~ increased cash indirect job opportunities ~ + C/(O) income

Research and · Improves access to area education hence new opportunities for + research and educational expeditions

Cultural and Presence of graves and archeological sites cultural sites/shrines within C/O the area of influence and ROW

7-3 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Table 7.3: Analyzing biological impact

Description of Comments i Perio impact ld Loss of vegetation Vegetation clearance, energy for cooking by workers

Loss of habitat ~ Possible as a secondary impact C ~ of bush clearing

Ecological impacts These would be indirect, of water sources depending on the post closure for construction plans on any new water sources

Table 7.4: Analyzing physical environment

Description of Comments (Period impact

Waste Materials fonn camps and management discarded containers which C the locals could re-use as water vessels

Landscape Especially as relates to damages / Visual material sources and- c/o intrusion earthworks

Hydrology Impacts on drainage especially within swamps/rivers

Air pollution Dust and fumes from trucks and eventual increase in vehicles c/o

Geological and soil Extraction of construction resources materials, soil erosion Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Socia/Impact Assessment Final Detailed Engineering Design Report

Noise nuisance : Through construction traffic, MIN : machinery and increased I traffic volume 'PA R ST C ME D :

7.5: Relating construction activities to potential environmental impacts

NATURAL (BIOPHYSICAL) COMPONENTS HUMAN (SOCIO­ , ECONOMIC) COMPONENTS I

Water Soil Air Fauna Flora Human activities

Undergr Surfa ound ce

I Activity description 1;3 ;:; ...:: ] (; Q J::

Solid and liquid - - -1 -1 - -I waste disposal 2 1 2

Transportation of -2 -1 construction materials and equipment i Recruitment of: ± ± + -1 labour force 2

Construction ofthe -1 -1 i detours, access roads and diversions I Clearance of -1 - : -I i vegetation and 1 removal of top soil I Earthworks -1 -2 -1 i -1

Removal and -1 -1 \ -1 placement of earth from cut and borrow I

7-5 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

! pits !

I Quarrying and -I -1 -2 -I -1 : Borrow pits

Blasting -2 - 2

: Crushing and 1 -1 screening of materials

I Transportation of -1 -1 I crushed stones and borrow materials

I Asphalt Plant -1 -1 -1 -1 ! Operation, heating bitumen, screening and mixing of . aggregates

Transportation of I -1 -I asphalt concrete i mixes to the road for i laying using paver.

Construction of + -1 drainage structures, 1 e.g. culverts, bridges, excavation of side drains, mitre drains, and cut-off drains. i Erosion protection + + works. 1 1 . . . . - Potentially negative Impacts; + Potentially positive Impacts; Potentially positive, but sometimes can be adverse; I = Low impact; 2 = Medium impact; 3 High impact

From the analysis, it is apparent that there are many positive socio-economic impacts. This is attributable to the fact that the area does not have an all weather road, and this has impacted negatively on the socio-economic development in the area. The road will reverse some of the hindrances to socio-economic growth. One aspect of socio-economic development that might be negatively affected is anticipated increase of immigrants into the area from neigbouring countries (DRe and Sudan). There are several potential negative impacts of the project on the biophysical environment; high on the list is impacts on wildlife and vegetation. The area has a wide diversity of wildlife, and by opening up the area, wildlife could be jeopardized through enhanced poaching.

7-6 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

8 DESCRIPTION OF POTENTIAL IMPACTS

As expected, the potential positive impacts of the road project are mainly socio­ economic in natures which are as follows; 8.1 Societal well-being The provision of a more efficient transport system that will integrate the entire region is a substantial improvement on the current situation, where such traveling across the region may take even days. On completion of the works, prices of consumer goods are expected to reduce, since transportation costs and monopoly by a few traders have sustained comparatively high prices of goods and services in the project area. Banditry is associated with inaccessibility, and remoteness of an area. This is an important positive impact.

8.2 Regional economic development and international trade Arua, Terego/Maracha and Koboko districts are commercially linked to Southern Sudan and Democratic Republic of Congo (DRC) in many ways. The road will provide a stimulus for economic growth of the region. Direct sale of household goods, consumables and foodstuff to construction workers will improve trade during the construction phase of the project. This type of trade is likely to benefit the small-scale food vendors, mainly women.

Plate 11: Boarder crossing point at Oraba Plate 12: Regional trade- with Sudan

8.3 Linking the area to the rest of the country Travel by road, by public means, from Kampala to Oraba, a distance of some 540 kms presently takes a minimum of 8 hours, but is often more than that. Upon completion, the rehabilitated and upgraded road will drastically cut the traveling time and even encourage people to travel back and forth from the region to the rest of the country

Trade links will be established and in some cases enhanced between centers that are directly served by the road. Consequently, region wide market integration wtll be improved, thereby improving trade and commerce throughout the project area.

8.4 Employment opportunities During construction, the project is expected to generate several direct job opportunities for both skilled and unskilled labourers. The categories of job

8-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

opportunities during construction are expected to attract employees both locally and beyond the project area. During the consultation process with the community women expressed willingness to be employed during the construction of upgrading the road. Over 25% of women of the total workforce are recommended to be women and should be encouraged as much as possible. Apart from direct employment, there are other forms of employment that will be created such as those associated with provision of goods and services to the permanent and temporary employees. Also, indirect jobs will be created, upon completion of the road, in the following fields:

• Improvement in commerce and trade will create employment in these sectors.

• Creation of new jobs in the transport industry.

Taken together, hundreds (approximately 300-400) of jobs will be created indirectly upon completion ofthe road. Creation ofjobs during both phases of the project is a good outcome, as the country is currently experiencing high unemployment rates.

8.5 Skills transfers and training Through recruitment of labour locally, the workers will have an opportunity to learn an array of skills that relate to road construction. This may be difficult to quantify, but is still regarded as an important positive impact.

8.6 Improvement public transport This project will provide the first all weather roads in the two districts of Terego/Maracha and Koboko. Upon completion of the road upgrading, the public transport industry is expected to grow rapidly in the area, improving comfort for travellers, and reducing travel costs and travel time.

8.7 Enabling rapid response and humanitarian aid The project area is close to prone drought and famine areas in Southern Sudan and DRC. Provision of relief food and other forms of humanitarian aid is therefore common. The road is expected to aid in rapid response to such emergencies which will in turn save human lives 8.8 Opportunity to improve drainage The road is an existing road, hence the impact of the existing road as a barrier to natural drainage can be observed. It is intended that the present effects of the road will be studied, as part of the overall design process, to improve drainage in general.

8-2 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Socia/Impact Assessment Final Detailed Engineering Design Report

Plate 13: Drainage problems near Koboko Town

8.9 Climate change and reduction of vehicle air emissions and pollution Climate change considerations are incorporated in this environmental social impact statement specifically during the design, specifications, construction, and operation and during future maintenance for the Vurra-Arua-Oraba road.

Sources of emissions that arise from the construction activities are from the heavy construction machines in form of carbon to the atmosphere. This will have an impact on climate change especially if coupled with cutting of trees for energy as source of fuel.

Consideration and minimization of climate change impacts are to begin at the outset of the project. Climate change considerations will involve looking for opportunities to reduce energy and fuel consumption, and consideration of transport and waste disposal implications.

The Contractor must give consideration to goods with the following attributes, so long as they represent value for money, are of appropriate quality and functionality, and there are no technical reasons for not doing so: (a) energy efficient goods and mechanical services; (b) goods manufactured with energy efficient practices and processes which will contribute to minimal greenhouse gas emissions; (c) goods which will contribute to minimal greenhouse gas emissions during operation; and (d) 'green power' (energy sourced from renewable sources) where possible. The existing road is currently gravel surfaced, and the passing of vehicles, coupled with strong winds, often generates high levels of dust which can affect the health of travelers and those either residing or doing business along the road. During public consultation, some participants indicated that currently visibility, when traveling along the road, can be poor due to the heavy dust clouds generated by traffic. It was observed that this has caused accidents, especially motorists veering off the road. This situation will be fully mitigated by the bituminisation of the road surface.

8-3 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Plate14: Dust on the road

S.lO Suggestions on enhancing the positive impacts Most of the aforementioned positive impacts are socio-economic in nature. To enhance their impacts will require a programmatic approach. This will include, but not be limited to the following:

• Strengthening of institutions that will support trade and commerce in the project area, such as Uganda Revenue Authority in Vurra and Oraba.

• The Contractor(s) who carry out the construction works should consider sourcing non-skilled labour from the project area.

• Long-term regional economic planning taking into account the improved infrastructure as the key economic driver.

• The Government could provide incentives to investors in the area, and promote development of sectors such as agriculture and livestock.

• Long range plans on provision of water and electricity, at least within accessible distances to the local people.

• Schools close to the road could be fenced so as that children are protected during construction of the road.

The above measures are of course beyond the scope of UNRA since they are cross-sectoral in nature. The local districts could initiate such programmes and act as the coordinating unit in conjunction with the central Government Offices.

8-4 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

9 DESCRIPTION OF NEGATIVE IMPACTS

This section provides descriptions of the key negative environmental impacts that are expected, both during construction and operation of the road. More specific impacts and mitigation measures are discussed in subsequent sections. 9.1 Flora The potential impact is considered medium and is both short and long-term. The most important aspect of the project that may impact on vegetation is the need for cooking energy by the construction workers as opposed to clearing during construction. Workers may be tempted to cut down trees for firewood within the neighborhood of the camp. On the other hand, the workers by themselves may not harvest trees but the locals may see an opportunity for income generation by selling firewood and/or charcoal to the contractors. Charcoal may be preferable to the workers since it is easier to use indoors.

A more realistic situation is that both firewood and charcoal could originate from diverse sources within the expansive hinterland of the road, and there is also likely to be several smaller camps along the road as well as one larger main camp. That this impact may be spread within about 10 - 20 km radius of any giveri camp makes its potential impact moderate in most cases, but could be high around larger camps. 9.2 Impact on flora related to clearance and earthworks The vegetation cover in the project area is medium and this is even lower along the road corridor due to frequent disturbances. Nonetheless there is substantial tree cover (planted eucalyptus) along the sections through Vurra- Arua- Koboko towns. Construction of the road will be accompanied by clearance of vegetation along the roadside, clearance for construction of access roads and other civil works. Impact of the project on vegetation is thus very specific to the site of the activities and therefore localized. There are however some trees within the road reserves which are both natural and planted ones. About eight hundred (800) of these trees will have to be removed as they are within the area of the road construction works. The project however will have to plant more trees so as to improve on the aesthetics, climate proofing and also act as a benchmark for the road reserve.

The cutting of these trees is inevitable and must be appropriately compensated and the local community and/or responsible agency i.e. NF A and Local Councils should be given a chance to harvest trees with commercial values. Local herbalist should be given a chance to salvage trees with medicinal uses.

Additional vegetation clearance at quarries and borrow pits, and camping sites will also contribute to overall vegetation loss. However, the diversity of natural vegetation in the project area is medium, suggesting that vegetation clearance will not cause loss of rare species, species of medicinal and of major commercial

9-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

values. No endangered trees or other plant species that are endemic to the area would be affected. The impact of vegetation clearance for construction is therefore likely to be minor. 9.3 Potential long-term impact on flora A potentially high impact is the possibility of a new charcoal production industry in the woodlands, especially between Manibe -Koboko -Oraba (Aivu, Terego and Oleba County) where there is substantial woodlands. There are two possible scenarios:

• Increased urbanization and enhanced immigration rates along the project road, hence greater localized demand for firewood

• Easy transportation of charcoal and firewood to bigger urban centres beyond the project area. Urbanization and immigration is expected to increase the population in the area, due to opportunities that shall have been opened up, especially livestock trade, tourism, improved transport sector and others. This increase in population, alongside envisaged improved economic wellbeing will place increased demand on cooking energy requirements.

There are many trucks that supply goods to the area, especially in Juba and Kampala. They are likely to plug the holes of return journeys from Southern Sudan by transporting charcoal from the area to larger urban centres beyond the project area. It is not easy to estimate demand during operation, but this demand is certainly expected to increase. 9.4 Soil erosion The project area receives medium rainfall, which is erratic in most cases. Ordinarily, therefore, soil erosion is not a regular occurrence in the project area. However, occasional torrential rains or storms do occur, and this can cause severe soil erosion especially where ground cover is poor, as is the case in most of the project area. The torrential rains are difficult to predict. However, these rains are usually associated with extreme weather events such as the EI Nino weather phenomenon. There are also occasional torrential rains in between such extreme weather conditions. Based on the above considerations, ordinarily soil erosion is not expected to be a major concern.

The above notwithstanding, some segments of the project area are prone to soil erosion, especially road sections close to hills or raised areas between Nyadri and Oraba environs. However, since the road is already in existence, impacts, which are associated with the road acting as a barrier that concentrates flow, have already been seen and noted. Optimised new drainage structure positions and improved capacities of the new drainage structures should generally improve on drainage and in combination with specific erosion protection works will reduce soil erosion from that currently experienced. In fact soil erosion occasioned by

9-2 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Desig~ Report

overland flow could impact on the road more than the road would cause soil erosion.

Nonetheless, in the event of torrential rains, construction activities may cause soil erosion in the following ways:

.• Heavy vehicles used during construction activities compact soils, resulting in the reduction of their infiltration capacities, thus initiating soil erosion and possible gully formation.

• The concentration of flows at both inlets and outlets of culverts may cause scouring. Increases in flow volume within a narrow channel and enhanced speed may enable the flow to scour and cause soil erosion. Side drains in areas with steep slopes have a similar effect.

• Clearing of vegetation along the roadside during construction will cause a reduction of the vegetation cover within the ROW. The soil is then exposed to direct rain drop impact, which may cause soil erosion.

Soil erosion arising from road construction related activity could be both a short and long-term impact depending on whether measures are put in place to arrest it. The rate of soil erosion tends to increase with time. Therefore initially soil erosion will have a small magnitude effect, but once gully erosion has been initiated then the impact will have a progressively larger magnitude effect, following repeated episodes of torrential rains.

9.S Changes in hydrology The conventional structures used to drain water are culverts, side drains, miter drains and bridges. Most culverts concentrate flows at their inlets and outlets resulting in localized increased rates of flow, and consequently potential for scouring, especially at the outlets. Such soil erosion could endanger the road itself, and be a hazard to traffic. In addition, the water discharged from such concentrated flows could enhance erosion and gully formation.

As this is an existing road, it has been possible to see some of the effects of changes in hydrology as a result of the road's presence. Whereas there are many adequate drainage structures along the road, some drainage structures may be inadequate, or in poor condition, and may require re-designing and repositioning. The design of the upgraded road is largely expected to mitigate, rather than enhance impacts on drainage. Overall, this is a positive impact of the project. No new negative impacts on drainage are foreseen. This potential impact is therefore minor or insignificant.

9.6 Pollution Air quality is defined by ambient air concentrations of specific pollutants determined to be of concern with respect to the health and welfare of the general public (and in this case wildlife too). Construction activities associated with the project are expected to have only short-term and minor adverse impacts on local

9-3 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

air quality. Such impacts would be primarily caused by increased emissions of carbon monoxide, hydrocarbons, and nitrous oxides from vehicles entering and exiting the site along with the operation of necessary equipment. Vehicle travel along unpaved road surfaces and excavation of bare ground surfaces would create fugitive dust emissions. In addition to fugitive dust, project construction activities would generate tailpipe emissions from mobile heavy equipment and increased vehicular traffic. In a regional context, the daily equipment emissions associated with project construction, even during maximum-intensity work periods, would be relatively minor. Longer term effects on air quality would occur as a result of significantly increased traffic in the area. Increase in road traffic would result in increased daily emissions of carbon monoxide, hydrocarbons, and nitrous oxide. The adverse effect on regional air quality could thus be substantial when the projected increase in traffic materializes.

Considering the prevailing conditions in the project area, dust pollution is potentially the most important source of pollution. The project site is dominated by a hot, dry and windy environment which exacerbates generation and blowing away of dust beyond the project site. Nevertheless, pollution attributable to dust could be significant within major trading centres of Ayalembe, Ovisiono, Vurra Customs Comer, Tanganyika market area, Manibe, Okokoro, Aloi, Ovujo/Olufe, Keri, Oraba, Nyadri, and Koboko. Concentrated construction activities across these urban centres towns could lead to sustained generation of dust, as opposed to sporadic generation of dust by vehicular transport. This sustained high level of dust could impact negatively on the people who spend considerable time within the area adjacent to the road, such as shopkeepers. During public participation, the majority of those who could be affected indicated that they are willing to put up with increased dust levels as long as the road will be constructed.

Whereas the public can withstand dust as a trade-off for better infrastructure, the workers may not have the luxury of such a trade off. Construction workers at the road construction sites, quarries and borrow pits will be exposed to high dust levels under hot and dry environmental conditions for many hours each day. This impact, if not well mitigated could have very serious health implications on the workers.

Accidental oil spills, and petroleum products and bitumen (amongst other liquid waste) particularly in and around machinery and plant yards, base camps and areas of concentrated activities, may infiltrate into soils and cause soil pollution. This is only possible during the construction phase ofthe project and the impact is expected to be minor and highly localized.

If the machinery yard, workshops and labour camps if not properly managed could contaminate land and water bodies through accidental spillage of oil, petroleum products, solvents and similar category of materials. The major operations which are normally responsible for this include vehicle maintenance in open yards, poor storage of used oils and spillages from fuel storage and dispensing facilities. Further, vehicle washing bays are a source of pollution when

9-4 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

the discharged are not pretreated in anti pollution equipment in line with the National Environment (Standards for Discharge of Effluent into Water or on Land) Regulations 1999.

9.7 Noise and ground vibrations Noise and ground vibrations can be defined as unwanted sound. However, sound and vibration are measurable, whereas noise is subjective. The relationship between measurable sound and vibration and human irritation is the key to evaluating noise impact. The challenge to evaluating noise impact lies in determining what amount and what kind of sound constitutes noise. The majority of people exposed to noise are not in danger of direct physical harm. There are several generally accepted conclusions about noise as an environmental impact:

• The effects of sound are cumulative; therefore, the duration of exposure should be included in any evaluation of noise.

• Noise can interfere with outdoor activities and other communication.

• Noise can disturb sleep, TVIradio listening, and relaxation.

• When community noise levels have reached sufficient intensity, community­ wide objection to the noise would likely occur.

Individual responses to noise are difficult to predict. Some people are annoyed by perceptible noise events, while others show little concern over the most disruptive events. However, it is possible to predict the responses of large groups of people - i.e. communities. Consequently, community response has emerged as the prime index of noise measurement. While noise emanates from many different sources, transportation noise is perhaps the most pervasive and difficult source to avoid in society today. Highway traffic noise is a major contributor to overall transportation noise and is generally of most concern within the project area.

The road construction activity involved would cause a temporary increase in noise levels in the vicinity of the construction. This should be of short duration, however, and should not produce any long-term adverse effects within the region. This impact can be of concern only at construction sites within the larger urban environments of Arua and Koboko. The other urban environments are very small with very low population. Nonetheless, many of these small centres have schools and health facilities which are rather sensitive receptors to noise. These sensitive receptors could be affected in the long-term when truck traffic increases over time

Where explosives will be used, especially at quarries, there will be serious noise and vibrations in the vicinity of the site. Certain degrees of explosion can be destructive to structures particularly houses. Fortunately most of the potential material sites are located in land far away from human settlements and activities. In any case impacts associated with explosions are sporadic and short term.

9-5 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

The operation and maintenance phases of the project will be accompanied by significant increases in traffic, much of which will be composed of heavy and medium goods vehicles, which will in tum increase noise levels significantly along the road. Furthermore, noise associated with vehicular traffic would be largely unavoidable. Using the community wide response of noise as an indicator, public participation did not single this element as an impact at all. Again, just like dust, the community is willing to trade off the road construction with tolerance to the temporary noise, but as stated above, increase in noise and vibration during operation will be unavoidable.

9.8 Visual intrusion (landscape disfigurement) Quarries and borrow pits, cut slopes and material stockpiles when exposed to the public, often leads to visual intrusion. The plains are occasionally interrupted by protruding hills. On the whole, there are few scenic sites along the road other than hills. If the construction contracts specity that material sites/borrow areas and quarries are to be landscaped after use to blend with the landscape as far as is reasonably possible, visual intrusion associated with these activities would be swamped by the expansive landscape, hence impact would be minor and most likely not significant.

Quite often, broken down machinery, structures and other facilities are left on the camp site at decommissioning. This could create visual intrusion. The impact will depend wholly on the decommissioning standards set out in the contract details. 9.9 Waste management There is a wide variety of waste generated during construction. This includes debris, domestic and human waste, timber, stones, rock, metals, paper, plastics, etc. The quantity of waste can be substantial and can be both a health hazard and be of visual intrusion. Furthermore, there is potential for contamination of soils and watercourses as a result of improper disposal of liquid and solid waste from construction activities and construction camps. Within the project area, the local communities are in dire need of water containers ranging from small cans to large containers. Disposal of containers of used oil, lubricants, paint, and other toxic substances, etc. should therefore be carried out with extreme care, so that individuals do not use them as water containers. Further, there are other solid wastes that could be a nuisance to the environment but are recyclable. Such wastes include plastics. 9.10 Construction Camps/yards Negative environmental effects of construction camps can be reduced by careful site selection so that the camp will not disturb the surrounding area. The siting of the camp should not be near a wetland or rivers, nor in forest and dense woodland. Storage facilities and construction equipment may lead to oil leaks and oil spill and represents serious threats to surface water and groundwater quality.

9-6 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Negative social impacts may arise as a result of camps which include solid waste, sanitation and communicable diseases. In camps where housing is segregated according to age and marital status or where the housed labour force is mainly composed of young, unmarried workers, the incidence of HIV and STDs escalates.

9.11 Potential impacts of water sources for construction Water for construction will be mainly obtained from rivers/swamps along the road. Water is an extremely precious resource in this area. Issues relating to access to water often lead to conflicts between whole communities. Other potential negative impacts include disease, salinity and water quality. It is in this regard that any permanent water sources, to be handed to the communities upon decommissioning, should be carefully selected.

9.12 Enhanced urbanization Long distances between existing larger centres imply that small centres along the project road may grow and develop into more important rest stops for motorists and passengers in transit. This is especially the case in those existing centres which are to be recommended for the location of roadside stations. In tandem with the increased importance of the centres as rest stops will be an increase in population of these centres. The increase in urban population will in tum exert increased demand on natural resources especially firewood for cooking. Increased urbanization may also lead to increased crime that was hitherto not common.

9.13 Public health and safety Potential public health and safety issues will be both directly and indirectly associated with the activities of the project. The direct impacts include effects of dust, noise and fumes from machinery and construction traffic, as well as noise and fumes from the expected significantly increased truck traffic along the road, after completion of construction. Construction workers will be most pre-disposed to these direct impacts, during the construction phase. As discussed in sections 9.6 and 9.7, pollution, noise and vibration during both construction and operation could have comparatively higher impacts on health in urban centres than in the rural country. Ambient dust levels in the project area are already very high. Additional dust occasioned by construction activities will increase these levels greatly. Whereas the public is not directly exposed to the expected high levels of dust, the construction workers would be constantly exposed. The health concerns relate to respiratory tract diseases among others.

Mosquitoes are vectors of the deadly malaria disease and are common in warm tropical regions. Mosquitoes need stagnant waters and warm temperatures to breed. The project site is vulnerable to rapid population explosion of mosquitoes during the wet seasons, due to pools of stagnant water that are common in the area during such seasons. Construction activities may create water-holding ditches, and containers left lying around can hold water for days, creating breeding grounds for mosquitoes. Whereas such carelessness on the part of the contractor may, in theory, lead to an increase in mosquitoes, our assessment indicates that

9-7 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

this is not likely to be the case in the wet season. The wet season is characterized by such a high population of mosquitoes that a small increase would be insignificant. The dry season may be different, but only if the pools of water are large enough to last a few days. However, this is highly unlikely considering the ambient conditions that prevail in the dry season. Potential impact associated with increases in malaria is therefore considered insignificant.

The indirect impacts of the project on health and safety are associated primarily with human behaviour, and this includes the potential for transmission of HIV­ AIDS. Another impact, though insignificant, is related to the creation of mosquito breeding grounds.

9.14 HIV/AIDS and STD's During the public forum to discuss the project, several participants mentioned increase in prostitution as a possible negative impact of the project during construction and upon completion of the works. Assuming that some workers will be recruited from other parts of the country where HIV -AIDS infection rate is comparatively high (the national average is 5%), and a noticeable increase in prostitution, then the possibility of an increase in new HIV -AIDS infections is real. The implication is that due to the low population density, any new infections will increase the overall infection percentage substantially. Prevention of the transmission of HIV -AIDS, therefore, represents the single most important public health issue that is predicted to be associated with the project. STDs should also be taken care of as it is common in the project area.

9.15 Road Safety During construction and operational phases of upgrading Vurra-Arua-Koboko­ Oraba road safety of motorists, non motorist and road workers is very crucial and if not well taken care of it could result into accidents and injuries. It is important to take care of safe and easy passage of all public traffic during construction and also at maintenance phase. Traffic speed will have to be controlled especially on construction sites and in trading centres. 9.16 Gender Income for the women from employment under the road project has the potential of resulting into conflicts between men and women. Further, safety and welfare of children while their mothers work on the roads as well as women giving less time to their domestic responsibilities e.g. gardens and a host of domestic chores could turn out to be an issue.

At the place of work, the need for different sexes (male and females) need different approached for satisfying them.

9-8 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

9.17 Occupational Safety and Health

Road workers will be exposed to continuous noise and vibrations, heat strokes from prolonged stay in direct sunlight and bums due to contact with hot items such as heated bitumen or burners. They will also be exposed to fumes, chemicals and dust including solvents, paints, exhaust gases and possible carcinogens such as bitumen. They will also be exposed to ergonomic risks associated with poor working postures, heavy lifting and repetitive work with the hand or arm.

9.18 Land Acquisition, Property and Socio Cultural Impacts A compensation and relocation Resettlement Action Plan has been developed to mitigate the impact of land acquisition and this will be available as a separate volume. Any potential impact that could be associated with compensation and relocation can be considered well mitigated; assuming the Resettlement Action Plan will be followed by the proponent. Highlighted below are some cultural sites that were found during the ESIA study. Four sites of religious and/or cultural value were identified within the ROW of the existing road. The Table below indicates their locations and nature.

Table 9.1: Locations and nature of social culture

Location Nature Comment I

Vurra Custom Grave site National Monument

Kubuku within Koboko Town Rock site Settlement close and potential site for rock

Koligwara and near Keri Shrine Within the RoW(forested vegetation

9-9 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Plate 15: Cultural rock in Koboko

9-10 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

10 POTENTIAL IMPACTS AND PROPOSED MITIGATION MEASURES

This section presents the potential impacts along with their proposed mitigation measures.

Table 10.1: Potential Impacts and Mitigation Measures

Component Mitigation measures I Land take(loss of A resettlement and compensation plan has been prepared! worked out in accordance crops, property or with the legal principles and procedures applicable in Uganda and should be means of implemented prior to construction works. livelihood)

The success of mitigation measures for soil erosion depends upon three factors:

Soil Erosion, Run­ 1. The design of the road's drainage off 2. Stabilization ofthe soil along the roadside and in the road reserve

3. The cooperation and participation of the local community

Specific engineering solutions should be implemented to mitigate soil erosion. Soil may erode along the road alignment, particularly during the wet season (March through May) in the initial years after decommissioning.

All earth cuttings need to be at a gentle angle, wherever possible and economic, in order to allow vegetation to grow - steep side slopes tend to result in seeds washing away rather than having a chance to become established. Soil holding structures should be constructed in very loose soils.

Vegetation should only be cleared where it will interfere with road construction and!or present a hazard to traffic. In such instances, the local community should be Vegetation given a chance to harvest the vegetation if they so wish. Construction workers could Vulnerable sites also be allowed to use cleared materials for firewood.

Cutting of trees, other than those mentioned above, for firewood, by the workers housed in camps, should be controlled. Workers should be encouraged to use Along the entire alternative sources ofcooking fuel. road As far as practicable, materials should not be stockpiled on vegetated areas. In areas where soils are compacted during road construction (such as along temporary access roads) the soil should be loosened through ripping, after completion ofthe works, to enable infiltration of water and growth of plants.

Ensure that The Contractor complies with the occupational and safety regulations of Uganda as contained in the Occupational Safety and Health Act 2006 and labour Occupation and laws safety issues of workers during The contractor will put in place a clear health and safety system addressing the construction following among others:

(i) Build occupational safety skills of workers through appropriate

to-I Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

training; (ii) Prepare indicative plans for occupational safety and health; (iii) Compensation schemes for victims; (iv) Provide appropriate and adequate protective gear and ensure that the gear is used for the purpose for which it is intended (v) Provide emergency health facilities and first aid; (vi) Ensure strict adherence to safety rules at the work place; (vii) Recruit specialized manpower and staff to implement the health and safety system for the road project.

Workers welfare to be adhered to i.e. working hours, provision of food, water, rest hours, sanitation etc

Use dust suppressants as far much as possible.

Warn the neighborhood of possible generation ofdust beyond normal levels

Tree cutting A void cutting trees within the road reserve unless it impairs on visibility or is an avoidable

Create community awareness on importance of trees and instill a sense of ownership and protection.

Plant tress in form of compensation i.e. for every one tree cut replace by planting at least two trees

Plant tree along the road reserve for aesthetics and as a bench mark for road reserve to avoid encroachment

UNRA, Local Governments/districts and municipalities, NF A and NEMA to continuously encourage community involvement for the sustainability of the trees i.e. maintenance

Spoil materials including solid waste produced at camping sites for road construction crews should be properly disposed. Aesthetics and landscape Rehabilitate quarries and borrow areas as suggested in section 9 below

Waste Construction waste, garbage, and domestic and human waste should be stored only management in the specially designated places and removed and disposed of regularly. Disposal and burial of waste should be agreed upon in the established manner before commencement of the works. Discharge of any non-treated drain waters and waste

10-2 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

to the laggas or on the surrounding land should be forbidden.

Ensure that waste materials are properly disposed of to suitable locations. Partly inert waste materials (for example concrete from bridge reconstruction) can possibly be used as fill materials.

Periodic inspection of waste storage areas and facilities at the construction works sites/camps helps to ensure proper handling of waste materials.

Contractors should encourage reuse and recycling wherever possible to minimize residual waste.

A handling protocol, e.g., waste storage away from public view, and provision of retention areas to contain accidental spills of toxic, hazardous, and harmful construction materials, such as caustic and acidic substances, oil, waste oil, diesel, and bitumen, should be prepared and implemented by the contractors.

Whenever possible preference should be given to the local people when recruiting the labour force. Employment opportunities School going children should never be engaged as employees during the road construction project.

10-3 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Road safety Briefed the workers on the dos and don'ts while working on the road. Some code of conduct including penalties should be spelt to the workers at the start of the project;

Road workers be provided with appropriate wear i.e. jackets with reflectory colours while on the road so that they easily visible to the traffic; put in

Wide shoulders for pedestrians, cyclists and other slow traffic in towns and villages Provide speed limit signs and rumble strips & humps backed by appropriately placed signs at particular locations on the road;

Construction materials (especially murram) deposited on the road should be enclosed in some barrier with reflectory colours to help road users especially in the night hours;

Properly manage construction equipment for the safety of the road users through/across road sections where the works are on-going;

Put in place measures to ensure that, traffic across sections where works is on-going is managed well and safely. This may in some cases involve employing flag persons.

Provision of bus bays in towns and villages Road side vegetation should be kept down (by slashing or mowing and not by herbicides)

Access roads for haulage trucks, used during road construction, should not be located near schools, hospitals and residential areas.

Provide warning to shop owners and other commercial businesses close to the road (especially around Arua, Koboko and Oraba) at least two weeks before use of heavy equipment near their premises.

Install appropriate reflectorized signs at road diversions.

Information campaigns on: • Road safety, directed to local popUlation and road users especially school children and their parents. • Road safety, directed to local car owners also emphasising the safety, environmental benefits from proper car maintenance. • Waste disposal along the road - a general "keep the road clean" campaign.

10-4 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Road construction workers should be infonned about diseases that are prevalent in the project area, and how they can minimize their exposure to, and the transmission HIV/AIDs of, such diseases.

Provide guidance on good nutrition for HIV/AIDS infected workers; and Encourage Voluntary Counselling and Testing for the workers.

Establishment of workplace committees to oversee implementation of HIV/Aids programmes and mobilisation of workers to participate in HIV / Aids control activities during implementation of the project.

Mount regular HIV-AIDS awareness campaigns. Condoms should be made available to construction crews.

Contractors should provide workers with sufficient accommodation for married couples to stay together.

The Contractors should consider hiring a pennanent nurse to attend to emergencies and to mount awareness campaigns amongst the workers.

Health service providers should be regularly consulted to detennine any changes in disease patterns which may be associated with road construction.

UNRA should hold regular discussions with their counterparts on any health implications of on-going road construction.

Gender issues Women should be encouraged to work on the project i.e. as flag bearers, fuel pump attendants, record keepers, cook etc and it is recommended that at least 25% of the work force should be women.

Community Development Officers (CDOs) in the project areas are involved in the project implementation as they will be to guide on matters of gender mainstreaming into the project;

It should be recognized that, for women to effectively work on the project, the contractor should be cognizant of their unique responsibilities, needs and domestic challenges. This implies, the women should be given flexibility in terms of working . hours on the road. This also implies the need to provide sheds for those taking care of children of the mothers engaged on road works,

Provide/eannark separate toilet facilities for women and men on the road to avoid embarrassing tendencies to the women.

10-5 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Proper siting with preference for flat sites and standardized layout with adequate Establishment, and clearly specified pollution safeguards operation and decommissioning If camp(s) located close to villages or towns, community awareness on possible of construction consequences should be mounted camps Careful attention to water supply issues so as not to disadvantage local communities

Boreholes used at the camp to be left to the community, and I or the local council authority upon decommissioning

Every effort must be made to avoid activities which could contaminate the water supply

Strongly recommended that the structures at camp be spruced up and handed over to I--______-+_Io_c_alauthority or Government which could convert it for use as a public facilit}" As far as possible, attempt to minimize noise, especially noise from heavy equipment when construction is ongoing through Urban Centres of Arua, Okokoro, Noise and Ovunjo, Koboko and Oraba vibration Special care should be taken when construction is taking place near sensitive receptors such as schools and hospitals (Most sensitive sites -Maracha, Hospital, Koboko Hospital, etc)

To the extent possible, heavy vehicles should not be used at night near populated areas (Arua, Koboko and Oraba)

Ensure that construction equipment is operating optimally and with operational noise mufflers where possible.

The sources of water have to be identified and protective measures taken into account. Water sources Water quality and quantity study to be analyzed

, Contractor not to use river for washing his construction machines

Proactive planning by the District and Provincial Physical Planners

Urbanization Provide roadside amenities, preferably as a component of the road construction project (Roadside Stations).

It is important to emphasize that this study is not intended to justify whether or not the road project should proceed, from an environmental point of view, but rather to identify the potential negative environmental impacts early enough so that 1) mitigation measures can be incorporated in the design and 2) proactive mitigation plans are developed to reduce the predicted impacts, both in the short and the long term.

10-6 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

10.1 Special Considerations

Tree cutting during construction

• Protect large and medium sized trees along the road project and avoid its removal during establishing detours and material sites; involve villagers in re-vegetation schemes; • Minimise destruction oftrees and vegetation; a clause should be included in the construction contract that requires the contractor to quantify the number of trees removed for the purpose of road;

• Restore vegetation immediately after the end of works;

• The use of chemicals, herbicides etc., to clear vegetation shall be forbidden due to the heavy pollution they cause to the soils, ground and surface water and that they are toxic to humans and animals.

Recommended types of trees to be planted

This should be specified in the Contractor's Contract. From Vurra-Arua-Koboko­ Oraba through which the project roads pass, trees should be planted along the edge ofthe road reserve before the completion of the road works. The Contractor should be instructed to do this by the Resident Engineer after consultations with UNRA, District Environmental Officer (OED) and the Supervisors Environmental Consultant, but the local governments! town councils or chiefs should be made to care for the trees after the defect liability period. This would augment the aesthetics and climate proofing of the settlements!towns, and would also help to prevent soil erosion along the roadside. There are tree nurseries within the project area being run by National Forest Authority (NF A) and the Consultant verified their availability and also potential for providing required specifies.

The trees to be planted include (Teak tree, Callistemon Citrnus, Polyathia Longifolia, Michelia Champaca, Borgerviella, among) should not be planted too close to the road such that when they grow the branches don't hang over the road. Planting of trees, shrubs, and grassing must be specified in the Standard Specification (they should be at least 10 m from the centre of the road and planted a space distance of 20-25 metres a part), and as an item in the Bills of Quantities.

For restoring vegetation indigenous, rather than introduced, grass species must be used to guard against long-term changes to the natural plant communities that may, or may not, be beneficial to the biological environment. Furthermore, horizontal growth types (creepers) are preferable as they bind the soil better than plants with vertical growth and

10-7 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

their classification as perennial (versus annual) grass plants to assure continuous soil cover see annex 3.

10.1.1 Hard Stone Quarries Quarrying is one of the areas that can lead to substantial impacts on the environment. Provisional hard stone material sites have been identified (see annex 4), but it is noted that other new sites may be identified by the contractor(s). Below are some negative impacts that are associated with the quarries and broad guidelines for managing them. Potential negative impacts

• Vegetation clearance and loss at the site, and along created access roads.

• Blasting could have substantial impacts as follows:

• The workers are exposed to risks of scattering rocks, dust and deafening noise during blasting.

• As some quarries may be close to the main road, motorists, although few, could be affected by sudden nearby blasts, which could lead to accidents.

• Large quantities of dust and noise can be generated during blasting, which could affect the workers.

• Blasting can adversely affect wildlife by scaring them, which in tum can affect their behaviour, breeding patterns, and in some cases can even cause death. Mitigation measures

• The contractor will be expected to formalize licensing of approval of the environmental aspects of the quarry from NEMA

• Topsoil material resulting from stripping or associated operations should be stockpiled in raised areas along the Vurra-Koboko-Oraba road, so as to avoid being washed away by any sudden storm. However, particular care is required, along the road, due to the prevalence there of strong winds, which could gradually blow away the fines from the stockpiled material.

• The environmental rehabilitation measures needed (after completion of certain works) should be enforceable through provisions in the contract agreement(s) for the construction works.

• Blasting should take place at pre-arranged designated times and the affected public, within approximately 5 km radius, duly informed. Appropriate warning signs on the road will also need to be erected.

10-8 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

• Keep workers a minimum 350 m away from the blast spot to avoid scattering stones. If possible, machinery and other facilities should also be kept at least 200 m from the blast site. These distances will, however, depend upon the charge power. The workers should return to the working zone 10-15 minutes after the explosion.

• The storehouses of explosives should not be kept on the sites; instead they should be delivered to the site as necessary from special storehouses managed by the contractor.

• Only qualified personnel should be allowed to handle explosives.

• Fence off the entire quarry to prevent wildlife and even the public, especially curious herds' boys from accidentally falling over the cliff.

• Development should be oriented so that grading and other site preparation is kept to an absolute minimum. Natural features, landforms, and native vegetation, such as shrubs and occasional trees, should be preserved to the maximum extent feasible.

• Any adjacent water facilities, or structures such as water pans, needs to be protected.

• Due to the scarcity of water and hot windy conditions in the project area, the sprinkling of water as a way of reducing dust may not be a sustainable measure to mitigate the potential dust pollution, which will particularly affect the workers. Whereas it is highly recommend that dust suppressants be used, it may not be very effective; hence it is advisable that the workers be provided with dust masks while in the quarry area.

• An attendant should be stationed at the entrance gate of the access road at all times, when the quarry is open, to control entry to the site. The entrance gate should be locked when the quarry is not in operation.

• Quarrying operations should be conducted in a neat and orderly manner, free from junk, trash, or unnecessary debris. Where in public view, salvageable equipment stored in a non-operating condition should be suitably screened or stored in an enclosed structure.

10.1.2 Post-closure recommendations Piles or dumps of quarry waste should be stockpiled in such a manner as to facilitate phased reclamation over the quarrying period. Such waste should be segregated from topsoil, etc.

Topsoil should be spread on hard rock surfaces to allow natural colonization by vegetation over time. It is not realistic, under the prevailing conditions, to broadcast seeds or plant trees.

10-9 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

At closure, all dumps of quarry waste and overburden should be used to landscape the area to conform to the surrounding topography as much as is possible.

Reclamation surfaces, however, should be provided with available native soils and vegetative debris recovered in quarrying and these materials should be placed in crack systems where plants could potentially propagate. To increase the potential for successful reclamation and to augment topsoil from the site, additional topsoil may be required to be imported to the site.

All these measures should be conducted to protect ecological conditions of the site. 10.2 Material sites Most of the mitigation measures for the hard stone quarries are also applicable to borrow areas for other materials. In summary, on completion of operations in a borrow area, the contractor should reinstate the entire area so as to blend with the surrounding area as much as is reasonably possible, and to permit the re­ establishment of vegetation, details of individual borrow areas are contained in annex 4 to this report. 10.2.1 Borrow pit / quarry management plan

The purpose ofthe borrow pit / quarry management plan is to:

Explain the need for the proposal (on the development) and describe the physical characteristics, scale and design ofthe borrow pit or quarry;

• Examine the existing environmental character of the proposed site and the area likely to be affected by the borrow pit or quarry;

• Predict the possible environmental impacts of the borrow pit or quarry;

• Put in measures that will be taken to avoid, offset or reduce adverse environmental impacts; and

• The Contractor should undertake an environmental Project Brief in line with the EIA process s contained in the EIA Guidelines(1997) and EIA Regulations(1998)

• Recommended grass species are provided for in annex 3 for all areas that will be exposed during the construction of the road.

Incorporate measures that will be taken to enhance the habitat at the borrow pit or quarry;

10-10 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Table 10.2: Borrow pit management plan

Action/Activity Responsibility

Ensure adequate compensation in accordance with relevant ContractorlEnvironmental Officer for the laws and/or a mutually agreed term is made at all times Contractor throughout the cycle of the project to local residents affected by the project. All compensation agreements whether permanent or temporary, are to comply with the requirements in Section 40, of the Land Act, whereby the husband signs the agreement, witnessed by the wife and by a member ofthe family (e.g., child of majority age).

Further all compensation agreements are to be witnessed by an official of the Local Government and 2 copies of all compensation agreements are to be submitted to UNRA.

Ensure that all excavations made are fenced off and ContractorlEnvironmental Officer for the warning signs put in strategic places in order to reduce the Contractor risk of straying animals and humans falling into the pits.

Ensure that the levels of noise generated from the various ContractorlEnvironmental Officer for the activities at the site comply with the National Environment Contractor (Noise Standards and Control) Regulations 2003. Borrow area operation should be limited to daylight hours only.

Ensure that the workers are adequately protected from ContractorlEnvironmental Officer for the exposure to excessive dust and noise, or injury through Contractor provision of appropriate gear including ear-muffs, masks, safety boots, and safety helmets.

Workers will be trained on the value and use of PPE and the consequences of failing to use the equipment. A three -step enforcement system will be communicated to the workers, thus:

Violation 1 for non-use: a warning;

Violation 2 for non-use: dismissal from work for the day; and

Violation 3 for non-use: permanent dismissal from work.

Ensure that the speed of the traffic transporting the borrow ContractorlEnvironmental Officer for the products is regulated, and appropriate road signage installed Contractor at various road junctions and access road leading to and from the project site, in order to minimize accidents.

Further, speed humps should be placed at regular intervals along habited sections of the road. Speed limits in such places shall be 30 kmlhr.

Ensure proper and progressive restoration of the Borrow Contractor/Environmental Officer for the area site after gravel extraction through remediation of Contractor borrow pits, landscaping, and grass planting where appropriate. The restoration process shall not be limited to

10-11 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

only time of closure, but will apply at various stages to those locations where the contractor will have extracted murram.

Ensure that proper drainage system to handle storm water Contractor/Environmental Officer for the run-offs is put in place so that soil/land erosion and Contractor deposition of materials originating from the Borrow area in areas surrounding the Borrow area site is controlled. NO eroded soils and NO surface-water runoff (generated on the Borrow area site) should move away from the Borrow area.

Ensure that interference and inconvenience to any Contractor/Environmental Officer for the community in the neighborhood is avoided, and that the ! Contractor concerns of any such community regarding the operation of the borrow areas are addressed frequently and in consultation with the local leadership, the District Environment Officer, NEMA and other relevant lead agencies. A committee including the LC I leadership, elders, and district officers is set up to deal with complaints of the community after their consent to the terms of reference is sought.

Suppression of dust should be undertaken at the Borrow Contractor/Environmental Officer for the area site and on the haulage route. Contractor

A water bowser should be used to sprinkle water along the haulage route and in the Borrow area.

10.3 Waste management plan During construction there will be waste generated and should be handled in a way that protects the environment and complies with applicable regulations. The waste is expected to be generated from: construction yard, packing materials, vegetation stripping, and containers for various construction materials e.g. asphalt, waste oil, filter, lubricants and hydraulic fluids, etc

Table 10.3: Waste management plan

Type of Waste Impact on resources Waste Management Practices Responsibilit y

General(Organic and Watercourses or To be placed and lor disposed of UNRA, inorganic) groundwater so as not to directly or indirectly impact on watercourse or ground Contractor Environment sensitive area water andDEO

Construction debris Water courses or ground Waste materials to be placed and UNRA, water, animals and wind stored in suitable containers in a sanitary condition and shall be Contractor covered to prevent spreading of andDEO wastes by water, wind or animals.

10-12 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental andSocial Impact Assessment Final Detailed Engineering Design Report

Wood debris Vegetation Wood debris should be given to UNRA, the communities if it is less than 5 cm but if greater than 5 cm to Contractor be used as fill in the Borrow pits. and DEO

Waste oils Land and water courses Used oils to be stored in UNRA, facility licensed by NEMA and a licensed transporter hired to Contractor transport the oil for disposal andDEO to licensed disposal facility

10.4 Water Sources It is suggested that a procedure be used to select water sources that could be handed back to the community at decommissioning, so as not to degrade the immediate vegetation around the water source and avoid causing conflicts between communities. The following criteria should act as a guide to selection:

Other factors to consider before handing back water sources to the community are as follows:

• Boreholes that are very close to present permanent water source are suitable. The water source wiII only improve water supply at an already existing water source, hence no new negative impacts will be associated with it.

• Water sources that are within or close to urban centres are suitable. The borehole(s) will provide additional water supply to the urban centres.

• The boreholes should be at least 20 km apart. In this way the impact of overgrazing will be spread over a wider area.

The above suggestions on the best way to select suitable and unsuitable water sources are not necessarily mutually exclusive. Wide consultations are required between the various professionals in the region prior to selecting sites. These consultations must also include the community within which the water source is located. 10.5 The Main Construction CampsNard, Storage And Equipment

Storage facilities and construction equipment may lead to oil leaks, oil spill, washing of vechicle and represents serious threats to surface water and groundwater quality.

10-13 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social impact Assessment Final Detailed Engineering Design Report

Negative social impacts may arise as a result of camps which include solid waste, sanitation and communicable diseases. In camps where housing is segregated according to age and marital status or where the housed labour force is mainly composed of young, unmarried workers, the incidence of HIV and STDs escalates. Mitigation measures can be summarised as follows:

• Consultations with local officials before locating and building the camps, including discussions on appropriate sites, resources, dispute resolution procedures, and rights and responsibilities of various parties. Camps should be restricted from ecologically-sensitive areas (e.g. vicinity of wetlands).

• At the time of planning and building the construction camps are to be provided with water, sanitation and solid waste disposal. Solid waste disposal sites must be outside drainages and above water table to avoid surface-water and ground water pollution.

Washing of cars should be in areas where there is an impervious area with an oil interceptor. Vehicles should not be washed in streams along the road.

• Periodically, and as necessary dampen earth surfaces for dust control in the camp areas. Restore vegetation immediately after the end of works.

• Assess vector eco logy in work areas, and avoid creation of undesirable habitats, (e.g. stagnant water).

• The storage of the hazardous materials at the construction camps and their use in construction (vehicles, asphalt plants etc.) must be such as not to let chemicals leak to the soil or water system. After the use of these materials their disposal system must be proper as not to harm environment.

• Used engine and transmission oils shall to be stored on site for later disposal to designated areas.

• Drainage from workshop areas should pass impervious retention ponds such that possible oil-contaminated run off will not find its way directly into streams and wetlands.

• Sensitization by a professional public health specialist on HIV/STD risk including provision of condoms to the Contractors workforce.

10-14 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

10.6 Environmental Monitoring Process Monitoring is an integral part of the environmental project management process. Environmental monitoring rationally completes the process that begins with establishing the environmental baseline, carrying out the environmental impact assessment, implementing of mitigation measures and ultimately, monitoring the success of those measures during construction, operation, and maintenance of the project. It is not possible to foresee all the environmental impacts that the project might bring to the biophysical environment. So monitoring involves the continuous or periodic review of construction and maintenance activities to determine the effectiveness of recommended mitigation 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 impacts. Environmental monitoring will be carried out to ensure that all construction activities comply and adhere to the environment special provisions and the environmental standard specifications, and that all mitigation measures are implemented. A contractor shall employ an Environment officer to ensure implementation of the EIS and maintain regular contact with the Supervisor's environmental officer. In addition under this project UNRA has budgeted for internship as part of it corporate social responsibility and building capacity the area of environment for the subsector which has been assesd as inadequate. For this reason, it is critical for the project to incorporate a long-term monitoring and management plan that would serve three purposes:

• To enforce adherence, by the contractor during the construction phase and the public during the operational phase, to the set minimum environmental standards.

• To measure the attainment (success or failure) of the specified mitigation measures to ameliorate foreseen impacts.

• To observe for unforeseen impacts and to suggest immediate mitigation measures should these occur? In addition to normal data, a photographic record should be made with precise identification of locations. Record photographs should be taken at the same locations just prior to commencement of construction, again during construction, and finally after commissioning. This will provide an archive that should stimulate action if serious environmental degradation becomes evident by comparison of the views over time.

An effective monitoring mechanism should be created, with adequate funding provided, in order to ensure compliance with the suggested mitigation measures, and to ensure that mitigation of unforeseen impacts is effected. The funding is provided for in the Environmental and Social Management Plan (Table 10.5)

10-15 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

10.6.1 Performance Indicators In identifYing performance indicators, it must be borne in mind that the construction of 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. 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 biophysical management ii. Improved socio-economic management iii. Enhanced occupational health and safety; iv. Increased gender sensitivity.

The first activity will be to collect baseline data which serves as a benchmark and against which changes in the identified indicators can be measured. The number of activities that will be undertaken for the purpose of monitoring are:

10.6.2 Biophysical monitoring activities

I. The efficiency of erosion control measures and impact on erosion (on road, off road, embankments, riverbanks etc) ii. Drainage structures must be monitored for their efficiency

Ill. Compensation for crops/property removed/destroyed by deviations iv. Rehabilitation of deviations v. Water Quality vi. Oil pollution in water bodies

VII. Borrow pits rehabilitation

10.6.3 Socio-economic monitoring activities i. Implementation of RAP n. Payment of compensation for perennial crops within road reserve

Ill. Use ofPPE

IV. The impact on public health with regard to malaria, respiratory diseases, STDIHIV

10-16 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

v. Road safety

VI. Recruitment of local people wherever possible during construction and operation phase and ensure that at least 25% of employees are women vii. Changes in income/expenditure levels and health status

VIlI. Changes in land use, agricultural production and marketing The Environmental Officer of the Contractor should be on site during the construction especially when working in the environmentally sensitive areas. Monitoring process has been introduced to check progress and the resultant effects on the environment as the implementation of the project proceeds. Much of the work during the construction stages should form part of the environmental officer inspection activities that will be included in monitoring. The planned measures indicated below should therefore be included on the list of contractual items. These should be planned and checked against their effectiveness in reducing the negative impacts/ or enhancing the benefits identified in this report. The process should also include regular reviews of the impacts that cannot be contemplated at the time of doing this report. Appropriate new actions should be undertaken to mitigate any upcoming negative effects. The Environment Officer should monitor levels of compliance of the activities undertaken in relation to environment in the project. All mitigation measures should be implemented as described in these plans.

10.7 Environmental Mitigation and Monitoring and Responsibilities at the Implementation Stage

Earthworks activities, land takes, materials spoiling, plant operation, haul traffic and road equipment and the associated noise are the typical features of the road construction process which may have adverse effects, like soil erosion, water pollution, encroachment into natural and human habitats. Part of the danger can be offset by good engineering practice good, in line with the engineering design. In order to implement the EMP specific responsibilities have been assigned to various parties within the project framework. The recommended mitigation measures are outlined in the detailed design drawings, and detailed in the Standard Specifications. These mitigation measures will form part of the contract documentation for the road upgrading works. The contractor and UNRA have responsible to ensure that the mitigation measures are properly handled during the construction phase.

A suggested management and monitoring plan IS presented In the following matrix.

10-17 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Table 10.4: Environmental Management and Monitoring Plan

Environmental variable Responsibility Monitoring means Monitoring Indicators Monitoring schedule

----- Construction Operation

------Fauna Contractor Observation, data Continuous Vegetation and grass growth rate collection

Flora ContractorlDEO DEO Observation, data Number of flora in project area Continuous collection

----- ~~~~~~~-~~ Public H~alth and safety ContractorlRElMOHlUNRA MOH Consultation! Enforcement ofuse ofPPE Continuous during construction. Bi morbidity statistics! annually during O&M HIV statistics Awareness events Number of awareness training and reports

----- Solid Waste management ContractorlRE Observation! Specific Sites of disposals of various Continuous during construction complaints from types ofwaste public

:~~~~~ ~~-~~ ------Socio-economic and cultural ContractorlRE Observation! Statistics Continuous. During construction only consultation with locals!complaints Income levels

Soil erosion ContractorlRE Observation! Four times a year (quarterly) DEOIDAO Grass growing erosion gullies

Evidence of water ponding or presence of fresh gullies

10-18 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

Rate of restoration of contours as the restore themselves and vegetation

Pollution ContractorlRE Observation and water quality analysis Quality of water at river crossing sites

Drainage ContractorlRE Visual observation Yearly Periodic checks done on increased water levels as a result of blocked waterways and siltation as a result of construction activities

Urbanization (DPP) DPPIPPP Statistics Number ofbuildings Yearly

Water sources ContractorlRElUNRA UNRAIDWD Frequency of Number of complaints and cases Yearly conflicts/loss of reported range resources

Visual intrusion /landscape ContractorlRE UNRA Observation Consultations with community on Continuous perception

Noise and vibration Contractor/RE Consultation with Complaints from community Continuous, during construction only locals and construction Consultations with community on workers extent ofdisturbances

RE - Resident Engineer, UNRA-Uganda National Road Authority DRE - District Roads Engineer, DEO District Environment Officer, DPP - District Physical Planner, PPO-Physical Planning Directorate, DWD -Directorate of Water Development, DA-District Agriculture Officer

10-19 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

The monitoring plan presented in the table above assumes that adequate resources will be made available to the various Government Officials proposed, to form an effective monitoring system. The departments that will be responsible for monitoring include the following; UNRA, The Consulting Supervisors Team, NEMA, Department of Occupational Safety and Health, District Environmental Officers, Community Development Officer and Road Committees,

If this is not considered to be feasible in the short term, then alternatively, the client may commission a multidisciplinary team of experts to carry out the monitoring operation on a short-term basis. Such a team of experts would ideally include: Terrestrial ecologist, Socio-economist, Occupational, Health and Safety Expert! Public health expert, Land use expert, and a Civil/Highway Engineer. In this plan, it is assumed that UNRA or its appointee, would adopt the overall supervising role

For the EMMP to be implemented it is imperative that an environmental awareness training plan be extended to all the project staff. The training will be as and when required in the field and may consist of refresher training, safety meetings, and formal and informal training techniques by an environmental officer/monitor or his/her designate on behalf of the contractor. This will help in ensuring that environmental issues associated with the project is made known to the staff that would be in charge and responsible to implementing them.

10.8 Environmental Management and Monitoring Costs In order for the Environmental Management and Monitoring plan to be implemented the following environmental management costs are based on grassing, reinstatement of borrow pits, personal protective equipment and personnel including internship.

The costs of environmental mitigation and monitoring plan will involve the following:

• Gras s ing/Re-vegetation

• Personal protective equipment

• Reinstatement of borrow pits

• Compensation for land take both temporary and permanent, and for loss of crops and resulting income to be determined by RAP

• Road safety education

• Personal Protective Equipment(PPE)

• Tree planting activities

• Social facilities and infra structural i.e. road side amenities

10-20 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

• HIV and STD are within the project area of influence.

• Environmental management and monitoring including institutional collaboration Teams

Table 10 .5 Environmental Management and Monitoring Costs

Item Quantity Cost Total Cost (U Shs.)

Grassing/re-vegetation 30 Ha 3,000,000 per ha 90,000,000

Reinstatement of borrow pit 15 20,000,000 300,000,000

Personal Protective Equipment(PPE) 400 people Lump sum 120,000,000 Ear muff, Dust protector, Helmets etc

Social facilities and infrastructure including road side Lump Sum 800,000,000 800,000,000 amenities

Establishing, management and ultimate reinstatement Lump Sum Lump Sum 250,000,000 of the Contractor's camp

Provision of road safety measures during construction Lump sum 40,000,000 40,000,000 i.e. vehicle speed control, accident reduction etc

Road safety education Lump Sum 80000,000 80,000,000

HIV/ AIDS Campaign Lump Sum 300,000,000 300,000,000

Environmental Specialist(Consulting Engineer) 6 Months 6,000.000 36,000,000 EnvironmentaIOfficer(Contractor) 30 months 3,000,000 90,000,000 Environmental Internship 30 months 1,500,000 45,000,000

Tree planting activities and conservation measures Ikm 100 km 100,000,000

RAP CompensationlLand Acquisition Lump Sum 8,831,088,955

ESMP Management and Audits Lumpsum 50,000,000 30,000,000

Monitoring Plan(ESMP) including institutional Lump Sum 250,000,000 250,000,000 collaboration for 36 month

Grand Total Costs 11,820,088,955

10-21 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

UNRA, assisted by environment specialist, will be responsible for reviewing civil works contacts in accordance with the ESIA report, coordinating the implementation of the ESMP among the contractors, local environmental authorities in collaboration with NEMA and preparing monthly environmental progress reports.

10-22 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

11 CONCLUSION

The Contractor should prepare a final mitigation report detailing how he has complied with the environmental and social impact statement

In order that the Contractors can appreciate what is involved in implementing proposed mitigation measures, and for them to be able to include mitigation measures in the bills of quantities, the ESIA could be made available to all contractors bidding for the contract during tendering.

11-1 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

BIBLIOGRAPHY

Arua District Development Plans 2006/2007/2008/2009

Baverstock, SJ 1993 preparing to undertake an Environmental Impact Assessment paper prepared for the institute of Environmental Assessment Advance Course 9-12 November 1993

Cascio, J etal 1996 ISO 1400 Guide-The new International Environmental Management Standards. McGraw HTL

Dalley, R, 1994.Environmental Assessments and Management Systems in the Environmental Management handbook Ed. Bernard Taylor et al Longman, 1994

Government of Uganda (GOU) 1995.The National Environment Act, The Uganda gazette N02l Vol. LXXX VII, Entebbe.

Government of Uganda (GOU) 1998 Environmental Impact Assessment Regulations, The Uganda gazette No.28 Vol XCL 8 May 1998 Entebbe.

Koboko District Development Plan-2006/2007/200812009

Langlale Brown et .al, 1964 East African Vegetation and its ecosystems,

National Environmental Management Authority (NEMA) 1997Guidelines for Environmental Impact Assessment in Uganda.

National Environmental Management Authority (NEMA) 1999 Environmental Audit Guidelines for Uganda.

Ministry of Works and Transport (MoWT) Environmental Impact Assessment Guidelines for Road Projects 2008.

World Bank Environmental Guidelines Vol. 1, 11 & 111, 1997

Procedural Guide to Economic Road Feasibility Studies

National Environmental Management Policy, National Environment Management Authority (NEMA), 1994.

The Draft drinking water standards.

The Environmental Impact Assessment Regulations, 1998

The Land Act, 1998

The Local Government Act, 1997

The National Environment (Standards for discharge of effluent into water or on land) Regulations, 1999

11-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report

The National Environment (Waste Management) Regulations, 1999

The National Environment (Wetlands, River Banks and Lake Shores Management) Regulations, 2000

The National Environmental Act Cap 153

The Public Health Act, 1964

The Sewerage Regulations, 1999

The Town and Country Planning Act, 1964

The Water (waste discharge) Regulations, 1998

The Water Resources Regulations, 1998

The Water Act Cap 152, Arua Environmental District Profile, 2004

Guideline Low-Volume seal roads. SATCC, July 2003

Road Design Manual Volume 1: Geometric Design Manual. Republic of Uganda (Mo WHC), June 2005

11-2 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

ANNEXES Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

ANNEX 1- People Consulted and Records ofPublic Meetings '.

, ~ '/-; ;:'.1: /;.' ...... L..,:...... {'tY .... ;i\"· \:?~~,~,~ ...... ~ ..~~f~~..~:}.':

~~': ,:,:~ :(~~.. ~~{.. :~...9/(

..

(I)

.. ~1.:f.~A.5:1l,Al:!Nc.)'t:,y;A f u R,(.Cr.J'" UN.. ',c.... ;"

Qll:.3.Llti.?./.2,'?;t> :i,;';SF~··.:;,.~!lJ :~~-;.rN))1 II ~ ~.;

..'

lq D l . - "Jq.~.'\A''\,.,J..\ t ..."..:~A,?\.;\....q~ i~ tl_1\ i.:~j:.\, 1\,(,~..{\,­ k~.. :'l,1 :!;;4' L--;;--\ I \.... .'" 10>.) Li ·'"V,<:,·~:~~.I..,.">I ,,)C I \ \~ 0 a ".,\ I~~\~,\"I::~' ~S:\..~,;'t·,~,rt,., \"r(:I~6""~ I~0e....,t Lt{,\;/·-t~l.i2 ,y~ •. ;::.::t'.. !~ 1.,,-At ~',K (}H(q.,;.[~~:J;>;·hV~k<.r.~,,_C'_"!}-;~';,~~,\ >:<,. ~1·'\.l.".i;1" ':" ., (!e.~'¥.: ~p,,-_._'}.'[i.l~~ _P:i3:,.tb~'1" _f.~.b.~~:::~,,:::,! ...• • -.'_'_' ... "~ . , .! .J\iV..:.'J ..!:Jl.r t~ ,::~'?~n It b.!-EIl"" :5/to<"", ';'1 " ~ ".~--'- ,... -.- ...... "~-.-.~ ..--,, ... -~ .. - ,

mflMviA~'iek<;D > "-'''''-'-~-'' ¥,,-•.-=;~~ ...;., :--'.,,.., - ----,,~

L:,N:' ,."t:--,(>A.' ''''' ....~+-~~-..-';'-:,..,.-,.;':'''''-"''!"-- - ... '"",""

L.

-tt,~..c(_. ~:- t~\.._:\i.~:". "" "J {) t

} \ \)'h ': 11\.) i f )1 .51 ~!) '1"\ '\ rt I k t

jL"\JiS f"l, -< CO"),:" 7

A)Hll' t:' AFOll~)

He

G>"'~"l \1".;;(. ~\lvf·'., 1'1

(v :~"'l' ~AL L I C~~, h i''''or,,·;..£t. ~I';(i F,,~. lJh,J 1':.1>1'1.'" 11PU: :<,\1E.tJjHNl"/ )\(;,),t, {h",it./'ci< I' t'OLt-G..;1; I'at~-;

" '

:::~i t J':-;.:;4;-' .~;'~;'i}~~" 'J.} ~-:-r. ;..': \~1'! ~(~ I) ~l. ,S}:I.fJ-,<;9,urr:;y., H)CA L (; OV f,1::'< ~ I f,:, 'OFfICE OJ{ LC III CHAtlt 'Ie,', i . , .... Q.J>(J.~': B • . _,AJ(t.~-\~t"'..ANOA"

~"; , .

.,..-~~.tsi'tiL~-\~.:f I . ..,1, . \iJ (11\dd'~~~'.\~~.l;tl'

}'\Cl'l\) L\A.~~~21_.. 'T\i\l.J"J \.~, O\.).\,J tiL

!l nJ n "

\ 11 \'(jilt' ,,"~l \",,\.. "I >-\. n\i, (,(.\ , " " I r{1 :'15 .~ r'i\JJ \

't. ~,\~)o 5'ubl')\\:

,.c.'! \1 b.Y'L \\\\1 .\ nrl'KG (ch{{J Y,:c:;,;;,\ -,4s~

.. .\(\.\"~ :,1r:.~V\ ~

t . ~, i : t "<:.

,OJ) •

,t ,,'.. ". . :~ .? <::: ."1)'",(11\1 ~l1~:COl!l'rry LOCAl, GOVrR0~)r.~;T

nfFl~,[ Ot' LC W (!fA m 1\1","" ~ ','::" r,o. 1'0.'( : H

",,-~-,,,,,,,""""(jIIOjIo- 1, "~'f~~loO"",.. :.,

/ JJ.-t j}'ll'£ C, h,., Le~~v.c~ N (~J.",~Q ICQ,d

\.1 Y'

(1 (1:

1\:",,1\\

~) I) ->J"\:~'\.. -, \', :H'11J '\'>'JI. t--' I \

6 .....l~;'Y\ ~;y '; f -'} 'r,,"4 "j , .,'~.,) ,h\C\,,', T~:,,::{;'::::i'~\'i, 0_"\ t-t1HtSQS', 'H{~) $() b~' ~j1f'l\ "n\~:; 11'

\.' "'.} . Sty~\)'(\\it - ''I\~' \l'::~nt~ls'l- - ';::"e:, .'/\\:) . etc> l r ~J . \l'I'"~ 1· '. . f,,\q\l.:(;'" \ . "\Vd":J . \.(J'~.f\.'~ ~i\) 'l\:lXW\>\ t1'::l {~':I evrb ''1\">\lY;J':J ;t.{~ S\ \J'~ ,

,elM18 NAN l..c~m:.' ~.'''' "" f Y ,>.4:;' '->', " ..~'''' '<­ Kl.}OMORO .SOll; ;AH,~ "-''>­

- '''''_","~'''_~~W~.,~_,~ .•_.~<.~ .~ '--.... "" . ~A1'~1~L ....__ .. --.....~.~.___ ._~.•..~_.:. 1 1

<; I «

{,:,ve~j :7:'l.-:"jJ "'~tQ .:;<,ilj!. r

« -4uAd:Je4~4,,;!, #<:, k~:Jj' .Lo~:J2 fV--t.;~~3 '. :....,.,·'-.,'·': ....c~,.,

(7A 6~11 " '~'r . . "-!~ ~A; __.'"".",-,,-.N-. dA--O-t"",.v,a.;,-pe.a : f ~~) , H Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

ANNEX 2 - Terms of Reference Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Oraba Road Environmental and Social Impact Assessment Draft Detailed Engineering Design Report

• Preservation and protection of land-use of particular value, including agricultural land, livestock fanning areas, natural conservation areas, forests, wetlands (especially around the bridges, unique plant species and other important natural resources, cultural and historic sites.

• Assessment of direct impact of the proposed road improvements on agriculture, livestock fanning, forestry, and on the communities neighbouring the project road in general.

• Prevention of soil erosion, sedimentation and siltation through provision of adequate and hydraulically functional drainage system.

• Prevention of negative social impacts on the local population within the area of influence of the project road, both during and after construction of the road."

The Resettlement Action Plan (RAP) is being carried out in accordance with the World Bank's OP 4.12 on Involuntary Resettlement and Uganda National Road Authority (UNRA) framework of resettlement 2004.The Involuntary Resettlement Policy of the World Bank stresses that where displacement of people, loss of crops, semi-pennanent and permanent structures is unavoidable, a resettlement plan should be developed. It further goes on to add that these displaced persons should be: ­

• Compensated for their losses at full replacement cost prior to the actual move; and

• Assisted in their efforts to improve their former living standards, income earning capacity, and production levels, or at least to restore them.

These issues will be addressed comprehensively by the RAP under a separate report as stated in TOR. Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

ANNEX 3 Recommended Grass Species Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Oraba Road Environmental and Social Impact Assessment Draft Detailed Engineering Design Report

The grass species for revegetating exposed soils according to UNRA's recommendations based on An Illustrated Guide to Grasses of Uganda as shown below. Recommended Grass Species for Revegetating Exposed Soils

Species* Soil Condition! Habitat Comments Type Brachiaria soluta Open grasslands, bush and forest edges i Cynodon bradleyi No data Possibly introduced; now widespread; lawn grass ICynodon dactylon No data Creeping stem that roots at most of the leaf nodes

. Eragrostis No data Common exasperata Microchoa kunthii Very shallow soil; along Common rock faces Panicum fulgens Open grasslands Roots from lower leaf nodes on i stem i Panicum repens' Moist sandy soils Panicum robynsii No data Widespread; in forests Paspalum Sour soils, particularly in ! conjugatum shade

i Paspalum notatum No data Horizontal creeper; introduced; used extensively in soil protect Setaria trinervia Open grassland; disturbed Common soils Themeda triandra Low-lying grasslands Source: An Illustrated Guide to the Grasses o/Uganda, 1960 * All species are perennial; all species are indigenous, except where noted in the comments column Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Oraba Road Environmental and Socia/Impact Assessment Draft Detailed Engineering Design Report

ANNEX 4: Source of Materials PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR :T1AKUIAJONO BORROW AREA. OF}',.'YET 9. TKM LllS BP 1

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY

2 3 FROMKM TOKM 3 BIP LOCATION (m ) (m ) (m ) 0+197 1.275 22,862.50 29,149.69 5,750

0+197 Arua -.._-­ • ... Vurra Custom Centre Point TP2 * KEY // Borrow Area Extent TPI-TP2 140m 0.1 (Topsoil) _ y ~ TP2-TP3 150m TP3-TP4 155m 1.2 I:!~!~~~ 0.1 ~ TP4-TPI 160m TPI-TP4 ( Reddish brown lateritic gravel)

.'·l,f.J .&OJ'; ~$-o~ ~I'.( . ~o&\.# IQ~~ 0(.>/(' ""o~ ...~$- Border Line Route ,,"0 t~ PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANlBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : AJONO BORROW AREA CIO AYELEMBE TIC ( 1. OKM OFFSET) LHS BP2

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION ~m) \m) ~m } FROMKM TOKM ~m )

LHS 0.975 17,860.00 17,413.50

AyeIembe TIC 7+500 c::::J c::::J L, Arua ----­ • .. Vurra Custom Centre Point TP1 0.1 (Topsoil) KEY Borrow Area Extent ... \ // ...... TP)-TP2 100m TP2-TP3 200m gravel -T gravel \---~r'" TP3-TP4 90m TP4-TPI 175m 1----I__ Box culvert ofEnyau

TP1 0.1

0.9

Reddish lateritic Reddish lateritic gravel mat. gravel mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANlBE-KOBOKO-ORABA-ROAD

SKF,TC'H MAP FOR' ()ntANYADRT BORROW AREA OFFSET)LHS BP 3

POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM

8+900 (LHS) 1.1 14,087.50 15,496.25 2,100.05

Odianyadri TIC 8+900 c::::J c::::J ! I Arua -.._-­ • Vurra Custom Centre Point

TPI 0.1 (Topsoil) KEY // Borrow Area Extent 1.0 TPI-TP2 100m Yellowish lateritic Yellowish lateritic TPI-TP3 145m gravel TP3-TP4 120m Cjl c:! TP2-TP4 \lOrn >-l V> l1> s· 0.. ~

2 0.1 (Topsoil) ~ 10

Yellowish lateritic ~ gravel Yellowish lateritic gravel mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : OBOP! BORROW AREA (3. tkm OFFSET) RHS CIO MERlDI TIC BP 4

POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 BIP LOCATION (m ) (m ) FROMKM TOKM (ml)

22+ 100 (RHS) 1.175 14,375.00 16,890.63 4,280.13

TPI 0.1 (Topsoil) G! 5'o· ~n 0 Yellowish lateritic 0. 3 "8 gravel ;:: ::s 0.

TP4 0.1 (Topsoil)

Reddish lateritic gravel c::::J

Koboko ____ .. Manibe TIC

ManibeT/C PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

~KF.TrH M4P FOR' ARIK() "A" 70NF BORROW ARFA (1.8km OFFSET) RHS BP 5

POTENTIAL MATERlAL USED DEPTH AREA QUANTITY USED QUANTITY 3 3 BIP LOCATION (m) (m ) FROMKM TOKM (m )

24+700 (RHS) 1.05 14,400.00 15,120.00

c;l TPI KEY TP2 ~ g. Borrow Area Extent o // 8 TP1-TP2 100m <: P;;" TP1-TP3 100m ~ TP3-TP4 140m TP2-TP4 140m --­ a~ ----. n-l

2

Greyish Sandy gravel Greyish Sandy gravel

Kohoko _ , .. Arua r 24+700 PROJECT: GEOTECHNICAL INVESTIGA nON AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : AROI BORROWAREA (ROAD SIDE) RHS BP 6

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 BIP LOCAnON (m) (m ) FROMKM TOKM

29+550 (RHS) 0.95 12,900.00 12,255.00 1,980.16

D

KEY TPI TP? // Borrow Area Extent TPI-TP2 100m TPI-TP4 95m Reddish gravel TP3-TP4 120m material TP2-TP3 140m ~ House

1.0

Yellowish Reddish gravel gravel material

Koboko , ---­ --­ Arua 1 29+550 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

"'KF.TCH MAP FOR . IDKTRA rrnnn nnRRnW ARFA (RnA n SIDE) RHS BP7

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION (m) (m") FROMKM TOKM

30+500 (RHS) 0.933 5,775.00 5,388.08 7,070.12

o

TPl KEY 0.1 (Topsoil) / / Borrow Area Extent

TPI-TP2 100m

Reddish gravel TPI-TP3 120m material TP2-TP3 105m

0.1 TODsoil Used O.9S Yellowish gravel mat. Yellowish gravel mat. ~~~ · f --- Arua

30+500 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: LAMJRA BORROW AREA (2.8km OFFSET) LHS BPS

POTENTIAL MATERrAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

34+300 LHS L05 11,450.00 12,022.50 6,350.00

Okoroko TIC 34+300 c::::J c::::J I, Koboko .. • .. Arua

KEY // Borrow Area Extent TPI-TP2 100m TP2-TP3 120m 2.0km TPI-TP3 110m

Reddish gravel ~ Reddish Brown gravel. ~ :> <§: PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD to;;"ETt:'H MAP FOR' Pfl)4 RnRRnW 4RF4 (4 )km nFf';';:;FT) lHS (RJ BPIO

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM

34+300 LHS 1.0 6,250.00 6,250.00

Okoroko TIC 34+300 c::::J c::::J L, Koboko ... • ToArua

f:j KEY // Borrow Area Extent TPI-TP2 150m TP2-TP3 120m TPI-TP3 100m ~ Catholic Church

~ <;l >­ Yellowish Brown ~: Sandy lateritic gravel ~ PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: PlDA BORROW AREA (4.3km OFFSET) LHS (AJ BP 9

POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 3 BIP LOCATION (m) (mz) (m ) FROMKM TOKM (m )

34+300 LHS 0.9375 22,500.00 21,093.75

Okoroko TIC 34+300 c:::::J L, c:::::J Koboko ... .. ToArua • KEY c:::::::J r::::J TPI-TP2 180m TPl TP2-TP3 150m 0.1 (Topsoil) TP3-TP4 100m TPI-TP4 180m O.R,) / / Borrow Area Extent Yellowish gravel Yellowish lateritic gravel

TP1 0.1 (Topsoil)

~ 0.95 0.9':; ~ Yellowish Brown Yellowish gravel OQ>­ Sandy lateritic gravel x PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

~J{F.TrH MAP FOR . F{'fMINI R()RR()W A REA ((wOm ()FF.flET) rm NAURE VIUAGE BP 11

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

36+800 (RHS) 0.917 8,225.00 7,542.33 2,994.60

c;l TPI e.Z KEY cr (1) Borrow Area Extent // ~ TP1-TP2 100m ;­ (JQ TPI-TP3 135m (1) TP2-TP3 l10m

.1

Yellowish Yellowish gravel gravelly mat.

Koboko - .._-­ , ..... Arua

36+800 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : OVUJO/OBERE BORROW AREA ( ROAD SIDE) BP 13

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m ) (m ) FROMKM TOKM (m )

43+750 (LHS) 1.067 7,637.50 8,149.21 3,970.10

43+470 , Koboko - .._­ •• --....- Arua

KEY // Borrow Area Extent TPI-TP2 115m TPI-TP3 120m gravel material TP2-TP3 130m

Brownish gravel Brownish gravel mat. mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKF.TrH M"P FOR . OIl TPE RORROW ARF:A dn OU1FFF: RTVF:R ( ROAf) Sff)E lHS) BP 12

POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 3 B/P LOCATION (m ) FROMKM TOKM (m )

LHS) 0.833 4,512.50 3,760.42 7,670.50

38+650 • Koboko - .._­ •• --....- Arua

KEY // Borrow Area Extent TPI-TP2 95m TPI-TP3 90m TP2-TP3 100m

Yellowish sandy Yellowish sandy gravel mat. gravel mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANLBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: OMGBOO/OLUFE BORROW AREA (i.Okm OFFSET) LHS BP 14

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 BIP LOCATION (m) (m ) FROMKM TOKM (m )

44+425 LHS 1.2 12,870.00 15,444.24 4,630.20

44+425 ~ Koboko -.._-­ • .. Arua S/country Ovujo 0 CJ Ovujo Dispensary HlQ TPI ...... TP7 ...... 0.1 (Topsoil) ......

KEY // Borrow Area Extent TPI-TP2 135m TP2-TP3 120m TP3-TP4 100m I (Topsoil) TPI-TP4 100m ~ d Reddish lateritic ~o Reddish lateritic (3 gravel gravel. 6 ~ PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

~J(FTCH MAP FOR' AMRFKIIA RORROWARF;A (4.2km OFFSET) LIlS BP 15

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

44+425 LHS 1.05 8,437.50 8,859.38 2,730.15

1 44+425 Koboko • .. Arua ...... KEY .... // Borrow Area Extent ...... TPI-TP2 150m TP2-TP3 135m TPI-TP3 100m

~ TP1 ( TP7. \ 8. >-l 0 t:n ::J 0 (I) ::J E:~ c:0:;I ~oa gravel. !:rravel (I).... PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: ANGURUMA BORROW AREA (5.0km OFFSET) LHS BP 16

POTENTIAL MA TERrAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

55+900 LHS 1.175 15,600.00 18,330.00

55+900 Koboko .. • .. Arua ·l~om 7'0 0 EB Vl> . '1Jo KEY // Borrow Area Extent TP2 TP1-TP2 150m 0.1 (Topsoil) TP4-TP3 100m 1+600 TPI-TP3 100m TP2-TP3 140m

lateritic gravel EB Anguruma Catholic Church

5+000

mat. Uganda Congo Border Line Route PROJECT: GEOTECHNICAL INVESTIGA TION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKF,TC'H MAP FOR 'PnTPTT RORROW ARRA (6.0km OFFSETlIRS BP 17

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

55+900 LHS 1.325 23,625.00 31,303.13

55+900 Koboko .. • ... Arua

KEY 1'0 0",- . e ''90 // Borrow Area Extent Church TPI-TP2 170m TP2 TP3-TP4 150m 0.2 (Topsoil) TPI-TP4 180m 1i?'S 9o~:b- TP2-TP3 120m 1i?'I><"#

.1 (Topsoil)

To Koboko Uganda Congo Border Line Route To Dwamachaku Custom Centre PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANfBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: OLEBA BORROW AREA "A" (/,3km OFFSET) LHS BP18

POTENTIAL MATERIAL USED DEPTII AREA QUANTITY USED QUANTITY 2 3 3 B/P LOCATION (m) (m ) (m ) FROMKM TOKM (m )

55+900 (LHS A) 0.983 7,800,00 7,670.00 3,210.11

55+900 Oleba TIC CJ CJ Koboko cit .. Arua - c:::J c:::J

Oleba Church 300m KEY 0,1 (Topsoil) / L Borrow Area Extent [L] TPI-TP2 140m TPI-TP3 100m TP2-TP3 130m [i] J (Topsoil) TPI-TP2 170m TP1-TP3 [!] TP2-TP3 gravel

Yellowish Yellowish gravel gravel PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANillE-KOBOKO-ORABA-ROAD

SKFTCH MAP FOR . OJ ,ERA BORROW AREA "B" (1.3km OFFSET) LEIS BP 19

POTENTIAL MATERlAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION (m) (mz) FROMKM TOKM (mJ)

55+900 (LHS B) 1.067 9,968.75 10,636.66

55+900 Oleba TIC CJ p= Koboko Arua I - - CJ CJ

Oleba Church 300m KEY 0.1 (Topsoil) / /' Borrow Area Extent CLJ TPI-TP2 140m TPI-TP3 100m TP2-TP3 130m [i] .1 (Topsoil) TPl-TP2 170m TPI-TP3 [U TP2-TP3 gravel

Yellowish Yellowish gravel gravel PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANmE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : NYANGILlA BORROW AREA (400m OfFSET) RllS "A" BP21

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 BIP LOCATION (m) (m ) FROMKM TOKM (m')

67+780 (RHS) 1.00 4,950.00 4,950.00 5,635.17

~ § Z TPI House ~;. KEY D ~ / /' Borrow Area Extent w TPI-TP2 100m TP2-TP3 90m TPl-TP3 120m lateritic gravel House TP3 D

0.1 Topsoil Used 1.0 Reddish Brown lateritic gravel Reddish Brown lateritic gravel

Koboko ... , ... Arua I 67+780 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

~1(1fTrnMAPFOR 'MTOTA RORROWARF:A (5IkmOFF.)F:T)LHS BP 20

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

64+550 LHS 1.2 15,525.00 18,630.00 2,980.14

64+550 Leiko TIC c:=J Koboko .. • .. Arua o o Leiko PIS Sign Post

KEY // Borrow Area Extent TP1-TP2 140m TPI-TP3 120m TP2-TP4 130m TP3-TP4 110m

To Koboko ______Uganda Congo Border Line Route ~B~ro~w~n~ishgravelmat. PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANlBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : NYANGILIA BORROW AREA (400m OFFSET) RHS "B" BP 22

POTENTIAL MATERlAL USED DEPTH AREA QUANTITY USED QUANTITY 3 3 BIP LOCATION (m) (mz) (m ) FROMKM TOKM (m )

67+780 (RHS) 1.275 23,637.50 30,137.81

CJ CJ Nyangilia S.S.S CJ CJ D ;l TPI ~ g .1 (Topsoil) ~;. KEY ~ / / Borrow Area Extent r.Il .4 TPI-TP2 170m Yellowish TPI-TP4 160m lateritic gravel TP4-TP3 135m TP2-TP3 150m

Yellowish Yellowish lateritic gravel lateritic gravel

Koboko , too Arua I 67+780 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SlKETC'H MAP FOR' 4RF\'FY R()RR()W ARFA (OFFSFT R()ADSmF) RHS BP 23

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

73+730 (RHS) 0.95 7,343.45 6,976.56 1,790.15

TPI 0.1 (Topsoil)

0.9:'i

Reddish Lateriric gravel material

0.1 Toosoil Used 0.90 Reddish lateritic gravel Reddish lateritic gravel

Koboko • f Arua

73+730 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : ARESEY BORROW AREA (ROAD SIDE) LHS BP24

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 I--F-R-O-M-KM------T-O-KM----II (m3) B/P LOCATION (m) (m ) (m )

73+730 (LHS) 1.2 16,100.00 19,330.00 2,190.17

73+730

Koboko - __­ • • --.....- Arua

Used .~'.~" ... KEY // Borrow Area Extent TPl-TP2 100m Reddish gravel TPI-TP3 130m material J TP2-TP3 140m

Reddish gravel Reddish gravel material material PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKF,TCH MAP FOR: Kfi:RI BORROW AREA (ROAD SIDE) RHS BP 25

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 B/P LOCATION (m) (m ) (m ) FROMKM TOKM (m )

80+328 (RHS) 1.066 11,900.00 12,685.40 1,630.16

KEY TPl // Borrow Area Extent 0.2 (Topsoil) TPI-TP2 150m TP2-TP3 170m 1.2 TPI-TP3 130m Reddish Brown /

0.1 Toosoil c::J c::J c::J Used lateritic gravel mat. 1.0 Kevi TIC Reddish Brown lateritic gravel mat.

Oraba ~ ~ -_..- Koboko r 80+328 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: NYARAGARA BORROW AREA (ROAD SIDE) RHS "A" BP 26

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 B/P LOCATION (m) (m ) (m ) FROMKM TOKM (m )

82+330 (RHS) 1.067 6,325.00 6,748.78 5,280.13

01 ~ .0' (1) KEY ~ 1 (Topsoil) C/'J / / Borrow Area Extent TPI·TP2 130m TP1-TP3 100m TP2-TP3 110m

OJ Topsoil

1.0 Yellowish Brown lateritic gravel Yellowish Brown lateritic gravel

o o o Nyaraga TIC Uganda Side Oraba .. t --- Koboko NyaragaraTIC (Congoside) DOD 82+330 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP I?OR . NYARArrARA R{)RR{)W ARF.A (R{)An SlnF.) RH5, "R" BP 27

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 BIP LOCAnON (m) (m ) FROMKM TOKM (m])

82+330 (RHS) 1.066 10,125.00 10,793.25

-l 0 KEY ~ >6' Borrow Area Extent (I> // ~ TPI-TP2 100m [fJ TP2-TP3 150m TPI-TP3 170m

Yellowish Brown lateritic gravel

o o D Nyaraga TIC Uganda Side Oraba ---- , ---- Koboko T Nyaragara TIC (Congoside) D CJ CJ 82+330 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANlBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : A WINDRl BORROWARE4 (ROAD SIDE) RHS CIO KULUBA SICOUNTY BP 28

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

84+730 (RHS) 1.30 17,100.00 22,230.00

KEY TPI // Borrow Area Extent 0.2 (Topsoil) TPI-TP2 200m TP2-TP3 180m 1.2 TPI-TP3 180m Reddish Brown Lateriric gravel

0.1 TODsoil CJCJ CJ lateritic gravel mat. 1.4 Kevi TIC Reddish Brown lateritic gravel mat.

Oraba . ~ .. Koboko r 84+730 J

ANNEX 5: Water Analysis Date: 07/04/2009

1. Samples:

Nine (9) Water sample was recieved by this laboratory.

2. Date received: 25/0312005

3. Results:

Project: Field Study ofVurra-Arua-Manibe-Koboko-Oraba Road Section.

Sample Description: I Water to be used for concrete

Technician: Mutaasa Henry Date Tested: 3/26/2009

TESTS CARRIED OUT ON WATER

SAMPLE True Colour CHORIDE SULPHATES NUMBER! RIVER pH VALUE Turbidity (NTU) TDS (mg/I) CONTENT CONTENT PtCo (mg/L)* (mg/L)*

Enyau ,8+900 LHS 6.41 5 11 51 0.79 9

Enyau,26+420 6.37 12 12 51 2.46 5.6

Enve,33+OOO 6.59 47 13 43 2.91 8.5

Oluffe,39+000 608 88 7 34 5.95 29.6

Ayii,49+570 6,55 78 14 54 6.16 420

6.48 20 13 56 247 6.8 KenQe,60+000

644 10 7 63 2.66 9 Yoo,61+050

Apaa,68+030 6.45 15 33 75 7,69 6,8

Drabara,87+830 6.48 12 9 56 lSI lIS

WHO Drinking 6.5-8.5 10 5 1000 250 250 water standards

4. Remarks: 4.1 Samples for samples, item 2 and 5 were filtered prior to analysis since they were relatively turbid.

4.2 Ideally water with quality characteristics within the recommended WHO standard can be used to make good quality concrete and hence does not impact the final product.However, water that does not conform to the aforementioned standards can be used provide it does not have a high concentration oftotal suspended solids TSS (Turbidity used as a surrogate here ),dissolved solids (TDS) and organic matter (true colour used as a surrogate here),

N.Kajwalo, Teclab Ltd. Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment ~;Ynal Detailed Engineering Design Report

.t\NNEX 4 - Sources ofMaterials PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR :TIA KUIAJONO BORROWAREA. OFFSET9.7KM LllS BP 1

POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 FROMKM TOKM 3 BIP LOCATION (m) (mz) (m ) (m ) 0+197 1.275 22,862.50 29,149.69 5,750

L 0+197 Arua __1---­ • .. Vurra Custom Centre Point TP2 .1 (Topsoil) KEY // Borrow Area Extent TPI-TP2 140m 0.1 (TopsoiI) TP2-TP3 150m TP3-TP4 155m TP4-TPI 160m TPI-TP4 ( Reddish brown lateritic gravel)

. '\,Ie ,610", 'b-~<;> %....,(: . ~o&'\'b-~"'i "~(' <'\'0" '\,04 "'/(' ",--&'b­ Border Line Route '\,0 r' PROJECT: GEOTECHNICAL INVESTIGA nON AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: AJONO BORROWAREA C/O AYELEMBE TIC. ( J.OKM OFFSET) LHS BP2

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION I..m) \.m) I..m) FROMKM TOKM I..m)

LHS 0.975 17,860.00 17,413.50

Ayelembe TIC 7+500 c::::J c::::J L I Arua -.._-­ • Vurra Custom Centre Point TP1 0.1 (Topsoil) KEY Borrow Area Extent '\ // , , , TPI-TP2 100m TP2-TP3 200m gravel gravel \---~r' T TP3-TP4 90m TP4-TPI 175m I:':. _1 Box culvert ofEnyau

TPI

Reddish lateritic Reddish lateritic gravel mat. gravel mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: ODIANYADRl BORROW AREA (800m OFFSET) LHS BP 3

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

8+900 (LHS) I.l 14,087.50 15,496.25 2,100.05

Odianyadri TIC 8+900 c::J c::J !, Arua - .._-­ • ... Vurra Custom Centre Point

TPI 0.1 (Topsoil) KEY // Borrow Area Extent 1.0 TPI-TP2 100m TPI-TP3 145m TP3-TP4 120m Ql c: TP2-TP4 110m -l til ;. (') 0.. ~ TP1 2 0.1 (Topsoil)

~(') 1.0

j Yellowish lateritic gravel Yellowish lateritic gravel mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SK.ETC!:! MAP FOR' nRnPT RnRRnW ARF:A (~7km nFFSF:T) RHS rIO MERIDI TIC BP 4

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

22+100 (RHS) 1.175 14,375.00 16,890.63 4,280.13

TPI 0.1 (Topsoil) G!s· 1.0 o· 6:Q Yellowish lateritic gravel ~c ::l 0..

TP4 0.1 (Topsoil)

Reddish lateritic gravel c::::J Kohoko ___ ... ManibeT/C

Manihe TIC PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : ARIKO "A" ZONE BORROW AREA (l.Bkm OfFSET) RHS BP 5

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 3 BIP LOCATION (m) (m") (m ) FROMKM TOKM (m )

24+700 (RHS) 1.05 14,400.00 15,120.00

~ TPl TP? KEY ~ a"" Borrow Area Extent 0 // :-;­ 0 TPI-TP2 100m < p;;' TPI-TP3 100m 0 8 TP3-TP4 140m :-;­ TP2-TP4 140m -- _I ~ 0 --­ ~ ()

Greyish Sandy gravel Greyish Sandy gravel

Koboka ____ , .. Ama 1 24+700 PROJECT: GEOTECHNICAL INVESTIGAnON AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : AROJ BORROWAREA RHS BP 6

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 BIP LOCATION (m ) (m') FROMKM TOKM (ml)

29+550 (RHS) 0.95 12,900.00 12,255.00 1,980.16

CJ

TP! KEY // Borrow Area Extent TPI-TP2 100m TPI-TI'4 95m TP3-TP4 120m TP2-TP3 140m CJ House

1.0

Yellowish Reddish gravel gravel material

Koboko • Arua -­ I --­ 29+550 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : LOKIRA GaDa BORROW AREA (ROAD SIDE) RHS BP7

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

30+500 (RHS) 0.933 5,775.00 5,388.08 7,070.12

CJ

TPl KEY 0.1 (Topsoil) ././ Borrow Area Extent

TP1-TP2 100m

Reddish gravel TP1-TP3 120m material TP2-TP3 105m

0.1 TODsoil Used ...... --­ ....,"S:O.9S Yellowish ~ gravel mat. Yellowish gravel mat.

-­....~ Arua Koboko • f

30+500 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: LAMlRA BORROW AREA (2.8km OH3'ET) LHS BPS

POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m ) (m ) FROMKM TOKM (m )

34+300 LHS 1.05 11,450.00 12,022.50 6,350.00

Okoroko TIC 34+300 c::::J c::::J l f Koboko .. • Arua

KEY // Borrow Area Extent TPI-TP2 100m TP2-TP3 120m 2.0km TPI-TP3 110m

Reddish gravel ! Reddish Brown gravel. c;3 ;J> ~: PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: PIDA BORROWAREA (4.5km OFFSET) LHS (B) BP 10

POTENTIAL MATERlAL USED DEPTH AREA QUANTITY USED QUANTITY 3 BIP LOCATION (m) (m ) FROMKM TOKM

34+300 LHS 1.0 6,250.00 6,250.00

Okoroko TIC 34+300 c::::::J c::::::J L I Koboko ... • .... To Arua

TP2 0.1 (Topsoil) f:j KEY // Borrow Area Extent TPI-TP2 150m TP2-TP3 120m TPI-TP3 100m ~ Catholic Church

j 1.0 Ql >­ Yellowish Brown ~: Sandy lateritic gravel ~ PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: PIDA BORROW AREA (4,3km OFFSET) LHS (AJ BP 9

POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION FROMKM TOKM

34+300 LHS 0.9375 22,500.00 21,093.75

Okoroko TIC 34+300 c:::J 1 c:::J f Koboko ... .. To Arua • KEY c:::J c:::J TPI-TP2 180m TPI TP2-TP3 150m 0.1 (Topsoil) TP3-TP4 100m TPI-TP4 180m 0.&'; / / Borrow Area Extent Yellowish gravel Yellowish lateritic gravel

TP~ 0.1 (Topsoil)

~ 0.9'; 0.9'; c/ Yellowish Brown Yellowish gravel Sandy lateritic gravel ~ (j PROJECT: GEOTECHNICAL INVESTIGATION AND LABORA TORY TESTING FOR VURRA-ARUA-MANffiE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : ECIMINI BORROWAREA (600m OF'F'SEl) C/O NALlBE VILLAGE BP 11

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

36+800 (RHS) 0,917 8,225.00 7,542.33 2,994.60

c;l TPl ~ KEY & (1) // Borrow Area Extent 2 TPI-TP2 100m ~ TPI-TP3 135m (1) ) gravelly mat. TP2-TP3 110m '"

0.95

Yellowish Yellowish gravel mat.

Koboko - .._­ , .. Arua

36+800 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: OVUJO/OBERE BORROW AREA (ROAD SIDE) BP 13

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION FROMKM TOKM

43+750 (LHS) 1.067 7,637.50 8,149.21 3,970.10

43+470

Koboko - .._­ ..• --....- Arua

TPI Used KEY // Borrow Area Extent TP1-TP2 115m Brownish TPI-TP3 120m gravel material TP2-TP3 130m

1.0

Brownish gravel Brownish gravel mat. mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR . OLUPE BORROWAREA clo OLUFFE RIVER ( ROAD SIDE LHS) BP 12

POTENTIAL MATERlAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

LHS) 0.833 4,512.50 3,760.42 7,670.50

38+650

Koboko -.._­ ..• --...- Arua

KEY // Borrow Area Extent TPI-TP2 95m TPI-TP3 90m TP2-TP3 100m

Yellowish sandy Yellowish sandy gravel mat. gravel mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : OMGBOOIOLUFE BORROWAREA (1. Okm OFFSET) LHS BP 14

POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIPLOCATION (m) (m ) (m ) FROMKM TOKM (m )

44+425 LHS 1.2 12,870.00 15,444.24 4,630.20

1 44+425 f Koboko .. • .. Arua

S/country Ovujo D Ovujo Dispensary HlQ TPl ...... TP2 0.1 (Topsoil) .....

KEY // Borrow Area Extent TPI-TP2 135m TP2-TP3 120m TP3·TP4 100m 1 (Topsoil) TPI-TP4 100m ~ ~l~l-::':S 1.4 c;l o Reddish lateritic 6 Reddish lateritic a gravel gravel. 6 ~ (") PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : AMBEKUA BORROW AREA (4.2km OFFSET) LHS BP 15

POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 BiP LOCATION (m ) FROMKM TOKM

44+425 LHS 1.05 8,437.50 8,859.38 2,730.15

44+425 !, Koboko .. • .. Arua

...... --:::­ KEY / / Borrow Area Extent TPI-TP2 150m TP2-TP3 135m TPI-TP3 100m

~ c/ §;Q (I> ::s 6'~ I: I:I:l -0 (I> .... Co gravel. gravel ....(I>

.. PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : ANGURUMA BORROW AREA OFFSET)LHS BP 16

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 BIP LOCA TION (m ) (ml) FROMKM TOKM (ml)

55+900 LHS 1.175 15,600.00 18,330.00

55+900 Koboko .. • ... Arua ·l~om roo e Vzyo KEY // Borrow Area Extent TP2 TP1-TP2 150m 0.1 (Topsoil) TP4-TP3 100m 1+600 TPI-TP3 100m TP2-TP3 140m

lateritic gravel e Anguruma Catholic Church

.1 (Topsoil) 5+000 1.2

Reddish sandy gravel mat.

mat. Uganda Congo Border Line Route PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR :EDIPII BORROW AREA ( 6. Okm OFFSET) LHS BP 17

POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

55+900 LHS 1.325 23,625.00 31,303.13

55+900 Koboko .. • • Arua ~ KEY 1'0 0 EB vtgo // Borrow Area Extent Church TPI-TP2 170m TP2 TP3-TP4 150m TPl 0.2 (Topsoil) 0.1 (TODSOil) TPI-TP4 180m ~\':> <\:).'1> TP2-TP3 120m <'IJ.~~ ~'I>' 1.2 Reddish Brown lateritic gravel

1 (ToDsoin

gravel mat.

gravel mat. To Koboko Uganda Congo Border Line Route To Dwamachaku Custom Centre PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: OLEBA BORROW AREA "A" (1.3km OFFSET) LHS BP18

POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) Cm ) (m ) FROMKM TOKM (m )

55+900 (LHS A) 0.983 7,800.00 7,670.00 3,210.11

Oleba 55+900 TIC c::J L...... J Koboko • Arua - L...... J • c::J

Oleba Church 300m TPI KEY 0.1 (Topsoil) / / Borrow Area Extent CLJ TPI-TP2 140m TPI-TP3 100m TP2-TP3 130m [iJ TPI-TP2 170m TPI-TP3 145m ~ TP2-TP3 gravel gravel GJ

Yellowish Yellowish gravel gravel PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: OLEBA BORROW AREA "B" ( 1.3km OFFSET) LHS BP 19

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

55+900 (LHS B) 1.067 9,968.75 10,636.66

55+900 Oleba TIC c::J c:::J Koboko .. • Arua - c::::J c::::J

Oleba Church 300m KEY 0.1 (Topsoil) / / Borrow Area Extent CLJ TP1-TP2 140m TP1-TP3 100m TP2-TP3 130m [iJ TP3 1 (Topsoil) TP1-TP2 170m TP1-TP3 145m [!] 10 TP2-TP3 Yellowish gravel GJ 0.2 (Topsoil) 0.2 (Topsoil)

0.95+ 1.0 Yellowish Yellowish gravel gravel ..

PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANffiE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : NYANGILIA BORROW AREA (400m OFr-SET) RHS "A" BP21

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m ) (m ) FROMKM TOKM (m )

67+780 (RHS) 1.00 4,950.00 4,950.00 5,635.17

c;l :!: § House ~ KEY ;. CJ '"t1 / ./ Borrow Area Extent CIi TPI-TP2 100m TP2"TP3 90m TPI-TP3 120m lateritic gravel House CJ

0.1 Topsoil Used Reddish Brown ..... ------~1.0 lateritic gravel Reddish Brown lateritic gravel

Koboko • , .. Arua I 67+780 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANlBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: MlDIA BORROW AREA (5.1km OFFSET) LliS BP 20

POTENTIAL MATERIAL USED DEPlH AREA QUANTITY USED QUANTITY 2 BIP LOCATION (m) (m ) (m}) FROMKM TOKM (m})

64+550LHS 1.2 15,525.00 18,630.00 2,980.14

LeikoT/C CJ 64+550 Koboko ... • .. Arua D D Leiko PIS Sign Post

KEY // Borrow Area Extent TPI-TP2 140m TP2 .,. .. J" .. .r TPI-TP3 120m ~~~ ...':!o'! IIlIIIm 0.1 (Topsoil) TP2-TP4 130m TP3-TP4 110m

Brownish gravel mat. To Koboko Uganda Congo Border Line Route ------­Brownish gravel mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: NYANGILIA BORROWAREA (400m OFFSET) RHS "B" BP 22

POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

67+780 (RHS) l.275 23,637.50 30,137.81

D D Nyangilia S.S.S D D D D Ql ~ § 1 (Topsoil) ~ KEY ~. Borrow Area Extent ~ rn // .4 TPI-TP2 170m Yellowish TP1-TP4 160m lateritic gravel TP4-TP3 l35m TP2-TP3 150m

il

Yellowish lateritic gravel Yellowish lateritic gravel

Kohoko - .._-­ , Arua 1 67+780 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA·ARUA-MANIBE·KOBOKO-ORABA-ROAD

SKETCH MAP FOR : ARESEY BORROW AREA (OFFSET ROAD SIDE) RHS BP 23

POTENTIAL MATERIAL USED DEPTH AREA USED QUANTITY BIP LOCATION FROMKM TOKM

73+730 (RHS) 0.95 7,343.45 6,976.56 1,790.15

TPI

Reddish Lateriric gravel material

0.1 TODsoil Used -­ "\ ~~0.90 Reddish lateritic gravel Reddish lateritic gravel

--...... Arua Koboko • f

73+730

.. PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : ARESEY BORROW AREA (ROAD SIDE) LHS BP24

POTENTIAL MATERlAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION FROMKM TOKM

73+730 (LHS) 1.2 2,190.17

73+730

Kohoko - .._- • • --....- Arua

Used KEY Borrow Area Extent A // TP1·TP2 100m Reddish gravel TPI-TP3 130m material TP2-TP3 140m

1.0

Reddish gravel Reddish gravel material material PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : KERf BORROW AREA (ROAD SIDE) RHS BP 25

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

80+328 (RHS) 1.066 11,900.00 12,685.40 1,630.16

KEY TPl // Borrow Area Extent 0.2 (Topsoil) TPI-TP2 150m TP2-TP3 170m 1.2 TPI-TP3 130m Reddish Brown /

-mmII 0.1 TODsoil CJCJ CJ Used lateritic gravel mat. _____ ~~.!!.. : ..J 1.0 Kevi TIC Reddish Brown lateritic gravel mat.

Oraba . , ------Koboko 1 80+328

. • PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : NYARAGARA BORROW AREA (ROAD SIDE) RHS "A" BP 26

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

82+330 (RHS) 1.067 6,325.00 6,748.78 5,280.13

~ ~ -6' (1) TP1 KEY ~ (fJ / /' Borrow Area Extent TPI-TP2 130m TP1-TP3 100m Yellowish Brown TP2-TP3 110m lateritic gravel Used

0.1 Topsoil

1.0 Yellowish Brown lateritic gravel Yellowish Brown lateritic gravel

CJ CJ Nyaraga TIC Uganda Side Oraba --- , ------Koboko T Nyaragara TIC (Congoside) CJ CJ CJ 82+330 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR: NYARAGARA BORROW AREA (ROAD SIDE) RHS "B" BP 27

POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

82+330 (RHS) 1.066 10,125,00 10,793.25

>-l o KEY ~ .0' Borrow Area Extent G // ~ TPI-TP2 100m fJJ TP2-TP3 150m TPI-TP3 170m

Yellowish Brown lateritic gravel

D o Nyaraga TIC Uganda Side Oraba - .._-- , - Koboko T NyaragaraTIC (Congoside) o D 82+330

, • PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD

SKETCH MAP FOR : A WINDRI BORROW AREA (ROAD SIDE) RIlS C/O KULUBA S/COUNTY BP 28

POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m )

84+730 (RHS) 1.30 22,230.00

KEY TPl // Borrow Area Extent 0.2 (Topsoil) TPI-TP2 200m TP2-TP3 180m 1.2 TP1-TP3 180m Reddish Brown Lateriric gravel

OJ TODsoil c:::J c:::J c:::J lateritic gravel mat. 1.4 Kevi TIC Reddish Brown lateritic gravel mat. Oraba • • -_...... Koboko i 84+730 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report

ANNEX 5 - Water Quality Analysis ,

Date : 07/04/2009

1. Samples:

Nine (9) Water sample was recieved by this laboratory.

2. Date received: 25/03/2005

3. Results:

Project: Field Study ofVurra-Arua-Manibe-Koboko-Oraba Road Section.

Sample Description: Water to be used for concrete

Technician: Mutaasa Henry Date Tested: 3/26/2009

TESTS CARRIED OUT ON WATER

True Colour SAMPLE CHORlDE SULPHATES NUMBER! RIVER pH VALUE Turbidity (NTU) TDS (mg/l) CONTENT CONTENT PtCo (mg/L)* (mg/L)*

Enyau ,8+900 LHS 6.41 5 11 51 0.79 9

Enyau,26+420 6.37 12 12 51 2.46 5.6

Enve,33+000 6.59 47 13 43 2.91 8.5

01 uffe,3 9+000 6.08 88 7 34 5.95 29.6

Ayii,49+570 6.55 78 14 54 6.16 420

6.48 20 13 56 2.47 6.8 Kenqe,60+000

6.44 10 7 63 2.66 9 Yoo,61+050

Apaa,68+030 6.45 15 33 75 7.69 6.8

Drabara,87+830 6.48 12 9 56 1.51 11.5

WHO Drinking 6.5-8.5 10 5 1000 250 250 water standards

4. Remarks: 4.1 Samples for samples,item 2 and 5 were filtered prior to analysis since they were relatively turbid.

4.2 Ideally water with quality characteristics within the recommended WHO standard can be used to make good quality concrete and hence does not impact the final product.However, water that does not conform to the aforementioned standards can be used provide it does not have a high concentration of total suspended solids TSS (Turbidity used as a surrogate here),dissolved solids (TDS) and organic matter ,true colour used as a surrogate here).

N.Kajwalo. Teclab Ltd. .­