The Republic of

Environmental & Social Impact Statement (ESIS) of Proposed Upgrading –

Kihihi–/ Ishasha Road to Bituminous Standards

Prepared for: UGANDA NATIONAL ROADS AUTHORITY P. O. Box 28487, , Uganda. Plot 11, Yusuf Lule Road, Kampala

By:

AWE Environmental Engineers EIA partnership of: AIR WATER EARTH (AWE) LTD Environmental, Civil Engineers & Project Management Consultants M1, Plot 27 Binayomba Road, Bugolobi P.O.Box 22428, Kampala, UGANDA. T: 041-4268466, Mob: 078-2580480/ 077-2496451 E: [email protected] W: www.awe -engineers.com

And:

Mott MacDonald, KAGGA & PARTNERS LTD Stoneham Place, Consulting Engineers Stoneham Lane, 2 Bandali Close Bugolobi Southampton P. O. Box 6583, Kampala Uganda SO50 9NW, T:+256 414 220279 / 256 414 223692 United Kingdom Fax: +256 414 220208 T +44(0) 23 8062 8800 E: [email protected] F+44(0) 23 8062 8801 W: www.kaggapartners.com W www.mottmac.com

October 2013

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Document Control

Client: Uganda National Roads Authority, UNRA Project No: EA/1022

Report Title: Date: 04 October 2013 Doc. No.: unra-rkki-001 Environmental & Social Impact Statement (ESIS) for Upgrading Rukungiri – – Kanungu/ Ishasha Road to Bituminous Standards.

Revision Description Originator Reviewed Date 2 Final Report LK DO, TP, FN, DO October 2013

Preparation of this report has been undertaken within agreed Distribution terms of reference using all reasonable skill and care. AWE accepts no responsibility or legal liability arising from Official unauthorised use by third parties of data or professional opinions Public herein contained. Confidential

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Environmental & Social Impact Statement (ESIS) of Proposed Upgrading Rukungiri – Kihihi – Kanungu/ Ishasha Road to Bituminous Standards

Prepared for: UGANDA NATIONAL ROADS AUTHORITY P. O. Box 28487, Kampala, Uganda. Plot 11, Yusuf Lule Road, Kampala

By: AWE Environmental Engineers1 EIA partnership of: AIR WATER EARTH (AWE) LTD (Environmental, Civil Engineers & Project Management Consultants) M1, Plot 27 Binayomba Road, Bugolobi P.O.Box 22428, Kampala, UGANDA. T: 041-4268466, Mob: 078-2580480/ 077-2496451 E: [email protected] W: www.awe-engineers.com

In association with:

KAGGA & PARTNERS LTD Consulting Engineers 2 Bandali Close (Old Port Bell Road) Bugolobi P. O. Box 6583, Kampala Uganda Tel:+256 414 220279 / 256 414 223692 Fax: +256 414 220208 E: [email protected] W: www.kaggapartners.com

October 2013

1 In conformity to NEMA (Uganda) requirements and regulations: The National Environment (Conduct and Certification of Environmental Practitioners) Regulations, 2003, this ESIA was prepared under Air Water Earth’s EIA partnership “AWE Environmental Engineers”.

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Consultants

Lead team: Role Signature

Eng. Lammeck KAJUBI; PE. Team Leader

BScEng(1.1 Hons) MAK, MEngSc(Env) (UQ-Queensland). Environmental Engineer/ NEMA Certified/Registered Environmental Practitioner Registered Professional Environmental Engineer

KALIBBALA Herbert Mpagi, PhD Civil / Infrastructure BSc (MAK), MSc (Env Eng), PhD (Sweden). Engineer NEMA Certified/Registered Environmental Practitioner

Mrs. Pamela TASHOBYA Sociologist BA Env. Mgt (Hons), MAK, MSc (Dev. Mgt.) (Norway). NEMA Certified/Registered Environmental Practitioner

Specialists:

KITYO Robert, PhD Wildlife Ecologist/Zoologist WANYANA Olivia, MSc Botanist

Support staff:

KYABANGI Amina, BA SS Sociologist MUGERWA Faith, BA Field Sociologist SERYAZI Lamek, BA Field Sociologist NABAGGALA Ritah, BEnv Mgt Community mobilisation/ primary data collection

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Acronyms, Units & Definitions

Acronyms:

AADT: Annual average daily traffic CFR: Central Forest Reserves CMP: Construction Management Plan DRC: Democratic Republic of Congo HSE: Health, Safety & Environment ESIA: Environmental and Social Impact Assessment ESMP: Environmental and Social Management Plan GOU: Government of Uganda IUCN: International Union for Conservation of Nature km: kilometre LC: Local Council MoWT: Ministry of Works & Transport NEMA: National Environment Management Authority NFA: National Forestry Authority OD: Origin-destination (as in “origin-destination” which are surveys useful in determining location and impacts of traffic diversion) OHS: Occupational Health and Safety PCDP: Public Consultation and Disclosure Plan PEAP: Poverty Eradication Action Plan, ToR: Terms of Reference UWA: Uganda Wildlife Authority Vpd: Vehicles per day WRMD: Water Resources Management Directorate

Definitions:

Carriageway: Area of road used by vehicles. It is bounded on either side by road shoulder.

Gender: Corresponds to the French term “genre”. This term attempts to highlight the fact that feminine and masculine roles are not determined by sex (biological attributes), but evolve differently depending on social, cultural and economic conditions. Gender relations are culturally determined; they are defined by the society which determines the activities, status and physiological characteristics etc. associated with being male or female.

Greenhouse gases: The gases that make up the atmosphere and whose physical properties contribute to create a greenhouse effect (a natural warming of the atmosphere). Increased concentration of greenhouse gases in Earth’s atmosphere is one of the principal causes of climate warming.

Murram: Refers to gravel suitable for road building.

Pavement: A structure composed of layers of increasing rigidity and strength and of varying thickness, designed to carry traffic loads on natural soil formations, typically comprising subgrade, sub- base and base layers.

Rehabilitation: An enhanced period of maintenance intended to restore the road to its original condition. Structural defects are repaired without major changes to alignment and width standards as would be implemented in a reconstruction.

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Road reserve: Area of land typically extending from the centre line of the road, owned by the road and within which the roads authority has rights to extend the road and place associated infrastructure. This area can also be used for placing surface or subsurface utilities (water mains, electricity, telephone cables etc.).

Vulnerable people: A group of people characterised by a higher risk and reduced ability to cope with adverse impacts such as vulnerable ethnic minorities, refugees, displaced people, children, elderly, disabled people, etc. Poor men and women are normally considered independently.

Units: bbl/day: Barrels per day (of oil) dBA: Decibels (on weighted scale A) km: kilometre m: metre

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Contents EXECUTIVE SUMMARY ...... X 1 INTRODUCTION ...... 1 2. POLICY, LEGAL & INSTITUTIONAL FRAMEWORK ...... 3

2.1 POLICY FRAMEWORK ...... 3 2.1.1 The National Environment Management Policy, 1994 ...... 3 2.1.2 Uganda Forestry Policy, 2001 ...... 3 2.1.3 National Water Policy, 1999 ...... 3 2.1.4 National Development Plan (NDP), 2010/11-2014/15 ...... 4 2.1.5 Wetlands Policy, 1995 ...... 4 2.1.6 Ministry Of Works & Transport Policies (Gender, HIV/AIDS, OHS) 2008 ...... 4 2.1.7 National Gender Policy, 1997 ...... 5 2.2 LEGAL FRAMEWORK ...... 5 2.2.1 Constitution Of The Republic Of Uganda, 1995 ...... 5 2.2.2 National Environment Act, Cap 153 ...... 5 2.2.3 Water Act, Cap 152 ...... 6 2.2.4 Land Act, Cap 227 ...... 6 2.2.5 Road Act, Cap 358 ...... 7 2.2.6 Town and Country Planning Act, Cap 246 ...... 7 2.2.7 Local Governments Act, Cap 243 ...... 8 2.2.8 Public Health Act, Cap 281 ...... 8 2.2.9 National Forestry And Tree Planting Act, 2003 ...... 8 2.2.10 National Environment (Wetlands, River Banks & Lakeshores Management) Regulations, 2000 ...... 9 2.2.11 National Environment (Standards for Discharge of Effluent into Water or on Land) Regulations, 1999 ...... 9 2.2.12 National Environment (Waste Management) Regulations, 1999 ...... 9 2.2.13 National Environment (Noise Standards and Control) Regulations, 2003 ...... 9 2.2.14 Draft National Air Quality Standards, 2006 ...... 10 2.2.15 Employment Act, Cap 219 ...... 10 2.2.16 Access to Roads Act, Cap 350 ...... 10 4.2.17 Uganda Wildlife Act, Cap 200 ...... 11 2.2.18 National Environment (Hilly and Mountainous Areas Management) Regulations, 2000 ...... 11 2.2.19 Electricity Act, Cap 145 ...... 11 2.2.20 Petroleum Supply Act, 2003 ...... 12 2.2.21 Historical Monuments Act, Cap 46 ...... 13 2.2.22 The National Environment (Audit) Regulations 2006 ...... 13 2.2.23 International Agreements and Conventions ...... 13 2.3 INSTITUTIONAL FRAMEWORK ...... 14 2.3.1 National Environmental Management Authority (NEMA) ...... 14 2.3.2 Ministry of Water and Environment (Mwe) ...... 15 2.3.3 National Forestry Authority (NFA) ...... 15 2.3.4 Uganda Wildlife Authority (UWA) ...... 15 2.3.5 District Land Boards ...... 15 2.3.6 Town and Country Planning Board ...... 15 2.3.7 Local Administration Structures ...... 15 2.3.8 Uganda National Roads Authority (UNRA) ...... 16 2.4 PERMITS AND LICENCES ...... 16 2.5 AFDB SAFEGUARD POLICIES ...... 16 2.5.1 Environmental Requirements ...... 17 2.5.2 Resettlement Requirements ...... 19 3 PROJECT DESCRIPTION AND JUSTIFICATION ...... 24 3.1 INTRODUCTION ...... 24 3.2 PROJECT CLASSIFICATION FOR ESIA PURPOSES ...... 27

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3.2.1 Classification according to Uganda’s National Environment Act, Cap 153 ...... 27 3.2.2 AfDB Classification ...... 27 3.3 PROJECT AREA OF INFLUENCE ...... 27 3.4 GEOMETRICAL ALIGNMENT OF EXISTING ROAD ...... 28 3.5 PROPOSED ROAD ALIGNMENT AND DESIGN ...... 28 3.6 ASSESSMENT METHODOLOGY ...... 30 3.6.1 Basis of the Assessment ...... 30 3.6.2 Determination of Baseline Conditions ...... 30 3.6.3 Policy and Regulatory Review ...... 30 3.6.4 Institutional Review ...... 30 3.6.5 Impact Identification and Analysis ...... 30 3.6.6 Impact Significance ...... 31 3.6.7 Impact Mitigation ...... 31 3.7 JUSTIFICATION FOR UPGRADING THE ROAD ...... 31 4. SOCIO-ECONOMIC & ENVIRONMENTAL BASELINE ...... 32 4.1 INTRODUCTION ...... 32 4.2 ...... 33 4.2.1 Geographic Location ...... 33 4.2.2 Geology, Soils and Topography ...... 33 4.2.3 Climate ...... 34 4.2.4 Hydrology ...... 34 4.2.5 Ecological Resources ...... 35 4.2.5.1 Fauna ...... 35 4.2.5.2 Flora ...... 35 4.2.6 Socio-Economic Baseline ...... 35 4.2.6.1 Demographics ...... 35 4.2.6.2 Administrative institutions ...... 36 4.2.6.3 Land use and tenure ...... 37 4.2.6.4 Land ownership along the proposed road project ...... 37 4.2.6.5 Employment, livelihoods and natural resource use ...... 38 5.2.6.6 Education ...... 39 4.2.6.7 Health and sanitation ...... 40 4.2.6.8 Infrastructure ...... 41 4.2.7 Gender and Community Based Services ...... 41 4.2.8 Observed Socio-Economic Conditions Specific to Other Sub-Counties of Rukungiri District ...... 42 4.2.8.1 Kagunga sub-county ...... 42 4.2.8.2 Nyakagyeme sub-county ...... 42 4.2.8.3 Bugangari sub-county ...... 42 4.2.8.4 Bwambara sub-county ...... 43 4.3 ...... 43 4.3.1 Geographical Location ...... 43 4.3.2 Geology, Soils and Topography ...... 43 4.3.3 Climate ...... 44 4.3.4 Hydrology ...... 44 4.3.5 Ecological Resources ...... 45 4.3.5.1 Fauna ...... 45 4.3.5.2 Flora ...... 45 4.3.6 Socio-Economic Baseline ...... 45 4.3.6.1 Demographics ...... 45 4.3.6.2 Administrative institutions ...... 46 4.3.6.3 Land use and tenure ...... 46 4.3.6.4 Land ownership ...... 46 4.3.6.5 Employment, livelihoods and natural resource use ...... 47 4.3.6.6 Education ...... 47 4.3.6.7 Health and sanitation ...... 48 4.3.6.8 Infrastructure ...... 49

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4.3.6.9 Settlement and housing along the project route ...... 49 4.3.6.10 Areas of socio-cultural/ tourism importance ...... 49 4.3.7 Observed Socio-Economic Conditions in Kanungu District ...... 50 4.3.7.1 Nyamirama sub-county ...... 50 4.3.7.2 Kihihi town council ...... 51 4.3.7.3 Kihihi sub-county ...... 51 4.3.7.4 Kirima sub-county...... 51 4.3.7.5 Kanyantorogo sub-county ...... 51 4.3.7.6 Kanungu town council ...... 51 4.4 SOCIAL-ECONOMIC BASELINE SURVEY RESULTS ...... 51 4.4.1 Landuse and Settlement in Project Area ...... 51 4.4.2 Demographic Information ...... 52 4.4.3 Land Ownership and Tenure ...... 52 4.4.4 Livelihoods ...... 53 4.4.5 Health and Sanitation ...... 54 4.4.6 Education and Literacy among PAPS ...... 55 4.4.7 Fuel Sources in Communities along the Road ...... 56 4.5 BASELINE TRAFFIC, TRANSPORT AND ROAD SAFETY ...... 56 4.6 LESSONS FROM EARLIER RSSP’S ...... 57 5 PROJECT ALTERNATIVES ...... 59

5.1 ALTERNATIVE SURFACE DRESSING ...... 59 5.1.1 Re-Gravelling the Entire Road ...... 59 5.1.2 Upgrade the Entire Road to Bituminous Standards ...... 59 5.2 ALTERNATIVE ROAD ALIGNMENT ...... 59 5.4 ALTERNATIVE MODE OF TRANSPORT ...... 59 5.3 “NO PROJECT” SCENARIO ...... 60 6. POTENTIAL IMPACTS & MITIGATION RECOMMENDATIONS ...... 61

6.1 PREAMBLE TO IMPACT ANALYSIS ...... 61 6.2 CONSTRUCTION-PHASE IMPACTS ...... 62 6.2.1 Positive Impacts ...... 62 6.2.1.1 Employment and income opportunities ...... 62 6.2.1.2 Sourcing of construction materials ...... 63 6.2.1.3 Rental income for workers camp and equipment yard site owners ...... 64 6.2.2 Negative Impacts ...... 65 6.2.2.1 Impacts of road alignment ...... 65 6.2.2.2 Social ills of construction labour including crime & HIV/AIDS ...... 66 6.2.2.3 Sourcing of earth road construction materials (gravel and stone) ...... 68 6.2.2.4 Haulage of earth construction materials ...... 70 6.2.2.5 Storage of construction materials ...... 72 6.2.2.6 Establishment and operation of equipment yard and workers camp ...... 73 6.2.2.7 Vegetation clearance along road and access routes to quarry/ borrow sites ...... 75 6.2.2.8 Demolition of structures within reserve of proposed road ...... 76 6.2.2.9 Slope failure and landslides following earthworks ...... 77 6.2.2.10 Traffic diversion ...... 78 6.2.2.11 Impact of bridge construction ...... 78 6.2.2.12 Asphalt plant operation impacts ...... 81 6.2.2.13 Road surfacing impacts ...... 82 6.2.2.14 Impacts of constructing drainage channels ...... 83 6.2.2.15 Occupational health safety risks for workers ...... 84 6.3 POST CONSTRUCTION-PHASE IMPACTS ...... 85 6.3.1 Positive Road Use Impacts ...... 85 6.3.1.1 An improved road ...... 85 6.3.1.2 Increased economic activity ...... 86 6.3.1.3 Shorter travel time and reduced transportation fares ...... 87 6.3.1.4 Improved access to social services ...... 87 6.3.2 Negative Road Use Impacts ...... 88

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6.3.2.1 New road effect leading to accidents ...... 88 6.3.2.2 Increased exploitation of natural resources ...... 89 6.3.2.3 Improper drainage of stormwater from the road ...... 90 6.4 CLIMATE CHANGE IMPACTS ...... 91 6.4.1 Road Impact on Climate Change ...... 91 6.4.2 Impacts of Climate Change on The Road ...... 92 6.5 GENDER IMPACTS ...... 96 6.6 IMPACT ON TOURISM ...... 98 6.6 CUMULATIVE IMPACTS ...... 98 6.7 IMPACTS OF CAMP DECOMMISSIONING ...... 99 7 ENVIRONMENTAL HAZARD MANAGEMENT ...... 101 8 ENVIRONMENTAL AND SOCIAL MONITORING & MANAGEMENT PLAN ...... 102

8.1 MONITORING AND REPORTING ...... 102 8.2 GRIEVANCE MECHANISM ...... 108 9 COMPLEMENTARY INITIATIVES ...... 111 10 STAKEHOLDER CONSULTATIONS ...... 113 10.1 INTRODUCTION ...... 113 10.2 OBJECTIVES OF CONSULTATION AND DISCLOSURE ...... 113 10.3 STANDARDS FOR CONSULTATION ...... 113 10.4 ENGAGEMENT ACTIVITIES ...... 114 10.5 PUBLIC DISCLOSURE ...... 115 11 CONCLUSION ...... 116 BIBLIOGRAPHIES ...... 117

APPENDIX 1: RECORD OF STAKEHOLDER CONSULTATIONS ...... 118 APPENDIX 2: FAUNA & FLORA SURVEY REPORT ...... 187 APPENDIX 3: ENVIRONMENTAL CLAUSES FOR CONSTRUCTION CONTRACTS ...... 201 APPENDIX 4: TERMS OF REFERENCE ...... 206 APPENDIX 5: PROJECT DRAWINGS ...... 209 APPENDIX 6: PROJECT DISCLOSURE - NEMA APPROVAL CONDITIONS ...... 210

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List of tables

Table 2.1: National discharge standards for selected pollutants ...... 9 Table 2.2: Regulatory noise limits (Uganda) ...... 10 Table 2.3: Regulatory air quality standards for selected pollutants ...... 10 Table 2.4: Permits required by proposed development ...... 16 Table 2.5: Gaps between AfDB involuntary resettlement policy and Ugandan legislation ...... 20 Table 3.1: Trading centres traversed by the project road ...... 26 Table 3.2: Key project attributes ...... 26 Table 4.1: Population Density of Rukungiri District (2002 and 2012) ...... 35 Table 4.2: Projected 2012 population of sub-counties traversed by the road in Rukungiri ...... 36 Table 4.3: Basic demographic data ...... 36 Table 4.4: Local government structure in Uganda ...... 37 Table 4.5: Forest reserves in Rukungiri District ...... 37 Table 4.6: Access, control and ownership of resources in Rukungiri ...... 39 Table 4.7: School enrolment by sub-county ...... 39 Table 4.8: Number of health units by type and category ...... 40 Table 4.9: Projected population of Kanungu District (2013) ...... 45 Table 4.10: Projected 2013 population of sub-counties and parishes traversed by the road ...... 45 Table 4.11: Basic demographic data ...... 46 Table 4.12: Forest reserves in Kanungu District ...... 46 Table 4.13: School enrolment by Gender ...... 47 Table 4.14: Number of Health Units by type and category ...... 48 Table 4.15: Accessibility health indicators in Kanungu District ...... 48 Table 4.16: HIV control status (%) by year...... 48 Table 4.17: Percentage coverage of HIV/AIDS counselling and testing (HCT) ...... 49 Table 4.18: Tourism potentials and attractions ...... 50 Table 4.19: Number and age of children in affected households ...... 52 Table 4.20: Land ownership according to sex of PAPs ...... 52 Table 4.21: Spending patterns among affected households ...... 54 Table 6.1: Possible borrow sites ...... 63 Table 6.2: Possible quarry sites (Rukungiri - Ishasha section) ...... 63

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List of figures

Figure E2 Location of project road and its connection to road network in the region ...... xii Figure 1.1 EIA Process in Uganda ...... 2 Figure 3.1 Location of Rukungiri and Kanungu – the project districts (South-western Uganda) ...... 24 Figure 3.2 Location of project road and its connection to road network in the region ...... 25 Figure 3.3 Proposed road alignment ...... 25 Figure 3.4 Example of road re-alignment to avoid sharp corners ...... 29 Figure 3.5 Cross sectional elements of Design Class Paved II road ...... 30 Figure 4.1 Project districts: Rukungiri and Kanungu ...... 32 Figure 4.2 Rugged hilly terrain in Kanungu District ...... 32 Figure 4.3 Counties and sub-counties in Rukungiri district. Inset is the location of Rukungiri relative to other districts in Uganda ...... 33 Figure 4.4 Soil map of Uganda ...... 34 Figure 4.5 Administrative map of Kanungu District ...... 44 Figure 4.6 Location of important archaeological sites in Western Uganda relative to project districts (left-hand square) ...... 50 Figure 4.7 Nature of structures on project-affected land ...... 52 Figure 4.8 Percentage of PAPs who’s residential or farm land would be affected ...... 53 Figure 4.9 Annual revenue earned by PAPs from various livelihoods ...... 54 Figure 4.10 Commonest diseases among project-affected households...... 55 Figure 4.11 Literacy levels among PAPs...... 56 Figure 4.12 Household fuel sources among PAPs...... 56 Figure 5.1 Road re-alignment to avoid short corners and steep slopes near Bwoma Trading Centre ...... 60 Figure 6.1 Road re-alignment to remove dangerous corners in one section of the road ...... 66 Figure 6.3 Greenhouse gas emissions associated with asphalt mix temperature ...... 92 Figure 6.4 General arrangement cross section of Kakindo Bridge ...... 94 Figure 6.5 General arrangement plan of Kakindo Bridge ...... 94 Figure 6.6 General arrangement cross section of Ntungu Bridge ...... 95 Figure 6.7 General arrangement plan of Ntungu Bridge ...... 95 Figure 6.8 General arrangement plan of Kiruruma River Bridge ...... 96 Figure 8 Grievance management mechanism ...... 110

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EXECUTIVE SUMMARY

Project Name: Road Sector Support Project 4: Upgrading of Rukungiri–Kihihi–Kanungu/ Ishasha Road to Bituminous Standard.

Country: UGANDA

Project Number: ………………

1. INTRODUCTION The Government of Uganda (GoU) in line with the Road Sector Development Program (RSDP) has applied for a loan from the African Development Fund (ADF) towards the cost of the Road Sector Support Project (RSSP), part of the proceeds of which shall be utilised to finance upgrading of Rukungiri–Kihihi–Ishasha/ Kanungu Road. The project is toimplemented by the Uganda National Roads Authority (UNRA). Consequently, in accordance with th environmental screening guidelines of the Africa Develoment Bank (AfDB), projects involving upgrading and rehabilitation of major roads, are classified “Category 1”, and these require detailed environmental and social impact assessment (ESIA). Similarly, Uganda’s National Environment Act, Cap 153 requires mandatory full environmental impact assessment for “Third Schedule” projects and “major road projects” are listed in Section 3a of this schedule. This ESIA was therefore carried out in fulfilment of these requirements. The study was undertaken by Air Water Earth (AWE) on behalf of an engineering design consortium comprising Mott MacDonald and Kagga & Partners LTD.

As per AfDB requirements, this summary covers: i) Project Description and Justification; ii) Policy, Legal and Administrative Framework; iii) Description of the Project Environment; iv) Project Alternatives; v) Potential Impacts and Mitigation/Enhancement Measures; vi) Environmental Hazard Management; vii) Monitoring Program; viii) Public Consultations and Public Disclosure; ix) Complementary Initiatives; x) Conclusion; and xi) References. This ESIA summary will be posted on AfDB website for public information as required by the Bank policy on public disclosure.

2. PROJECT DESCRIPTION AND JUSTIFICATION a) Project Area The road to be upgraded is currently a gravel carriageway located in south-western part of Uganda, starting from Rukungiri Town Council which is located approximately 400 km from Kampala (the capital city of Uganda) traversing the districts of Rukungiri and Kanungu ending at Ishasha, the border with the eastern part of Democratic Republic of Congo (DRC) (see location map, Figures E1 and E2). It consists of two sub-sections, that is, Rukungiri to Ishasha (52 km) and Kihihi to Kanungu (27 km). The road links into the paved section of - Rukungiri road making it part of a regional, national and international route passing through hilly terrain. The proposed road traverses various trading centres presented in Table E1.

Table E1: Trading centres traversed by existing road Rukungiri to Ishasha Section Kihihi to Kanungu Section Bwoma Trading Centre Kihihi Town Nyamabare Trading Centre Kaziga Trading Centre Nyabugando Trading Centre Ishasha Boarder Post Kashenyi Trading Centre Kanyantorogo Trading Centre Kakirago Trading Centre Omukarere Burema Trading Centre Runyamunyu Trading Centre Kyeijanga Trading Centre Kakindo Junction/ Campbell Trading Centre Kirima Trading Centre Kibalama Trading Centre Bugarama Trading Centre Omubarama Trading Centre Savannah Trading Centre Kikongi Trading Centre Kanungu Town Ihimbo Trading Centre Nyamirama Trading Centre

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Figure E1 Location of Rukungiri and Kanungu – the project districts (bottom left square)

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Key: Project road Wildlife conservation areas All weather road National border Figure E2 Location of project road and its connection to road network in the region

Legend: New alignemnt. Exisiting road Figure E3 Proposed Rukungiri-Kihihi-Kanungu/Ishasha Road Route (Existing route in black and new route in brown)

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The project will involve mainly three activities, that is, pre-construction phase, the construction phase and post construction phase. b) Pre-construction Phase These include mainly feasibility and detailed engineering studies including the environmental and social impact assessment and resettlement action plans. The designs were finalised in December 2010 following the design criteria below:

 Road functional class: Rukungiri to Ishasha – “Class A” (International Trunk Road) Kihihi to Kanungu – “Class C” (Primary Road)  Road design class Rukungiri to Ishasha – “Paved II” Kihihi to Kanungu – “Paved II”  Design speed – The design speed of 60 km/h was adopted for the mountainous terrain and 70 km/h for the rolling terrain (Table E2). Built-up areas were designed to a 50 km/h design speed.

Table E2: Design speeds adopted for the different sections of the road Road section Chainage Nature of terrain Design speed (km/h) Rukungiri – Kihihi -Ishasha 0+000 to 36+600 Mountainous 60 36+600 to 52+250 Rolling 70 Kihihi -Kanungu 0+000 to 12+370 Mountainous 60 12+370 to 26+300 Rolling 70

While the alignment of the existing road will be retained to the extent possible there will be some improvement to the horizontal alignment, vertical alignment where appropriate, arrangement of junctions and inbuilt safety measures. Rukungiri to Ishasha will involve upgrading the existing 35 km gravel road from Rukungiri to Nyakashure followed by 17 km of new alignment from Nyakashure to Ishasha border post. Kihihi to Kanungu section will also involve upgrading existing gravel surfaced road. A road width of 10 m is proposed as follows:

 7 m carriageway (two lanes each 3.5 m wide) with an additional 3.5 m wide parking lane in built-up areas  Paved shoulders on either sides of the road each 1.5 m in the rural area and 2.0 m wide in trading centres

Horizontal alignment

 130m minimum curve radius

Vertical alignment

 1400m minimum crest curve radius  1500m minimum sag curve radius  0.5 percent minimum longitudinal gradient  8.0 percent maximum longitudinal gradient

To realise the proposed designs, the existing road width will require widening in certain places. All existing culverts will need to be extended and headwalls replaced. For easier maintenance, culverts with a diameter of not less than 900 mm and proper concrete inlet/ outlet structures are proposed. The road will also be raised above the surrounding ground level to provide for self-draining cross-sections. c) Construction Phase This consists of civil works (construction of the road pavement and bridges/ culverts, etc) and consultancy services. The component of consultancy services consists of design review and construction supervision of civil works.

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d) Post-construction phase This phase involves inspection and technical auditsin addition to operation and maintenance of the road. Post- construction audit can be taken up with the Contractor prior to expiry of the defects liability period. Sensitisation of the road users and installation of other accident intervention measures may also take place during this phase. e) Justification of the Project The road project is within the context of Uganda’s Draft 10-year Road Sector Development Program 3 (RSDP3) which is a fulfilment of the Government’s sector goal to provide a safe and sufficient road transport system capable of supporting the productive sectors and the social and economic transformation of the country. The project will also support the regional integration and cross border trade with the DRC at Ishasha. The road will provide the much needed economic development stimulus for the highly fertile areas of Rukungiri and Kanungu including easy access to Queen Elizabeth National Park (QENP) thus increasing tourism activities. It will reduce the road maintenance costs, vehicle operating costs and travel times. It will also provide an alternative for international traffic to Congo (DRC) and other countries such as , Burundi and Zambia. Currently, this traffic uses the gravel road from Ishasha through Queen Elizabeth National Park (QENP) or the road from Bunagana border post via and . Asection of the existing road passes through the QENP and the project includes construction of a new alignment from km 36+800 to km 51+540 in order to avoid passing through the QENP.This will reduce interference tourism activities in the park.

3. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK Road development may have socio-environmental impacts in two perspectives: firstly, the effects of construction itself and attendant disturbance of ecological and social systems especially on property rights; and secondly, after the road has been improved, ensuing secondary benefits such as increased economic activity may create negative and positive impacts. These environmental and social effects must be managed within a legal framework.

According to the AfDB’s environmental categorisation, rehabilitation or upgrading of major transportation projects (i.e. those exceeding 50 km), is classified as Category I undertaking which requires detailed ESIA studies. Similarly, according to Third Schedule of the National Environment Act, Cap. 153 (Section 3a: “all major roads”, and Section 3b: “all roads in scenic, wooded or mountainous areas”), Ugandan environmental laws and regulations, require road projects to undertake a full EIA. Furthermore, AfDB’s Involuntary Resettlement Policy requires that a full Resettlement Action Plan (RAP) be prepared if number of project affected persons (PAP) exceeds 200 people.

Uganda has various laws administered by NEMA for management of the natural environment and its resources. An outline of policies, laws and institutional framework legal under which the ESIA was conducted is presented in Box ES1 and a detailed discussion of how they relate to road sector is provided in Chapter 2. The ESIA was also prepared to conform to requirements of UNRA and the Road Sector Guidelines (Arcadis Euroconsult and Makarere University, 1999)1. Therefore, besides AfDB requirements, policies and laws under which this ESIA was prepared and will be implemented are outlined in Box E1.

1 Ministry of Works, Transport & Communications (now MoWT) 1999: Sector Environmental Policy & Management Assessment of FRSP Volume III: Road Sector EIA Guidelines.

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Box E1: Policies and regulations reviewed Policy framework: . The National Environment Management Policy, 1994 . Uganda Forestry Policy, 2001 . National Water Policy, 1999 . National Development Plan (NDP), 2010/11-2014/15 . Wetlands Policy, 1995 . Ministry Of Works & Transport Policies (Gender, HIV/AIDS, OHS) 2008 . National Gender Policy, 1997

Legal framework: . Constitution of the Republic of Uganda, 1995 . National Environment Act, Cap 153. . Water Act, Cap 152 . Land Act, Cap 227 . Road Act, Cap 358 . Town and Country Planning Act, Cap 246 . Local Governments Act, Cap 243 . Public Health Act, Cap 281 . National Forestry and Tree Planting Act, 2003 . National Environment (Wetlands, River Banks& Lakeshores management) Regulations, 2000 . National Environment (Standards for Discharge of Effluent into Water or on Land) Regulations, 1999 . National Environment (Waste Management) Regulations, 1999 . National Environment (Noise Standards and Control) Regulations, 2003 . Draft National Air Quality Standards, 2006 . Employment Act, Cap 219 . Access to Roads Act, Cap 350 . National Environment (Hilly and Mountainous Areas Management) Regulations, 2000 . Electricity Act, Cap 145 . Petroleum Supply Act, 2003 . Historical Monuments Act, Cap 46 . The National Environment (Audit) Regulations 2006 . The National Forestry and Tree Planting Act, 2003 . International Agreements

Institutional framework: . National Environmental Management Authority (NEMA) . Ministry of Water and Environment (MoWE) . National Forestry Authority (NFA) . District Land Boards . Town and Country Planning Board . Local Administration Structures . Uganda National Roads Authority (UNRA)

Safeguard policies of multilateral lenders: . AfDB safeguard policies

International conventions and agreements: . The Convention on Biological Diversity (CBD) . The Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES) . Stockholm Convention on Persistent Organic Pollutants (POPS) . Strategic Approach to International Chemicals Management (SAICM)

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4. DESCRIPTION OF THE PROJECT ENVIRONMENT a) Physical Conditions Geographic location: Both project districts are located in South-western Uganda and prevalently rural. Rukungiri District is located in South-western Uganda bordering districts of Ntungamo in the east, Kabale and Kisoro in the south, Bushenyi in the north and Kanungu to the west.

Created in July 2001, Kanungu District is bordered by Rukungiri District to the north and east, to the southeast, to the southwest and Democratic Republic of the Congo to the west.

Topography: Kanungu District is characterised by undulating hills with steep fluted slopes and hilltops rising to over 1846m above sea level. This topography and harsh terrain presents unique challenge for road development in the district. Kanungu district has three distinctive topographic zones: The northern part forms the Rift valley with undulating plains while the middle part, that is, Rugyeyo, Kirima and areas of Kanyantorogo comprise of fairly flat-topped hills with gentle sloping sides and broad valleys. The hills gradually increase in height to the highlands of Rutenga with Burimbi peak of Mafuga being the highest at 2503 m above sea level while parts of Kihihi Sub-County lie in the fringes of the Western Eastern African rift valley.

Rukungiri District is also characterised by undulating hills. It lies at an approximate altitude of about 615 m to 1864 m above sea level. It has a total area of 1524.28 sq km. The district has three distinctive topographic zones:

. Highland area in sub-counties of Nyarushanje and Nyakishenyi . Plateau area in sub-counties of Kebisoni, Buyanja, Kagunga, Ruhinda, Buhunga and Nyakagyeme . The Rift Valley area which is relatively flat with broad tracts of clay swamps and is prevalent in Bwambara sub-county especially the Queen Elizabeth National Park

Soils: In Kanungu district, soils are prevalently greyish brown sandy-loams and reddish-brown sands especially in Kihihi and Nyamirama sub-counties while in Rukungiri district they are generally sandy- or clayey-loams with the parent material to these soils being rift valley sediments and volcanic ash.

Climate: Both Rukungiri and Kanungu districts have tropical type of climate characterised by a bimodal rainfall pattern with long rains occurring from February to May and short rains from September to November. The mean annual rainfall ranges between 700 mm to 1200 mm. The districts are generally cool with daily temperatures of 15 - 20C.

Hydrology: Rukungiri district is endowed with a number of rivers and one major lake, Lake Edward. Other small lakes include Kimbugu in Nyarushanje and Lake Garubunda in Kebisoni sub-counties. The district has both permanent and temporary wetlands covering approximately 78.64 sq km. These include Ntungwa (Birara) system, Nchwera system and Lake Edward margins. There are also minor wetlands that drain into Kagera system and eventually form part of Lake Victoria drainage system. Like Rukungiri, Kanungu district is endowed with rivers and streams like Ishasha, Nchwera, Mitano, and Munyaga besides a number of seasonal and permanent wetlands. Another major water resource in the district is Lake Edward.

b) Biological conditions Flora: The proposed road (Rukungiri-Kihihi-Ishasha/ Kanungu) road traverses areas with highly modified vegetation as a result of land fragmentation and repeated cultivation. Prevalent vegetation can be classified as forest/savannah mosaic with the most abundant element of the mosaic being a mixture of forest remnants, savannah trees and grass. Savannah species are dominant in areas where cultivation is prevalent. Waterlogged valleys are dominated by scattered Phoenix reclinata and Acacia polycantha trees with several grasses commonly found in such water logged areas like Leersia hexandra and Miscanthus violaceous. The most common trees are Eucalyptus and Pinus spp. which are planted along slopes and sometimes in valleys. Ihimbo Forest Reserve represented a pristine forest with Acacia polycantha, Macaranga schweinfurthii, Pseudospondias microcarpa and Pycnanthus angolensis.

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Farmlands mainly comprised of Zea mays (Maize), Arachis hypogea (Ground nuts), Sesamum indica (Sesame), Manihot esculenta (Cassava), Ipomoea batatas (Sweet potatoes), Sorghum bicolor (Sorghum), Eleusine corocana (Millet), Eucalyptus and Pinus spp.

A total of 179 plant species was recorded along the road. Forests registered the lowest number of species (17) followed by thickets with 19 species. Grazing areas registered the highest number of species (61) most of which were herbs followed by swamps with 52 species. Of the 179 species registered, 122 species were herbs, 33 shrubs and only 27 were trees. All species identified are not listed among the 58 plants registered as “globally threatened” species for Uganda according to the IUCN Red List of 2007.

It was observed that population pressure has affected several habitats and their biota. For example, Muntanda II wetland which is a breeding site for Crested Crane (an increasingly rare bird and Uganda national symbol) has been extensively encroached by human activities of cultivation and settlement.

Fauna: Faunal survey aimed to identify species of conservation significance based on the IUCN Red list. Along the entire road, 73 species of birds were recorded at all points surveyed and 18 species of mammals reported from interviews. These species were recorded in mainly agricultural farmlands, mashes, natural and eucalyptus plantation forests. Of all bird species recorded along the length of the proposed route, only three species: Brown Snake Eagle (Circaetus cinereus), African Crowned Eagle (Stephanoaetus coronatus) and Grey Crowned Crane (Balearica regulorum) are considered of conservation significance at the East African level. c) Socio-economic and cultural conditions Kanungu District: According to 2002 national census, total population of Kanungu District was 204,732 people with a population density of 794 people per km2, seven times higher than the national population density average of 112 people per km2. Projected population of the district in mid 2013 is 257,300 with 51.4 percent being female1.

Vulnerable groups in Kanungu district, that is, people less able to cope with sudden changes or economic shocks, include the elderly (3% of the total population is over 60 years of age), children, the ill, the disabled and female-headed families or households.

Total land area in the district is 1228.28 sq km comprising of small-scale farmland (62%), high tropical forest (15%), woodland (11%), grassland (9%), bush land (2%), open water (1%) and miscellaneous mosaics (2%). The District has a good climate and moderately fertile soils which make production of a variety of crops possible. Over 90 percent of the district population depends on agriculture, directly or indirectly, as a source of livelihood.

The traditional role of women as housekeepers is still prevalent in the district. Women are largely responsible for household activities, subsistence farming and collecting firewood and water. Women sometimes sell produce in the market and engage in small-scale retail trade. Decision-making, participation in the community management and politics are primarily male-dominated.

Rukungiri District: The population of Rukingiri District has been increasing since 1980 and according to 2002 census its population was 275,162 persons2. Population density is 211 persons per km2 against a national average of 112 persons per km2. Projected population of the district in 2012 is 321,300 of which 167,700 (or 52.2%) are females. The high population is attributed to increasing immigrants from neighbouring Democratic Republic of Cong (DRC). Population of the district is young with 57 percent being under 18 years and core labour force is 47 percent. Ethnic groups in Rukungiri district are Bakiga, Bahororo and Banyarwanda.

1 Uganda Bureau of Statistics, UBOS (2013): Local Government Statistical Summary, Kanungu District. 2 Uganda Bureau of Statistics, 2002.

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The district has a total area of 1,524.28 sq km, 11 percent of which comprises tropical high forests, 5.5 percent woodland, 2.6 percent bushland, 21.3 percent grassland, 52 percent farmland and 7.6 percent open water. The mainstay of the economy of Rukungiri District, like the rest of the country, is agriculture. More than 90 percent of the population are engaged in farming. Of the 1524.28 sq.km total land area of the district, 1352.3 sq.km is arable land with 1150 sq.km already under cultivation.

5. PROJECT ALTERNATIVES The following alternatives were considered: a) Alternative surface dressing Re-gravelling the entire road: This is a cheaper option than upgrading the road to bituminous standards. However, this alternative is rendered untenable due to a huge recurrent maintenance cost especially during or after rainy seasons and environmental cost of obtaining gravel. Additionally, this option has a host of attendant environmental and social concerns such as land uptake for borrow areas, landscape/ scenic blight due to borrow pits, erosion and siltation of water bodies, and dust nuisance to the road users and the public. Therefore, this alternative is not tenable considering its cost and recurrent negative environmental impacts due to reliance on ever increasingly scarce gravel resources.

Upgrade the entire road to bituminous standards: Although initially expensive, this alternative is sustainable in that major maintenance interventions on the road will be expected to start after 12 years after upgrading. During the 12 years of the road life, the effects on the environment which occurred during the upgrading will have recovered and more so, subsequent impacts on the environment from maintenance activities will not be significant as opposed to the re-gravelling option. This option creates a robust investment that enhances regional trade, agricultural activities and access of the majority of the rural people to socio-economic facilities. This is the desired alternative. b) Alternative road alignment While design has aimed to retain existing road alignment to the extent possible, alternative options have sought to ensure safe driving conditions in otherwise dangerous sections, limiting social impact of displacement and minimising impact on ecological resources. The following criteria were used:

. Maximisation of development benefits and minimisation of environmental-social costs; . Cost effectiveness; . Ease of maintenance; . Safety.

There is a major realignment from the existing road alignment between Nyakashuli (km 36+800) and Ishasha (km 51+540) traversing virgin land up to Ishasha village after which it follows the existing road to the border point with DRC. Another example of road re-alignment to avoid steep slopes and dangerous corners is near Bwoma Trading Centre (Figure E4). It ought be noted that while this re-alignment removes bottlenecks of sharp corners or dangerously steep sections, it also alienates settlements and commercial establishments (for example, shops) previously adjoining the road, with socio-economic disadvantages such as diminished property values and loss of clientele. c) “No Project” Scenario Currently, the existing road is either in a dilapidated state or of limited capacity and not able to meet current demand for service provision. Without the project, access to these areas will continue to be difficult which inhibits socio-economic development. Vehicular traffic to DRC will increase pressure on existing road that is already in a poor condition. In addition, the following benefits would be lost:

. Provision of a high standard alternative to the Kihihi–Kambuba–Rwerere road, . Provision of alternative route for international traffic between Uganda and DRC, . Improvement of access to markets, social and healthcare services and employment possibilities,

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. Reduction of transport costs and travel times, . Increased opportunities for employment.

Proposed new road

Figure E4: Road re-alignment to avoid short corners and steep slopes near Bwoma Trading Centre

6. POTENTIAL IMPACTS AND MITIGATION/ENHANCEMENT MEASURES Impact prediction and analysis utilized a project lifecycle approach: identifying and analysing impacts from construction, through operation (post-construction) phases. Impact analysis aimed at developing recommendations that maximize benefits and avoid/reduce/minimize adverse environmental and social impacts.

This section predicts and analyses possible positive and negative impacts of upgrading the existing gravel road (“the project”). Since the road has existed for many years most socio-environmental impacts associated with this upgrading project will be direct in nature and mostly result from construction activities. Impact analysis also involved determination of magnitude, extent, duration of potential impacts and confirms that positive impacts outweigh potential negative impacts.

6.1 Construction Phase Impacts a) Positive Impacts Employment opportunities Impact identification and analysis: Upgrade of the proposed road presents income opportunity for contractors and tax revenue for government. About 750 people might be directly hired by the contractor during road construction. The majority of this number will be low-skilled labour from local communities. This presents a positive but short- term economic benefit especially for youths. However, it is common for the largest proportion if not all of this labour to comprise male workers only but for equitable benefit and gender equity, able women should also be hired wherever they meet job requirements. The likelihood of the impact occurring is high but the benefit (severity) to wider local communities would only be moderate (hence medium severity). Therefore impact significance is moderate.

Impact enhancement: Preference for casual labourers should be given to local people and the Local Council (LC) officials should be involved in the recruitment processes.

Income from construction materials Impact identification and analysis: Road construction will require 61,000 m3 of gravel and 5,061,544 m3 of aggregate. Other materials are lime, bitumen, water, cement and steel especially for bridges. Procurement of these resources connotes income to suppliers and owners of land where quarry sites will be located. This is a positive but short-term and reversible impact. The likelihood of the impact occurring is high but benefit will be to a small section of community (business owners/ material suppliers) hence medium severity. Therefore impact significance is moderate.

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Impact enhancement: Earth materials should be procured from legal / licensed quarries and as a contractual obligation contractors should restore all depleted quarry sites upon closure.

Rental income for workers camp and equipment yard site owners Impact identification and analysis: Land will be required on which to set up temporary workers camp and equipment yard. Owners of land on which these facilities will be erected will earn a rental income negotiated with contractors. This is a positive and reversible benefit ceasing with project completion or whenever such facilities are no longer required in a given location. Duration of this impact will be short-term for each site used as camp or yard and likelihood of occurring is high but benefit will be to a few landowners hence low severity. Therefore impact significance is minor.

Impact enhancement: As a contractual obligation, contractors should clean-up sites where temporary facilities had been erected, when their use ceases. b) Negative Impacts Impacts of road alignment Impact identification and analysis: In some cases changes in alignment of the road is necessary to avoid sharp corners or steep slopes. This will, however, lead to loss of land, reduced commercial property values and severance of direct access to settlements and business structures which will be bypassed by the new road. When shops, bars, eateries and other commercial businesses which initially adjoined the road get cut-off, owners would lose clientele: a negative socio-economic and irreversible impact. This impact will be significant in locations where alignment of existing road drastically changes to new orientation. Examples of such locations are Bwoma Trading Centre and Nyakashure near Ishasha border post.

Duration of these impacts will be medium to long-term and likelihood of occurring is high in affected places and severity on affected property owners high as well. Therefore impact significance is high (major) but amelioration possible with fair and timely compensation or providing a connecting road where a considerable number of people are affected.

Impact mitigation: . Wherever possible UNRA should allow for funds to construct connecting roads where large sections of trading centres or number of people are cut-off from the new road. . UNRA should ensure equitable and timely compensation to affected persons.

Social ills of construction labour including crime & HIV/AIDS Impact identification and analysis: In local communities, construction workers will be lionised as richer with ready income to spend. This and influx of workers, typically young males seeking road construction job opportunities could lead to an increase in social pathologies such as alcohol or illicit drug abuse and prostitution. The risks include contraction of communicable diseases including HIV/AIDS. Vices such as drug abuse and prostitution would affect social coherence and security in project communities maligning the image and intent of an otherwise good project.

Unless adequate sensitisation of all workers is undertaken by contractor, likelihood of the impact occurring is medium (considering some level of awareness among general populace). Duration of the above-mentioned social ills will be short-term ending with completion of road construction but associated social and health effects are long-term and irreversible. The risk HIV/AIDS makes this impact of high severity resulting in an overall significance level of major.

Impact mitigation: . The contractor should involve local (LC) leaders in labour recruitment to ensure people hired have no criminal record.

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. Contractor should provide condoms and an HIV/AIDS poster to workers in privately convenient places such as toilets/latrines in camp. . Local governments and the contractor should collaborate with police to reduce criminal activities.

Impact management: . As a contractual obligation, the contractor should have an HIV/AIDS Policy and action plan to implement it for this project. . Through posters, flyers or weekly sensitisation sessions continually provide HIV/AIDS awareness to road construction workers.

Sourcing of earth road construction materials (gravel and stone) Impact identification and analysis: Construction of the road will require two types of earth materials: sub-base material (natural gravel or murram) and base course material (hard rock /“crushed rock”/ aggregate or “stones”). The road project will utilise 61,000 m3 of gravel and 5,061,544 m3 of aggregate. Unless materials are obtained from existing quarries and borrow pits which need not be restored upon completion of the road, the method of their extraction, haulage and state in which sites are left upon project completion all have potential for socio- environmental impacts below:

. Clearing of vegetation to create access to material sources, . Excessive noise, vibrations and dust from stone blasting and crushing. Noise would affect local communities and quarry workers and vibrations will crack structures and health of especially elderly people. Commonly around stone quarries, local communities allege low milk and egg yields due to blasting noise and vibrations. . Fly rock which damages crops, dwellings/ structures or injures people and livestock, . Haulage impacts e.g. accident risks and road dust, . Safety and public health risks of un-restored quarries and borrow pits.

Direct and secondary effects (noise, vibrations, dust, fly rock injuries, etc) associated with stone/ rock quarrying and excavation of gravel can pose negative and sometimes irreversible social impacts. Gaping pits due to unrestored pits cause visual blight and scarring of landscapes besides posing public health and safety risks.

Some secondary impacts of stone blasting and quarrying such as injury or death caused by fly rock are irreversible. Damage to dwellings near quarries would be a considerable social impact in rural poor communities. Unless a firm contractual commitment is made by the contractor, leaving unrestored quarry sites is a common practice in Uganda and likelihood of this impact occurring is high. Impact severity is medium since in most cases sites are located far away from communities. Impact significance is therefore moderate.

Impact receptors: . Quarry workers . Local community (and their structures, crops, livestock, health and safety). . Local communities near unrestored or improperly rehabilitated quarry or borrow sites which pond water and harbour disease vectors e.g. mosquitoes.

Impact mitigation: It should be a contractual requirement for the contractor to integrate quarry restoration plans in the general project implementation. To this effect, the contractor should ensure that:

. Height and orientation of the quarry face are controlled if reinstatement is to be effective. . Surplus soil materials (overburden) from the road excavations are stockpiled at quarry sites to be used during site restoration. . Access road to quarries if not needed by local community should be scarified and revegetated. . Site restoration utilise native vegetation species and replanting undertaken during rain season to ensure high re-vegetation success.

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Impact management: . Compensate any accidents to people or injurious damage to structures due to fly rock from stone/ rock blasting. . Resident Engineer should not issue completion certificate to a contractor or payments are withheld until quarry sites are satisfactorily rehabilitated. . Any unsuccessful vegetation regrowth should be replaced during contractor's defect liability period. . Existing gravel and stone quarries can be used if meeting required material specifications to avoid opening new ones. . Workers should be provided with protective gear (muffs, hard hats, overalls, foot protection). . Control dust by good housekeeping practices and process control.

Impacts due to haulage of earth construction materials Impact identification and analysis: Road construction will necessitate transportation of materials from sources to worksites. Haulage of gravel (murram) and crushed stone (aggregate) from sources to road construction work site will be associated with the following impacts:

. Staining of households and goods in roadside shops by dust, . Traffic accidents involving people, wildlife and livestock, . Haulage traffic noise.

Although never compensated, staining of trade commodities in shops (especially foodstuffs: salt, sugar, flour, etc) with dust translates into a financial loss for local business owners. Excessive dust in dwellings poses a short- term health impact. Unless speeds are controlled, material haulage poses a risk of road accidents especially near school crossings, livestock crossings and in trading centres. Haulage traffic noise is not expected to be a significant impact except near schools and health centres.

Risk of this potential impact actually occurring is highest in trading centres or through settlements with considerable population but largely impact extent is along entire length of the road (79 km). Material haulage will be short-term ceasing with completion of construction activities but secondary effects (if they occurred) such as accidents (hence disability or death) have negative, long-term and possibly irreversible socio-economic impact. If mitigation recommendations are implemented, likelihood of impact occurring is medium but impact severity high especially when accidents involve loss of live. Overall impact significance is therefore predicted to be major.

Impact receptors: . Disabled people, children, women and elderly people are especially at risk of road accidents. . Wildlife in Kigezi Wildlife Reserve and primates along stretches through forest reserves (Ihimbo, Rwengiri and Kaniabizo) will be at risk of “roadkill”.

Impact mitigation: The contractor should . Suppress dust by watering wherever necessary. . Provide temporary road signage during construction and ensure drivers observe speed limits. . Deploy traffic guides and warning signs at potentially high accident risk locations to warn / guide road users. . Provide temporary and permanent speed reducing devices e.g. humps. . Prohibit haulage activities at night to avoid accidents in high population settled areas and trading centres. . Ensure that construction crews take care to watch out for and avoid animals. . Not install temporary speed reduction features (humps) adjacent to schools or healthcare centres to avoid excessive haulage traffic noise at sensitive facilities. This would avoid noise associated with high speed deceleration and acceleration at humps.

Impact management: . Sensitise project drivers on accident risk and control measures.

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. Compensate accidents victims.

Impacts resulting from storage of construction materials Impact identification and analysis: During the construction period, there will be a need to stockpile and store assorted materials at or near construction sites so as to ensure easy and uninterrupted access to supplies. There is a potential pollution risk if construction materials (fuel, lubricants, and gravel) are not stored or handled properly. Spill accidents may cause contamination of watercourses or kill off vegetation and fauna. Inadequate management of storage areas can also result in material loss through spillages or washing away of stockpiles.

This impact is negative with a medium likelihood of occurrence but will be short-term in temporal extent, only occurring during the construction period and local in extent, mostly localised to areas near storage sites. However, spills in watercourses can impact remote/ distant downstream communities. Severity is therefore assessed as medium resulting in an overall significance level of minor-moderate.

Impact mitigation: The contractor should . Protect stockpiles of materials from stormwater erosion (e.g. by excavating a cut-off ditch around stockpiles to keep away stormwater) and covering stockpiles with fabric or other appropriate materials. . Provide bunded storage for fuel. . Avoid stockpiling material near waterways/wetlands or on slopes.

Impact management: . Application of good engineering practices in design and construction should ensure that water sources are not affected by road upgrade works. The most likely source of watercourse contamination is loose soil being washed into rivers and streams during construction of drainage structures and bridges. This impact is not expected to be serious but if considerable contamination is likely, then the resident engineer must instruct the contractor to construct silt traps to avoid sediment entrainment in water. . Additionally, the contractors should have a contractual obligation to develop and implement a construction management plan (CMP) and spill response plan, to include the following:

a. Basic training to workers, where required, to ensure effective implementation of the CMP. b. Installation of secondary containment measures in areas where fuels, oils or lubricants are stored, loaded or unloaded, including filling points. c. To avoid storage of equipment and materials within or near watercourses; d. Potential contaminants stored on site are properly isolated and bunded. e. Contractor should have a portable spill control pack (comprising absorbent pads/pillows, rolls, blankets, etc) on site to contain and clean up fuel spills.

Establishment and operation of equipment yard and workers camp Impact identification and analysis: Although a workers’ camp and equipment yard would cover a relatively small area, they can cause significant environmental damage for a considerable time if not controlled. Land clearing will lead to loss of vegetation. Other effects include high water demand, indiscriminate fuel wood collection, soil erosion, spillage of oils and fuel, fire and explosion hazard at fuel storage / refuelling areas. Lack of emergency medical capability at the camp can pose life threatening situations even from relatively simple incidents such as snakebites. Socially, if the contractor does not maintain a strict “no fraternisation” policy, workers camps could be hotspots for prostitution or illicit sexual relationships, breaking marriages and causing disquiet in adjoining communities. These are negative social-economic impacts.

Duration of impacts is short-term; extent is local but likelihood high. Due to the small footprint, impact severity on receptor community will be moderate (medium) if sites are left contaminated rendering overall impact significance to be moderate.

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Impact mitigation: . Contractor should have a waste management plan as a contractual obligation and should sensitise workers about potential for environmental contamination due to improper waste management practices. . Contractor should ensure segregation of waste according to type (organics, inorganic, hazardous e.g. waste oil, medical etc) and responsibly disposed of. Containers should be provided for safe onsite waste containment and segregation before final disposal. . Wood fuel for workers camps should be extracted from approved woodlots and not gazetted forest reserves (Ihimbo and Rwengiri in Rukungiri District and Kaniabizo (in Kanungu District) without NFA permission. . Camp site and yard should have adequate sanitation facilities (latrines) that are gender friendly. . Contractor should ensure that water abstraction is permitted by WRMD. . On completion of the project, contractor should remove structures and sites restored to pre-project condition or give them to local communities/ land owners for use. Exposed areas should be replanted with indigenous tree or vegetation species. . For fire safety, contractor should provide fire extinguishers and signage in camp including refuelling areas. . Contractor should ensure that potentially contaminated runoff from storage is drained through oil traps.

Vegetation clearance along road and access routes to quarry/ borrow sites Impact identification and analysis: During the road upgrading the existing alignment of the road will be retained to the extent possible. However, there will be a need for road widening in some areas to meet road design specifications. Road widening will entail clearing vegetation adjoining existing road edges. For the most portion of the road this would not pose significant social environmental impact except in central forest reserves of Ihimbo, Rwengiri both in Rukungiri District and Kainabizo in Kanungu District. Constructing access roads to borrow sites will also involve loss of vegetation. Loss of vegetation could impact fauna, accelerate soil erosion, siltation of streams, swamps, and rivers due to sediment transport.

The likelihood of the impact occurring is high while its duration long-term since land-take would be permanent. It will however only be restricted to a few places and appropriate compensation will be paid beforehand. Without mitigation, severity of this impact would be high resulting into a major overall significance level.

Impact mitigation: The following measures will be implemented to mitigate this impact:

. UNRA should ensure that appropriate compensation is provided to entities or people that lose trees and crops. . Contractors should work closely with National Forestry Authority (NFA) to allow it time to put felled trees into better use. In addition, the reuse of felled trees for fuel wood should be explored, where possible. NFA recommends that it should be a contractual obligation for the contractor and UNRA to hold an inception meeting to understand modalities of working through forest reserves. . UNRA should ensure that contractors have a contractual obligation to restore areas of temporary land take after construction.

Impact management: The contractor should sensitise workers about ecological sensitivity of central forest reserves and advise them against irresponsible or excessive vegetation clearance. Unnecessary vegetation stripping and damage to crops or plantation forests should also be avoided.

Demolition of structures within reserve of proposed road Impact identification and analysis: During road upgrade, structures within the road reserve will be demolished but it is anticipated that this will not happen until every affected person is dully compensated, given a disturbance allowance (as per Uganda law) and commensurate advance notice to vacate affected property. Although there will be loss of structures during road upgrade, every affected person will be compensated by Government therefore this impact will not be critically adverse if people are compensated at replacement value and given adequate notice to vacate affected structures before construction commences.

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The likelihood of the impact occurring is high. Since compensation will be provided to replace affected structures, severity of this impact will be medium resulting in a moderate overall significance level.

Impact mitigation: UNRA should provide equitable and timely compensation to all affected property owners.

Impact management: . UNRA should provide adequate vacation notice (according to regulatory requirements, this is 3 or 6 months) to affected people before construction commences. This will also allow affected property owners to plan appropriately or take any salvageable material from their demolished structures without delaying contractor’s work. . Due to the urgency of this project, UNRA should institute a strong grievance committee so that complaints and dissatisfactions about the resettlement/ compensation process do not unduly delay contractors progressing works.

Slope failure and landslides following earthworks Impact identification and analysis: In steep areas, earthworks could lead to slope instability and accelerated erosion or gullying resulting into scarring of landscapes and increased sediment transport to surface waters or wetlands. The risk of this impact actually occurring will be more prevalent in section of the road through Kanungu District characterised by hilly terrain. Cutting off road transport by landslides is not uncommon in Kanungu.

The likelihood of the impact occurring is high. Duration of the impact will be short-term and effects reversible hence severity is medium. Impact significance is therefore moderate.

Impact mitigation: The contractor should ensure that: . Scouring of slopes does not occur and weak slopes are protected using engineered structures. . Areas susceptible to erosion are protected using temporary or permanent drainage works. . Newly eroded channels are backfilled and restored to natural contours.

Interruption of traffic Impact identification and analysis: Road construction will necessitate diversion of traffic from sections being worked on to allow fast and safe road works or continued use of the route. Diversions will cause temporary delays in transportation of goods and passengers, traffic congestions or accidents (especially for heavily laden trucks and trailers) along detour roads that may not have been constructed properly.

Impact is negative but temporary and reversible (note that effects of accidents such as loss of life are irreversible). Likelihood of this impact occurring is high; however it will be short-term ceasing with end of construction and not all road sections will necessitate diversions hence medium severity. Overall impact significance is therefore moderate.

Impact mitigation: The contractor should place signs warning road users about traffic detours and place guides at detours to guide/ organise traffic.

Impact management: Wherever practical, contractor should provide communities with information and plans of intended diversions in good time.

Impact of bridge construction Impact identification and analysis: During road upgrade, bridges will be constructed at several river crossings. Key examples are: Kakinada Bridge (km 38+720), Ntungu Bridge (km 28+780), Kiruruma Bridge (km 38+720) and Ishasha Bridge (km 52+200) which will be reconstructed. Construction of bridges will have the potential impact of increasing sediment load in rivers. Increase in sediment load in watercourses would impair water quality and impact magnitude would depend on size (flow of river), construction methodology and preventive strategies or precautions instituted.

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Impact is negative, temporary and reversible. Likelihood of this impact occurring is moderate hence severity is medium (Contractor and supervisors will be competent to construct bridges in such areas). Impact significance is thus minor-moderate.

Impact mitigation:

. UNRA and the design consultant ensured that bridge design provided for prevention of scouring using gabions, stone pitching or lining banks with concrete. Bridge location will be such as not to increase sediment load or significant changes in flow velocities in watercourses. . Contractor should ensure that construction activities are planned to minimise sediment transport, for example, constructing bridges in such places in the dry season.

Impact management: Ensure proper construction supervision.

Asphalt plant operation impacts Impact identification and analysis: Surfacing of the road will require considerable quantities of bitumen. Its preparation, storage and application could have socio-environmental impacts. If firewood is used in heating bitumen, considerable cords1 of wood would be necessary representing a significant loss of vegetation for the entire road length. Littering due to poor housekeeping at the asphalt plant or improper disposal of unused bitumen and aggregates or bitumen spills would have the localised impact of contaminating environmental resource (soil and water).

Impact is negative, temporary and reversible but likelihood of this impact occurring is low since ingredients of asphalt (bitumen and aggregate) represent a financial cost to the contractor and waste is unlikely. Although high in organic contaminants, bitumen is biodegradable. Since impact of contamination would often be localised, spatial extent is small and severity is medium. For the foregoing reasons and the fact that alternative heating fuel other than wood is possible, impact significance is moderate.

Impact mitigation: . UNRA should discourage contractors from using firewood for heating bitumen. Bitumen heater should use kerosene or diesel. . The contractor should collect leftover bitumen and aggregates properly keeping it for use on other sections of the road. . Contractor should use bitumen emulsion where feasible. In hilly areas with steep road gradients, cut-back bitumen should be used. . Contractor should not discharge bitumen into road side drains. . Contractor should collect and store empty bitumen drums at equipment yards and not abandon them along the road.

Impact management: UNRA should ensure hired contractor has appropriate equipment and would not use woof fuel to heat bitumen.

Road surfacing impacts Impact identification and analysis: Surfacing will be the final major operation in construction of the proposed road. Application of this final layer can pose environmental and occupational safety impacts. Associated with road surfacing are OHS hazards such as burns during transportation of the hot material. Spilt asphalt may contaminate soil and surface watercourses.

1 A cord of wood equals 4ft x 4ft x 4ft = 64 cubic feet of wood logs.

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OHS risks to workers during transportation of asphalt would be short-term but injuries (for example, burns) can be long-term and irreversible. Environmental contamination is negative and reversible. Likelihood of impact occurrence is medium but severity high where workers are injured. Impact significance is therefore major.

Impact mitigation:

. Contactor should erect road signs to warn other road users about road works. . Crops and private property in work sites adjoining road should be protected during bitumen spraying. . Contactor should avoid applying bitumen during strong winds or heavy rains. . Road workers should take caution to avoid spilling of bitumen during roadworks.

Impact management: Ensure proper construction supervision.

Impacts of constructing drainage channels Impact identification and analysis: Drainage is an important provision to the road to avoid deterioration by stormwater. Drains will be designed and constructed to divert runoff from the carriageway discharging it onto adjoining land. This should be done at non-erosive velocities to avoid gully erosion. Erosive stormwater discharged onto land/ property adjoining road would lead to gullies and land degradation; siltation of streams, swamps and lakes due to sediment deposition; and modification of natural drainage patterns. Predominantly, this impact will be significant in Kanungu District where some sections of the road go through rugged and hilly terrain.

Gully erosion and land degradation impacts would be long-term (prevailing for as long as road life) if not controlled. Likelihood of impact occurrence is medium (with good road drainage design) but severity high when farmlands are destroyed. Impact significance is therefore major.

Impact mitigation:

. Contactor should ensure that waterways leading into private property are grassed or similar provisions made to reduce erosive velocity of stormwater. . Contactor should consider constructing stepped drainage systems in hilly areas to reduce stormwater velocities. . Road design should, to the extent possible, utilise the natural drainage patterns.

Impact management: Ensure proper construction supervision.

Occupational health safety risks for workers Impact identification and analysis: Road works will have the following occupational health and safety risks with potential to cause serious injuries to workers:

. Burns (handling hot bitumen, welding/hot works, etc) . Falls from working at heights or wet surfaces . Electrocution . Noise and body vibration from equipment . Injury from fly rock e.g. at quarry sites or debris when demolishing affected buildings

Lack of hand wash water and mobile toilet facilities at work sites cold also pose considerable health risk to workers (and local communities traversed). OHS impacts will potentially occur at any point during road construction and while some accidents could be minor, others might be grave leading to permanent disability or loss of life of construction workers. Duration of the impact will be short-term occurring only during the construction phase. Extent of the impact will be local or national depending on origin of construction workers. Likelihood of the impact occurring is high considering the usually low level of safety at construction sites in Uganda. Significance of this impact is therefore predicted to be major.

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Impact mitigation: Contractors should provide all workers with requisite protective gear, onsite toilet and washing water for workers.

Impact management: Project supervising engineers should inspect contractors’ compliance with safety precautions during construction.

6.2 Post Construction-Phase Impacts a) Positive impacts Increased tourism activities Currently this traffic uses the gravel road from Ishasha through Queen Elizabeth National Park (QENP) or the road from Bunagana border post via Kisoro and Kabale. Therefore, the alignment of the road away from the QENP will reduce interference of tourist activities. It will also improve access to QENP and hence increase tourism activities.

Duration of this impact will be long-term and likelihood of occurring is high after road improvement. Benefit to every road user will be of local and regional spatial extent hence high severity. Therefore impact significance is major.

Impact enhancement: Ensure continual road maintenance.

Increased local and regional economic activity Impact identification and analysis: A good road will enhance access to transboundary trading, improving local and regional economies. Road improvement will also stimulate development of businesses along the road, for example, roadside markets and secondary job opportunities from new businesses. The road will provide a high standard alternative to existing road through Kihihi and Kambuga, diverting traffic from it. It will also provide an alternative for international traffic to Congo (DRC) and other countries such as Rwanda, Burundi and Zambia. Thirdly, it will improve access to markets, social and health services. These are positive and long-term impacts. Secondary benefits such as jobs created as a result of increased economic activity will also be long-term.

Duration of this impact will be long-term and likelihood of occurring is high after road improvement. Increased economic activity in local economies would benefit all communities along the road hence high severity. Therefore impact significance is major.

Impact enhancement: Ensure continual road maintenance.

Shorter travel time and reduced transportation fares Impact identification and analysis: An improved road will attract more operators of public transport and ensuing competition would lower fares for both goods and passengers. A good road would reduce travel times to Rukungiri, Kanungu and eastern part of DRC. The benefit is long-term and of national regional spatial extent.

Duration of this positive impact will be long-term and likelihood of occurring is high after road improvement. The benefit will be for all communities along the road hence high severity. Therefore impact significance is major.

Impact enhancement: UNRA should ensure continual road maintenance.

Improved access to social services Impact identification and analysis: An improved road will ease access to social services, most vitally healthcare. This will especially benefit women by way of improved maternal health, reduced infant and maternal mortality and general public health improvement in all communities traversed by the road.

Duration of this impact will be long-term and likelihood of occurring is high. The benefit will be for all communities along the road, hence high severity. This connotes high impact significance.

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Impact enhancement: UNRA should ensure continual road maintenance. b) Negative impacts New road effect leading to accidents Drivers on a newly improved road will always excitedly drive faster than is often safe: a phenomenon referred to as “new road effect”. This usually happens in the first months of commissioning a new road and is associated with frequent road accident. Likely effects will be human and livestock / wildlife accidents that may result into loss of life.

Impact is negative but reversible with safe road use sensitisation campaigns for 1-2 months before road commissioning. The impact would be short-term but resultant effect long-term if no concerted effort is expended in sensitization of road users and local communities. Likelihood of impact occurrence is medium but severity high where accidents lead to loss of life. Impact significance is therefore major.

Impact mitigation: . UNRA and respective district local governments (Rukungiri and Kanungu) should undertake road use safety awareness campaigns. . Potential accident hotspots should be marked with appropriate road signs. . Road humps and rumble strips should be provided at approaches to trading centres or institutions.

Impact management: UNRA and respective district local governments (Rukungiri, Kanungu) should undertake road safety campaigns for at least 2 months before and 2 months after commissioning the improved road.

Increased exploitation of natural resources Impact identification and analysis: An improved road will ease access to natural resources, possibly increasing their exploitation. In spite of improving monitoring by the National Forestry Authority (NFA) forest rangers, a better road could lead to illegal harvest of timber in forest reserves. Excessive or illegal exploitation of natural resources would be detrimental to national and local (district –level) goals of sustainable development.

Impact is negative but reversible with good enforcement. The impact would be long-term; its likelihood of occurrence is medium but severity high considering the ecological value of protected areas. Impact significance is therefore major. Potential resources likely to suffer increased exploitation are forest reserves (Ihimbo, Rwengiri and Kaniabizo) and possibly Kigezi Wildlife Reserve (poaching).

Impact mitigation: . District authorities, NFA and UWA should intensify monitoring activities in forest reserves and Kigezi Wildlife Reserve traversed by road. . UWA should erect traffic signs prohibiting poaching and stopping of vehicles in protected areas. . UNRA should erect traffic signs warning of dangers of uncontrolled bushfires, and prohibiting lighting fires in protected forest reserves.

Improper drainage of stormwater from the road Impact identification and analysis: Paving will increase volume and erosive power of runoff from the road/ carriageway discharged onto sinks (grassland, forests or farmlands, etc) adjoining the road. Erosive stormwater poses a risk of gullies, land degradation and siltation of streams, swamps and rivers. These impacts are already occurring and road upgrade could aggravate them.

Impact is negative but avoidable with good drainage design and construction. The impact would be long-term, its likelihood of occurrence is medium especially in Kanungu District with rugged hilly terrain. Considering the high pressure on land in Kanungu and Rukungiri Districts, severity of land degradation is high. Impact significance is therefore major.

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Impact mitigation: . UNRA and the affected districtlocal government should ensure that erosion prone areas are plated with grass to reduce the speed of runoff. . Regular maintenance of drains and interception ditches will also minimise soil erosion.

Impacts of camp decommissioning Impact identification and analysis: Socio-economic impacts would occur if the contractor did not properly restore camp sites to original condition at the end of construction operations. Derelict equipment, patches of contaminated soil and abandoned waste would not only cause environmental contamination but also social and public health impacts. It is expected that closure of camp will result in loss of jobs for some workers. There might also be challenges of remediation of patches of campsite contaminated by fuel/oil, disposal of construction waste or other waste streams and landscaping the camp site to original conditions. All of the above are negative, short- to medium-term but reversible impacts.

Duration of the impact can be short-to-medium term if decommissioning, including remediation of soil contaminated with hydrocarbons, is not properly managed. Extent of the impact is local limited to camp sites. Impact manageability is high since camp site decommissioning and remediation are manageable activities. Severity is therefore assessed as high. The likelihood of the impact occurring is medium thus significance is predicted to be major.

Impact mitigation: Before closure of camp, the contractor should plan for the following elements:

. Requirements and procedure for removing equipment, waste and structures from the camp site, . Requirements and procedures to restore the site to original condition, leaving no visual alterations that would impact the landscape, . Description of how possible socio-environmental impacts will be minimised during decommissioning.

6.3 Climate Change Impacts a) Road impact on climate change Vehicle emissions containing greenhouse gasses will be generated both during road upgrade and eventual use. Quantities generated will depend on type, age and number of equipment used during construction while operation-phase emissions will depend on traffic volume. Impact mitigation will entail use of construction equipment in good mechanical condition and tree planting along the road reserve. b) Impacts of climate change on the road Transport can be vulnerable to many different types of weather conditions, of which, some of them could be exacerbated with climate change. Climate changes relate to extreme weather conditions (e.g. storms, extreme precipitations, extreme temperatures) which on their turn may result in severe consequences for the physical environment (e.g. floods, landslides, etc) and represent risks for transport infrastructures and operations. Both temperature and precipitation represent weather stress parameters that can first contribute to initiate and accelerate some damaging effects.

Damage to the road: Higher temperatures can cause pavement to soften and expand. This can create rutting and potholes, particularly in high-traffic areas and can place stress on bridge joints/ structures. With these changes, it could become more costly to build and maintain roads. Transport conditions are also highly affected by extreme weather events such as heavy rainfalls. Heavy rains may result in flooding, which could disrupt traffic, delay construction activities, and weaken or wash out the soil and culverts that support roads and bridges. Exposure to flooding also shortens the life expectancy of road. Landslides and wash-outs could also occur more frequently, as saturated soils are exposed to more rainwater especially in the hilly areas of Kanungu District.

Bridge scour: This is the removal of sediment from around bridge abutments or piers. Scour, caused by swiftly

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moving water, can scoop out scour holes, compromising the integrity of a structure. Bridge scour is basically induced by the fact that water normally flows faster around piers and abutments making them susceptible to local scour. Therefore increased flow velocities would result in scouring and weakening of the bridges.

Mitigation actions are: i) Ensure adequate design and maintenance of road pavement. ii) Use asphalts and asphalt binders that characteristic to the local weather conditions. iii) Maintenance and repairing activities have to be planned long time in advance to avert any failures.

6.4 Gender Impacts Along the road to be upgraded, women were commonly seen selling foodstuff and consumer good. If kiosks located in the road reserve are displaced this would disproportionately affect women more than men. Farming activities in rain seasons demand a lot of garden work by women, which may impede their employment in road construction. Married women may benefit less from construction employment because their spouses may dictate whether they work on road project or not. This choice being solely a responsibility of an unmarried woman means that single women might benefit from road construction jobs more than their married counterparts. A good road will ease access to healthcare and while this is a benefit for both men and women, the latter will particularly benefit from quick and safe transport to medical facilities, during medical emergencies such as labour.

Mitigation actions are: i) To the extent possible, equal employment opportunity shall be available for women for road construction jobs. To effect this, the contractor shall encourage women to apply for available jobs by indicating this in job adverts. Additionally Local council representatives working with the contractor on recruitment shall encourage women to apply for project jobs. The aim will be to have atleast 10% of workers being female. ii) During road construction, women can be involved in a wide range of activities including traffic control, store- keeping, security, painting stone pitching, beautification/ landscaping and sweeping. iii) The contractor should use gender-sensitive language such as: “Go Slow, Work in Progress” instead of “Go Slow, Men at Work”. This, coupled with women’s visibility in road works would, contribute to women’s empowerment as well as breaking the stereotype that road construction is a preserve of men. iv) To avoid severance of access to private property like homes, farmlands and grazing fields, the contractor should provide temporary access routes, or “bridges” that can be safely used by especially women, children, disabled and elderly people. v) The contractor will be selective in awarding service contracts, giving preference to women-owned entities. This, for example, is in regard to supply of foodstuffs to workers camps, housekeeping and culinary services for workers.

7. DECOMMISSIONING PLAN Decommissioning should remediate any onsite contamination and restore site to the maximum extent consistent with pre-project land use. During decommissioning and site restoration, the following issues should be addressed following a site restoration plan to be developed by the construction contractor: i) Hard pans (ground surfaces) such as at vehicle or equipment parking yards should be adequately scarified (surface broken up) to enable immediate vegetation re-growth. ii) Avoid introduction of non-native plant species in the quest for rapid vegetation restoration. A properly scarified site would have native vegetation regrowth within 3 months without need for planting alien species. Any replanting effort should utilize native plant species from the campsite neighbourhood. iii) Avoid leaving abandoned equipment on campsites. iv) Remove or properly treat any existing solid waste and effluents. v) Patches of ground contaminated with fuel/waste oil (e.g. at vehicle parking area, machine workshop areas, etc) should be remediated.

At a minimum, the restoration plan to be developed by the contractor should entail elements in Box E1.

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Box E1: Key elements of camp restoration

The goal of decommissioning is will be to restore the site to its original state. The campsite will be decommissioned by:

. Removing facilities, . Testing for contamination, . Remediating if necessary, . Recontouring, and, . Revegetating the site.

Removal of facilities: Removal in this case refers to proper decommissioning, dismantling and disposal of all above ground facilities, appurtenances and any other obstruction or structure on camp. In addition, removal also refers to the proper unearthing and disposal of underground facilities such as pipes and cables.

Removal is typically done as a series of steps that include draining, cleaning and flushing all vessels; removal of all vessels, above ground piping, and appurtenances; removal of foundations; removal cables and piping; and loading and transporting of materials or equipment by truck back to storage or to a new camp site.

Contamination Testing: Prior to facilities being removed, a preliminary inventory of existing equipment and hazardous materials should be made. The next step should be to conduct a preliminary surface investigation to identify contamination hot spots. Typically, the sampling program at this stage should include a soil gas survey, shallow soil borings, chemical laboratory analysis and the preparation of a contamination assessment report.

Areas with petroleum contamination should be identified. Bioremediation and pH conditioning would most likely suffice to restore oil-contaminated soil.

Site Remediation: Remediation of contaminated areas on camp site should involve removal and proper disposal of any contamination. Basic issues that take shape around remediation of soils generally focus on type of contaminant, extent, cleanup level and cleanup methods.

Restoration/ recontouring: Restoration and recontouring should entail returning campsite to its original state. General procedures for restoration include minor recontouring and grading, including backfilling and ground leveling; preparing topsoil; drainage control; and installing slope stabilization and erosion control and measures. Scarifying would be necessary for the hard pans, parking area and access roads that were compacted during site use.

Revegetation: Revegetation is the replanting and reestablishment, where appropriate, of native flora originally found on site. It might not be necessary to replant the camp site since native grass and shrubs would sprout and thrive a few months upon decommissioning, if hard surfaces on site are properly scarified.

Timing: While camp decommissioning should commence as soon as construction activities are completed, duration of site restoration is governed by factors such as rate of soil bioremediation. Complete soil bioremediation can commonly take up to 3 months to rid soil of any residual oil contamination. Nonetheless, site restoration should not take more than 3-4 months after completion of dam construction.

8. ENVIRONMENTAL HAZARD MANAGEMENT Road construction could entail occupational hazards/ risks and accidents especially involving motorised road construction equipment, asphalt plant and stone quarries. The following measures are proposed to control this risk: a) Accidents from equipment: Only trained/ certified operators will operate motorised equipment. b) Blasting explosives safety: During road construction, the contractor will ensure the following:

. Stone blasting is done by only licensed blasters. . All explosives are delivered to quarry sites (under Police escort as Uganda’s security requirements demand) on the day of blasting and any remnants returned into police custody after blasting. After each blast, site inspection will be conducted for un-detonated explosives. . Advance warning is given to local communities near quarry sites before a blasting episode.

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. After each blasting incident, inspection is conducted in communities around quarry sites to identify any offsite damage to private property, which should be duly and equitably compensated. . All workers should are adequately protected from risk of fly rock and blasting noise. c) Risk of burns/ scald at asphalt plant: This risk will be averted by contractors using only licensed operators following stringent safety guidelines and operation procedures. Operations involving hot bitumen shall be limited to daytime in adequate natural light. d) Fire safety: Fire safety equipment and personnel will be provided in workers’ camp. Warning signs will be provided at areas of potential fire source, e.g. at fuel storage areas. e) Medical emergency response: The contractor will have a medical clinic and a standby vehicle to immediately transport any accident victims to a nearby hospital. First Aid facilities will be provided on construction sites, equipment yards and in camps. f) Oil/ fuel spills: Accidental oil and/ or fuel spills would occur when contractor’s trucks or vehicles are involved in road accidents or negligence of staff while on duty. Accidents may be caused by improper use of equipment, mechanical faults in equipment or vehicles among others. Spills or leakages would result in contamination of soils and water resources with hydrocarbons. Hydrocarbons and particulate matter if released into the soil will affect its productivity and pose a health risk to the community, animals and plants around. In water resources, it would affect the aquatic vegetation and fauna in addition to disrupting water supply to the community that rely on them.

No vehicle or equipment shall be allowed to be used if any oil or fuel leak is observed. The contractor shall have spill control equipment on standby both at the workers camp and road construction site to ensure that any leakage or spill is contained and cleaned on time.

9. MONITORING PROGRAM Monitoring will verify if predicted impacts have actually occurred and check that recommended mitigation actions were implemented and are effective. Monitoring will also identify any unforeseen impacts that might arise from project implementation. Issues to monitor include: waste/ cut to spoil, soil erosion and drainage, OHS, dust, noise, road safety, gender equity, HIV/AIDS awareness; contamination at work sites. A provisional sum of USD 354,106 has been provided for social-environmental monitoring during project implementation. a) Institutional Arrangements: The contractor will be required to prepare a stand-alone ESMP linking environmental and social activities road works in line with guidance issued by UNRA. The primary oversight to ensure mitigation actions are implemented will rest with UNRA’s Directorate of Projects working with Safeguards Unit under Directorate of Planning but District Environmental Officers of respective local governments through which the road passes have regulatory supervisory and monitoring roles on behalf of NEMA. UNRA shall require contractors to comply with this ESMP and assign a fulltime staff (Environmental Officer) to undertake environmental supervision during construction. UNRA confers full mandate to supervising engineering consultant (SEC) to supervise the road project on a day-to-day basis. SEC overseas work of the contractor through an intermittent (not full-time) environmental specialist. This specialist should guide the contractor’s fulltime Environmental Officer in undertaking own responsibilities, including reporting. b) Specific procedures and roles of monitoring entities: i) Procedures: Monitoring procedures will comprise:

. Institution of a qualified environmentalist and social expert by contractors and supervision consultant. . Formulation of enforceable contractual terms to ensure that contractors implement the ESMP. . Ensuring a project completion and handover process that will necessitate UNRA and NEMA approval for social-environmental aspects such as site restoration and removal of road construction waste.

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ii) Roles:

. Civil works contractors: Upon project commencement, the contractor will prepare an ESMP based on requirements of the ESIS and NEMA approval. These include securing quarry licenses, permits for borrow sites, water abstraction permits and permits to work through central forests reserves. The ESMP will be reviewed and approved by the supervising consulting engineer and UNRA.

During construction the contractor will implement the ESMP, closely monitored by the supervising consulting engineer and UNRA, District Environment Officers (DEOs) and local council leaders.

At project completion, the Contractors will prepare a final environmental implementation report to be approved by the supervising consultant, UNRA, NEMA and DEOs.

. Supervising consulting engineer: Before construction, the supervising engineer will review the works contract and document socio-environmental requirements, road safety and undertake a baseline study (Transport observatory study), quality assurance systems and plan the supervision functions to ensure that works are implemented while protecting the social and environment aspects. During the construction phase the supervising engineer: (a) Monitors implementation of the ESMP and b) prepares monthly and quarterly environment and social compliance reports, which are submitted for UNRA consideration, as well as annual environment and social audit reports submitted to NEMA.

. NEMA: During the construction phase, depending on the implementation status of environmentally and socially sensitive project activities, a) commit and review annual or biannual environmental monitoring and b) give its opinion and recommendation in which environmental concern raised by the project reviewed alongside project implementation. c) Monitoring and Reporting Arrangements: Monitoring will verify if predicted impacts have actually occurred and check that mitigation actions recommended in the ESIA are implemented and their effectiveness. Monitoring will also identify any unforeseen impacts that might arise from project implementation.

Who monitors and how: Monitoring will be undertaken by UNRA (Directorate of Projects) and Environmental Officers who represent NEMA at local administrative. Monitoring by NEMA is “third party monitoring” but this is its regulatory mandate according to Sections 6 and 7 of the National Environment Act (Cap 135) and no funding is expected from UNRA.

Another government agency that may undertake “third party monitoring” is the Occupational Health & Safety Department in Ministry of Gender, Labour & Social Development (MGLSD). This unit has authority to inspect any facility for compliance with national requirements on safety in workplaces. The project shall make no funding to MGLSD since this is provided for in its annual budget.

Monitoring will be done through site inspection, review of grievances logged by stakeholders and ad hoc discussions with potentially affected persons. For each monitoring visit, a discussion with a chairperson of environment committee of the area’s local council (LC) could provide insight into views and grievances a given community has about the project.

Frequency: Monitoring will be undertaken monthly over the construction period.

Reporting: Detailed monthly monitoring reports shall be compiled by the contractor’s environmental officer under oversight of the supervising engineer (SE). The reports will be based on records kept as per requirements of the General Specifications of the Road & Bridge Works, Section 77 of the National Environment Act Cap 153 and guidance issued by UNRA. These detailed reports with evidence of compliance shall be prepared and appended to summary monthly reports.

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d) Monitoring budget Table E3: Environmental mitigation, management and monitoring cost estimates Unit Cost Total Mitigation Measures Quantity (UgShs) Cost (Ugshs) 1 Road safety awareness - Lumpsum 247,000,000 2 Gender awareness - “ 74,250,000 3 Public traffic flow management during construction - “ 14,750,000 4 HIV/AIDS awareness and education - “ 200,000,000 5 OHS provisions for workers - “ 24,750,000 6 Erosion and drainage control - “ 60,500,000 7 Air and water quality monitoring - “ 40,450,000 8 ESMP Management and Audits - “ 150,000,000 9 Institutional Collaboration and Monitoring of ESMP 24 months 59,400,000 GRAND TOTAL 871,100,000

Using a dollar rate of 1 USD equivalent to UgShs 2460,the cost of mitigation, management and monitoring is about USD 354,106

10. PUBLIC CONSULTATIONS AND DISCLOSURE a) Public Consultations The ESIA process began with a Scoping Study that entailed stakeholder consultations, culminating into terms of reference submitted to UNRA for NEMA approval. Consultative meetings were held with local communities along the road, political and technical officials of Rukungiri and Kanungu district local governments, government agencies responsible for management of wildlife (UWA), Directorate of Water Resources Management (DWRM) NFA and institutions (Churches,schools, Ishasha Police Post and Uganda Prisons-Rukungiri). All meetings with local communities were conducted in local languages with the assistance of local leaders, utilising graphical illustrations discerned by participants to describe project design and possible impacts. Key findings and outcomes of public consultations are outlined in Table E3.

Table E3: Summary of key issues and responses from public consultation Issue Key concerns/ suggestions 1 Compensation A common concern was whether compensation would be adequate, fair and timely. 2 Contractual obligations of Key lead agencies (Uganda Wildlife Authority, UWA and National Forestry Authority, contractor NFA) associated with is project preferred contractors to have contractual obligations that require:

. Inception meeting with respective agencies prior to commencing work on site, so as to agree on operational procedures and modalities within the wildlife conservation area (Kigezi Wildlife Reserve) and forest reserves traversed by the road. . While quarrying gravel from conservation areas is discouraged by NFA and UWA, if no alternative sites exist, road construction materials can be obtained from conservation areas but only after they are paid for.

Restoration of quarries should be a contractual obligation of the contractor. 3 Local labour Local communities preferred to be given first priority when recruiting road construction labour. 4 Environmental There is need to protect drinking water sources and surface watercourses along the contamination road from pollution during construction. 5 Consideration of Local watercourses should not be underestimated during road design. There are some seasonal watercourses in seasonal rivers like Nyamabare and Ntungwa which overflow their banks and inundate

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Issue Key concerns/ suggestions design surrounding areas during rainy seasons. 6 Landscaping for erosion Planting trees and grasses on steep embankments and hillsides close to the road and landslides control should help to stop risk of landslides and erosion that would deposit soil onto the road during its use (post-construction phase). 7 Dust control Control of dust during construction activities is essential especially in trading centres to minimise spoilage of goods in shops such sugars, salt and four. 8 Grievance Management The project should have a grievance mechanism to handle complaints from affected persons dissatisfied by compensation or general project implementation. 9 Impact on Kigezi Wildlife Severance: In the proposed design, the road section approaching Ishasha town is Reserve within Kigezi Wildlife Reserve, hence severing a portion of land from the rest of the conservation area. With assistance of UWA, the road design engineers should establish size of this severed area to determine if it could be forfeited or big enough to warrant reorienting the road outside KWR.

Ingress of wildlife into community: In the pre-project condition, all along the reserve boundary is a trench dug to prevent wildlife moving into adjoining community. Once built within KWR, the road could provide a route along which wildlife bypasses the trench and move into communities.

Suggestion by UWA: If the road remains in KWR, provisions such as rollers at points where the road crosses reserve boundary, should be made to prevent wildlife from moving into local community.

b) Public Disclosure The ESIA was submitted to NEMA for review and approval. NEMA review entails disclosure of the report in public libraries and at headquarters of districts through which the road passes.

11. COMPLEMENTARY INITIATIVES A separate study on resettlement (resettlement action plan, RAP) was conducted for this road project and measures therein provided for compensation of property to be affected by the project. Preparation of the RAP has been based on socio-economic surveys, a census of PAPs undertaken from 4th May to 30th June 2010 and data provided by an independent surveying/valuation firm engaged by UNRA. Besides resettlement, the following initiatives are proposed for the proposed project: i) HIV/AIDS awareness programs: It is recommended that the project includes HIV/AIDS awareness and prevention programs for both construction workers and communities in project areas. Use can be made of NGOs, or CBOs and agencies (e.g. AIDS Information Center, TASO etc), which are well established in the project districts and experienced in this service. Arrangement and cost for this service is provided for in the ESMP. Long distance truck drivers should be one of the target segments for HIV/AIDS awareness training. ii) Gender awareness and mainstreaming: The contractor should undertake sensitization programs to ensure that men and women equally participate and benefit from the project. Participation of women will also require ensuring provisions of facilities and amenities in workplaces (camps, equipment yard, and worksites). By working with a competent training entity, capacity building for female road workers should be considered, if feasible, by the contractor. This has been costed in the ESMP. iii) Road safety educational campaigns: It is important therefore that upgrade of this road also undertakes road safety awareness and educational campaigns both during construction and operation. The first group targeted should be the schoolchildren and teachers together with District Education Offices. The schools can be provided with charts and brochures developed by the project. The project should also undertake road safety training for public transport operators. These are the most prevalent group of vehicle drivers and major traffic increases on improved roads will most likely be minibus ‘taxis’ and motorcycles (boda-bodas). By undertaking these road safety activities, the project will improve overall road safety. Road safety training has been provided for in the ESMP.

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iv) Climate change initiatives: Road construction will entail loss of trees and these are carbon sinks beneficial to slowing down climate change. This justifies tree planting along the road reserve as part of road beautification. To ensure that correct species are planted, this activity should be undertaken by a professional landscaping entity through an independent bidding process that would ensure best value and conformity to specifications prescribed by UNRA. This bid should specify number of trees to be planted, cost, long-term ownership and care. v) Roadside amenities: The project should also be designed to support initiatives such as establishment of rest areas for long-haul truck drivers. These places will offer social amenities, including HIV/AIDS information infoshops, personal hygiene facilities, sleeping places and parking bays. UNRA should discuss this initiative with respective district local governments who would be expected to subsequently own and operate and sustain these facilities. vi) Resettlement action plan (RAP): For the resettlement action plan (RAP), UNRA will monitor implementation with technical assistance of an independent consultant. Progress of land acquisition will be monitored and results reported to AfDB by UNRA. An independent consultant will undertake quarterly review of implementation activities and submit bi-annual reports to UNRA which will review them and through supervision verify milestones, livelihood restoration until half a year after RAP implementation.

12. CONCLUSION The proposed project has potential to significantly improve livelihoods of people in Rukungiri and Kanungu Districts. Besides, road construction activities will provide considerable economic opportunities for material/ equipment suppliers, contractors and local labour. When the road is upgraded to bituminous standard, its routine maintenance will have negligible environmental impacts: indeed less than the equivalent maintenance work required for the gravel surface road. For instance, there will be no need for borrow pits for gravel, with associated impacts, or no grading operations associated with dust and noise pollution. The proposed project offers enormous distance and journey time savings for traffic Kanungu District and eastern DRC through Ishasha.The road would also improve tourist activities especially those interested in the climbing lions in Queen Elizabeth National Park.

Several possible negative impacts of improving the road are not significant, while others will be less severe when mitigation measures recommended in this report are implemented. Construction activities pose a possibility of contaminating land and watercourses from bitumen, fuel or oil spillage from construction vehicles and interruption of access to certain services like water supply during road construction. Road construction traffic will be associated with noise and dust nuisance and possibly increased road accident risk, especially through settlements and trading centres. Women, children and elderly and disabled people will be particularly at risk. Some land and structures will be permanently lost to the road; however, since for the bigger section of the road, the design has followed existing alignment to the extent possible, this impact will not be of grand scale. Temporary land take will occur when land is used for borrow pits, quarries and contractor's camps. Quarries and borrow pits might have a diversity of impacts but these will be assessed independently by the contractors when specific sites have been chosen. Land will also be required for temporary diversions (detours) during road construction. Considerable quantities of gravel, rock and embankment fill material will be required during road construction. Upon closure, it will be essential for the contractor to restore all depleted borrow pits and quarry sites used during road construction to original condition.

Upgrade of the road will entail land take and impact of structures. The project will affect a total of 12417 people with a resettlement budget of Uganda Shs 7,751,097,479 (equivalent to USD 3,150,853 at Exchange rate of 1 USD=UgShs 2460).

All environmental and social concerns will be mitigated as detailed in the ESMP. A framework for the implementation and monitoring of the ESMP has been proposed and budgeted for. Compared to socio-economic benefits of the road project, many of the negative impacts will be insignificant as long as fair compensation and mitigation actions are implemented.

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1 INTRODUCTION

The Government of Uganda (GoU) in line with the Road Sector Development Program (RSDP) has applied for a loan from the African Development Fund (ADF) towards the cost of the Road Sector Support Project (RSSP), part of the proceeds of which shall be utilised to finance upgrading of Rukungiri–Kihihi–Ishasha/ Kanungu Road. The project is toimplemented by the Uganda National Roads Authority (UNRA). Consequently, in accordance with the environmental screening guidelines of the Africa Develoment Bank (AfDB), projects involving upgrading and rehabilitation of major roads, are classified “Category 1”, and these require detailed environmental and social impact assessment (ESIA). Similarly, Uganda’s National Environment Act, Cap 153 requires mandatory full environmental impact assessment for “Third Schedule” projects and “major road projects” are listed in Section 3a of this schedule. This ESIA was therefore carried out in fulfilment of these requirements. The study was undertaken by Air Water Earth (AWE) on behalf of an engineering design consortium comprising Mott MacDonald and Kagga & Partners LTD.

Uganda National Roads Authority (UNRA) contracted Mott MacDonald, a UK-based engineering consultancy firm in association with Kagga & Partners (Ugandan) to provide engineering services for feasibility study, detailed design, tender assistance and project management for upgrading to bituminous standards of Rukungiri-Kihihi- Ishasha/ Kanungu (79 km) road. Air Water Earth (AWE) was contacted by the consortium to undertake environmental and social impact assessment (ESIA) of the project before its implementation.

Environmental and Social Impact Assessment (ESIA) for Upgrading Roads to Bituminous Standards: Rukungiri- Kihihi-Ishasha/ Kanungu (79 km) Project, to the National Environment Management Authority (NEMA) of Uganda, in accordance with the Ugandan Environmental Impact Assessment Regulations (1998). Currently, the existing gravel road is in a dilapidated state and not able to meet current demand for service provision.

The road will play a major role in economic development of the project Districts by providing an essential link to markets and social services, industry, wildlife and tourism, health and education. However project activities may also bear social-environment changes that could directly or indirectly affect communities traversed by project, hence the justification for this ESIA. In addition, National Environmental Act Cap 153 (Section 3a & b) requires any major repairs, extensions or routine maintenance of roads and all roads in "scenic, wooded or mountainous areas” to undertake an EIA. The objective of the study was to assess potential environmental and social impacts of the project. The ESIA process in Uganda comprises steps in Figure 11.

This report presents analysis of environmental and social impacts of the Project and arranged in the following sections:

. Chapter 2 presents the policy, legal and administrative framework within which the ESIA has been carried out. National regulations are discussed along with relevant international agreements and conventions to which Uganda is a party. . Chapter 3 provides a concise description of the project components. . Chapter 4 summarises available baseline data on physical, biological and socio-economic resources within the project area. . Chapter 5 presents an overview of the project’s engagement activities. . Chapter 6 presents ESIA methodology used. . Chapter 7 assesses the potential positive and negative impacts of the Project, along with mitigation/ enhancement measures and any residual impacts that cannot be mitigated.

(1) Source: Appendix C (EIA Process in Uganda) of EIA Reference Manual, NEMA, June 2002

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. Chapter 8 compares reasonable alternatives to the proposed project site, technology, design and operation. This chapter also discusses the “no-project” scenario and basis for selecting project designs. . Chapter 9 presents the ESMP which translates commitments made during the ESIA into ongoing actions. It defines timetables for implementation; identifies institutional roles and responsibilities; and estimates the incremental costs of the measures.

DEVELOPER INPUTS/OUTPUTS

SUBMISSION OF PROJECT NEMA forwards PB to BRIEF (PB) TO NEMA relevant Lead Agencies

NEMA forwards PB to

relevant Lead Agencies

SCREEN 1 SCREEN 2 SCREEN 3 WHETHER WHETHER WHETHER ADEQUATE Certificate of approval at PROJECT IS PROJECT MUST MITIGATION MEASURES SCREENING EXEMPT FROM EIA HAVE EIA HAVE BEEN PB stage INCORPORATED

Scoping Stakeholder consultation on Scope

TOR

NEMA, Lead Agencies & Review of terms of

reference (TOR) stakeholder consultations EIA STUDY EIA on ToR

Detailed EIA study Public & Stakeholder consultations

Prepare EIA report Environment Impact Current stage Statement (EIS)

Review EIA NEMA, Lead Agency & Report public/stakeholder comments on EIS

Approval of EIA

MAKING - EIA Certificate of Approval

DECISION Decision on project

Records of Decision

Action by Developer

Figure 1.1 EIA Process in Uganda

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2. POLICY, LEGAL & INSTITUTIONAL FRAMEWORK

In this chapter, the policy, legal and institutional framework within which the ESIA was conducted are discussed. National regulations are discussed along with relevant international agreements and conventions to which Uganda is a party.

Road development may have serious impacts on the environment from two perspectives: first, effects of construction/improvement itself and the resulting disturbance of ecological and social systems especially impacts on property rights; and secondly, after the road has been constructed/improved, the economic activities it creates may have both negative and positive impacts on the environment and social setting of the areas it traverses. These environmental and social effects must be managed within a legal framework.

Uganda has various laws, policies and institutional set up governing the management of its natural environment as discussed in the following sub-sections.

2.1 POLICY FRAMEWORK

2.1.1 The National Environment Management Policy, 1994 This policy aims to promote sustainable economic and social development mindful of the needs of future generations and EIA is one of the vital tools it considers necessary to ensure environmental quality and resource productivity on long-term basis. It calls for integration of environmental concerns into development policies, plans and projects at national, district and local levels. Hence, the policy requires projects or policies likely to have significant adverse ecological or social impacts to undertake an ESIA before implementation. This is also reaffirmed in the National Environment Act, Cap 153 which makes ESIA a requirement for eligible projects including roads.

2.1.2 Uganda Forestry Policy, 2001 The forest policy puts emphasis on ecological and socio-economic importance of protecting the nation’s forest resources. Implementation of this policy is a responsibility of National Forestry Authority (NFA), which provides guidelines for management of forest reserves, community forests and private forests. The Forest Policy entails provisions for safeguard and conservation of forests to ensure sufficient supplies of forest products, protect water resources, soils, fauna and flora. The policy also mandates government with a responsibility to control illegal practices, monitor best practice, measure environmental and social impacts.

Policy Statement 7 on the conservation of forest biodiversity seeks to conserve and manage forest biodiversity in support of local and national socio-economic development. Hence once all likely negative ecological and social impacts are abated, the proposed road would be consistent with this policy objective. Policy Statement 8 on watershed management and soil conservation seeks to promote responsible management of forests and awareness in communities to avoid degradation of watersheds.

This policy is relevant in so far as the proposed road project traverse protected central forest reserves namely: Ihimbo, Rwengiri and Kaniabizo.

2.1.3 National Water Policy, 1999 A key objective of this policy is to guide development and management of water resources in Uganda following integrated and sustainability concept so as to secure and provide water of adequate quantity and quality for all social and economic needs, with full participation of all stakeholders and mindful of the needs of future generations. The policy was set to:

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. Promote rational use of water. . Promote provision of safe water supply for domestic use. . Promote orderly development and use of water resources for purposes other than domestic including transport or navigation. . Control pollution and promote the safe storage, treatment and disposal of waste, which could pollute water and impact public health.

The policy is relevant where project development could impact quantity or quality of groundwater and surface water resources. The proposed project traverses a numbers of water resources (rivers, streams and wetlands).

2.1.4 National Development Plan (NDP), 2010/11-2014/15 In February 2010, Government of Uganda finalized a new five-year National Development Plan (NDP) spanning FY2011-2015 and this took from achievements of the Poverty Eradication Action Plan was being implemented up to 2008. The NDP’s main theme is “Growth, Employment and Socio-Economic Transformation for Prosperity,” marking a broadening of the country’s development strategy from poverty reduction to structural transformation with the aim to raise growth and living standards. The NDP is the first in a series of six plans intended to transform Uganda over 30 years into a modern and prosperous nation.

Uganda’s NDP addresses structural bottlenecks in the economy so as to accelerate socio-economic transformation for prosperity and key among these is an efficient transport system. The importance of this lies in the fact that over 90 percent of cargo and passengers in Uganda move by road. The proposed road project is in conformity with the objectives of Uganda’s NDP.

2.1.5 Wetlands Policy, 1995 The National Policy on conservation and management of wetland resources aims at curtailing pollution and loss of wetland resources. Relevance of this policy lies in the fact that the proposed road will cross some swamps.

2.1.6 Ministry Of Works & Transport Policies (Gender, HIV/AIDS, OHS) 2008 a) Ministry’s Gender policy: Overall objective of this Policy is to strengthen contribution of roads to poverty eradication through providing an enabling environment where women and men participate in, and benefit from, developments in the sub-sector in an equitable manner. The purpose of the Policy is to institutionalize a gender perspective in road institutions and their operational and regulatory frameworks.

The specific objectives of the Gender Policy are to:

. promote gender-responsive sub-sector policies, programmes and plans; . promote gender-responsive service delivery; . enhance equality of opportunities between women/girls and men/boys in the sub-sector; . commit adequate resources to gender-responsive activities in the sub-sector; and . strengthen capacities of sub-sector institutions, partners and service providers to mainstream gender. b) Ministry’s HIV/AIDS policy: The Uganda National HIV/AIDS Policy (2004) requires all Government Ministries to develop specific policies for guiding the process of mainstreaming HIV/AIDS activities in respective sectors. MoWT developed the HIV/AIDS policy for the road sector based on the premise that whereas some road-sector activities have been proved to be major conduits for transmission of HIV/AIDS, others directly and indirectly contribute to the fight against the pandemic. For instance, good roads and transport services can be used to enhance access to HIV/AIDS prevention services and care. On the other hand, some sector activities and good road networks have proved to be a good conduit for increased spread of the pandemic and examples include

AWE Engineers www.awe-engineers.com P a g e | 5 prostitution associated with long-distance truck drivers and road construction works.

The goal of this is to guide mainstreaming of HIV/AIDS activities so as to reduce prevalence of HIV infection, provide care and support to infected and affected persons and to mitigate effects of HIV/AIDS in the sub-sector. Specific objectives of the policy are to:

. Reduce vulnerability and risk of HIV transmission in the roads sub-sector; . Mitigate effects of HIV/AIDS in the roads sub-sector; and . Improve road sector’s capacity to respond to HIV/AIDS pandemic. c) Ministry’s OHS policy: The policy seeks to:

. Provide and maintain a healthy working environment. . Institutionalise OHS in the road-sector policies, programmes and plans. . Promote efficient road safety management practices. . Contribute towards safeguarding the physical environment.

The OHS Policy Statement is guided by the Constitution of the Republic of Uganda and other global, national and sectoral regulations and policies. The Statement also takes into recognition of the Transport Sector Policy and Strategy Paper, and the Health Sector Strategic Plan, all of which aim to improve the quality of life for all Ugandans. These policies will apply to construction and use of the proposed road.

2.1.7 National Gender Policy, 1997 The overall objective of the national gender policy (1997) is to mainstream gender in national development process to improve social, legal, political, economic and cultural conditions of citizens, especially of women. The policy defines structures and key target areas for ensuring that gender concerns are routinely addressed in identification, design, appraisal, implementation, monitoring and evaluation of national, sectoral and local government policies, plans and programs. The gender policy mandates MoGLSD to coordinate, monitor and review the formulation of gender-responsive policies and their implementation within sectors. In light of its central role in national resource mobilization and allocation, MoFPED’s role in operationalizing the policy was defined as: ensure that, inter alia: all national policies, programs and projects are gender-responsive and resources are allocated to programs and institutions that promote gender equity. This policy applies to gender issues associated with construction and use of the proposed road project.

2.2 LEGAL FRAMEWORK

2.2.1 Constitution Of The Republic Of Uganda, 1995 The 1995 Uganda Constitution provides that every person has a right to own property [Section 26(1)]and that no person shall be compulsorily deprived of property or any interest in or right over property without prompt payment of fair and adequate compensation, prior to the taking of possession or acquisition of the property. Article 237 (a) on landownership indicates that government or a local government may, subject to article 26, acquire land in public interest. Article 237(b) entrusts the central government or local government with the responsibility to hold in trust for the people and protect, natural lakes, rivers, wetlands, forest reserves and any resources to be reserved for ecological and tourism purposes for the common good of the Ugandan people. Article 39 of the Constitution gives every Ugandan a right to a clean and healthy environment. This is the principal law governing all environmental policies and regulations relevant to this project.

2.2.2 National Environment Act, Cap 153 The National Environment Act (Chapter 153) establishes and defines functions and authority of the National

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Environment Management Authority as a body responsible for management, monitoring and supervision of all environmental conservation activities (Section 4). This act provides for various strategies and tools for environment management, which also includes the ESIA (Section 19) for projects likely to have significant environmental impacts. NEMA sets multimedia environmental standards (Sections 24-32) to prevent contamination of air, water and soil resources. Sections 34 (a) and (b) outline restrictions on use of rivers stating that no person shall, in relation to a river use, erect, reconstruct, place, alter, extend, remove or demolish any structure or part of any structure in, on, under or over the bed or excavate, drill, tunnel or disturb the bed without due authorisation of the Authority (or NEMA). Section 56 prohibits discharge of hazardous substances, chemicals, oil, etc into the environment except in accordance with guidelines prescribed by NEMA.

The Act also mandates NEMA with responsibility for in-situ and ex-situ conservation of biological fauna and flora resources either on land or in water (Sections 42 and 43). Section 45 provides for guidelines and measures to protect and manage forests. Section 48 provides powers to NEMA, the district environment committee and local environment committees to be responsible for monitoring implementation of local land-use plans, which shall be in conformity with the national land-use plan. Section 106 outlines provisions to enable compliance with obligations of international conventions on the environment.

The Act requires that the central government collaborates with the local governments in the following areas:

. management of lakes and rivers, . management of lakeshores and riverbanks, . management of wetlands . management of hilltops, hill-sides, and mountainous areas, . conservation of biological resources, . management of forests, . planting of woodlots, . management of range lands, and . land use planning.

This Act prescribes projects for which EIA is mandatory and road projects, such as this upgrade, are one of these (Section 3 in Third Schedule).

2.2.3 Water Act, Cap 152 The objective of the Act is to enable equitable and sustainable management, use, and protection of water resources of Uganda through supervision and coordination of public and private activities that may impact water quantity and quality.

Section 18 requires that before constructing or operation of any water works, a person should obtain a permit from Water Resources Management Directorate (WRMD). Construction is herein defined to include alteration, improvement, maintenance and repair of water systems. The Act also aims to control pollution of water resources (Sections 28 and 31).

This Act will specifically be applicable to two aspects of the proposed project:

. Water abstraction for road construction and camp use. . Activities associated with proposed construction of bridges across rivers to be crossed.

2.2.4 Land Act, Cap 227 The Act addresses four issues namely, holding, control, management and dispute resolution related to land

AWE Engineers www.awe-engineers.com P a g e | 7 ownership. As regards tenure, the Act repeats in Section 3 provisions of Article 237 of the Constitution which vests all land in the citizens of Uganda, to be held under customary, freehold, mailo and leasehold tenure systems. It then defines the incidence of each tenure regime (section 4); provides mechanisms of acquisition of certificates of customary ownership (sections 5-9); the conversion of customary tenure to freehold (sections 10- 15), or collective management of land held under customary law (sections 16-27); the protection of the rights of women, children and persons with disability (sections 28); the conversion of leasehold into freehold (section 29) and the security of tenure for ‘tenants by occupancy’ (sections 30-39).

Provisions regarding land administration (referred to in the Act as “management”) are adequately detailed in the Act which also creates a series of land administration institutions consisting of Parish Land Committees, District Land Boards and Uganda Land Commission (ULC). Each of these entities is largely autonomous of one another and is entrusted with functions that range from the holding of lands not subject to private ownership, management of land thus held, processing applications for various grants and certificates, registration and transfer of interest in land (sections 47-74).

The Land Act provides for a decentralized system to resolve land disputes in Uganda (sections 75-90) through establishment of Land Tribunals at all levels of local government and that they should first arbitrate land disputes before resorting to legal courts of law. No other organ, except informal traditional authority mediators (section 89) will henceforth have jurisdiction over land disputes (section 98). Therefore, the Act favours local landowners by advancing a process that is both localized and free from costs and formalities associated with formal judicial courts. This is the key Act in respect to land acquisition and compensation during project implementation.

2.2.5 Road Act, Cap 358 The Road Act (Cap 358 of the Laws of Uganda) provides for the establishment of road reserves and for the maintenance of roads by empowering the responsible Minister of Works and Transport to declare road reserves by Statutory Instrument. The need for Government to maintain basic control over developments along the road is to ensure that basic necessities of maintaining road geometry and engineering needs such as sight lines, horizontal curvatures, sight distances and road safety considerations. Also, it is in road reserves that utilities (electricity transmission lines and water mains) are installed. However, this control is exercised with flexibility in order to minimise social-economic consequences arising from use of road reserves for cultivation by rural communities.

2.2.6 Town and Country Planning Act, Cap 246 Uganda’s 1995 Constitution provides that government may, pursuant to laws made by parliament and government policies, regulate the use of land. The principal law on land use and land planning in urban and rural areas is the Town and Country Planning Act. The Act establishes the Town and Country Board charged with the duty of planning and orderly development of towns and rural areas. The board advises the minister and local authorities in its duties. Local Planning Committees may be formed, to which the board may delegate duties. The Act established guidelines for developing planning schemes, acquisition of land and compensation for acquired lands. The Second Schedule to the Act outlines measures designed to safeguard the natural environment. Any land in the planning area required for road, open space gardens, schools, places of religious worship and recreation may be acquired on the advice of the board in relation to provisions of the law relating to compulsory acquisition. The Act also prescribes sites of new roads connecting to an existing road or the site of a proposed road. Towns and trading centres along existing road are outlined below.

Rukungiri- Ishasha section: . Nyamabare Trading Centre . Nyabugando Trading Centre . Runyamunyu Trading Centre

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. Kakindo Junction/ Campbell Trading Centre . Kikongi Trading Centre

Kihihi -Kanungu section: . Kihihi Town . Kaziga Trading Centre . Ishasha Boarder Post . Kanyantorogo Trading Centre . Kyeijanga Trading Centre . Bugarama Trading Centre

2.2.7 Local Governments Act, Cap 243 This Act provides for decentralised governance and devolution of central government functions, powers and services to local governments that have own political and administrative set-ups. Districts have powers to oversee implementation of development activities. They also have units such as District Land Tribunals responsible for solving complaints that arise from land valuations, acquisition and compensation payments. According to Section 9 of the Act, a local government is the highest political and administrative authority in its area of jurisdiction and shall exercise both legislative and executive powers in accordance with the Constitution. District Local government of Kanungu and Rukungiri will have direct stakeholder and institutional responsibility over the proposed road project.

The Local Governments Act provides for a system of local governments which is based on the district. Under the district administration there are lower local governments and administrative units. This system provides for elected councils for which executive committee of each council is nominated by the chairman. Functions of this committee include:

. Initiating and formulating policy for approval of council; . Overseeing the implementation of the government and councils' policies, . Monitoring and coordinating activities of non-government organisations in the district; and . Receiving and solving disputes forwarded to it from lower local governments.

The Act provides for a decentralized system of government in which certain services have been made the responsibility of the central government, while others have been made the responsibility of the local governments. With regard to road services, the mandate to construct or maintain roads is shared between the central and district local governments, hence relevancy of this Act to the project.

2.2.8 Public Health Act, Cap 281 This Act aims at avoiding pollution of environmental resources that support health and livelihoods of communities. The Act gives local administrative units authority (Section 103) to prevent pollution of watercourses in interest of public good.

This Act will not only be relevant in regard to several watercourses along the road but also land where workers camps, equipment yards and quarries will be located.

2.2.9 National Forestry and Tree Planting Act, 2003 Section 38 of this Act requires that a person intending to undertake a project or activity, which may impact a forest, should undertake ESIA. All forest resources in Uganda are managed by NFA and for this reason the Act will be particularly applicable for road works through three protected national forest reserves (Ihimbo and Rwengiri both in Rukungiri District and Kaniabizo forest reserve in Kanungu District) besides private plantation

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2.2.10 National Environment (Wetlands, River Banks & Lakeshores Management) Regulations, 2000 These regulations provide principles for sustainable use and conservation of wetlands, and riverbanks. The relevance of these regulations to the ESIA study is embedded in the following requirements:

. ESIA is mandatory for all major activities on riverbanks and lakeshores (e.g. bridges), . Measures such as preventing soil erosion, siltation and water pollution, should be put in place for protection of riverbanks.

These regulations are important considering that the road will cross the following major rivers across which bridges are to be constructed:

. Kakinada river, . Ntungwa river, . Kiruruma river.

2.2.11 National Environment (Standards for Discharge of Effluent into Water or on Land) Regulations, 1999 Section 6 (2) details maximum permissible discharge limits for 54 contaminants, that must not be exceeded before effluent is discharged into water or on land. Through limits on over 54 pollutants, these regulations control discharges in surface watercourses. Examples of some of the regulated pollutants are given in Table 2.1.

Table 2.1: National discharge standards for selected pollutants Parameter National discharge standards BOD5 (mg/l) 50 Suspended solids (mg/l) 100 Faucal coliforms 10,000 counts/ 100ml Chlorine residual (mg/l) 1 mg/l pH 6-8 Phenols (µg/l) 0.2 mg/l Oil and grease (mg/l) 10 mg/l Total Phosphorus (mg/l) 10 mg/l Temperature 20-35oC Source: The National Environment (Standards for Discharge of Effluent into Water or on Land) Regulations, 1999.

These regulations will influence management of effluent generated at workers camps and equipment yards.

2.2.12 National Environment (Waste Management) Regulations, 1999 These regulations require waste disposal in a way that would not contaminate water, soil, air or impact public health. This is in relation to onsite storage, haulage and final disposal. According to the regulations, waste haulage and disposal should be done by licensed entities.

These regulations will influence management of solid waste at workers camps, equipment yards and road construction site.

2.2.13 National Environment (Noise Standards and Control) Regulations, 2003 Part III Section 8 (1) requires machinery operators, to use the best practicable means to ensure that the emission of noise does not exceed the permissible noise levels. The regulations require that persons to be exposed to occupational noise exceeding 85 dBA for 8 hours should be provided with requisite ear protection

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(Table 2.2).This regulation would be specifically important for blasting operations at stone quarry sites and in regard to protection of road construction crews from occupational noise.

Table 2.2: Regulatory noise limits (Uganda) Facility Noise limits dB (A) (Leq) Day* Night* Construction sites 75 65 *Time frame: Day 6.00a.m -10.00 p.m; Night 10.00 p.m. - 6.00 a.m. Source: The National Environment (Noise Standards and Control) Regulations, 2003.

2.2.14 Draft National Air Quality Standards, 2006 Considering that construction equipment and machinery are powered by diesel/ gasoline engines, pollutants such as CO2, NOx, SOx, VOC and particulates are expected to be emitted. The draft national air quality standards provide the following regulatory limits for these emissions (Table 2.3).

Table 2.3: Regulatory air quality standards for selected pollutants Pollutant Averaging time for ambient air Standard for ambient air

Carbon dioxide (CO2) 8 hr 9.0 ppm Carbon monoxide (CO) 8 hr 9.0 ppm Hydrocarbons 24 hr 5 mgm-3 Nitrogen oxides (NOx) 24 hr 0.10 ppm 1 year arithmetic mean Smoke Not to exceed 5 minutes in any one Ringlemann scale No.2 or 40% hour observed at 6m or more Soot 24 hr 500 µg/Nm-3 Sulphur dioxide (SO2) 24 hr 0.15 ppm Sulphur trioxide (SO3) 24 hr 200 µg/Nm-3 Note: ppm = parts per million; “N” in µg/Nm-3 connotes normal atmospheric conditions of pressure and temperature (25oC and 1 atmosphere).

These standards will be important at worksites, quarries, equipment yards and workers’ camps to ensure minimal impact on local air quality.

2.2.15 Employment Act, Cap 219 Employment Act, 2006 repeals Employment Act (Cap 219) enacted in 2000 and it is the principal legislation that seeks to harmonise relationships between employees and employers, protect workers’ interests and welfare and safeguard their occupational health and safety through:

. Prohibiting forced labour, discrimination and sexual harassment at workplaces (Part II; Part IV). . Providing for labour inspection by the relevant ministry (Part III). . Stipulating rights and duties in employment (weekly rest, working hours, annual leave, maternity and paternity leaves, sick pay, etc. (Part VI). . Continuity of employment (continuous service, seasonal employment, etc (Part VIII).

The Act should guide the relationship between the contractor and road construction workers.

2.2.16 Access to Roads Act, Cap 350 The Access to Roads Act seeks to ensure that a private land owner who has no reasonable means of access to public highway may apply for leave to construct a road of access to a public high way. This law also establishes

AWE Engineers www.awe-engineers.com P a g e | 11 a mechanism of applying for such a road. It also establishes a legal regime to ensure the safety of the neighbouring environment.

The Act permits the owner of any land who is unable through negotiations to obtain leave from adjoining land owners to construct a road of access to the public highway, to apply to a magistrate for leave to construct a road of access over any land lying between his land and the public highway. This law also provides for means by which an order for construction of an access road can be revoked (Section 3). The Act further provides for payment of compensation in respect of the use of the land, the destruction of crops or trees and such other property [(Sections 8(l) and 3(3)]. Although there is a provision for compensation for destruction of trees and crops under the Act, this provision is not enough to provide for environmental protection where this occurs during construction of such a road.

This Act may be applicable where, in pursuit of safe road design, property owners or certain sections of trading centres previously adjoining the road are cut off when the new road alignment shifts to another location. Not to lose business and property value, owners of especially commercial properties might seek to construct access roads connecting to the new road, hence invoking this law.

4.2.17 Uganda Wildlife Act, Cap 200 The Act establishes UWA as a body responsible for management of wildlife in Uganda both inside and outside protected areas. The Act carries over all Schedules of the repealed Game (Preservation and control) Act and National Parks Act. The Act defines wildlife as any feral plant or animal of a species native to Uganda. It vests ownership of wild animals and plants in government for the benefit of all Ugandans, a responsibility executed through Uganda Wildlife Authority. The Act outlaws poaching or any form of illegal acquisition of wildlife. Excerpts in Box 2.1 show some of offences associated with wildlife conservation areas.

For the reason that the proposed road is close to the Kigezi Wildlife Reserve, this Act is relevant to the project.

2.2.18 National Environment (Hilly and Mountainous Areas Management) Regulations, 2000 Section 16(5) requires protection of soil against erosion during development or implementation of projects. This Act is relevant in so far as the proposed road traverses hilly areas in both Rukungiri and Kanungu districts.

2.2.19 Electricity Act, Cap 145 Section 68 of the Act provides guidelines for the placement of electricity supply lines on land, stating that a developer shall as much as possible minimise damage to the environment and shall ensure prompt payment of fair and adequate compensation to all interested persons for any damage or loss sustained by construction of electricity supply infrastructure. According to the Act, a 30-day notice should also be given to private property owners affected by the project.

This Act will be important in cases where existing 33 kV power lines have to be relocated during road construction.

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Box 2.1: Various sections excerpted from the Wildlife Act, Cap 200 5. Functions of the authority The functions of the authority include - (h) To control and monitor industrial and mining developments in wildlife protected areas;

15. Environmental impact assessment (1) Any developer desiring to undertake any project which may have a significant effect on any wildlife species or community shall undertake an environmental impact assessment in accordance with the National Environment Act. (2) The authority shall perform all the functions required of a lead agency for purposes of an environmental impact assessment under the National Environment Act, and any regulations made under the National Environment Act.

19. Purposes of wildlife conservation areas (1) The purposes of a wildlife protected area under section 18(2) shall be –

(d) to permit the sustainable exploitation of the natural resources of the area, by mining and other like methods in a manner which is compatible with the continued presence in the area of wildlife;

21. General offences in wildlife conservation areas Unless provided for by this Act, any person who in any wildlife conservation area unlawfully:

(a) hunts, takes, kills, injures or disturbs any wild plant or animal or any domestic animal; (b) takes, destroys, damages or defaces any object of geomorphologic, archaeological, historical, cultural or scientific interest, or any structure lawfully placed or constructed; (f) starts or maintains a fire without lawful authority,

Commits an offence.

2.2.20 Petroleum Supply Act, 2003 In relation to this proposed road project, this Act provides for the supervision and monitoring of transportation, supply, storage and distribution of petroleum products by road construction contractors. The Act regulates licensing and control of activities and petroleum installations for protection of public health and safety and control of environmental pollution. According to this Act, “petroleum products” induces asphalts and bitumen, oils as well as conventional petroleum fuel. Section 17(1) prohibits constructing a petroleum products installation without having obtained a petroleum construction permit. Section 18 provides guidance on process leading to securing this permit. Section 32(1) requires owners of fuel facilities to comply with local and international public health and safety and environmental obligations prescribed by Uganda National Bureau of Standards (UNBS) and NEMA. In this regard, provision of impervious bunds around tank farms would be a standard obligation at fuel storage areas. Such bunds should have capacity enough to hold 100 percent volume of the largest tank in case of spill emergency. The bunds should be constructed such as to prevent soil contamination. By interpretation of this clause, fire safety at storage areas would also be a regulatory requirement. Of equal importance would be remediation of any contaminated areas on site, in interest of public health and contravention of all foregoing constitutes offences according to Sections 37 and 39 of the Act.

This Act will apply to management (construction, operation and decommissioning) of fuel handling facilities during road construction including fuel transportation, constructing and operation of storage tanks and consumption of petroleum products.

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2.2.21 Historical Monuments Act, Cap 46 Assented to on 21st October, 1967 and came into force on 15th May 1968, this Act provides for the preservation and protection of historical monuments and objects of archaeological, paleontological, ethnographical and traditional interest. The historical monuments act, Cap 46 gives mandate to the Department of Museums and Monuments to collect, document and preserve cultural relics that have values to the community, the nation and the international community. Chance find objects that may be found during the road works will therefore, be reported to the Department of Museums and Monuments for advice and where necessary undergo a forensic assessment.

Since the part of road already exists and there were no historical monuments reported to exist, this Act relates more relevantly to “chance finds” that could be made during earthworks at borrow sites, as well as protection of physical cultural resources near the road (See Appendix 6).

2.2.22 The National Environment (Audit) Regulations 2006 Regulation 8 provides that the owner /operator of facility whose activities are likely to have a significant impact on the environment shall establish an environment management system. The road construction contractor should hence develop an EMS, as a contractual obligation.

2.2.23 International Agreements and Conventions Uganda is party to several international and regional environmental conventions and relevant to the road project as described below:

. The Convention on Biological Diversity (CBD): A major objective of which is in-situ and ex-situ conservation of biological diversity. Parties to this convention are required to undertake ESIA for projects likely to have significant adverse effects on biodiversity and are required to develop national plans and programmes for the conservation and sustainable use of biodiversity.

The road will traverse several protected forest reserves (Ihimbo, Rwengiri and Kaniabizo) and Kigezi Wildlife Reserve, hence the importance of this convention.

. The Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES): This convention seeks to ensure that international trade in species of wild fauna and flora does not threaten their survival in wilderness. Species on the CITES lists are considered of conservation concern.

This Convention could apply to roadworks through Kigezi Wildlife Reserve where workers might engage in illicit acquisition and trade of fauna and for a species.

. Stockholm Convention on Persistent Organic Pollutants (POPS): The Stockholm Convention on Persistent Organic Pollutants (POPs) is a global treaty adopted in 22 May 2001 and entered into force on 17 May 2004. It seeks to protect human health and the environment from POPs: organic (carbon-based) compounds that resist degradation in environment, have low water but high fat solubility and bioaccumulate in fatty tissues. Examples include dioxins and furans, PCBs and are toxic to humans and wildlife.

This Convention requires Parties to take measures to eliminate or reduce the release of POPs into the environment. The Convention has 5 major aims: (i) to eliminate dangerous POPs starting with the 12 worst (the dirt dozens) among them DDT, PCBs, dioxins and other POPs pesticides); (ii) support the transition to safer alternatives; (iii) target additional POPs for action; (iv) clean-up stockpiles of POP’s and equipment containing PCBs; and (v) to cooperate with other Parties for a POPs free future.

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Uganda acceded to the Convention on the 20th July 2004, and was obligated to develop a National Implementation Plan (NIP) for managing the POPs. In fulfilment of Article 7 of the Stockholm Convention, Uganda developed and transmitted her NIP to the Conference of parties in January 2009. Today, various implementation activities are going on in the country in line with priority areas identifies in the NIP.

In respect to the proposed road project, POPs would arise from open-air combustion of waste especially if this is done at workers camp. At workers camps and other sites during road construction, open-air combustion of waste therefore should be avoided.

. Strategic Approach to International Chemicals Management (SAICM): The Strategic Approach to International Chemicals Management (SAICM)1 is a landmark initiative in international cooperation to protect human health and the environment. Its development was endorsed by Heads of State and Government at summits in Johannesburg in 2002 and in New York in 2005.

The Strategic Approach provides a policy framework to guide efforts to achieve the Johannesburg Plan of Implementation goal that, by 2020, chemicals will be produced and used in ways that minimize significant adverse impacts on environment and human health.

SAICM comprises the Dubai Declaration on International Chemicals Management, expressing high-level political commitment to SAICM, and an Overarching Policy Strategy which sets out its scope, needs, objectives, financial considerations underlying principles and approaches and implementation and review arrangements. Objectives are grouped under five themes: risk reduction; knowledge and information; governance; capacity-building and technical cooperation; and illegal international traffic.

For this road project, SAICM would predominantly apply to management of road marking paints to avoid risk to public and environmental health and its key applicable objectives are to:

- Minimize risks to the environment, public and occupational health throughout the life cycle of chemicals; - Promote environmentally-sound recovery and recycling of hazardous waste; - Ensure that humans and ecosystems and their constituent parts that are especially vulnerable or especially subject to exposure to chemicals that may pose a risk are taken into account and protected in making decisions on chemicals; - Reduce generation of hazardous waste, both in quantity and toxicity, and to ensure the environmentally sound management of hazardous waste, including its storage, treatment and disposal.

2.3 INSTITUTIONAL FRAMEWORK

2.3.1 National Environmental Management Authority (NEMA) The National Environmental Act provides for the establishment of NEMA as the principal agency responsible for coordination, monitoring and supervision of environmental conservation activities. NEMA is under the Ministry of Water and Environment (MoWE) but has a cross-sectoral mandate to oversee the conduct of ESIAs through issuance of ESIA guidelines, regulations and registration of practitioners.

NEMA works with District Environment Officers and local environment committees at local government levels who also undertake inspection, monitoring and enforce compliance on its behalf. For this project, NEMA will review and approve environmental impact statement (EIS) of this project in consultation with any relevant lead agencies. NEMA currently has inadequate capacity to undertake post EIA approval monitoring due to lack of staff

1UNEP 2006, Strategic Approach to International Chemicals Management (SAICM texts and resolutions of the International Conference on Chemicals Management.

AWE Engineers www.awe-engineers.com P a g e | 15 but the district environment officers (DEO’s) in local governments through which the road passes are mandated to execute required monitoring roles. DEO’s however may need facilitation in terms of transport to monitoring sites.

2.3.2 Ministry of Water and Environment (Mwe) Through its technical arm (Water Resources Management Directorate - WRMD), MoWE has a responsibility to regulate quality and quantity of water resources in the country. The Directorate is responsible for the full range of integrated water resources management (IWRM) activities including monitoring, assessing, planning, allocating and regulating water resources. Specifically, the Water Resources Planning Department is responsible for water regulation through issuance of permits for abstraction of water needed for road construction. Besides the water abstraction permit, WRMD also issues authorisation to undertake road construction across a watercourse.

The Wetlands Management Department in this Ministry is responsible for monitoring projects through wetlands of conservation value. This department has adequate capacity to undertake monitoring roles applicable to this project.

2.3.3 National Forestry Authority (NFA) The National Forestry and Tree Planting Act of 2003 created NFA as semi-autonomous body responsible for management of central forest reserves. NFA divided the country into sectors and manages forest reserves through its sector managers. NFA is a key institutional stakeholder in this project for the reason that the proposed road traverses forest reserves of Ihimbo, Rwengiri and Kaniabizo.

2.3.4 Uganda Wildlife Authority (UWA) The road to be upgraded passes through Kigezi Wildlife Reserve and several forest reserves. Management of wildlife in protected and unprotected areas is vested in Uganda Wildlife Authority (UWA) created in August 1996 following enactment of the Wildlife Act (Cap 200). UWA manages Uganda's 40 Wildlife Protected Areas (WPAs) that comprise of 10 National Parks (NP), 12 Wildlife Reserves (WR), 14 Community Wildlife Areas (CWA) and 4 Wildlife Sanctuaries. Of specific interest in this project is Kigezi Wildlife Reserve whose wildlife might be affected by illegal activities (e.g. poaching) when road construction workers are unaware of restrictions in such a conservation area. In a WR, poaching or “joy kill” of wildlife is prohibited so is commercial collection of firewood or medicinal materials unless granted by UWA through a special permit (SP).

2.3.5 District Land Boards The district land board is responsible for land allocation at local government level. District land boards set compensation rates for crops and structures. In each District, compensation will be deduced utilising rates developed by Rukungiri and Kanungu Districts.

2.3.6 Town and Country Planning Board Constitution of the Republic of Uganda provides for the formation of the Town and Country Planning Board that should plan and oversee orderly progressive development of land in towns and rural areas. Several trading centers and towns are traversed by the road (See Sub-section 2.2.6).

2.3.7 Local Administration Structures The proposed project road falls within jurisdiction of Rukungiri and Kanungu Districts. A district is headed by a Chairman Local Council Five (LC5) who is the political head and Chief Administration Officer, the technical head of district administration. Technical District personnel directly involved with the project include Environmental Officer, District Planner, Community Development Officer, District Director of Health Services, Wetlands Officer, Forestry Sector Manager, Agricultural Officer, District Water Officer and District Engineer. In all the districts

AWE Engineers www.awe-engineers.com P a g e | 16 traversed by the road project, these officials will be responsible for monitoring their respective sectors during project implementation.

2.3.8 Uganda National Roads Authority (UNRA) Uganda National Roads Authority (UNRA) was established by an Act of Parliament: The Uganda National Authority Act, No. 15 of 2006 and became operational on 1st July 2008. The mandate of UNRA is to develop and maintain national roads network, advise Government on general roads policy and contribute to addressing transport constraints to development. For this road project, UNRA is the developer responsible for its implementation.

Institutional capacity of UNRA is strong and continually being improved to effectively manage development of new roads and maintenance of old ones. Road maintenance capacity is however constrained by a weak local road construction industry characterised by small contractors of little experience in big projects.

In regard to financing, UNRA has a big shortage of maintenance funds because priority is often focused on new roads rather than maintenance of old ones. Actually maintenance funds should come from the Uganda Road Fund but itself does not collect sufficient revenue. Commonly, donor financing is always targeted to new roads, rather than maintenance of old ones.

2.4 PERMITS AND LICENCES Permits and licences necessary for execution of the project are indicated in Table 2.4.

Table 2.4: Permits required by proposed development Permit Issuing agency Use Responsibility 1 Environmental approval ESIA NEMA Approval commencement of UNRA certificate the EIA study 2 Water abstraction permit Water Resources Abstraction of water during Contractor Management Directorate, road construction for domestic (WRMD) (camp) use and construction operations 3 Permit to undertake road Water Resources Construction of road and Contractor construction across a Management Directorate, infrastructure e.g. bridges watercourse construct (WRMD) across watercourses Petroleum construction permit Petroleum Supply Transport, onsite storage and Contractor and petroleum operating Department, Ministry of dispensing petroleum fuel licence Energy & Mineral during road construction Development 4 Hazardous waste storage NEMA Onsite storage of hazardous Contractor licence waste (e.g. used oil) 5 Permission to construct road Water Resources Authorises construction works Contractor across rivers. Management Directorate, across rivers and ensures (WRMD) water rights of existing users are not infringed. 6 Permission to construction National Forestry Permission to construct Contractor through central forest Authority, NFA through forest reserves reserves

2.5 AfDB SAFEGUARD POLICIES This section provides gaps between Uganda and AfDB in the framework which would be relevant to adequate implementation of the ESMP. It provides a comparison of Uganda’s policy/ regulatory framework and the AfDB requirements to assure that what is in place would meet AfDB’s requirements in regard to socio-environmental assessment procedure from project identification, disclosure, public consultation, reporting and supervision.

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2.5.1 Environmental Requirements a) The African Development Bank (AfDB): The main safeguard policies of the applicable to the project are: (i) Policy and Guidelines on Cooperation with Civil Society Organizations 1999; (ii) Environmental and Social Assessment Procedures for Public Sector Operations; (iii) The Gender Policy, 2001; (iv) Involuntary Resettlement Policy, 2003, (v) African Development Bank Group Policy on the Disclosure of Information, 2005; and (vi) African Development Bank Group’s Policy on the Environment, 2004. i) AfDB Policy on the Environment, 2004 The environment policy framework is anchored in the concept of sustainable development. This concept has evolved significantly since it was first defined in 1987 by the Brundtland Commission as “development that meets the needs of the present without compromising the needs of the future”. Although the principles of sustainability have been globally accepted for decades, their translation into specific environmental management objectives has been fraught with practical and theoretical problems. But, growing evidence of rapid deterioration of the ecological capital and diminishing assimilative capacities of the ecosystems, coupled with the global scale of environmental problems, have now forced policy-makers to rethink their development strategies and to accept that the environment and the economy are interdependent. Sustainable development is now widely recognised as the preferred development paradigm. Basically, the policy stresses the anticipatory nature of sustainable development rather than the reactive responses so predominant in development related decisions. This policy is relevant to the project in so far as the proposed road project is expected to stimulate and support local, national and regional socio-economic development. ii) AfDB Policy on Involuntary Resettlement, 2003 The primary goal of the involuntary resettlement policy is to ensure that when people must be displaced they are treated equitably, and that they share in the benefits of the project that involves their resettlement. The objectives of the policy are to ensure that the disruption of the livelihood of people in the project’s area is minimized, ensure that the displaced persons receive resettlement assistance so as to improve their living standards, provide explicit guidance to Bank staff and to borrowers, and set up a mechanism for monitoring the performance of the resettlement programs. Most importantly, the resettlement plan (RP) should be prepared and based on a development approach that addresses issues of the livelihood and living standards of the displaced person as well as compensation for loss of assets, using a participatory approach at all stages of project design and implementation.

Compensation at the full replacement cost for loss of lands and other assets should be paid prior to projects implementation with the view to improve the former living standards, income earning capacity and production levels of the affected population. The improvement of these living standards should also apply to host communities. In addition, the needs of disadvantaged groups (landless, female headed households, children, elderly, minority ethnic, religious and linguistic groups, etc.) must be at the centre of the development approach. Resettlement associated with the proposed road project has been addressed in a separate document- the Resettlement Action Plan (RAP). iii) AfDB Environmental and Social Assessment Procedures for Public Sector Operations, 2001 The main purpose of the Environmental and Social Assessment Procedures (ESAP) is to improve decision- making and project results in order to ensure that Bank-financed projects, plans and programs are environmentally and socially sustainable as well as in line with Bank’s policies and guidelines.

The ESAP describe various steps followed to mainstream crosscutting issues along the project cycle, from country programming to post-evaluation. The first step consists in developing and updating baseline data on RMCs’ environmental and social components, policies, programs and capacities to better integrate

AWE Engineers www.awe-engineers.com P a g e | 18 environmental and social dimensions into lending priorities during country programming. At the project identification phase, the screening exercise focuses on environmental and social dimensions of a project to categorize it in one out of four following categories: . Category 1 projects are those that are likely to have the most severe environmental and social impacts and require a full ESIA. . Category 2 projects are likely to have detrimental and site-specific environmental and social impacts that can be minimised by the application of mitigation measures included in an ESMP. . Category 3 shall not induce any adverse environmental and social impacts and do not need further ESA action. . Category 4 projects involve investment of Bank’s funds through Financial Intermediaries (FIs) in subprojects that may result in adverse environmental or social impacts. Specific requirements for this type of project include an assessment of FI capacities to handle environmental and social considerations.

The proposed road upgrade project is “Category 1” according to above classification. iv) AfDB’s Gender Policy, 2001 The Gender Policy seeks to provide, among other things, a requisite framework for action, which will ensure equal access to women and men of all Bank resources and opportunities. It elaborates the key concepts and approaches that underpin gender and development issues. It summarises the evolution in perspectives and practices designed to integrate gender/women into the development process that have taken place in the last thirty years. Under the first approach, which is commonly referred to as Women in Development (WID), women as well as their concerns are seen as largely excluded from the development mainstream and their integration into development through stand-alone initiatives is advocated. With experience, it was realised that the exclusive focus on women ignored the political, economic and social relations that men and women are engaged in, and which shape their lives, livelihood strategies, prospects and well-being. Such an approach was insufficient in the African context, in which roles and status assigned to men and women were, and still are, largely culturally determined. The second approach identified as Gender and Development (GAD) is not centred on women, but on gender and the social, political and economic relations as well as the structures and processes that create, reinforce and sustain gender inequality. An example where gender equity can be reflected during implementation of the proposed road project is in proportion of women in the construction workforce hired. v) AfDB’s Policy on Disclosure of Information, 2005 In December, 1997, the Boards of Directors approved a policy for Public Disclosure of Information which established the procedures and the types of information for disclosure in the absence of compelling reasons for confidentiality. The Bank Group’s Policy on Disclosure of Information became effective in 1998. The policy was based on the principle that the Bank Group should be open and transparent in its operations. The main lessons from the implementation of the 1997 policy is that many institutions, civil groups and individuals have come to understand, appreciate and get involved in the work of the Bank Group. There has also been increased demand for disclosure of Bank Group documents and information on its activities. ESIA report prepared for the proposed project have been disclosed as shown in Appendix 6. vi) AfDB’s Policy and Guidelines on Cooperation with Civil Society Organizations 1999 Civil society organisations (CSOs) extend beyond NGOs to encompass people's organizations, trade unions, human rights bodies, religious groups, community-based organizations, policy advocacy bodies, associations of business and professional people. The African Development Bank has recognized the importance of such organizations in achieving sustainable development. In its 1999 Vision statement and elsewhere, the Bank has clearly stated its commitment to participatory practices and constructive engagement with civil society as

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responsible and promising ways forward. The Bank, in pursuing its development goals and objectives, will draw on the knowledge, contacts, experience, and delivery capacity of individual CSOs and networks. Where they possess necessary skills and experience, CSOs may be involved as volunteers or as contracted agents. Effective CSO participation, starting in the ‘up-stream’ stages is expected throughout the project cycle.

The bank puts people at the centre of development. Hence in all operations the Bank pays a close attention to projects that may result in the displacement and resettlement of people, particularly when they are the disadvantaged group such as elderly and children, female headed households, the poorest and the marginalized communities.

Gap analysis: Based on content of national policies and regulations, there major are no gaps identified between Uganda’s and AfDB socio-environmental assessment and implementation requirements. Besides the mainstream socio-environmental requirements, both Uganda and AfDB require integration of cross-cutting issues such as gender issues as per Uganda Gender Policy (2007) and AfDB’s Gender Policy (2001).

A notable disparity is in relation to climate change assessment in EIA studies. While Uganda is still developing its national climate change policy, which will also provide guidance climate proofing of infrastructure projects, AfDB in 2009 issued an “Informative Note on Checking for Mainstreaming Gender and Climate Change in Projects”. This tool enables consideration of gender and climate change when planning, designing, implementing, monitoring and evaluating projects and programs. No specific requirement exists in Uganda’s EIA regulations to include climate change assessment in environmental studies.

Action to redress gap: Climate change impacts have been assessed in this ESIA (see Section 6.4).

2.5.2 Resettlement Requirements Whereas financiers’ requirements on socio-environmental impact assessment are suitably satisfied by Uganda’s policies and regulations, there are noted disparities in resettlement principles and practices between AfDB Resettlement Policy, 2003 and Uganda’s practices which are principally driven by the Land Act(Cap 227).The AfDB’s involuntary resettlement policy of 2003 stipulates and considers among other things:

“a category of displaced persons who have no recognisable legal right or claim to the land they are occupying in the project area will be entitled to resettlement assistance in lieu of compensation for land. Nevertheless at the minimum, under the bank’s policy (with no contradiction to the borrower’s legislation), land, housing and infrastructure will be provided to the adversely affected population, including indigenous groups, ethnic, religious and linguistic minorities, and pastoralists who may have usufruct rights to the or other resources taken for the project”.

Conversely, according to Uganda’s Land Act and resettlement practices, only legal land owners, not squatters are eligible for compensation. Other disparities in resettlement requirements of AfDB and Uganda Government are provided in Table 2.5.

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Table 2.5: Gaps between AfDB involuntary resettlement policy and Ugandan legislation No. Impact AFDB requirement Uganda requirement Gaps and redress actions 1. Project Affected People, Displaced people who have no recognisable legal Compensation should be provided to legal land Gap. PAPs rights or claim to the land they are occupying in the owners (including mailo land owners and kibanja project area will be entitled to resettlement owners). No compensation is provided to land Action: Project will provide resettlement assistance in lieu of compensation of land.( land, users or squatters. assistance to non-legal land owners, and housing and infrastructure will be provided to the to legal users of affected property. adversely affected population)

2. Loss of land and assets For land owners: Cash compensation based upon market value of Gap. unimproved land + disturbance allowance (15%) Compensation for land and all assets at full if household is moved within 6 months (this rises Action: replacement cost, or replacement of land at equal/ to 30% if households are moved before 6 greater value and compensation for other assets. months). Replacement of assets affected by this project will be done based on market AfDB does not recognize “depreciated value” for value. replacement of assets (which should be replaced at “market value”). Uganda’s Land Act Cap 227 allows depreciated replacement cost in rural areas. For tenants (land use holders): Entitled to compensation based on the amount of Gap. right they hold to the land. Compensated for assets (crops, improvements) Action: Land owners and users will be other than land and other losses (time it takes to compensated whatever the legal restore livelihood: dead time), recognition of their tenure/occupancy. If tenants have no legal land title deed, they AND will be compensated for crops or any improvements they have made to the

land. Relocation assistance (including assistance in acquiring replacement land, financial payment for Relocation assistance will be provided. the cost of the relocation)

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No. Impact AFDB requirement Uganda requirement Gaps and redress actions Non- legal land users: No compensation is applicable under Ugandan Gap. legislation. Compensated for assets (crops, improvements) Action: Non-legal land users will be other than land and other losses (time it takes to considered eligible under the RAP. restore livelihood: dead time) AND Relocation assistance (including assistance in acquiring replacement land, financial payment for the cost of the relocation) Provide additional targeted assistance and Not a legal requirement in Uganda but presumed Gap. opportunities to restore/ improve livelihood. catered for by the disturbance allowance of 15- 30% of the value of property lost. Livelihood restoration assistance to be provided. No legislative requirement, but presumed Gap. To ensure that displaced people receive catered for by the disturbance allowance of 15- resettlement assistance, preferably under the 30% of the value of property lost. Action: Transitional assistance to be project, so that their standards of living, income provided. earning capacity, and production levels are improved;

3 Loss of crops and trees Compensation for crops, trees, and other fixed Sharecroppers: Not entitled to compensation for Gap. assets at full replacement cost and should be land, entitled to compensation for crops. sufficient to enable affected people to restore their Action: For annual (seasonal) crops, the standard of living after resettlement. Annual (seasonal) crops: No compensation Project will provide time to enable these since the 3 or 6-month notice is supposed to to be harvested by households. Once allow people to harvest their annual crops. harvested, there will be no further planting. A disturbance allowance will be Perennial crops: Cash compensation based paid to overcome any time delays and upon rates per square meter /bush/tree/plant any lost benefit as a result of the delays. established at District level plus disturbance allowance (15% or 30%). Rates are calculated For perennial crops, compensation a as the one-year net agricultural income. disturbance allowance will be paid as per Disturbance allowance is meant to compensate Uganda law. the re-establishment period for these crops.

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No. Impact AFDB requirement Uganda requirement Gaps and redress actions 4 Loss of structures and Compensation for structures should cover full Owners of “Permanent” Buildings: Gap. other improvements replacement cost exclusive of depreciation and Valuation by valuer + disturbance allowance (fences, etc) including inclusive of all fees (such as construction permits (15%). Valuation is based on depreciated market Action: Project will provide compensation communal structures and title charges) and labour costs. value. based on replacement value. This will include the payment of market value for Walls: classed as permanent structures, but assets and a disturbance allowance as value calculated on investment method. per Ugandan law.

Owners of “Non-permanent” Buildings: Cash compensation based upon rates per square meter established by District level plus disturbance allowance (15%).

Note: Rates are based on depreciated market value.

Tenants of structures: repayment of unused rent, and 6 months’ notice to vacate structure.

Fences: barbed wire fences valued by government rate, based on the investment method. 5 Loss of business Compensate the affected business owner for cost No compensation. The 6-month notice is Gap. of re-establishing commercial activities elsewhere, supposed to allow people to re-establish their for lost net income during the period of transition business. Action: The project will provide transition and for costs of transfer and reinstallation of the allowance to cover lost income during the business. period before businesses are restored.

Resettlement planning should be based on a development approach which would involve offering the displaced persons and host communities several development options consisting of activities to reconstruct the production foundation of the resettled and making them self-sustaining producers and wage earners.

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No. Impact AFDB requirement Uganda requirement Gaps and redress actions 6 Loss of dwelling Provide adequate replacement housing OR cash Owners of “Permanent” Buildings: Gap. structures compensation at full replacement value. The total Valuation by valuer + disturbance allowance cost of the project as a result should include the full (15%). Valuation is based on depreciated market Action: Project will provide compensation cost of all resettlement activities, factoring in the value. based on the replacement value. This loss of livelihood and earning potential among will include the payment of asset market affected peoples Walls: classed as permanent structures, but value, a disturbance allowance, and a top value calculated on investment method. up allowance (based on the current inflation rate) to compensate for the rise Owners of “Non-permanent” Buildings: in construction materials. Cash compensation based upon rates per square meter established at District level plus disturbance allowance (15%).

Note: Rates are based on depreciated market value.

Tenants of structures: repayment of unused rent, and 6 months’ notice to vacate structure. Provide relocation assistance (cash, food, etc). Gap. If provided, determined by private negotiation. To be paid for by disturbance allowance of 15- Action: No dwelling will be demolished by 30%. the project before any relocation assistance is paid

Provide security of tenure at the new site. Not a legislative requirement. Gap.

Action: Secure tenure will be replaced if lost. Provide improved living conditions at the new Not a legislative requirement. Action: The project will provide resettlement site. replacement value to ensure pre-project conditions.

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3 PROJECT DESCRIPTION AND JUSTIFICATION

3.1 INTRODUCTION The road to be upgraded is currently a gravel carriageway located in south-western part of Uganda, starting from Rukungiri Town Council which is located approximately 400 km from Kampala (the capital city of Uganda) traversing the districts of Rukungiri and Kanungu ending at Ishasha, the border with the eastern part of Democratic Republic of Congo (DRC) (see location map, Figures 2.1 - 2.3). It consists of two sub-sections, that is, Rukungiri to Ishasha (52 km) and Kihihi to Kanungu (27 km). The road links into the paved section of Ntungamo - Rukungiri road making it part of a regional, national and international route passing through hilly terrain. It also traverses three forest reserves (Ihimbo, Rwengiri and Kaniabizo) and various trading centres indicated in Table 3.1. Key attributes of the proposed project are outlined in Table 3.2.

Figure 3.1 Location of Rukungiri and Kanungu – the project districts (South-western Uganda)

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Source: Mott MacDonald Figure 3.2 Location of project road and its connection to road network in the region

Source: Mott MacDonald

Legend: New road. Existing road.

Figure 3.3 Proposed road alignment

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Table 3.1: Trading centres traversed by the project road Rukungiri to Ishasha Kihihi to Kanungu Bwoma Trading Centre Kihihi Town Nyamabare Trading Centre Kaziga Trading Centre Nyabugando Trading Centre Ishasha Boarder Post Kashenyi Trading Centre Kanyantorogo Trading Centre Kakirago Trading Centre Omukarere Burema Trading Centre Runyamunyu Trading Centre Kyeijanga Trading Centre Kakindo Junction/ Campbell Trading Centre Kirima Trading Centre Kibalama Trading Centre Bugarama Trading Centre Omubarama Trading Centre Savannah Trading Centre Kikongi Trading Centre Kanungu Town Ihimbo Trading Centre Nyamirama Trading Centre

Table 3.2: Key project attributes Project activity Project attributes 1 Duration of pre-construction, . Pre-construction/ mobilisation: 4 weeks. construction and design life of the . Construction: 3 years road project . Design life for the road: 20 years . Design life for structures: 125 years

2 Method of construction. Major works are earthworks (cut & fill) and bitumen surface dressing 3 Nature and quantities of Materials and quantities: materials, goods and services needed during road construction a. Volume of gravel – 61,000 m3 and operation phase as well as b. Volume of aggregate – 5,061,544 m3 their production processes. c. Volume of bitumen – 300 m3 d. Volume of water – cannot be ascertained at this point. Processes: . Gravel will be quarried from borrow sites. . Aggregate will be obtained from stone quarries (involving rock blasting and crushing). . Bitumen to be imported. . Water abstracted from surface water courses with permit from Water Resources Management Directorate (WRMD).

4 Additional services (electricity, . Contractor will provide own generator for onsite electricity generation at emergency services etc). workers camp. . Contractor to provide mobile health clinic for OHS or medical emergencies. . Water will be abstracted from surface watercourses and trucked to camps.

5 Project’s potential for accidents, The road in present form is such bad as to have low-speed traffic. Its hazards and emergencies improvement will lead to a very good carriageway encouraging high speeds (construction and operation). and heightened accident risk (if signs or awareness campaigns recommended are disregarded). Although speeds are expected to increase, there is evidence that overall, paving a gravel road reduces accident rates and fatalities.

6 Estimated land take up by the With a corridor of 30 meters and total length of 74 km, estimated land covered road corridor by entire road is 2.22km2. Accurate land area affected has been surveyed and will be presented in the property valuation report currently under compilation.

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Project activity Project attributes 7 Estimated number of road . Labour force: 750 workers construction workers and visitors . Visitors : 101 per year as follows: both construction and operation. Employers: 3 No. Every month and 5 No. every quarter Funding Agency: 10 No. every 6 months Others e.g. politicians: 10 No. every quarter

9 Means of transporting Workers will be ferried between camps and worksites by truck. construction workers and materials to site.

10 Material transport and expected Materials will be hauled by truck. number of haulage trips. . Over 5000 haulage trips are expected for 61000 m3 gravel using trucks each of 15 m3 capacity. . With trucks of same capacity 337436 trips are expected for 5,061,544 m3 of aggregate.

11 Estimate of types and quantities . Solid waste: 75 kg /day (for 750 workers at 0.1 kg of waste per capital of solid waste, water demand and per day) sewage/ sullage from workers . Water demand: 15000 litres/ day (for 750 workers at 20 L /person/day) camps (method of estimation . Sewage/ sullage: 12000 litres/ day (assuming 80% of water used turns indicated in brackets). to Sewage/ sullage) . Hazardous waste: Waste oil, unused bitumen/ waste asphalt, spilt fuel.

The effect of all mentioned wastes will be to contaminate local environmental resources (soil, air or watercourses).

12 Proposed waste management . Sewage/ sullage: onsite disposal by use of pit latrine including disposal. . Camp waste: organics buried onsite, dry material burnt on site, other waste streams managed as per NEMA advice.

Source: Mott MacDonald as per road design. Waste, water demand and wastewater derived from per capital estimates in a rural setting.

3.2 PROJECT CLASSIFICATION FOR ESIA PURPOSES

3.2.1 Classification according to Uganda’s National Environment Act, Cap 153 The Third Schedule of the National Environment Act prescribes projects for which EIA is mandatory and according to Section 3a in this Schedule, major road projects and proposed roads in scenic, wooded or mountainous areas should undertake detailed EIA.

3.2.2 AfDB Classification According to AfDB’s screening guidelines, major transportation projects(i.e. those exceeding 50 km) including construction, upgrading and rehabilitation of major roads, are classified as Category 1 projects, and these require detailed environmental and social impact assessment (ESIA). Additionally, AfDB’s Involuntary Resettlement Policy requires that a full Resettlement Action Plan (RAP) be prepared if number of project affected persons (PAP) exceeds 200 people. In fulfilment of these requirements, detailed ESIA and RAP have been prepared for this project.

3.3 PROJECT AREA OF INFLUENCE The area of influence denotes the zone which will be most affected by the project. To understand potential impacts and design appropriate mitigation measures, the areas under direct influence (DIA) have been mapped.

DIA is the area that will receive primary impacts resulting from project activities. Width of a corridor to be studied

AWE Engineers www.awe-engineers.com P a g e | 28 depends on legal requirements and the predicted extent of the impacts identified during the project scoping. Corridor widths range from 100 m to 10 km for green-field (or new) roads1.

This ESIA study considered a 2 km direct impact area/ zone of influence for primary impacts. However, secondary impacts could take on a wider spatial local, national or even regional extent. The 2 km zone of influence was considered for this project based on most probable extent of direct impacts of especially the construction phase, namely: accidents, dust plumes, borrow areas, stone quarry operations, noise, sources of construction labour and social effects e.g. prostitution. The route and its zone of influence are shown in Figures 3.2 and 3.3 respectively.

This ESIA study considered a 2 km impact zone of influence for primary impacts. However, secondary impacts can take on a wider spatial local, national or even regional extent.

3.4 GEOMETRICAL ALIGNMENT OF EXISTING ROAD Width of the existing road varies between 4.0 and 6.5m and the ground material on the road varies between laterite gravel and a mixture of laterite and sand with rock outcrops at various points. Currently, the road is not in a good condition and in the seasons, certain stretches are impassable. Geometrical alignment of existing road is sub-standard, drainage inadequate and running surface poorly maintained. Existing geometrical elements include: i) Inconsistent road alignment due to difficult terrain ii) Tight bends (minimum 15m) iii) Steep longitudinal gradients (maximum 13%) iv) Inadequate cross-falls and super- elevations v) Poor visibility splays vi) Inconsistent traffic speeds, costly and unreliable journey times.

3.5 PROPOSED ROAD ALIGNMENT AND DESIGN The project will consist of upgrading of the road to bituminous standards from its current gravel surface, following design criteria below:

 Road functional class: Rukungiri to Ishasha – “Class A” (International Trunk Road) Kihihi to Kanungu – “Class C” (Primary Road)  Road design class Rukungiri to Ishasha – “Paved II” Kihihi to Kanungu – “Paved II”  Design speed – The design speed of 60 km/h was adopted for the mountainous terrain and 70 km/h for the rolling terrain (Table 3.3). Built-up areas were designed to a 50 km/h design speed.

Table 3.3: Design speeds adopted for the different sections of the road Road section Chainage Nature of terrain Design speed (km/h) Rukungiri – Kihihi -Ishasha 0+000 to 36+600 Mountainous 60 36+600 to 52+250 Rolling 70 Kihihi -Kanungu 0+000 to 12+370 Mountainous 60 12+370 to 26+300 Rolling 70

While the alignment of the existing road will be retained to the extent possible there will be some improvement to

1Roads and the environment:A Handbook /edited by Christopher Hoban and Koji Tsunokawa. (World Bank technical paper No. 376) 1997.ISBN 0-8213-4031-X, pg5.

AWE Engineers www.awe-engineers.com P a g e | 29 the horizontal alignment, vertical alignment where appropriate, arrangement of junctions and inbuilt safety measures. Examples of road alignments are given in Figure 3.4. Rukungiri to Ishasha will involve upgrading the existing 35 km gravel road from Rukungiri to Nyakashure followed by 17 km of new alignment from Nyakashure to Ishasha border post. Kihihi to Kanungu section will also involve upgrading existing gravel surfaced road. A road width of 10 m is proposed as follows:

 7 m carriageway (two lanes each 3.5 m wide) with an additional 3.5 m wide parking lane in built-up areas  Paved shoulders on either sides of the road each 1.5 m in the rural area and 2.0 m wide in trading centres

Horizontal alignment  130m minimum curve radius

Vertical alignment  1400 m minimum crest curve radius  1500 m minimum sag curve radius  0.5 percent minimum longitudinal gradient  8.0 percent maximum longitudinal gradient

Option 1 alignment

Proposed new road

Option 2 alignment

Existing road

Source: Mott MacDonald

Figure 3.4 Example of road re-alignment to avoid sharp corners

To realise the proposed designs, the existing road width will require widening in certain places. All existing culverts will need to be extended and headwalls replaced. For easier maintenance, culverts with a diameter of not less than 900 mm and proper concrete inlet/ outlet structures are proposed. The road will also be raised above the surrounding ground level to provide for self-draining cross-sections. Cross section elements (Design Class Paved II) (Figure 3.5) are as indicated below:

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Figure 3.5 Cross sectional elements of Design Class Paved II road

3.6 ASSESSMENT METHODOLOGY

3.6.1 Basis of the Assessment Potential impacts were predicted in relation to environmental and social receptors on site. This was done by comparing baseline conditions with conditions that would prevail if the project were to be implemented.

3.6.2 Determination of Baseline Conditions Baseline conditions were determined not only to provide an understanding of prevailing socio-environmental situations, but also to provide a basis for future monitoring. Social-environmental baseline conditions were identified through observation, interviews, biological and social surveys.

Mammals and Birds: Survey points were placed along Rukungiri-Kihihi-Kanungu road at distances of 5km apart. At each of these points, assays were made to record a species inventory of birds and mammals. Additional points were randomly located in other areas of interest, such as at points with streams and in areas were the proposed road development would result into diversions from the old road.

Flora Assays: Nested quadrates of 10 m  10 m wide for trees and shrubs, herbs were sampled in 2 m  2 m quadrates at an interval of 10m alternating on either side of the transect. All plant species encountered within transects were recorded. Unidentified plants were collected and determined at Makerere University Herbarium (MHU). Five habitats (cultivation, Fallow, savannah, swamp and forest remnant) and three life forms were recognized (tree, shrub and herbs). The generated list of species was checked against IUCN Red List species of conservation concern. The IUCN list was checked but with caution because not all Ugandan species have been assessed for red listing. For this reason, the list of endemic species compiled by the East African Red Listing Authority (unpublished report) was also used, as well as preliminary data from the rapid red list for Uganda (unpublished report) compiled by MHU.

3.6.3 Policy and Regulatory Review National laws, policies and regulations relevant to the project were reviewed to establish implication of legal provisions on the project.

3.6.4 Institutional Review Institutional review was undertaken to identify roles in the ESIA and their capacity to execute them.

3.6.5 Impact Identification and Analysis Impacts were identified through field investigations, visual observation and professional judgement.

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3.6.6 Impact Significance For the purpose of impact assessment, a significant impact was considered to be that which either in isolation or combination with others, should be taken into account in the decision-making process. To establish impact significance, two concepts (likelihood and severity) were utilized as follows: a) Impact likelihood: how likely is the impact to occur (none, low medium and high); b) Impact severity: how severe is the impact (negligible, low, medium, and high). Severity of an impact is a function of a range of considerations including: . Impact magnitude; . Impact extent; . Impact duration; and . Receptor sensitivity.

Impact significance was then derived as a combination of the above two concepts as shown in Table 3.4.

Table 3.4: Matrix for evaluation of impact significance IMPACT LIKELIHOOD IMPACT SEVERITY None Low Medium High

Negligible Negligible Negligible Negligible Negligible

Low Negligible Negligible Negligible - Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

3.6.7 Impact Mitigation Mitigation measures were designed to avoid, reduce, mitigate, or compensate for adverse environmental and social impacts.

3.7 JUSTIFICATION FOR UPGRADING THE ROAD The road project is within the context of Uganda’s Draft 10-year Road Sector Development Program 3 (RSDP3) which is a fulfilment of the Government’s sector goal to provide a safe and sufficient road transport system capable of supporting the productive sectors and the social and economic transformation of the country. The project will also support the regional integration and cross border trade with the DRC at Ishasha. The road will provide the much needed economic development stimulus for the highly fertile areas of Rukungiri and Kanungu including easy access to Queen Elizabeth National Park (QENP) thus increasing tourism activities. It will reduce the road maintenance costs, vehicle operating costs and travel times. It will also provide an alternative for international traffic to Congo (DRC) and other countries such as Rwanda, Burundi and Zambia. Currently, this traffic uses the gravel road from Ishasha through Queen Elizabeth National Park (QENP) or the road from Bunagana border post via Kisoro and Kabale. Asection of the existing road passes through the QENP and the project includes construction of a new alignment from km 36+800 to km 51+540 in order to avoid passing through the QENP.This will reduce interference tourism activities in the park.

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4. SOCIO-ECONOMIC & ENVIRONMENTAL BASELINE

4.1 INTRODUCTION This section provides a description of environmental and socio-economic baseline at proposed project areas. This baseline is based on a review of available secondary information and site visits undertaken during the study. The project lies in the districts of Kanungu and Rukungiri found in South-western Uganda and are prevalently rural. Key sources of livelihood are farming and trade both of which are constrained by the poor road infrastructure leading to high travel costs and time. Poor roads are partly due to the prevalently harsh terrain in districts.

Figure 4.1 Project districts: Rukungiri and Kanungu

Figure 4.2 Rugged hilly terrain in Kanungu District

For each district, sections below detail prevailing socio-economic baseline conditions in the project areas traversed by existing road. These conditions will provide a basis for impact prediction and analysis.

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4.2 RUKUNGIRI DISTRICT

4.2.1 Geographic Location Rukungiri District is located in South-western Uganda bordering districts of Ntungamo in the East, Kabale and Kisoro in the South, Bushenyi in the North and Kanungu to the West (Figure 4.3). It lies at an approximate altitude of about 615 m to 1864 m above sea level. It has a total area of 1524.28 sq km, 11 percent of which comprises tropical high forests, 5.5 percent woodland, 2.6 percent bushland, 21.3 percent grassland, 52 percent farmland and 7.6 percent open water. It comprises of two counties and eleven sub-counties (Figure 4.3)1.

Figure 4.3 Counties and sub-counties in Rukungiri district. Inset is the location of Rukungiri relative to other districts in Uganda

4.2.2 Geology, Soils and Topography The District is characterised by undulating hills, which are usually smooth in outline, with steep fluted slopes with hill tops continually rising to over 1846 m above sea level. It has plateau areas, which are deeply incised particularly within the rightward drainage with local relief dropping to 615m above sea level. It has three distinctive topographic zones: a) The highland area: This is associated with rejuvenated landscapes and was affected by rift valley faulting. The topography is deeply incised with steep slopes which occur along fault lines and extend considerable distances in drainage basins. The hills characteristically encircle lowland embankments which are broadly circular. This zone includes sub-counties of Nyarushanje and Nyakishenyi.

1 http://www.freebase.com/view/wikipedia/images/commons_id/265275

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b) The plateau area: It is associated with gently undulating plains merging into Lake Edward. This area gradually rises from lake level to slightly over 1169m near the escarpment. The change in level is due to lake terracing as the water receded due to up-warping during late rift movements. This zone includes sub-counties of Kebisoni, Buyanja, Kagunga, Ruhinda, Buhunga and Nyakagyeme. c) The Rift valley area: This is relatively flat with broad tracts of clay swamps. The elongated trough-like feature cuts across the district and is extensive in Bwambara sub-county especially the Queen Elizabeth National Park. Soils are generally sandy clay loams with the most common types of soils being greyish brown sandy loams and reddish brown sands. The parent rock to these soils is the Rift valley sediments and volcanic ash.

PROJECT DISTRICTS

Source: Flavia Kabeere and Ednar Wulff, 2008: Uganda Seed Sector Country Profile, Department of Plant Biology and Biotechnology, Faculty of Life Sciences, University of Copenhagen, DK-1871, Frederiksberg C, Copenhagen, Denmark.

Figure 4.4 Soil map of Uganda

4.2.3 Climate Rukungiri district has bimodal rainfall pattern with long rains occurring from February to May and short rains between September and November. The mean annual rainfall ranges between 700 mm to 1200 mm. The District is generally cool with mean daily temperatures ranging between 15 and 20C.

4.2.4 Hydrology Rukungiri district has a number of rivers and one major lake, Lake Edward which where fishing activities take place at Rwenshama fishing village. Other small lakes include Kimbugu in Nyarushanje and Lake Garubunda in Kebisoni sub-counties. The district has both permanent and temporary wetlands covering approximately 78.64 sq

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km. These include Ntungwa (Birara) system, Nchwera system and Lake Edward margins. There are also minor wetlands that drain into Kagera system and eventually form part of Lake Victoria drainage system.

There are some seasonal rivers and streams like River Ntungwa which overflow their banks and inundate surrounding areas during rainy season and this should be considered in design of road crossings over these watercourses.

4.2.5 Ecological Resources 4.2.5.1 Fauna The District is one of the few in Uganda endowed with a great variety of fauna and flora, found mainly in Queen Elizabeth National Park, Kigezi Wildlife Reserve and Maramagambo Forest. Animals common in the district include buffalos, tree-climbing lions, elephants, Uganda Kobs, Toppi and species of reptiles and birds1. Altogether 73 species of birds were recorded along the project road and 18 species of mammals were reported from interviews. Of all bird species recorded along the length of the road project, only three species Brown Snake Eagle (Circaetus cinereus), African Crowned Eagle (Stephanoaetus coronatus) and Grey Crowned Crane (Balearica regulorum) are ranked as of conservation significance at the East African level. In addition two types of snakes were reported from the sites, the Spitting Cobra and the Gabon Horned Viper. The habitats these species were recorded in were mainly agricultural ecosystems, swamps, natural and eucalyptus plantation forests.

4.2.5.2 Flora In Rukungiri District, land that is not under cultivation is covered by three main vegetation types namely: forests, forest/ savannah mosaic and savannah. Medium altitude forest types are portions of Maramagambo forest in Rujumbura County and are also common in parts of Nyarushanje and Nyakishenyi in Rubabo County. Forest/ Savannah mosaic are commonly found in Buyanja, Kebisoni, Nyakagyeme and parts of Nyakishenyi sub- counties. Grass savannah is dominant towards Queen Elizabeth National Park in Bwambara sub-county and Mineral River in Kebisoni sub-county. From a survey conducted along the road, 179 flora species were recorded from different habitats. Forests registered the lowest number of species (17) followed by thickets with 19 species. Grazing registered the highest number of species most of them were herbs (61) followed by swamps with 52 species. Of the 179 species registered, 122 species were herbs, 33 were shrubs and only 27 were trees. This means there has been serious encroachment on the vegetation. Detail of fauna and flora surveys conducted along the road are given in Appendix 2.

4.2.6 Socio-Economic Baseline 4.2.6.1 Demographics a) Population: The population of Rukingiri District has been increasing since 2002 and according to 2002 census it was 275,162 persons. Population density was projected at 211 persons per km2 against one of 181 persons per km2 in 2002 as shown in Table 4.1

Table 4.1: Population Density of Rukungiri District (2002 and 2012) District/ Nation Area (km2) Population Population Density (persons per km2) 2002 2012 2002 2012 Rukungiri 1524.28 275,162 321,300 181 211 Source: Rukungiri DistrictStatitical Abstractfor 2011/2012, UBOS.

1 District Sate of Environment Report (DSOER), 2004, Rukungiri

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Most of this growth in population density is above national average and attributed to increasing immigrants from neighbouring Democratic Republic of Cong (DRC). The population of the traversed sub-counties and Parishes is shown in Table 4.2.

Table 4.2: Projected 2012 population of sub-counties traversed by the road in Rukungiri District Sub-county Male Female Total Rukungiri Rukungiri Municipality 20400 21300 41700 Buhunga 11300 12900 24200 Nyakagyeme 13400 14300 27700 Bugangari 14700 15800 30500 Bwambara 14800 15000 29800 Total 74600 79300 153900 Source: Rukungiri DistrictStatitical Abstractfor 2011/2012, UBOS.

As can be seen from Table 4.2 the distribution of population in the district is uneven with Rukungiri Municipal Council having the highest projected 2012 population of 41700 persons, followed by Bugangari with 30500 persons and Buhunga the smallest with 24200 persons. b) Demographic structure: Population of the district is young, 50 percent are under 14 years while the active group lies between 15 and 64 years, or core labour force is 47 percent. The district’s demographic data is presented in Table 4.3. c) Ethnicity: Ethnic groups in Rukungiri district are Bakiga, Bahororo and the Banyarwanda. d) Vulnerable groups: Initial observations indicate that vulnerable groups in the project area include female- and child-headed households dependent on a single source of income, the elderly and disabled. Another category of vulnerable people is households dependent on natural resources that maybe affected by the project, such as sand quarries, trading centres along the proposed alignment and households affected by HIV/AIDS. These groups will be less able to cope with changes to their environment and livelihoods, and less able to recover from impacts resulting from the project. Table 4.3: Basic demographic data Total District Population 308,696 Male population 153,600 Female population 167,700 Sex ratio 92 Population density 211 Number of Households 69010 Average Household size 4.4 Rural Population 262,397 Urban Population 12765 Urbanisation level 5.5 Growth rate of urban centres 3.8 Urban population distribution (to national) 0.6 Annual population growth rate 2.5 Proportion of district population to national population 0.97 Source: District State of Environment Report for Rukungiri, 2004

4.2.6.2 Administrative institutions The district has a council comprising of 23 members including an executive committee headed by the District Chairperson. There is currently a socio-political system of organisation, the Local council (LC) system introduced

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in 1986. There are 11 Local Councils (LCIII) at sub-county level, eleven parish councils and 825 village councils in the district. The local government structure in Uganda with their respective heads is shown in Table 5.4.

The Chief Administrative Officer (CAO) is the head of civil service. Authority at the sub-county level is shared between the Sub-County Chief and the Local Council-III (LC-III) Chairman and at the parish level, between the Parish Chief and the LC-II and LC-I Chairpersons. The accounting officer at the sub-county level is the Sub- county Chief, who is responsible for revenue collection and is directly answerable to the Chief Accounting Officer of the District. A district land officer oversees land administration issues including procedures of land acquisition and registration, valuation, surveying and settlement of disputes.

Table 4.4: Local government structure in Uganda Level of Administration Head District Chief Administrative Officer (CAO) Town Council Town Clerk County Assistant Administrative Officer (AAO) Sub-county Sub-county Chief Parish Parish Chief

4.2.6.3 Land use and tenure Total land area in the district is 1524.28 sq Km but arable land is 1352.3 sq. km and out of this, only 1150 sq. km is under cultivation. The land cover/use along the project road is a mix of subsistence farmland, forest reserves, wetlands and grassland. Due to hilly terrain, denser population and proportion of cultivated land is comparatively higher in valleys. Low-lying areas are Bwambara, Bugangari and part of Ruhinda sub-counties.

Although there used to be wetlands in the rift valley along rivers, most of them have since been drained and planted with eucalyptus trees, pastures and crops. Forest reserves in the district are indicated in Table 4.5 but only Rwengiri and Ihimbo Forest Reserves are traversed by the road and would be affected.

Table 4.5: Forest reserves in Rukungiri District Forest Total Area Area planted with Eucalyptus County Bwambara 32 32 Rujumbura Rushaya 31 31 Rujumbura Rumira 7.5 - Rujumbura Rwengiri 155 155 Rujumbura Ihimbo 566 108 Rujumbura Rukungiri 26 26 Rujumbura Maramagambo South 15.175 - Rujumbura Kagogo 5 5 Rujumbura Rubabo 32 18 Rubabo Kebisoni 7 7 Rubabo Total 869.2 382 Source: Rukungiri DistrictStatitical Abstractfor 2011/2012, UBOS

The three land tenure systems found in both Districts are Customary, Freehold, public land and Leasehold (Box 4.1). The prevalent land ownership system in areas traversed by the road is customary tenure.

4.2.6.4 Land ownership along the proposed road project According to the Rukungiri District state of the Environment Report 2004, the concept of ‘land use planning’ is still new and only practiced to a limited extent in townships where specific areas are assigned for industries,

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commercial building and tourism facilities. Land is held in customary ownership although there are a few relatively wealthy farmers with leasehold titles. Grazing land is communally-owned and land fragmentation is common due to high population density and traditional practices of inheritance. The main road traverses public land, private property and the central forest reserves managed by the central government.

4.2.6.5 Employment, livelihoods and natural resource use The mainstay of the economy of Rukungiri District, like the rest of the country, is agriculture. More than 90% of the population are engaged in farming. Of the 1524.28 sq. km (588.53 sq mi) total land area of the district, 1352.3 sq. km (522.1 sq mi) is arable land. Out of these, 1150 sq. km (440 sq mi) are already under cultivation. However, production is mainly subsistence although the soils are very fertile and with potential for intensive commercial farming. The two chief cash crops are coffee and bananas. The district also has some of the best dairy farms in the country especially in the sub-counties of Kebisoni and Buyanja. About 3.52 million litres of milk are produced in the district annually. Due to the altitude, Rukungiri District is ideal for cultivation of all crops including temperate fruits. In many sub-counties there are successful farmers engaged in the production of grapes, apples, pears and peaches.

A number of people in the district also derive their livelihood from fishing, particularly from Lake Edward. Fish farming is also practiced by some families. Trade is mostly concentrated in Rukungiri Town Council and scattered in about 42 rural trading centres. A few traders are engaged in wholesale of hardware and some agents of manufacturing industries like breweries, soft drinks, tobacco, mattresses and other merchandise from local and expatriate investors. There is also cross-border trade in agricultural produce and livestock to and from neighbouring districts of Bushenyi, Kabale, Ntungamo or even neighbouring counties of DRC and Rwanda. Besides trading and crop cultivation, people of Rukungiri engage in animal husbandry especially in Buyanja parish.

Box 4.1: Land Tenure Systems in Uganda a) Customary tenure: This is the most dominant and widespread system throughout, where rights over land are regulated by the local custom. Under this system crop production and livestock, farming is mainly of a subsistence nature. Since there is sub- division of land by occupants, development is hard to realise. In addition, the individual occupants are often afraid of forfeiting their developments should the landlord disposes off the land. b) Freehold: This is where land is owned by a private individual or organization at no cost of acquisition just like is the case with mailo land. A number of institutions such as Protestant and Catholic Churches/Missions used this system to set a foundation for their activities in the District. As a result such institutions were granted freehold titles. Under freehold, a certificate is issued and interest in land goes on in perpetuity. c) Leasehold: This is based on an agreement between the lessor (Government) and the lessee (the developer), normally leased out for developmental purposes. This category covers areas presently occupied by civic centres like the District Headquarters (Town Council), county headquarters, government schools, forest reserves, and other areas outside mailo land where individuals have been able to apply for leaseholds from the Uganda Land Commission. The statutory leases are provided under the Public Lands Act of 1969 (Sections 22 and 23) with laid down standard provisions. Leases on public land are given for a definite period 45 years in the rural places and 99 years in urban authorities. The advantage with this system is that it is easier and possible for government to attach user environmental conditions to the lease, and to specify how a given land holding could be developed. Government also retains the right to cancel the lease in case of misuse. d) Public land: After Independence, all land shared out to the Colonial Government and the Crown land, became public land that was later brought under the Land Commission. This includes forest reserves, wetlands and any other land outside mailo land.

Gender-differentiated occupations – Generally in Rukungiri District, access to and control of resources is dominated by of men. Women do bulk of work but men control the resources and factors of production. A gender analysis done in Kasheshe, Bugyera and Nyakaina parishes in Buyanja sub-county; Kabingo, Kakinga and Kiigiro parishes in Kebisoni sub-county; Rwerere and Kahoko in Nyakagyeme; in all parishes of Buhanga and

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Ruhinda sub-counties led to results in Table 4.6.

Table 4.6: Access, control and ownership of resources in Rukungiri Resources Access Control Ownership Cattle Both Man Man Radio Both Man Man Cash crops Both Man Man Food crops Both Women Both House Both Man Man Land Both Man Man Credit and loans Both Man Man Gifts Both Both Both Bicycle Man Man Man Summary: Access: Both = 9 Control: Both = 1 Ownership: Both = 2 Man = 1 Man = 8 Man = 8 Women = 0 Woman = 1 Woman = 0

5.2.6.6 Education The district has 171 government aided primary schools and 29 privately owned schools, with enrolment of 41387 boys and 44154 girls (DSEOR Rukungiri, 2004). About 51 percent of the enrolments are girls while 49 percent are boys. There are 1798 teachers disaggregated as 1057 males and 741 females with a teacher–to–pupil ratio of 1:52. The school enrolment by sub-county is given in Table 4.7.

Table 4.7: School enrolment by sub-county Sub-County Number of Schools Boys Girls Total Bugangari 13 2928 3110 6038 Buhunga 14 2983 3119 6102 Buyanja 21 4043 4328 8371 Bwambara 12 2648 2537 5185 Kebisoni 18 3322 3395 6757 Nyakagyeme 22 3727 3785 7513 Nyakishenyi 21 3637 4170 7801 Nyarushanje 25 474 4948 9689 Ruhinda 17 3115 3195 6310 Town Council 07 2,437 2,617 5,054 Source: Rukungiri DistrictStatitical Abstractfor 2011/2012, UBOS

The following schools exist along the road from Rukungiri to Kanungu: a) Omuburama Model school b) Karyamacumu Primary School c) Nyamirama Universal Secondary School d) Nyamirama Parents School e) Nyakinoni Secondary School f) Nyakinoni Primary School g) Twekemba Primary School h) Kiruruma Primary School

Enrolment throughout the district is higher for girls than boys as various activities including farming and livestock rearing draw a lot of school-age boys away from school. The district’s enrolment of primary school going age children (6-12 years) is 32.9 percent, which is far below the national figure of 74 percent. By primary six level,

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school dropout rate for boys increases due to increased demand for child-labour especially in the fishing industry. The average walking distance to a school is estimated to be 4 – 8 km.

4.2.6.7 Health and sanitation Access to health services in the region is still poor and there are problems of malnutrition and infant mortality generally attributed to lack of access to healthcare services. Rukungiri District has few healthcare facilities as shown in Table 5.8 and these are sparsely distributed and inadequately equipped.

Table 4.8: Number of health units by type and category Type of Unit Government Private Not For Profit Private for Total (PNFP) Profit Hospital 0 2 - 2 Health Centre IV 4 1 - 5 Health centre III 8 4 - 13 Health centre II 33 23 - 56 Drug shops 0 0 72 72 Clinics 0 0 3 3 Pharmacies - - 2 2 Alliedclinics - - 6 6 Domiciliary - - 2 2 TOTAL 16 23 161 Source: Rukungiri DistrictStatitical Abstractfor 2011/2012, UBOS

The project route has few sparsely located healthcare facilities. In spite of effort by Rukungiri District local government to provide healthcare to the majority of the population, this is hampered by inadequate public transport and poor state of roads. While malaria is endemic in the project area, HIV/AIDS is also a big challenge in the district. The HIV/AIDS challenge is compounded by high alcohol abuse, high rate of sexually transmitted diseases and prostitution. Existing HIV/AIDS prevention interventions include sensitization campaigns, voluntary counselling and testing (VCT), promotion of condom use, behavioural change, peer group education for HIV AIDS sensitization and control and orphan support. All these programs are strongly supported by the District. Hygiene and sanitation form one of the public healthcare components implemented by the District departments of health to improve the status of its population. Safe pit latrine coverage in Rukungiri district was reported at 96 percent1 and 78.5 percent of the population has access to safe drinking water2.

According to the Rukungiri DistrictStatitical Abstractfor 2011/2012(UBOS), health services accessibility indicators in the district are:

. Average Population served by each health unit: 8111 . Percentage of population within 5km radius of health unit: 64 percent . Number of licensed private clinics : 14 . Practicing Doctor: population ratio: 63200 . Nurse: Population ratio: 3196 . Clinical Officer: Population ratio: 15067 . OPD Utilization: 476116 . Deliveries in health facility: 8478 . Midwives: pregnant women (15-49) ratio: 141772

1 Rukungiri DistrictStatitical Abstractfor 2011/2012 (UBOS) 2 Rukungiri District State of Environment Report, 2004

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4.2.6.8 Infrastructure a) Roads: Although Rukungiri district has a well developed road network, only the highway from Kampala is laid with asphalt and the difficult terrain makes transport not only slow but difficult. The district has a total of 390 km of feeder roads that are fairly distributed across the entire area and about 418 km of country roads. These form the main transport channels for reaching markets and social service centres. The major means of transport deep in rural areas are motorcycles (boda-boda), bicycles and pick-up trucks able to ply the difficult terrain.

The 45 km Rukungiri–Ishasha road is a Class A gravel carriageway and connects to the eastern side of Democratic Republic of Congo (DRC) through the border point at Ishasha. The road was constructed in 1950’s and in spite of government-funded road maintenance programs, the road condition is still in a very poor state at various locations (Plate 4.1).

Plate 4.1: An example of poor section of the existing road that is slippery and eroded

b) Water supply: Rukungiri Town Council has piped water supply but it is also supplemented with boreholes and spring wells used by people who cannot afford piped water.There are water mains adjoining existing road in Rukungiri Town which will be affected by road construction and shall need to be moved. c) Energy: Rukungiri Town Council and villages such as Kakabada and Kiyaga within it have access to grid electricity. However, paraffin stoves or candles are also used for lighting while charcoal is the most widely used cooking fuel. At several sections 33 kV power lines adjoining existing road in Rukungiri Town and its neighbourhood will be affected by road works and shall need to be moved.

4.2.7 Gender and Community Based Services a) General Community Development Issues: The community based services sector is one of the major sectors in the district and is composed of: 1) Probation Youth, Children and Social welfare; 2) Gender, Culture and Community Development; 3) Disability and Elderly; and 4) Labour and Industrial Relations. The Directorate contributes to the overall district mission through promotion of social development, which involves positive transformation of beliefs, knowledge, attitudes and practices of people within households, communities and groups. The district has:

. The ratio of CDAs/CDOs to the community: 1 Community development staff per 18217 households. . Number of community development groups: 760 . Number of women Groups: 147

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. Men Groups: 0 . Mixed (Men, women, PWDs) groups: 598 . Number of FAL Instructors by sex: 132 Females, 45 Males . Number of NGOs in the district: 13 . Ratio of CDAs/CDOs to the community: 1 staff per 18217 Households . Youth Groups: 15 b) Probation, Orphans and Vulnerable Children (OVC) and Child Protection Issues1:

Orphanhood status in the district is as indicated below

. 16 percent of the orphans lost their mothers. . 33 percent lost their fathers . 9.5 percent lost both parents.

Situation of OVC:

. Total number of OVC: 123,696 (27.6% of children in the district). . Child mothers aged 12-17 years: 9,427 . Child labourers: 7,336 . Children with disability: 2,120 . Children heading households: 1,048 . Number of orphanage homes by location: 0 . Number of child resettlement centres: 0

4.2.8 Observed Socio-Economic Conditions Specific to Other Sub-Counties of Rukungiri District These observations were made by the social survey team which, together with property surveyors, undertook a census of all project-affected people along the road.

4.2.8.1 Kagunga sub-county In villages of Kabwire and Nyamabare, the road network is poor characterised by narrow carriage way, with fast- moving cars and potholes. Kagunga Sub-county has a lot of streams and wells which are used as domestic water sources. In the sub-county is found government-owned Rushasha HC II which offers free medical treatment but always lacks personnel and medical supplies.

The community relies on agriculture (subsistence and commercial) as the key source of livelihood. Crops noted include; millet, rice, sorghum, maize, bananas and coffee.

4.2.8.2 Nyakagyeme sub-county Munyeganyegye, Nyabugando and Kashenyi villages grow a lot of coffee sold to local produce traders. There is no access to grid electricity and paraffin and firewood are key household energy sources.

4.2.8.3 Bugangari sub-county The most economically active place in this sub-county is Kashenyi Trading Centre which holds a large weekly market every Monday. Traders from different communities bring their merchandise for sale. The main ethnic

1 Rukungiri DistrictStatitical Abstractfor 2011/2012 (UBOS)

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group is Bakiga and their source of livelihood is farming. Coffee is the largest cash crop grown and prevalent in Rweibare, Kacirago 1, Kacirago 2 and Runyamunyu villages. Due to cultural beliefs, women in do not use family planning and men are often polygamous, both these factors contribute to high number of children per household. Access to healthcare is difficult and a government-owned Bugangari HC IV was reported to always lack drugs.

4.2.8.4 Bwambara sub-county Mironzi village is this sub-county is sparsely populated but its main ethnic group is Bakiga people whose key source of livelihood is farming. The main economic centre in this sub-county is Omukarere Trading Centre where people travel from different communities to buy and sell goods on market days. Government-owned Omuburama Primary School, with free universal primary education (UPE) enables most school-going children to attain a certain level of education and literacy.

Government owned Bikurungu HC I and Kikongi HC II provide free medical care to local communities but are said to always lack medicines, making resort to costly private health clinics. For complicated medical conditions, people travel as far as Rukungiri to Nyakibale hospital. Anecdotal information indicated high HIV/AIDS prevalence mostly due to behavioural practices such as polygamy, wife inheritance, high school dropout rates and early marriages.

Karymacumu and Kikongi villages lack safe drinking water and people walk as long as 5 km to streams for domestic water.

Rushararazi and Nyakarama villages are prevalently inhabited by Bakiga and, true to their nature, are renowned farmers. These communities do not have a healthcenter and patients travel more than 8 km to Bikurungu HC II or Nyakibale in Rukungiri Town to get treatment. Polygamy and cultural attitudes against family planning contribute to high number of children per household. Government-aided Rushararazi Primary School offering free universal primary education (UPE) enables many school-going age children to attend school.

4.3 KANUNGU DISTRICT

4.3.1 Geographical Location Kanungu District is located in South-western Uganda bordering districts of Rukungiri in the North and East, Kabale in South-east, Kisoro in the South, and the Democratic Republic of Congo in the West. The district headquarters at Kanungu are located approximately 415 km (258 mi), by road, southwest of Kampala, Uganda's capital and largest city. The coordinates of the district are: 00 57S, 29 47E.

The district has a total area of 1228 km2, comprising 60 percent small-scale farmland, 15 percent tropical forest, 11 percent woodland, 9 percent grassland, 2 percent bushland, 1 percent open water and 2 percent miscellaneous mosaics1. The road to be upgraded traverses all these features at various locations. The district has 1 county, 10 sub-counties), 2 Town councils, 48 parishes, 8 wards and 508 villages (Local councils or LCIs)2.

4.3.2 Geology, Soils and Topography Kanungu District is characterised by undulating hills with steep fluted slopes and hilltops rising to over 1846 m above sea level. It has three distinctive topographic zones: the northern part forms the Rift valley with undulating plains while the middle part, that is, Rugyeyo, Kirima and areas of Kanyantorogo comprise of fairly flat-topped

1 Source: Kanungu District Statistical Abstract, June 2013 2 Source: Kanungu State of Environment Report, 2004

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hills with gentle sloping sides and broad valleys. The hills gradually increase in height to the highlands of Rutenga with Burimbi peak of Mafuga being the highest at 2503 m above sea level while parts of Kihihi Sub- County lie in the fringes of the Western Eastern African rift valley. The soils are generally sandy-clay loams and the most common types are greyish brown sandy loams and reddish brown sands with sandy loams especially in Kihihi and Nyamirama Sub-counties.

4.3.3 Climate The district has a tropical type of climate receiving moderate and fairly well distributed annual rainfall of about 1200mm. It receives a bimodal type of rainfall with rains between months of March-May and September- December and the rest of the year being dry. The District is generally cool with day mean temperatures ranging from 15 to 20C.

4.3.4 Hydrology The district is endowed with a number of rivers and streams like Ishasha, Kiruruma, Nchwera, Mitano, and Munyaga. Besides fishponds, Lake Edward is the main source of fish in the district. There are also seasonal and permanent wetlands, which serve as water sources besides other ecological functions.

Figure 4.5 Administrative map of Kanungu District

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4.3.5 Ecological Resources 4.3.5.1 Fauna Parts of Queen Elizabeth National Park, Kigezi Wildlife Reserve and Maramagambo Forest lie in Kanungu District which explains presence of Buffalos, Tree-Climbing Lions, Elephants, Uganda Kobs, Toppi, many species of reptiles, birds and other animals that form part of the tourist attractions to the District.

4.3.5.2 Flora Land that is not under cultivation is covered by three main vegetation zones namely: forests, forest/ savannah mosaic and grass savannah. The district‘s vegetation ranges from tropical forests of Bwindi to grassland type of vegetation at fairly low altitudes. The main forests are in Kayonza, Mpungu, Kirima and Rutenga sub-counties. There are a number of woodlots especially eucalyptus in the tobacco and tea growing areas of Kihihi, Nyamirama and Kayonza sub-counties. Kaniabizo Forest Reserve in the district is traversed by the existing road and will be affected by its upgrade.

4.3.6 Socio-Economic Baseline 4.3.6.1 Demographics a) Population: According to 2002 national census, total population of Kanungu District was 204,732 persons with a growth rate of 2.1 percent compared to the national growth rate of 3.4 percent. The projected 2013 population is presented in Table 4.9.

Table 4.9: Projected population of Kanungu District (2013) District Population 2002 2013 Population 204 732 257 300 Growth rate 2.1 2.1 National growth rate 3.4 3.4 Source: Kanungu District Statistical Abstract for 2012/2013

Population of sub-counties and Parishes traversed by the proposed road is shown in Table 4.10. From Table 4.10, Kihihi TC has the highest population of 49600.

Table 4.10: Projected 2013 population of sub-counties and parishes traversed by the road District Sub-county Parish Male Female Total Nyamirama 10,600 10,600 21,100 Kihihi Town Council 9,600 10,400 20,000 Kanyantorogo 10,400 10,500 20,900 Kirima 8,700 9,100 17,800 Kanungu TC 7,900 8,200 16,200 Total 47,200 48,800 96,000 Source: Kanungu District Statistical Abstract for 2012/2013 b) Demographic structure: According to the Kanungu State of the Environment Report 2004, half of the population is aged less than 14 years, while the active group lies between 15 and 64 or core labour force is 47 percent. Females out number males with an annual growth rate of 2.5 percent. c) Ethnicity: Bakiga is the main ethnic group in Kanungu district, accounting to 90 percent of the population, while Bafumbira account for about 9.5 percent and other smaller groups including Batwa, Bahororo, Bahunde and Banyabutumbi accounting 0.5 percent.

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Table 4.11: Basic demographic data Total District Population 204,732 Average dependency ratio 121.7 Life expectancy (years) 46.07 Poverty head count 23.90 Access to drinking water 58 Number of households 43,466 Average household size 4.7 Annual population growth rate (%) 2.1 Source: Profiles of Higher Local Governments, 2009

4.3.6.2 Administrative institutions The district has a council comprising of 22 members including an executive committee headed by the District Chairperson. There is currently a socio-political system of organisation; the Local council (LC) system that was introduced by the National Resistance Movement (NRM) government in 1986.There are 11 Local Council IIIs (LCIII) at sub-county level, 11 parish councils and 825 village councils.

4.3.6.3 Land use and tenure The district has a total area of 1228 km2, comprising 60 percent small-scale farmland, 15 percent tropical forest, 11 percent woodland, 9 percent grassland, 2 percent bushland, 1 percent open water and 2 percent miscellaneous mosaics1. Agriculture is the main land use in Kanungu District and a major economic activity. About 98 percent of the district population depends on agriculture, directly or indirectly, for survival. Kanungu District has a good climate and fertile soils which make farming of a variety of crops possible. Land use along the proposed road consists of clustered settlements in trading centres and linear settlements outside these population centres. The new section from Nyakashure to Ishasha mostly traverses subsistence gardens and swamps with sparse settlement2. Kanungu District is endowed with forests, trees and woodlands although most of the remaining forests are in protected areas. Forest reserves in Kanungu District are indicated in Table 4.12 but only Kaniabizo is traversed by the existing road, hence the only forest reserve to be affected by the proposed road project.

Table 4.12: Forest reserves in Kanungu District Forest Size Type Mafunga 1,806 ha Coniferous Plantation Mburameizi 441 ha Eucalyptus Plantation Mburameizi 56 ha Natural (G. Hullensis) Kyantuhe 197 ha Eucalyptus Plantation Kaniabizo 41 ha Eucalyptus Plantation Kihihi 36 ha Eucalyptus Plantation Ihimbo - Natural Ibarya - Natural Bwindi 331 ha Natural Source: Kanungu District State of Environment Report, 2004

4.3.6.4 Land ownership According to Kanungu District State of Environment Report 2004, the concept of ‘land use planning’ is limited in

1 Source: Kanungu District Statistical Abstract, June 2013 2 Source: Higher Local Government Statistical Abstract, Rukungiri District June 2009

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extent among townships. Land is held in customary ownership although there are a few relatively people with leasehold titles. Grazing rangeland is communally-owned and land fragmentation is a common feature due to high population density.

4.3.6.5 Employment, livelihoods and natural resource use The mainstay of Kanungu District economy, like for the rest of the country, is agriculture. More than 90 percent of the population are engaged in subsistence farming favoured by good climate and fertile soils.

High altitude areas of Rutega and Mpungu produce crops like Irish potatoes, peas while low altitude areas of Kihihi, Nyamirama and Kanyantorogo produce rice, maize, millet and groundnuts. The medium altitude Sub- Counties of Kirima, Kambuga Rugyeyo, Kayonza and Town Council produce bananas, sweet potatoes, cassava, and a variety of pulses. Major cash crops include tea, tobacco, and coffee and new introductions such as vanilla. Tea is a significant commercial crop and Kihihi sub-county is home to Kayonza tea factory.

A number of people also derive livelihood from fishing, particularly from Lake Edward. Fish farming is also practiced by some families within inland water bodies including wetlands, rivers and ponds.

Trade is mostly concentrated in Kanungu Town Council and scattered in about 42 rural trading centres. A few traders are engaged in wholesale of hardware and some are area agents of manufacturing industries like breweries, soft drinks, tobacco, mattresses and other merchandise from local and expatriate investors. There is also cross-border trade in agricultural produce and livestock with neighbouring districts of Bushenyi, Kabale, Ntungamo, DRC and Rwanda. Besides trading and cultivating, residents of Kanungu engage in animal husbandry especially in the area neighbouring Buyanja parish.

4.3.6.6 Education Through Universal Primary Education and Universal Secondary Education, Kanungu District Administration is trying to reduce illiteracy in its populace. Records show an increasing trend of school enrolment in Kanungu. In 2005, primary pupils’ enrolment in Kanungu District was 63,357 a net enrolment of 85.3 percent. In 2009, enrolment for both male and female was 68,980. Education enrolment by gender is given in Table 4.13.

Table 4.13: School enrolment by Gender Sub-County Male Female Total Kambuga 3980 4428 8406 Rugyeyo 2112 2701 4813 Town Council 2452 2381 4656 Kirima 1420 1822 3242 Rutenga 2482 2517 4999 Kihihi Town council 1484 2309 3793 Kihihi Sub-County 3478 3214 6692 Nyamirama 2091 2455 4546 Kanyantorogo 2113 2068 4181 Kayonza 3704 3728 7432 Mpungu 1398 894 2292 Total 26714 28 515 46 646 Source: Kanungu District Statistical Abstract for 2012/2013

The following schools were encountered during the scoping exercise as being close to the road from Rukungiri towards Kanungu: Kihihi Polytechnic Institution; Kihihi Primary School; Kishenyi Primary School, Burema Primary school, Great lakes Regional College and Bishop Primary School. The District is faced with high cases of absenteeism and high dropout rates in primary schools and the most affected are orphans and vulnerable

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children and the girl child. This is common in the new sub counties of Kihihi and Nyamirama and those neighbouring national parks of Bwindi and Queen Elizabeth National Park- i.e. Mpungu, Kayonza, Kihihi, Rutenga and Kanungu Town.

4.3.6.7 Health and sanitation Kanungu district has 47 Health Units of different categories as shown in Table 4.14. Some of them are Government hospitals while others are owned by Non -Government Organizations. The distribution is fair, but some of them lack the basic equipment to offer reasonable services. Many rural units require rehabilitation and equipping. Besides diseases, poor nutrition has contributed to worrying situation. Because of cross cutting nature of health issues, there is need for an integrated approach to health. There are various NGOs both Local and International that are involved in AIDS prevention and control in the district. Such activities include blood screening and counselling, medical treatment, home care, pastoral education, health education, AIDS research and orphan support.

Like many districts, HIV/AIDS is a major healthcare challenge in Kanungu and has a negative impact on overall socio-economic development process in the district. The ratio of doctors to patients is 1:25 656 making access to health services difficult.

Table 4.14: Number of Health Units by type and category Type of Unit Government PNFP Total Hospital 1 1 2 Health Centre IV 2 0 2 Health centre III 9 4 13 Health centre II 13 17 30 TOTAL 25 22 47 Source: Kanungu District Statistical Abstract for 2012/2013

Table 4.15: Accessibility health indicators in Kanungu District Human Resources for Health: Baseline 2011 2012 Average population served per health unit 5278 Percentage of population within 5 km radius of health unit 73% Practising doctor to population ratio 1:49620 Nurse to population ratio 1:1402 Clinical officer to population ratio 1:13058 OPD Utilisation 127 292 Deliveries in health facility 4354 4229 Midwife to expectant women (15 – 49) ratio 1:300 1:256 Source: Kanungu District Statistical Abstract for 2012/2013

According to the health sector strategic plan (HSSP III), HIV/AIDS is one of the communicable disease that account for over half of the total burden of disease are leading cause of ill health and mortality in Uganda. The HIV control status and percentage coverage of HIV/AIDS counselling and testing services in Kanungu District are presented in Tables 4.16 and 4.17, respectively.

Table 4.16: HIV control status (%) by year Indicators 2011 2012 HIV/ AIDS prevalence rates 8.1 5.6 Number of HIV counselling centres 18 21 Source: Kanungu District Statistical Abstract for 2012/2013

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Table 4.17: Percentage coverage of HIV/AIDS counselling and testing (HCT) Indicator 2011 2012 Number and percentage of healthunits up to HC II that have integrated HCT 18 19 Stock out of HIV test kits 35 50 Average number of HCT outreaches per month 80.8 81.2 Percentage of people who demand for HCT servicesand arecounselled for HIV 98.6 97.2 Percentage that received HCT results 69.5 43.0 Source: Kanungu District Statistical Abstract for 2012/2013

4.3.6.8 Infrastructure a) Roads: Kanungu district has a fairly distributed feeder road network and community access roads that facilitate transport within the district and beyond. It is generally well served with access roads mainly “burungi bwansi” (maintenance is by voluntary effort) and some murram roads which are managed and controlled by the district entirely. Most of these roads are however unmotorable during the rainy season and only motorcycles and four wheel drives are used during the rain seasons1. b) Water and sanitation: Safe water coverage in Kanungu District is currently 59 percent and latrine coverage 57 percent. However, distribution of safe water coverage is irregular with some sub-counties like Nyamirama having as low as 44 percent and others such as Rugyeyo sub-county with as high as 80 percent. Main water sources are groundwater, protected springs, boreholes and shallow wells.

There are water mains adjoining existing road in Kanungu Town which will be affected by road construction and shall need to be moved. c) Energy: Over 96 percent of the people live in rural areas without access to electricity making fuel wood the main source of cooking energy. In the urban centres, the majority of the population use charcoal for their energy supplies. Other minor energy sources include electricity, paraffin and solar energy. A new rural electrification project is being implemented in the area and would increase access to grid electricity.

In several sections 33 kV power lines adjoining existing road in Kanungu Town and its neighbourhood will be affected by road works and shall need to be moved.

4.3.6.9 Settlement and housing along the project route Except in trading centres the population along the road is mainly rural with linear settlements. Most residents lack clean water and have poor sanitary provisions and live in grass thatched huts made from mud and wattle, although use of bricks and iron roofs had reportedly increased over the last 15 years. Almost all trading centres along the road lacked planning which posed a negative effect on the provision of social services and proper environment management e.g. sanitation.

4.3.6.10 Areas of socio-cultural/ tourism importance Archaeological assessments were scoped out of ESIA study because no documented sites exist in both project districts. The location of known sites relative to the districts comprising proposed road project is indicated in Figure 4.62

1 Source: District state of environment report 2004, Kanungu District.

2 Tantala, R.L. 1989: The early history of Kitara in Western Uganda: process models of religious and political change, University of Wisconsin Madison.

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As a general construction principle however, any archaeological “chance finds” shall be handed to the national museum. Where people are displaced by the road project, hence creating a need to relocate graveyards or shrines, compensation will be provided to affected owners. Detail of resettlement for affected people provided in a separate document (Resettlement Action Plan prepared for this project). Tourism potentials and attractions in the district are presented in Table 4.18.

Figure 4.6 Location of important archaeological sites in Western Uganda relative to project districts (left-hand square)

Table 4.18: Tourism potentials and attractions Tourist site Location/ sub-county Potential attraction Kibwetere – Cult Nyabugoto Kanungu Town Council Inferno sites, stories and documented review Ngoto wetlands Kirima Eco-tourism, diverse wetland vegetation and camping Nshaka fruit forest reserve Kihihi Wild fruits Border posts of Ishasha & Kyeshero Kayonza & Nyanga Diverse culture of the Congolese and business opportunities God’s Bridge Rutenga Beautiful geographical feature (Gorge) Tea factories Rugyeyo & Kayonza Tea processing technologies & research Kirenzi hill Kanyantorogo Beautiful scenery, hill climbing, cold weather and camping

4.3.7 Observed Socio-Economic Conditions in Kanungu District 4.3.7.1 Nyamirama sub-county Most households in this area have more than four children and this is due to cultural beliefs against family planning and the prevalent practice of polygamy. Samaria and Nyamirama are the key trading centres in the sub- county which and other communities are served by government-owned Nyamirama Health centre (HC III) and Kambuga missionary hospital.

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4.3.7.2 Kihihi town council Although small, Kihihi town is the hub of commercial activity in Kihihi where shops and trading activities are concentrated.

Kazinga and Bihombokwa villages in Kihihi Town Council are mainly swampy with few settlements. Mostly agrarian communities that derive livelihoods from farming, these villages grow banana and coffee plantations.

4.3.7.3 Kihihi sub-county A key area in Kihihi sob-county is Ishasha border post at the Uganda-Congo (DRC) border. In this area the road traverses Kigezi Wildlife Reserve- a protected conservation area but also a source of conflict between wildlife and farming activities. Ishasha border post is a busy trading centres serving both Uganda and Democratic Republic of Congo.

4.3.7.4 Kirima sub-county Kyeijanga and Savannah Trading centres are the key commercial areas where people buy and sell retail consumer commodities. Bushura and Burebana villages in this sub-county were noted to have high population density. Many people in this area have access to piped water but grid electricity which is not afforded by many, has limited spatial distribution. Nyakatare HC III and Kambuga hospital are the key medical facilities in this sub- county.

4.3.7.5 Kanyantorogo sub-county Kanyantorogo sub-county comprises Burema trading centre and Burema, Kitokye, Nyamwegabira and Rugarama villages. Farming is the prevalent source of livelihood although trading is noticeably significant in the trading centre which has grid electricity and piped water but only afforded by a few people. Most people in villages rely on communal bore holes for domestic water.

Kanyantorogo HC III and Nyamwegabira HC II, both government medical centres, provide free medical care to local communities but due to perpetual lack of drugs patients prefer to visit Bwindi Community Hospital for paid services.

4.3.7.6 Kanungu town council With grid electricity and piped water, Kanungu Town is an island of development in a predominantly rural setting devoid of these social services. Surrounding villages derive livelihood from farming growing crops for both commercial trade and household consumption. In Nyakatare, most land belongs to Kinkiizi Diocese, which is a major land owner in Kanungu Town Council and surrounding villages and will be one of several institutional affected by the road project.

4.4 SOCIAL-ECONOMIC BASELINE SURVEY RESULTS Sections below summarise findings of a socio-economic survey undertaken as part of the project’s resettlement action plan (RAP). The survey collected information from a representative sample of 500 out of 2300 project- affected people with an aim to understand socio-economic profile of the affected people.

4.4.1 Landuse and Settlement in Project Area The road passes through subsistence agricultural farmland, forest reserves, private plantation forests and trading centers. Settlement along the road is linear and affected properties comprise a combination of burnt brick-iron roof houses; mud/wattle-iron roof houses and mud/wattle-thatch roof. According to the survey, most dwellings to be affected are per permanent structures (57%) but a considerable number are semi permanent (36%) (Figure 4.7).

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7%

36% P ermanent S emi-permanent Temporary

57%

Source: Primary data Figure 4.7 Nature of structures on project-affected land

4.4.2 Demographic Information Social data of affected households surveyed indicate that average affected household comprised 6 people (higher than the national mean household size of 5.08)1. Children below and above 18 years in the affected households are presented in Table 4.19.

Table 4.19: Number and age of children in affected households Number of children 2-5 6-10 1 None Total Children above 18 years 176 24 153 353 Percentage 50 7 43 0 100 Children below 18 262 51 13 13 359 Percentage 77 15 4 4 100 Dependants of all age 240 15 27 282 Percentage 85 5 10 0 100 Source: Primary data

4.4.3 Land Ownership and Tenure More men than women owned land in the project-affected area. When asked under which tenure they owned land, most affected people indicated customary tenure. Land ownership according sex is presented in Table 4.20.

Table 4.20: Land ownership according to sex of PAPs Ownership Type of tenure Female (%) Male (%) Customary 30 47 Caretakers of a relative’s land 5 3 Licensee/sharecropper 5 5 Co-owner 1 5 TOTAL 41 60 Source: Primary data In Figure 4.8, it is shown that almost equal proportion of PAPs surveyed would lose either whole or part of land on which they farm or have a residential dwelling.

1 Uganda Bureau of Statistics, UBOS

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21%

R es idential 79% No

Yes 20%

Agricultural 80%

0 10 20 30 40 50 60 70 80

Source: Primary data Figure 4.8 Percentage of PAPs who’s residential or farm land would be affected

4.4.4 Livelihoods a) Occupation: In trading centres, affected households earned a living from at least one occupation, commonly informal or formal retail trading and subsistence farming. Along rural stretches of the road almost all households were mostly subsistence farmers. Farming entailed growing food crops such as bananas, beans, cassava, sweet potatoes and irish potatoes. b) Agriculture: The road traverses considerable stretches of areas where the key source of livelihood is subsistence cultivation. The existing road transverses private plantation forests and three national forest reserves (Ihimbo, Rwengiri both in Rukungiri District and Kaniabizo in Kanungu District). Common crops grown include food crops, timber trees and fruit trees such as oranges, guava, pawpaw and jackfruit. c) Income i) Monetary income from subsistence agriculture Subsistence agriculture was noted to be a significant source of livelihood for the project-affected households in villages. Consultation with affected persons revealed that subsistence farmers selling their surplus produce earn as much as UgShs 5,000 per day or as little as UgShs 1,000 per day depending on the season and type of crops sold. ii) Trading This is one of the major livelihood and income earning activities for affected people in trading centers along the road. Trading takes a number of forms including shop-keeping, selling of charcoal, timber, sand, local and bottled beverages, poultry and cattle products. Most shops in the project-affected area are small-scale retail establishments only and sell household consumer goods. In addition, bars and entertainment halls are found in

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most trading centers. Most traders view trading as their primary source of income or livelihood. On average, traders earn from UgShs 2,000 to UgShs 20,000 per day depending on the size of business and goods sold.

110 100 C rop farming 90 Other agric incomes 80 70 Non-agricultural 60 R ent received % 50 40 F amily allowances 30 R emittances 20 10 F ormal employment 0

> 3 m 50-500k 510k-960k 970k-1.42m No income 1,43m-1.88m 1.89m-2.33m 2.34m-2.79m

Annual revenue Source: Primary data Figure 4.9 Annual revenue earned by PAPs from various livelihoods d) Spending Patterns: From interviews, potentially affected households spend their incomes on food, housing (rent), medical bills, clothing, dependants and transport as shown in Table 4.21. The relatively high expenditure on transport is explained by the poor state of existing road, which is unattractive for public transport operators, so the few taxis or trucks plying this route charge exorbitant fares.

Table 4.21: Spending patterns among affected households Cost item Rank of expenditure* Clothing 6 Transport 1 House/shop rent 7 School fees 3 Food and domestic water 4 Medical expenses 2 Dependants 5 Other expenses 8 * Rank 1= Item most spent on; 10= item least spent on. (Source: Primary data)

4.4.5 Health and Sanitation Malaria fever was the most prevalent disease in affected households followed by respiratory ailments (coughs and flu). HIV/AIDS information was a sensitive statistic for PAPs to reveal but responses from several people who were frank about their sero-status confirmed high prevalence of HIV/AIDS along the road. Aside the commonest ailments, other diseases reported included cholera, dysentery, and waterborne diseases attributed to lack of safe drinking water. The common diseases in communities along the road are presented in Figure 4.10.

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Plate 4.2: Overladen vehicles in Rukungiri-Ishasha road that depict high cost of public transport

4.4.6 Education and Literacy among PAPS Literacy levels in the local community influence how objectively a project is perceived. In addition, project sustenance in a low-literacy community is harder since people are more likely to vandalize equipment or pilfer materials they perceive to be very valuable, yet are of little resale value. For example it is common along many local roads to find safety signs vandalized by artisans to fabricate utensils such as cooking stoves and pans.

While many people along the road could read and write their names, their level of literacy was basic and the majority, especially elderly people can largely be considered of low literacy level. Conversely, the advent of UPE and USE has enabled many young children to go to school for free and this is depicted in comparatively high proportion of this age group that can read and write. Literacy levels in the project-affected area were low considering that only 38 percent of PAPs surveyed could read and write (compared to a national average of 70%) and only 2 percent had university-level education.

all the above

HIV/AIDS P ercentage F requency

cough/flu

malaria

0 50 100 150 Source: Primary data Figure 4.10 Commonest diseases among project-affected households

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Education level

2% 9% illetrate 21% 38% C an read and write

complete primary education complete s econdary education 31% complete univers ity education

Source: Primary data Figure 4.11 Literacy levels among PAPs.

4.4.7 Fuel Sources in Communities along the Road Biomass-derived fuel was the most prevalent energy source in PAPs’ households (Figure 4.12). Firewood was widely available in Householdbushes and forests fuel along sources the road.

1%

19%

46% firewood,,charcoal

paraffin

charcoal

31% charcoal fire wood and keros ene Other 3%

Source: Primary data Figure 4.12 Household fuel sources among PAPs

4.5 BASELINE TRAFFIC, TRANSPORT AND ROAD SAFETY The existing Rukungiri-Ishasha road via Nyakashuli is lightly trafficked and with only a few special hire taxis: the base year annual average daily traffic (AADT) is estimated at 154 vehicles per day (vpd) or 58 vpd excluding motorcycles. The alternative route via Ruwerere and Kihihi carries more traffic: its estimated base year AADT is 351 vpd (175 vpd excluding motorcycles). At AADT of 58 vpd (excluding motorcycles whose road user costs are

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low and which therefore contribute little to project benefits), base year traffic on existing Rukungiri-Ishasha road is very low. Base year traffic on Kanungu link is 417 vpd (205 vpd excluding motorcycles), much higher than the Rukungiri-Ishasha road1.

Accident rates change following improvement in road geometry and pavement. Paving a gravel road will improve visibility, reduce braking distances and have road signs installed where none existed. Although speeds are expected to increase, there is evidence that overall, paving a gravel road reduces accident rates and fatalities2. There was found no is no reliable accident records about Rukungiri-Kanungu road that could be cited by this study. However existing levels of enforcement observed along the road are low. Hence disregard of speed limits especially through trading centres, school and cattle crossings or other accident-prone driving behavior may not improve quickly.

4.6 LESSONS FROM EARLIER RSSP’s UNRA is one of the results of Road Sector Reforms in Uganda. In 1996, Government of Uganda prepared the 10-Year Road Sector Development Programme (RSDP) which was reviewed and updated in 2002 making it a 10 Year rolling Road Sector Development Programme Phase 2 (RSDP2). One of the objectives of the RSDP was establishing a robust administration for effective and efficient management of the national roads network. To achieve this objective, Government committed itself to reform national roads management through establishment of an autonomous performance-based Road Authority to handle road administration and execution function while restructuring the Ministry of Works and Transportation (MoWT) to focus on policy, setting standards, regulation, monitoring and evaluation functions. Preceding this, UNRA has managed RSSP 1-3 and has learnt lessons outlined below: a) Environmental approval for borrow sites and stone quarries: Since borrow sites and stone quarry locations are decided by the road contractor and therefore cannot be part of the project’s main ESIA, it has been found necessary for the contractor to prepare Preparation of Project Briefs for gravel borrow pits and stand-alone ESIA for stone quarries. b) Environmental performance of the contractor: It has been necessary for the contractor to have a full time environmentalist. This has been due to poor performance on projects such as Kabale - Kisoro Road. It is also necessary for Environmentalist of the Supervising Engineer, Contractors, UNRA Specialist and the Sociologist to work together and always have regular meetings to ensure that there is sound environmental performance on projects and ensure that guidelines issued by UNRA are adhered to. c) Safety officer and environmentalist: There has been found a need to separate roles of Safety Officer and Environmentalists and the two to be available on a full time basis. d) Cross-cutting services: Planting of trees and HIV/AIDS service provision to be undertaken by professional organizations and based on nominations by UNRA after evaluations of Technical and Financial proposals. e) Reporting: For clarity of project performance, there has been found a need for detailed reports with clear illustrations as an appendix to the summaries on a monthly basis. f) Final Environmental Mitigation Report: To ensure that mitigation actions are implemented by contractors, they are required to prepare a Final Environmental Mitigation Report for submission to UNRA and NEMA before

1 UNRA 2010: Feasibility Study for Rukungiri-Kihihi-Kanungu/Ishasha Road (study by Mott MacDonald & Kagga), p33. 2 Ibid, p59.

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a certificate of Environmental Compliance can be issued by the Supervising Engineer. This is in-line with the General Specifications for Road and Bridge Works 2005. g) Inspection by a diversity of parties: Regular inspection by Lead Agencies ensures effective compliance in a diversity of environmental requirements e.g. water resources, forests, labour conditions/ occupational safety, fuel storage, etc. h) Contractors need verifiable performance standards: UNRA now requires contractors to have environment management systems. This is also in line with Uganda’s National Environmental Audit Regulations. i) Strengthening and involvement of Road Committees by Station Engineers. j) Incorporation of socio-environmental requirements into project execution: To ensure that they incorporate EIA requirements into road construction activities, contractors are now required to turn ESMP into clear activities to be implemented alongside the main road works. This also ensures that Contractor’s Environmentalists take part in planning the main road works. k) Environmental monitoring should continue to cover post-construction activities like borrow pit and quarry restoration, encroachment of right of way (ROW) and waste management.

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5 PROJECT ALTERNATIVES

5.1 ALTERNATIVE SURFACE DRESSING

5.1.1 Re-Gravelling the Entire Road This is a cheaper option than upgrading the road to bituminous standards. However, this alternative is rendered untenable due to a huge recurrent maintenance cost especially during or after rainy seasons and environmental cost of obtaining gravel. Additionally, this option has a host of attendant environmental and social concerns such as land uptake for borrow areas, landscape/ scenic blight due to borrow pits, erosion and siltation of water bodies, and dust nuisance to the road users and the public. Therefore, this alternative is not tenable considering its cost and recurrent negative environmental impacts due to reliance on ever increasingly scarce gravel resources.

5.1.2 Upgrade the Entire Road to Bituminous Standards Although initially expensive, this alternative is sustainable in that major maintenance interventions on the road will be expected to start after 12 years after upgrading. During the 12 years of the road life, the effects on the environment which occurred during the upgrading will have recovered and more so, subsequent impacts on the environment from maintenance activities will not be significant as opposed to the re-gravelling option. This option creates a robust investment that enhances regional trade, agricultural activities and access of the majority of the rural people to socio-economic facilities. This is the desired alternative.

5.2 ALTERNATIVE ROAD ALIGNMENT While design has aimed to retain existing road alignment to the extent possible, alternative options have sought to ensure safe driving conditions in otherwise dangerous sections, limiting social impact of displacement and minimising impact on ecological resources. The following criteria were used:

. Maximisation of development benefits and minimisation of environmental-social costs; . Cost effectiveness; . Ease of maintenance; . Safety.

There is a major realignment from the existing road alignment between Nyakashuli (km 36+800) and Ishasha (km 51+540) traversing virgin land up to Ishasha village after which it follows the existing road to the border point with DRC. Another example of road re-alignment to avoid steep slopes and dangerous corners is near Bwoma Trading Centre (Figure 5.1). It ought be noted that while this re-alignment removes bottlenecks of sharp corners or dangerously steep sections, it also alienates settlements and commercial establishments (for example, shops) previously adjoining the road, with socio-economic disadvantages such as diminished property values and loss of clientele.

5.4 ALTERNATIVE MODE OF TRANSPORT It can be argued that alternative transport mode such as rail can be considered instead of upgrading the proposed road. However, this option would entail far higher capital cost compared to paving an existing gravel road. A railway line in a new corridor would also be associated with hitherto unknown social and environmental impacts. For these reasons, this option is not tenable.

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Proposed new road

Figure 5.1 Road re-alignment to avoid short corners and steep slopes near Bwoma Trading Centre

5.3 “NO PROJECT” SCENARIO Currently, the existing road is either in a dilapidated state or of limited capacity and not able to meet current demand for service provision. Without the project, access to these areas will continue to be difficult which inhibits socio-economic development. Vehicular traffic to DRC will increase pressure on existing road that is already in a poor condition. In addition, the following benefits would be lost:

. Provision of a high standard alternative to the Kihihi–Kambuba–Rwerere road, . Provision of alternative route for international traffic between Uganda and DRC, . Improvement of access to markets, social and healthcare services and employment possibilities, . Reduction of transport costs and travel times, . Increased opportunities for employment.

After Nyakashure the proposed route goes off-line with the new road section traversing through farmland land up to Ishasha village after which it follows existing road to Ishasha border post with DRC. It ought be noted that while this re-alignment removes bottlenecks of sharp corners or dangerously steep sections, it also alienates settlements and commercial establishments (e.g. shops) previously adjoining the road, with socio-economic disadvantages such as diminished property values and loss of clientele. This route maintains a number of current characteristics of the road (i.e. accessibility, sub-standard elements etc) and introduces 117 relaxations / departures from standards compared to option 2 that introduces 21 relaxations and departures from standards.

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6. POTENTIAL IMPACTS & MITIGATION RECOMMENDATIONS

6.1 PREAMBLE TO IMPACT ANALYSIS Prediction and analysis possible positive and negative impacts of upgrading the existing gravel road (“the project”) are discussed in this Chapter. Since the road has existed for many years most socio-environmental impacts associated with the upgrading project will be direct in nature and mostly resulting from construction activities. Impact analysis involved determination of magnitude, extent, duration of potential impacts and confirms that positive impacts outweigh potential negative impacts.

Several possible negative impacts of improving the road are not significant, while others will be less severe when mitigation measures recommended in this report are implemented. Some land and structures will be permanently lost to road widening, however, since road design has followed existing alignment to the extent possible in most cases, this impact will not be of grand scale.

Temporary land take will also occur when land is used for borrow pits, quarries, contractor's camps and road accesses to them. Land will also be required for temporary diversions (detours) during road construction.

Borrow pits and quarries might have a variety of impacts in addition to temporary land take and access road requirements. These include dust and noise as well as operational effects of blasting; haul road traffic, and visual impact. It is the contractors’ obligation to locate and confirm suitability of gravel sources therefore specific locations are not known at this point. Upon closure, it will be essential for the contractor to restore to original condition all depleted borrow pits and quarry sites used during road construction. During construction, any form of excavation could present risk of soil erosion and this is likely to occur around borrow pits, steep slopes, along drainage channels and at stormwater or runoff discharge sinks. Proper reinstatement of slopes will significantly reduce the possibility of soil erosion and this is particularly necessary for the road section through Kanungu district that has hilly terrain prone to landslides.

Construction activities pose a possibility of contaminating land and watercourses from bitumen, waste from workers’ camp, fuel or oil spillage from construction vehicles and equipment yard. Some of the watercourses are used for domestic water supply and watering of livestock. Although the workers’ camp will cover a relatively small area, if not controlled, can also cause significant social-environmental damage and problems. Exact location of workers’ camp is not known at this point since its location will be a responsibility of the contractor. Other potential environmental impacts from the camp are increased fuel wood and water consumption, spillage of oils and fuel, land take, dust, noise and poaching if sited close to Kigezi Wildlife Reserve.

Traffic that will be generated by road construction will be significant, particularly close to borrow pit areas. The increase in traffic will result into a rise in noise and dust nuisance and possibly increased road accident risk, especially through settlements and trading centres. Women, children and elderly people will be particularly at risk to construction traffic accidents. In addition, without proper control, construction vehicles may destroy crops and cause other problems while travelling off road to borrow areas.

When the road is upgraded to bitumen standard, its routine maintenance will have negligible environmental impacts: indeed far less than the equivalent maintenance work required for the gravel surface road. For instance, there will be no need for borrow pits for gravel, with associated impacts, or no grading operations associated with dust and noise pollution.

During post-construction phase, it is predicted that the improved road will increase population in trading centres

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and consequently pressure on land and other resources such as forestry and wildlife. Closely associated with this scenario will be higher demand for resources (food, housing, etc) and social services hence increased land clearance for settlement and farming. This induced growth will in the medium-term change the prevailing state of landscape and landuse, especially in trading centres.

There are a number of watercourses that could be contaminated during road construction. Predominant-among these are rivers where bridges will be constructed. These bridges are:

. Kakinada Bridge (km 16+050), . Ntungu Bridge (km 28+780), . Kiruruma Bridge (km 38+720), . Ishasha Bridge (km 52+200).

As earlier indicated, many watercourses crossed by the road are used as sources of domestic water and for watering livestock.

Loss of trees and vegetation along the road will be outstanding in central forest reserves of Ihimbo, Rwengiri both in Rukungiri District and Kaniabizo in Kanungu District. Accesses to borrow sites may also involve loss of vegetation. Compared to socio-economic benefits of the road project, many of the negative impacts will be insignificant as long as fair compensation and mitigation actions are implemented.

It is envisaged that each phase of the road project will have own mitigation actions, however some actions taken during construction could extend impact abatement into road use phase. An example is road safety sensitisation campaigns.

Impact analysis also identified potential for conflict between benefits of mitigation actions and conditions they are actually meant to abate. An example is diversion of existing road alignment in the new design to improve road safety by avoiding dangerous corners or very steep slopes yet this beneficial accident prevention measure severs communities from direct access to the road leading to irreversible decrease in value of property and businesses originally adjoining the road. For example, this conflict would occur at Bwoma Trading Centre.

A detailed assessment of these and other impacts is presented in sections below. Information or observations upon which impact analysis was based assures a reasonable degree of certainty for cited impacts to actually occur.

6.2 CONSTRUCTION-PHASE IMPACTS

6.2.1 Positive Impacts 6.2.1.1 Employment and income opportunities Upgrade of the proposed road presents income opportunity for contractors and tax revenue for government. About 750 people might be directly hired by the contractor during road construction. The majority of this number will be low-skilled labour which will be hired from local communities. This presents a positive but short-term economic benefit especially for youths. However, it is common for the largest proportion if not all of this labour to comprise male workers only but for equitable benefit and gender equity, able women should also be hired wherever they meet job requirements.

Impact severity: Duration of this impact will be short-term (construction to take 3 years) and likelihood of occurring is high but benefit (severity) to wider local communities would only be moderate (hence medium severity). Therefore impact significance is moderate.

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Impact significance: Impact Likelihood + (Positive) None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible - Minor Minor

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

Impact enhancement: Preference for casual labourers should be given to local people but Local Council (LC) officials should be involved in recruitment processes.

Entity responsible for impact enhancement actions: . Road construction contractor. . UNRA can make it a contractual obligation for the road contractor to hire a specific percentage of women.

6.2.1.2 Sourcing of construction materials Road construction will require considerable volume of gravel (murram) and aggregate (stone) the exact amount of which will be determined from detailed engineering design. Other materials are lime, bitumen, water, cement and steel especially for bridges. Possible borrow pit sites and quarries are presented in Tables 6.1 and 6.2. Procurement of these resources connotes income to suppliers and owners of land where quarry sites will be located. This is a positive but short-term and reversible impact.

Table 6.1: Possible borrow sites Location/ chainage Estimated potential or Quantity (m3) of site Rukungiri - Ishasha section 4+500 RHS 9,000 6+500 RHS 9,000 12+000 RHS 8,000 16+400 LHS 7,000 21+500 RHS Offset 1.9km 9,000 26+000 10,125 31+700 LHS 15,000 38+700 LHS 15,000 45+000 15,000 Kihihi – Kanungu section 0+000 LHS Offset 1.7 km 15,000 8+850 RHS 13,000 10+400 RHS 14,000 17+400 RHS 9,000 Source: Mott MacDonald

Table 6.2: Possible quarry sites (Rukungiri - Ishasha section) Quarry Name Location Rwanyambali Quarry This quarry is 2 km Southeast of Runkungiri, and 3.8 km from Mukagashe. Zoroma Quarry The quarry is 1.5 km from Kanungu-Katojo junction. Source: Mott MacDonald

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Impact severity: Duration of this impact will be short-term (construction to take 3 years) and likelihood of occurring is high but benefit will be to a small section of community (business owners/ material suppliers) hence medium severity. Therefore impact significance is moderate.

Impact significance:

Impact Likelihood + (Positive) None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible - Minor Minor

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

Impact enhancement: . Earth materials should be procured from legal / licensed quarries, or, as a contractual obligation contractors should restore all depleted quarry sites upon closure. . Site restoration should utilise native vegetation species and replanting undertaken during rain season to ensure high revegetation success.

Entity responsible for impact enhancement actions: . Road contractor. . UNRA should make it a contractual obligation for the contractor to restore sites to pre-project conditions.

6.2.1.3 Rental income for workers camp and equipment yard site owners Land will be required on which to set up temporary workers camp and equipment yard. Owners of land on which these facilities will be erected will earn a rental income negotiated with contractors. This is a positive but short- term and reversible benefit ceasing with project completion or whenever such facilities are no longer required in a given location.

Impact severity: Duration of this impact will be short-term for each site used as camp or yard and likelihood of occurring is high but benefit will be to a few landowners hence low severity. Therefore impact significance is minor.

Impact significance:

Impact Likelihood + (Positive) None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible - Minor Minor

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

Impact enhancement: As a contractual obligation, contractors should clean up sites where temporary facilities had been erected, when their use ceases. All waste thereon should be removed and responsibly disposed of. Any contaminated areas on site should be cleaned up as part of site restoration.

Entity responsible for impact enhancement actions: . Road construction contractor. . UNRA should make it a contractual obligation for the contractor to restore camp and equipment yard sites upon their closure.

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6.2.2 Negative Impacts

6.2.2.1 Impacts of road alignment In some cases changes in alignment of the road is necessary to avoid sharp corners or steep slopes, for example, between: km 19+400 and km 19+900 (Rushinga cell); km 20+200 and km 20+400 (Nyamitooma I village); km 22+400 – 22+900, km 27+900 – 28+600 (Mironzi village), etc.. This will, however, lead to loss of land, reduced commercial property values and severance of direct access to settlements and business structures which will be bypassed by the new road.

Impact evaluation: When shops, bars, eateries and other commercial businesses which initially adjoined the road get cut-off, owners would lose clientele: a negative socio-economic impact that is long-term and irreversible. This impact will be significant in locations where alignment of existing road drastically changes to new orientation.

Impact severity: Duration of these impacts will be medium to long-term and likelihood of occurring is high in affected places and severity on affected property owners high as well. Therefore impact significance is high (major) but amelioration possible with fair and timely compensation or providing a connecting road where a considerable number of people are affected.

Impact significance:

Impact Likelihood - (negative) None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible - Minor Minor

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

Impact receptors: Everywhere new road alignment drastically differs from original orientation. Examples of such locations are Bugarama Trading centre (around km 7+500) and Nyaruhanga cell (from km 11+800 – km 12+300).

Impact mitigation: i) Wherever possible UNRA should allow for funds to construct connecting roads where large sections of trading centres or number of people are cut-off from the new road. ii) UNRA should ensure equitable and timely compensation to affected persons.

Plate 6.1: Severance of sectons of trading centres which previously adjoined the road would lead to loss of clientele and plummet rental property values

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Residual Impact: Following mitigation, residual impact of road alignment will be of moderate significance.

Ishasha

Rukungiri

Figure 6.1 Road re-alignment to remove dangerous corners in one section of the road

Entity responsible for impact mitigation: . Road contractor. . UNRA should make it a contractual obligation for the contractor to restore public utilities within a specified timeframe.

6.2.2.2 Social ills of construction labour including crime & HIV/AIDS In local communities, construction workers will be lionised as richer with ready income to spend. This and influx of workers, typically young males seeking road construction job opportunities could lead to an increase in social pathologies such as alcohol or illicit drug abuse and prostitution. The risks include contraction of communicable diseases including HIV/AIDS.

Impact evaluation: Vices such as drug abuse and prostitution would affect social coherence and security in project communities maligning the image and intent of an otherwise good project.

Impact severity: Unless adequate sensitisation of all workers is undertaken by contractor, likelihood of the impact occurring is medium (considering some level of awareness among general populace). Duration of the above-mentioned social ills will be short-term ending with completion of road construction but associated social and health effects are long-term and irreversible. The risk HIV/AIDS makes this impact of high severity resulting in an overall significance level of major.

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Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible - Minor Minor

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

Impact receptors: . Road construction workers . Local community.

Impact mitigation: i) The contractor should involve local (LC) leaders in labour recruitment to ensure people hired have no criminal record. ii) Contractor should provide condoms and an HIV/AIDS poster to workers in privately convenient places such as toilets/latrines in camp. iii) Local governments and the contractor should collaborate with police to reduce criminal activities.

Residual Impact: Following mitigation, residual impact will be of low significance.

Impact management: . As a contractual obligation, the contractor should have an HIV/AIDS Policy and action plan to implement it for this project. . Through posters, flyers or weekly sensitisation sessions continually provide HIV/AIDS awareness to road construction workers.

HIV/AIDS training and awareness campaigns lasting 2 year will be conducted to target road construction workers, community leaders, local transport associations (e.g. taxi drivers/ bus operators associations) and school teachers. The goal of training and awareness will be to reduce the transmission of HIV/AIDS during and after road construction and will entail: training, support for behaviour change and provision of condoms. UNRA has approved Terms of Reference for performance of HIV/AIDS sensitization and awareness services. a) Peer educators training: Based on number of targeted villages and road distance, 100 peer educators will be selected from community based on criteria set up and trained intensively on the topics related to HIV/AID. After capacity building being completed, peer educators will be responsible in taking outreach activities in their communities. They will work at least 10 days per month to provide key message on HIV/AIDS to families in villages along the road, road construction workers and high-risk groups. The criteria for peer educator selection is (1) living in target area, (2) women and men aged from 30-40, (3) have ever attended the training course on HIV/AIDS, (4) have enough time, (6) interested in work on HIV/AIDS issues. b) Monthly meeting with relevant stakeholders Atleast 20 monthly meetings will be conducted regularly every month with stakeholders from district, sub counties and NGOs to share informed, problems encountered and resolution and advice provision from stakeholders for improving program implementation. c) Community events (education campaign): Twelve community events will be organized (2 villages for one event) in order to train persons living in villages along the road. The training will invite the main persons such as

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community leaders, LC Health councilors and outstanding people in villages to participate in the course which will have 25-30 participants. All the participants will play important roles in promoting family members and neighbors after having completed courses with mention of multi topics during the training course such as HIV/AIDS. d) Training workshop with high-risk groups: Four training workshops will be conducted with high-risk groups (sex workers and beer promotion workers) along the road on HIV/AIDS. The purpose of training workshop will be to emphasize condom use to mitigate risks on HIV/AIDS. e) Awareness campaign with school students: One awareness campaign will be conducted with secondary school students in each district. The campaign will aim to provide HIV/AIDS knowledge through role play, question-and-answer (Q&A) sessions. f) Local communities outreach activities: Outreach activities will be undertaken over 18 months by peer educators to promote awareness on HIV/AIDS in villagers, truck drivers, road construction workers and high risk groups in areas through which the road will be constructed. h) Road construction workers follow-up: Road construction workers follow up will be conducted for 18 months (at least once per month) with the aim to provide counselling on HIV/AIDS, condom provision and voluntary confidential counselling for testing (VCCT). i) Provision and distribution of condoms: Condoms will be distributed to high risk groups during training sessions.

Entity responsible for impact mitigation: . UNRA will hire a private entity to undertake HIV/AIDS awareness campaign for the project. . The road contractor shall coordinate with local HIV/AIDS organisations on sensitisation and control measures. . UNRA should make it a contractual obligation for the contractor to have an HIV/AIDS policy and implementation strategy for the road project.

6.2.2.3 Sourcing of earth road construction materials (gravel and stone) Construction of the road will require two types of earth materials: i) Sub-base material (natural gravel or murram) ii) Base course material (hard rock /“crushed rock”/ aggregate or “stones”)

The road project will utilise 61,000 m3 of gravel and 5,061,544 m3 of aggregate. Possible location of the sources has been presented in Sub-section 6.2.1.2.

The base (crushed rock) is the load bearing layer laid directly beneath the bituminous surfacing. This layer will be 200 mm thick along the project road. The sub-base (murram) is the gravel layer that supports the road base and has a lower strength specification than the base. Road upgrade will require a sub-base of thickness 200 mm.

It will be a responsibility of the contractor to identify sources (location/ sites) of aforementioned earth materials that meet design specifications. Unless materials are obtained from existing quarries and borrow pits which need not be restored upon completion of the road, where these materials are obtained from, method of their extraction, haulage and state in which sites are left upon project completion all have potential for socio-environmental impacts below:

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. Clearing of vegetation to create access to material sources, . Excessive noise, vibrations and dust from stone blasting and crushing. Noise would affect local communities and quarry workers and vibrations will crack structures and health of especially elderly people. Commonly around stone quarries, local communities allege low milk and egg yields due to blasting noise and vibrations. . Fly rock which damages crops, dwellings/ structures or injures people and livestock, . Haulage impacts e.g. accident risks and road dust, . Safety and public health risks of un-restored quarries and borrow pits.

Impact evaluation: Direct and secondary effects (noise, vibrations, dust, fly rock injuries, etc) associated with stone/ rock quarrying and excavation of gravel can pose negative and sometimes irreversible social impacts. Gaping pits due to unrestored pits cause visual blight and scarring of landscapes besides posing public health and safety risks.

Impact severity: Some secondary impacts of stone blasting and quarrying such as injury or death caused by fly rock are irreversible. Damage to dwellings near quarries would be a considerable social impact in rural poor communities. Unless a firm contractual commitment is made by the contractor, leaving unrestored quarry sites is a common practice in Uganda and likelihood of this impact occurring is high. Impact severity is medium (or even low) except when quarries are located close to communities, an unlikely situation unless alternative sites cannot be found. Impact significance is therefore moderate.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible - Minor Minor

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

Impact receptors: . Quarry workers . Local community (and their structures, crops, livestock, health and safety). . Local communities near unrestored or improperly rehabilitated quarry or borrow sites which pond water and harbour disease vectors e.g. mosquitoes.

Impact mitigation: It should be a contractual requirement for the contractor to integrate quarry restoration plans in the general project implementation. To this effect, the contractor should ensure: i) Height and orientation of the quarry face need to be controlled if reinstatement is to be effective. ii) Surplus soil materials (overburden) from the road excavations should be stockpiled at quarry sites to be sued during site restoration. iii) Access road to quarries if not needed by local community should be scarified and revegetated. iv) Site restoration should utilise native vegetation species and replanting undertaken during rain season to ensure high revegetation success.

Residual Impact: Following mitigation, residual impact will be of low significance.

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Impact management: . Compensate any accidents to people or injurious damage to structures due to fly rock from stone/ rock blasting. . Resident Engineer should not issue completion certificate to contractor or payments withheld until quarry sites satisfactorily rehabilitated. . Any unsuccessful vegetation regrowth should be replaced during contractor's defect liability period. . Existing gravel and stone quarries can be used if meeting required material specifications to avoid opening new ones. . Workers should be provided with protective gear (muffs, hard hats, overalls, foot protection). . Control dust by good housekeeping practices and process control.

Plate 6.2: Existing gravel quarries can be used if suited to required material specifications but if not restored, quarry sites pose public health risk and long-term visual blight.

Entity responsible for impact mitigation: . Road contractor. . UNRA should make it a contractual obligation for the contractor to undertake EIA for quarry sites and project briefs for gravel borrow sites, detailing measures to protect communities from risks of site operations and restoration plans.

6.2.2.4 Haulage of earth construction materials Road construction will necessitate transportation of materials from sources to worksites. Haulage of gravel (murram) and crushed stone (aggregate) from sources to road construction work site will be associated with the following impacts:

. Staining of households and goods in roadside shops by dust, . Traffic accidents involving people, wildlife and livestock, . Haulage traffic noise.

Impact evaluation: Although never compensated, staining of trade commodities in shops (especially foodstuffs: salt, sugar, flour, etc) with dust translates into a financial loss for local business owners. Excessive dust in dwellings poses a short-term health impact. Unless speeds are controlled, material haulage poses a risk of road accidents especially near school crossings, livestock crossings and in trading centres. Haulage traffic noise is not

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expected be a significant impact except near schools and health centres.

Impact severity: Risk of this potential impact actually occurring is highest in trading centres or through settlements with considerable population but largely impact extent is along entire length of the road (74 km). Material haulage will be short-term ceasing with completion of construction activities but secondary effects (if they occurred) such as accidents (hence disability or death) have negative, long-term and possibly irreversible socio-economic impact. If mitigation recommendations are implemented, likelihood of impact occurring is medium but impact severity high especially when accidents involve loss of live. Significance of road dust will be comparatively highest through trading centres where goods and foodstuff in shops could be contaminated. Overall impact significance is therefore predicted to be major.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible - Minor Minor

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

Impact receptors: . Disabled people, children, women and elderly people are especially at risk of road accidents. . Wildlife in Kigezi Wildlife Reserve and primates along stretches through forest reserves (Ihimbo, Rwengiri and Kaniabizo) will be at risk of “roadkill”.

Impact mitigation: i) The contractor should suppress dust by watering wherever necessary. ii) Contractor should provide temporary road signage during construction and ensure drivers observe speed limits. iii) Contractor should deploy traffic guides warning signs where necessary, such at approach to trading centres. iv) Contractor should provide temporary and permanent speed reducing devices e.g. humps. v) Contractor should prohibit haulage activities at night to avoid accidents in high population settled areas and trading centres. vi) Contractor should erect temporary signs along routes used by haulage trucks. vii) Construction crews should take care to watch out for and avoid animals. viii) The contractor should station traffic guides at potentially high accident risk locations to warn / guide road users. ix) To avoid excessive haulage traffic noise at sensitive facilities, the contractor should not install temporary speed reduction features (humps) adjacent to schools or healthcare centres. This would avoid noise associated with high speed deceleration and acceleration at humps.

Residual Impact: Following mitigation, residual impact will be of low significance.

Impact management: . Sensitise project drivers on accident risk and control measures. . Compensate accidents victims.

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Entity responsible for impact mitigation: . Road contractor should institute all necessary measures to ensure public and occupational safety. . Protection of communities from quarry operations should be a contractual obligation for the contractor.

Plate 6.3: Children and elderly people would be at higher risk of accidents during material haulage.

6.2.2.5 Storage of construction materials During the construction period, there will be a need to stockpile and store assorted materials at or near construction site so as to ensure easy and uninterrupted access to supplies. This will lead to pollution of land and watercourses by spilling and washaway of materials. For example, streams/ swamps located at km 17+700 – km 17+800 in Nyakasharara village, km 41+800 – km 41+900 in Matanda village and major river crossings like Ntungu River at km 28+780, Kakinada stream at km 16+050 and Kiruruma River at km 38+720. Some of the water courses areAdditionally, material losses are a financial loss to the contractor.

Impact evaluation: There is a potential pollution risk if construction materials (fuel, lubricants, and gravel) are not stored or handled properly. Spill accidents may cause contamination of watercourses or kill off vegetation and fauna. Inadequate management of storage areas can also result in material loss through spillages or washing away of stockpiles.

Impact severity: This impact is negative with a medium likelihood of occurrence but will be short-term in temporal extent, only occurring during the construction period and local in extent, mostly localised to areas near storage sites. However, spills in watercourses can impact remote/ distant downstream communities. Severity is therefore assessed as medium resulting in an overall significance level of minor-moderate.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible - Minor Minor

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

Impact receptors: This impact can occur anywhere along the road and receptors are:

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. Soil and water resources near storage sites. . Owners of contaminated land. . Local communities dependent on affected environmental resources.

Impact mitigation: i) Contractor should protect material stockpiles from stormwater erosion (e.g. by excavating a cut-off ditch around stockpiles to keep away stormwater). ii) Contractor should provide bunded storage for fuel. iii) Contractor should cover material stockpiles with fabric or other materials. iv) Contractor should avoid stockpiling material near waterways/wetlands or on slopes.

Residual Impact: Following mitigation, residual impact will be of low significance.

Impact management: i) Application of good engineering practices in design and construction should ensure that water sources are not affected by road upgrade works. The most likely source of watercourse contamination is loose soil being washed into rivers and streams during construction of drainage structures and bridges. This impact is not expected to be serious but if considerable contamination is likely, then the resident engineer must instruct the contractor to construct silt traps to avoid sediment entrainment in water. ii) Additionally, the contractors should have a contractual obligation to develop and implement a construction management plan (CMP) and spill response plan, to include the following:

a. Basic training should be provided to workers, where required, to ensure effective implementation of the CMP. b. Installation of secondary containment measures in areas where fuels, oils or lubricants are stored, loaded or unloaded, including filling points. c. Equipment and materials should not be stored within or near watercourses; d. Potential contaminants stored on site should be properly isolated and bunded. e. Contractor should have a portable spill control pack (comprising absorbent pads/pillows, rolls, blankets, etc) on site to contain and clean up fuel spills.

Entity responsible for impact mitigation: Contractor

6.2.2.6 Establishment and operation of equipment yard and workers camp Although a workers’ camp and equipment yard would cover a relatively small area, they can cause significant environmental damage for a considerable time if not controlled. Land clearing will lead to loss of vegetation. The major causes are pollution (due to all forms of waste/ litter), high water demand, indiscriminate fuel wood collection, soil erosion, spillage of oils and fuel, fire and explosion hazard at fuel storage/ refuelling areas. Lack of emergency medical capability at the camp can pose life threatening situations even from relatively simple incidents such as snakebites.

Socially, if the contractor does not maintain a strict “no fraternisation” policy, workers camps could be hotspots for prostitution or illicit sexual relationships, breaking marriages and causing disquiet in adjoining communities.

Impact evaluation: Camp and equipment yard will require land to develop, temporarily altering landuse Their operation will generate domestic and hazardous waste (waste oil) which if improperly managed will contaminated local environmental resources (soil, water) and pose public health risks. Wildlife and livestock could die from

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feeding on camp waste such as peeling commingled with plastic carrier bags. Lack of medical facilities at camp would pose a considerable risk to workers’ health. Unrestored camp and yard sites level aesthetic blight and contamination from fuel, oil or unused bitumen. These are negative social-economic impacts.

Impact severity: Duration of impacts is short-term; extent is local but likelihood high. Due to the small footprint, impact severity on receptor community will be moderate (medium) if sites are left contaminated rendering overall impact significance to be moderate.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible – Minor Minor

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

Impact receptors: This impact will occur where camp sites and equipment yard are located (note that this will be a responsibility of the contractor and specific locations are not known at this point), The likely receptors will include:

. Owners of sites left contaminated. . Soil and water resources near storage sites. . Communities near camp site. . Road construction crews (in case of OHS accidents and fire outbreak).

Impact mitigation: i) Contractor should have a waste management plan as a contractual obligation. ii) Contractor should sensitise workers about potential for environmental contamination due to improper waste management practices. iii) Contractor should ensure waste types (organics, inorganic, hazardous, medical etc) are segregated and responsibly disposed of. Containers should be provided for safe onsite waste containment and segregation before final disposal. iv) Wood fuel for workers camps should be extracted from approved woodlots and not gazetted forest reserves (Ihimbo and Rwengiri in Rukungiri District and Kaniabizo (in Kanungu District) without NFA permission. v) Camp site and yard should have adequate sanitation facilities (latrines) that are gender friendly. vi) Contractor should ensure that water abstraction is permitted by WRMD. vii) Contractor should not dump waste oil in watercourses, drains or on land but collected and sent for recycling or reuse. viii) On completion of the project, contractor should remove structures and sites restored to pre-project condition or give them to local communities/ land owners for use. Exposed areas should be replanted with indigenous tree or vegetation species. ix) For fire safety, contractor should provide fire extinguishers and signage in camp including refuelling areas. x) Contractor should ensure that potentially contaminated runoff from storage areas should be drained through oil traps.

Residual Impact: Following mitigation, residual impact of workers camps and equipment yards will be of minor or moderate significance.

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Entity responsible for impact mitigation: . Road contractor. . Restoration of camp sited and equipment yards should be a contractual obligation of the contractor.

6.2.2.7 Vegetation clearance along road and access routes to quarry/ borrow sites During the road upgrading the existing alignment of the road will be retained as much as possible. However, there will be a need for road widening in some areas to meet road design specifications. Road widening will entail clearing vegetation adjoining existing road edges. For the most portion of the road this would not pose significant social environmental impact except in central forest reserves of Ihimbo (km 28+400 – km 29+200), Rwengiri both in Rukungiri District and Kainabizo (km 29+800 – km 30+900) in Kanungu District. Along the main road, detailed surveys are underway to determine exact magnitude of land acquisition, and strips of forest cover to be lost. Constructing access roads to borrow sites will also involve loss of vegetation.

Impact evaluation: Loss of vegetation could impact fauna, accelerate soil erosion, siltation of streams, swamps, and rivers due to sediment transport.

Impact severity: The likelihood of the impact occurring is high while its duration will be medium-term since land- take would be permanent. It will however only be restricted to a few places and appropriate compensation will be paid before hand. Without mitigation, severity of this impact would be high resulting into a major overall significance level.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible – Minor Minor

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

Impact receptors: . National Forestry Authority (NFA). . Plantation forest owners. . Landowners with crops adjoining road. . Fauna using the areas as their habitants

Impact mitigation: The following measures will be implemented to mitigate this impact: i) UNRA should ensure that appropriate compensation should be provided to entities or people that lose trees and crops. ii) Contractors should work closely with National Forestry Authority (NFA) to allow it time to put felled trees into better use. In addition, the reuse of felled trees for fuel wood should be explored, where possible. NFA recommends that it should be a contractual obligation for the contractor and UNRA to hold an inception meeting to understand modalities of working through forest reserves. iii) UNRA should ensure that contractors have a contractual obligation to restore areas of temporary land take after construction.

Residual Impact: Following mitigation, residual impact will be of low significance.

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Impact management: The contractor should sensitise workers about ecological sensitivity of central forest reserves and advise them against irresponsible or excessive vegetation clearance. Unnecessary vegetation stripping and damage to crops or plantation forests should also be avoided.

Entity responsible for impact mitigation: Road contractor.

6.2.2.8 Demolition of structures within reserve of proposed road During road upgrade, structures within the road reserve will be demolished but it is anticipated that this will not happen until every affected person is dully compensated, given a disturbance allowance (as per Uganda law) and commensurate advance notice to vacate affected property.

Impact evaluation: Although there will be loss of structures during road upgrade, every affected person will be compensated by Government therefore this impact will not be critically adverse if people are compensated at replacement value and given adequate notice to vacate affected structures before construction commences.

Impact severity: The likelihood of the impact occurring is high. Since compensation will be provided to replace affected structures, severity of this impact will be medium resulting in a moderate overall significance level.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible – Minor Minor

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

Impact receptors: . Owners of the demolished property along the road. . Dependants/ tenants of property owners. . Other communities dependent on such property (e.g. when shops or other commercial outlets are demolished and not rebuilt in same locality or replaced quickly enough).

Impact mitigation: UNRA should provide equitable and timely compensation to all affected property owners.

Residual Impact: When timely and equitable compensation is provided, residual impact of involuntary resettlement will be of low or moderate significance.

Impact management: i) UNRA should provide adequate vacation notice (according to regulatory requirements, this is 3 or 6 months) to affected people before construction commences. This will also allow affected property owners to plan appropriately or take any salvageable material from their demolished structures without delaying contractor’s work. ii) Due to the urgency of this project, UNRA should institute a strong grievance committee so that complaints and dissatisfactions about the resettlement/ compensation process do not unduly delay contractors progressing works.

Entity responsible for impact mitigation: . UNRA

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. Road contractor.

6.2.2.9 Slope failure and landslides following earthworks In steep areas, earthworks could lead to slope instability and accelerated erosion or gullying resulting into scarring of landscapes and increased sediment transport to surface waters or wetlands. Risk of this potential impact actually occurring will be more prevalent in section of the road through Kanungu District characterised by hilly terrain.

Impact evaluation: Ina actual sense, landslides are not project-induced impacts but could be triggered by project actions such as earthworks on unstable slopes. Slope failure and landslides would affect downhill property and landuse. Cutting of road transport by landslides is not uncommon in Kanungu. Landslides could slow down road works and erosion would degrade farmlands or increase sediment in watercourses.

Impact severity: The likelihood of the impact occurring is high. Duration of the impact will be short-term and effects reversible hence severity is medium. Impact significance is therefore moderate.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible – Minor Minor

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

Impact receptors: . Property owners affected by land slides and erosion (impact risk higher in hilly Kanungu District). . Communities dependent on surface watercourses that could be affected by sediment deposition.

Impact mitigation: The contractor should ensure that: i) Scouring of slopes does not occur and weak slopes are protected using engineered structures. ii) Areas susceptible to erosion are protected using temporary or permanent drainage works. iii) Newly eroded channels are backfilled and restored to natural contours.

Residual Impact: When mitigation recommendations are instituted, significance of residual impact will be minor or moderate.

Plate 6.4: Hilly areas in Kanungu are prone to landslides which could slow down road construction. Slope stabilization will be essential for example by using stone slates, planting vegetation or by drainage design. This picture was taken in the neighbourhood of section where the proposed road crosses River Kiruruma (km 38+720) in Kanungu District.

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6.2.2.10 Traffic diversion Road construction will necessitate diversion of traffic from sections being worked on to allow fast and safe road works or continued use of the route.

Impact evaluation: Diversions will cause temporary delays in transportation of goods and passengers, traffic congestions or accidents (especially for heavily laden trucks and trailers) along detour roads that may not have been constructed properly.

Impact severity: Impact is negative but temporary and reversible (note that effects of accidents such as loss of life are irreversible). Likelihood of this impact occurring is high; however it will be short-term ceasing with end of construction hence medium severity. Additionally, not all road sections will necessitate diversions hence impact severity is medium. Overall impact significance is therefore moderate.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible – Minor Minor

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

Impact receptors: . Communities traversed by diversions, . Road users, . Vehicle owners, . Merchants / traders who might lose merchandise in accidents on improperly constructed diversions.

Impact mitigation: i) Contractor should place signs warning road users about traffic detours. ii) Contractor should have guides at detours to guide/ organise traffic.

Residual Impact: Following mitigation, residual impact will be of low significance.

Impact management: Wherever practical, contractor should provide communities with information and plans of intended diversions in good time.

Entity responsible for impact mitigation: Road contractor.

6.2.2.11 Impact of bridge construction During road upgrade, bridges will be constructed at several river crossings. Key examples are: Kakinada Bridge (km 16+050), Ntungu Bridge (km 28+780), Kiruruma Bridge (km 38+720) and Ishasha Bridge (km 52+200) which will be reconstructed. Construction of bridges will have the potential impact of increasing sediment load in rivers.

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Plate 6.5a: Existing Kakindo bridge (Left) and proposed one (Right).

Plate 6.5b: Existing Ntungwa bridge (top) and proposed one (bottom).

Plate 6.5c: Existing Kiruruma bridge (L) and proposed one (R).

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Plate 6.5d: Existing Ishasha Bridge (left) and proposed one (bottom).

Impact evaluation: Increase in sediment load in watercourses would impair water quality and impact magnitude would depend on size (flow of river), construction methodology and preventive strategies or precautions instituted.

Impact severity: Impact is negative but temporary and reversible. Likelihood of this impact occurring is moderate hence severity is medium (Contractor and supervisors will be competent to construct bridges in such areas). Impact significance is thus minor-moderate.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible – Minor Minor

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

Impact receptors: Receptors include aquatic fauna and flora in the watercourses and communities that depend on them for domestic use and watering livestock.

Impact mitigation:

i) UNRA and design consultant should ensure that bridge design provides for prevention of scouring using gabions, stone pitching or lining banks with concrete. Bridge location should be such as not to increase

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sediment load or significant changes in flow velocities in watercourses. ii) Contractor should ensure that construction activities should be planned to minimise sediment transport, for example, constructing bridges in such places in the dry season

Residual Impact: Following mitigation, residual impact will be of low significance.

Impact management: Ensure proper construction supervision.

Entity responsible for impact mitigation: . Road contractor. . Acquisition of a permit from WRMD to construct across watercourses should be a regulatory requirement for the contractor.

6.2.2.12 Asphalt plant operation impacts Surfacing a 74 km road will require considerable quantities of bitumen. Its preparation, storage and application could have socio-environmental impacts.

Impact evaluation: If firewood is used in heating bitumen, considerable cords1 of wood would be necessary representing a significant loss of vegetation for the entire road length. Littering due to poor housekeeping at the asphalt plant or improper disposal of unused bitumen and aggregates or bitumen spills would have the localised impact of contaminating environmental resource (soil and water).

Impact severity: Impact is negative, temporary and reversible but likelihood of this impact occurring is low since ingredients of asphalt (bitumen and aggregate) represent a financial cost to the contractor and waste is unlikely. Although high in organic contaminants, bitumen is biodegradable. Since contamination impact would often be localised, spatial extent is small and severity is medium. For the foregoing reasons and the fact that alternative heating fuel other than wood is possible, impact significance is moderate.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible – Minor Minor

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

Impact receptors: Residents living near contaminated sites and watercourses. This impact can occur anywhere along entire road.

Impact mitigation: i) UNRA should discourage contractors from using firewood for heating bitumen. Bitumen heater should use kerosene or diesel. ii) The contractor should collect leftover bitumen and aggregates properly keeping it for use on other sections of the road.

1 A cord of wood equals 4ft x 4ft x 4ft = 64 cubic feet of wood logs.

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iii) Contractor should use bitumen emulsion where feasible. In hilly areas with steep road gradients, cut-back bitumen should be used. iv) Contractor should not discharge bitumen into road side drains. v) Contractor should collect and store empty bitumen drums at equipment yards and not abandon them along the road.

Residual Impact: Following mitigation, residual impact will be of low significance.

Impact management: UNRA should ensure hired contractor has appropriate equipment and would not use woof fuel to heat bitumen.

Entity responsible for impact mitigation: Road contractor.

6.2.2.13 Road surfacing impacts Surfacing will be the final major operation in construction of the proposed road. Application of this final layer can pose environmental and occupational safety impacts.

Impact evaluation: Associated with road surfacing are OHS hazards such as burns during transportation of the hot material. Spilt asphalt may contaminate soil and surface watercourses.

Impact severity: OHS risks to workers during transportation of asphalt would be short-term but injuries (for example, burns) can be long-term and irreversible. Environmental contamination is negative and reversible. Likelihood of impact occurrence is medium but severity high where workers are injured. Impact significance is therefore major.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible – Minor Minor

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

Impact receptors: Road surfacing impacts can potentially occur anywhere along the road and receptors are:

. Road construction workers - receptors of OHS impacts . Property owners (soil, watercourses or farmlands adjoining road) - receptors of environmental contamination.

Impact mitigation: i) Contactor should erect road signs to warn other road users about road works. ii) Crops and private property in work site adjoining road should be protected during bitumen spraying. iii) Contactor should avoid applying bitumen during strong winds, or heavy rains. iv) Road workers should take caution to avoid spilling of bitumen during roadworks.

Residual Impact: Following mitigation, the residual impact will be of low significance.

Impact management: Ensure proper construction supervision.

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Entity responsible for impact mitigation: Road contractor.

6.2.2.14 Impacts of constructing drainage channels Drainage is an important provision to the road to avoid deterioration by stormwater. Drains will be designed and constructed to divert runoff from the carriageway discharging it onto adjoining land. This should be done at non- erosive velocities to avoid gully erosion.

Impact evaluation: Erosive stormwater discharged onto land/ property adjoining road would lead to gullies and land degradation; siltation of streams, swamps and lakes due to sediment deposition; and modification of natural drainage patterns.

Impact severity: Gully erosion and land degradation impacts would be long-term (prevailing for as long as road life) if not controlled. Likelihood of impact occurrence is medium (with good road drainage design) but severity high when farmlands are destroyed. Impact significance is therefore major.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible – Minor Minor

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

Impact receptors:

. Communities adjacent to drainage sinks . Flora and fauna in areas where such stormwater is drained for example swamps, being subjected to shock loads. Predominantly, this impact will be significant in Kanungu District where some sections of the road go through rugged and hilly terrain.

Impact mitigation: i) Contactor should ensure that waterways leading into private property are grassed or similar provisions made to reduce erosive velocity of stormwater. ii) Contactor should consider constructing stepped drainage systems in hilly areas to reduce stormwater velocities. iii) Road design should, to the extent possible, utilise the natural drainage patterns.

Residual Impact: Following mitigation, residual impact will be of low significance.

Impact management: Ensure proper construction supervision.

Entity responsible for impact mitigation: . Road contractor . Supervision consultant.

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6.2.2.15 Occupational health safety risks for workers Impact identification: Road works will have the following occupational health and safety risks with potential to cause serious injuries to workers:

. Burns (handling hot bitumen, welding/hot works, etc) . Falls from working at heights or wet surfaces . Electrocution . Noise and body vibration from equipment . Injury from fly rock e.g. at quarry sites or debris when demolishing affected buildings

Lack of hand wash water and mobile toilet facilities at work sites cold also pose considerable health risk to workers (and local communities traversed).

Impact evaluation: OHS impacts will potentially occur at any point during road construction and while some accidents could be minor, others might be grave leading to permanent disability or loss of life of construction workers.

Ugandan regulations require that workers exposed to a noise level greater than 85 dB(A) for a duration of more than 8 hours per day wear hearing protection. Related OHS safeguards are comprised in (Uganda’s) Occupational Safety & Health Act (2006) and Employment Act, 2006.

Impact severity: Duration of the impact will be short-term occurring only during the construction phase. Extent of the impact will be local or national depending on origin of construction workers. Likelihood of the impact occurring is high considering the usually low level of safety at construction sites in Uganda. Significance of this impact is therefore predicted to be high.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible – Minor Minor

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

Impact receptors: Construction workers

Impact mitigation: Contractors should provide all workers with requisite protective gear indicated in Table 6.1, onsite toilet and washing water for workers. Residual Impact: Following mitigation, residual impact will be of low significance.

Table 6.1: Personal protective equipment according to hazard Objective Workplace hazards Suggested PPE Eye and face protection Flying particles Safety glasses Head protection Falling objects, inadequate Plastic hard hats with top and side height clearance, and overhead power cords impact protection Hearing protection Noise Ear plugs or muffs Foot protection Falling or rolling objects, Safety shoes and boots pointed objects Hand protection Hazardous materials, cuts Gloves made of rubber or or lacerations synthetic materials Respiratory protection Dust, lime operations, stone quarries Facemasks filters for dust removal

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Objective Workplace hazards Suggested PPE Body/leg protection Hazardous materials, biological agents, cuttings Overalls /coveralls and lacerations. Working on slippery, wet floors Rubber boots Protection against falls Fatal falls from working at heights Safety latches (fall arrestors)

Impact management: Project supervising engineers should inspect contractors’ compliance with safety precautions during construction.

Entity responsible for impact mitigation: . Road contractor . Supervision consultant.

6.3 POST CONSTRUCTION-PHASE IMPACTS

6.3.1 Positive Road Use Impacts 6.3.1.1 An improved road Improvement of the road will have positive, significant and long-term local, national and regional socio-economic impacts. These include: i) Reduced vehicle wear/ tear. ii) Reduced travel time. iii) Safer journeys with reduced accident risk (design will remove sharp corners and steep inclines). Accident rates change following improvement in road geometry and pavement. Paving a gravel road will improve visibility, reduce braking distances and have road signs installed where none existed. Although speeds are expected to increase, there is evidence that overall, paving a gravel road reduces accident rates and fatalities1. There was found no is no reliable accident records for Rukungiri-Kanungu road that could be cited for in study. iv) The road will provide a high standard alternative to existing road through Kihihi and Kambuga, diverting traffic from it. It will also provide an alternative for international traffic to Congo (DRC) and other countries such as Rwanda, Burundi and Zambia. Thirdly, it will improve access to markets, social and health services. v) Currently this traffic uses the gravel road from Ishasha through Queen Elizabeth National Park (QENP) or the road from Bunagana border post via Kisoro and Kabale. Therefore, the alignment of the road away from the QENP will reduce interference of tourist activities in addition to improving access to the area by the tourists.

Impact severity: Duration of this impact will be long-term and likelihood of occurring is high after road improvement. Benefit to every road user will be of local and regional spatial extent hence high severity. Therefore impact significance is major.

1 Ibid, p59.

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Impact significance:

Impact Likelihood + (Positive) None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible - Minor Minor

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

Impact receptors: Since Rukungiri-Ishasha road serves Uganda, Democratic Republic of Congo (DRC), Rwanda and Burundi, impact receptors are local, national and regional road users (passengers and traders).

Impact enhancement: i) UNRA should ensure that road design should provide facilities and signage for pedestrians to cross road, ii) Contractor should provide connecting access roads to severed communities, iii) Road design and contractor should provide facilities for wildlife to safely cross the road within Kigezi Wildlife Reserve (KWR). iv) Unless road is moved out of KWR, UNRA in consultation with UWA should ensure that rollers or similar infrastructure are provided to deter wildlife from using the carriageway to move into communities.

Entity responsible for impact enhancement: . Design consultant (to ensure all safety signs are provided). . UNRA’s supervising consultant (to ensure contractor installs all safety signs as provided for in the design).

6.3.1.2 Increased economic activity A good road will enhance access to transboundary trading, improving local and regional economies. It will also improve access to QENP and hence increase tourism activities. Road improvement will also stimulate development of businesses along the road, for example, roadside markets and secondary job opportunities from new businesses.

This is a positive and long-term impact. Secondary benefits such as jobs created as a result of increased economic activity will also be long-term.

Impact severity: Duration of this impact will be long-term and likelihood of occurring is high after road improvement. Increased economic activity in local economies would benefit all communities along the road hence high severity. Therefore impact significance is major.

Impact significance:

Impact Likelihood + (Positive) None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible - Minor Minor

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

Impact receptors: Traders in Kanungu, Rukungiri and those as far as Democratic Republic of Congo (DRC).

Impact enhancement: Ensure continual road maintenance.

Entity responsible for impact enhancement: UNRA for ensuring proper road maintenance.

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6.3.1.3 Shorter travel time and reduced transportation fares An improved road will attract more operators of public transport and ensuing competition would lower fares for both goods and passengers. A good road would reduce travel times to Rukungiri and Kanungu which, on existing road are 6 and 9 hours respectively. The benefit is long-term and of national regional spatial extent.

Impact severity: Duration of this positive impact will be long-term and likelihood of occurring is high after road improvement. The benefit will be for all communities along the road hence high severity. Therefore impact significance is major.

Impact significance:

Impact Likelihood + (Positive) None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible - Minor Minor

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

Impact receptors: Public and private road users or transporters of goods and passengers along the road.

Plate 6.6: An improved road will increase public transport operators, reduce fares and travel time, reduce overloading, ease access to markets and enhance local economies. However, overloading and high road speeds (“new road effect”) might increase accidents on the improved road

Impact enhancement: UNRA should ensure continual road maintenance.

Entity responsible for impact enhancement: UNRA for ensuring proper road maintenance.

6.3.1.4 Improved access to social services An improved road will ease access to social services, most vitally healthcare. This will especially benefit women by way of improved maternal health, reduced infant and maternal mortality and general public health improvement in all communities traversed by the road.

Impact severity: Duration of this impact will be long-term and likelihood of occurring is high. The benefit will be for all communities along the road, hence high severity. This connotes high impact significance.

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Impact significance:

Impact Likelihood + (Positive) None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible - Minor Minor

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

Impact receptors: Public and private road users or transporters of goods and communities along road.

Impact enhancement: UNRA should ensure continual road maintenance. Entity responsible for impact enhancement: UNRA for ensuring proper road maintenance.

6.3.2 Negative Road Use Impacts 6.3.2.1 New road effect leading to accidents Drivers on a newly improved road will always excitedly drive faster than is often safe: a phenomenon referred to as “new road effect”. This usually happens in the first months of commissioning a new road and is associated with frequent road accident. Likely effects will be human and livestock / wildlife accidents.

Impact evaluation: Driving at unsafe speeds on a newly completed road would pose accident risk with possible loss of life and goods.

Impact severity: Impact is negative but reversible with safe road use sensitisation campaigns for 1-2 months before road commissioning. The impact would be short-term but resultant effect long-term if no concerted effort is expended in sensitization of road users and local communities. Likelihood of impact occurrence is medium but severity high where accidents lead to loss of life. Impact significance is therefore major.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible – Minor Minor

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

Impact receptors: This negative impact can occur on any section of the improved road and generally, receptors are all road users and wildlife.

Impact mitigation: i) Potential accident hotspots shall be marked with appropriate road signs. ii) Road design shall provide signs warning motorists about pedestrians and animals on the road. iii) Speed control provisions such as humps will be installed near schools and approaches to trading centres. iv) Traffic safety awareness programmes shall be conducted both during conducted construction and use of the road. Training will target teachers (who should train pupils), health workers, public transport drivers and police. The training will focus on elements of road safety namely: engineering, environment and awareness. The training is expected to last over the entire construction period as provided below:

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a) Once every 2 months: Training for 100 people from categories: teachers, health workers, public transport drivers and police, and provide them with requisite information packs such as brochures. b) Once every quarter: Print information packs such as brochures or posters to be used in next training and for display in schools and public places (taxi parks, hotels). c) Twice every month (in 1st and 4th week of each month): Announcements will be made on local radio stations about road safety targeting pedestrians, school children, taxi and bus drivers and boda- boda cyclists.

Residual Impact: Even after mitigation, residual impact can still be of moderate or high significance.

Impact management: UNRA and respective district local governments (Rukungiri, Kanungu) should undertake road safety campaigns for at least 2 months before and 2 months after commissioning the improved road.

Entity responsible for impact mitigation: . District Local Governments . UNRA . Contractor . Uganda Police Force

6.3.2.2 Increased exploitation of natural resources An improved road will ease access to natural resources, possibly increasing their exploitation. In spite of improving monitoring by NFA forest rangers, a better road could lead to illegal harvest of timber in forest reserves.

Impact evaluation: Excessive or illegal exploitation of natural resources would be detrimental to national and local (district –level) goals of sustainable development.

Impact severity: Impact is negative but reversible with good enforcement. The impact would be long-term, its likelihood of occurrence is medium but severity high considering the ecological value of protected areas. Impact significance is therefore major.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible – Minor Minor

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

Impact receptors: Potential resources likely to suffer increased exploitation are forest reserves (Ihimbo, Rwengiri and Kaniabizo) and possibly Kigezi Wildlife Reserve (poaching).

Impact mitigation: i) District authorities, NFA and UWA should intensify monitoring activities in forest reserves and Kigezi Wildlife Reserve traversed by road. ii) UWA should erect traffic signs prohibiting poaching and stopping of vehicles in protected areas. iii) UNRA should erect traffic signs warning of dangers of uncontrolled bushfires, and prohibiting lighting fires in protected forest reserves.

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Residual Impact: Even after mitigation, residual impact can still be of moderate significance. For example illegal timber logging in protected forest reserves will continue to take place with or without upgrading the road.

6.3.2.3 Improper drainage of stormwater from the road Paving will increase volume and erosive power of runoff from the road/ carriageway and discharged onto sinks (grassland, forests or farmlands, etc) adjoining the road.

Impact evaluation: If discharged onto private land and farmlands, erosive stormwater poses a risk of gullies, land degradation and siltation of streams, swamps and rivers. These impacts are already occurring and road upgrade could aggravate them.

Plate 6.7: Gully erosion due to runoff from the road. Proper drainage especially in hilly areas is essential

Impact severity: Impact is negative but avoidable with good drainage design and construction. The impact would be long-term, its likelihood of occurrence is medium especially in Kanungu District with rugged hilly terrain. Considering the high pressure on land in Kanungu and Rukungiri Districts, severity of land degradation is high. Impact significance is therefore major.

Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible – Minor Minor

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

Impact receptors: Landowners along the road. Impact mitigation: i) Road design should provide for erosion protection works at outfall drains. ii) Contractor should erect erosion protection measures e.g. scour checks, lining of drains and stepped drains in hilly areas. Regular drains maintenance will also minimise soil erosion. iii) Contractor should construct interception ditches, settling ponds to prevent muddy water ingress into surface watercourses.

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Residual Impact: After mitigation, significance of residual impact of impaired drainage due to road construction or use would be marginal.

Entity responsible for impact mitigation: . Design consultant . Road contractor

6.4 CLIMATE CHANGE IMPACTS

6.4.1 Road Impact on Climate Change Vehicle emissions containing greenhouse gasses will be generated both during road upgrade and eventual use. Quantities generated will depend on type, age and number of equipment used during construction while operation-phase emissions will depend on traffic volume. These emissions would have a cumulative negative effect on local air quality global climate change. Greenhouse gas (GHG) emissions associated with asphalt mix temperature are exemplified in Figure 6.3.

Embodied carbon (EC) associated with construction of the road would also to some extent have climate change effects. EC refers to energy consumed and resultant carbon emissions associated with production of materials used in construction of the proposed road, including extraction and transport of raw materials.

Due to lack of local emission factors, expected increment in greenhouse gases associated with construction and use of the road could not be estimated. However, potential climate change risks associated with the proposed project are outlined below:

. Increased traffic: The improved road will increase vehicular traffic as indicated in the economic feasibility report and the result will be higher greenhouse gas emissions during road use. . The highway itself: CO2 from road construction and maintenance. . Indirect fuel consumption: Cars that travel on a new highway may need to travel on other roads to get to and from the highway; this will result in some additional vehicle mileage beyond the driving that takes place on the highway itself.

Impact mitigation: During construction, mitigation actions recommended for Greenhouse gas reduction are:

. Optimizing transportation: Transport represents a significant share of GHG emissions from road construction activities (20% to 30% depending on the road and works types). As soon as bitumen, steel, lime or cement are involved, the share of transport in overall road construction emissions exceeds 25 percent and may even rise beyond 30 percent for major roads. It is lower for rural roads involving the use of only local materials, where it is still above 20 percent of overall GHG emissions1. . Optimizing workzone traffic management: Proper traffic management practices will limit GHG emissions due to traffic congestion caused by road construction works. . Managing overloading: Optimally loaded trucks hauling construction materials will have lower GHG emissions than over-loaded ones.

1World Bank: Greenhouse Gas Emissions Mitigation in Road Construction and Rehabilitation: A Toolkit for Developing Countries, ROADEO Toolkit User Manual

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. Use of low roughness: Fuel consumption of vehicles driving on a road depends, among others, on roughness of road surface. Low roughness will therefore reduce GHG.

Source: World Bank, ROADEO Toolkit User Manual.

Figure 6.3 Greenhouse gas emissions associated with asphalt mix temperature

. Use of modern bitumen plants that have the capacity to minimise carbon emissions. . Use of existing material sources: The proposed project will entail upgrading of an existing road and as such no significant green areas will be opened up. , there are measures that will be applied to reduce the overall embodied carbon. For example, wherever feasible use of existing borrow pits rather than opening new sites will reduce embodied carbon associated with sourcing and processing aggregates. . Tree planting along the road: Another mitigation measure recommended for the operational phase is planting trees along the road, which would in part be undertaken for carbon sequestration, as well as beautification. Trees and shrub planting will be required to be species of local provenance, that will be suitable for the local climate and not susceptible to impacts from vehicle emissions and that require little maintenance. It is highly recommended that UNRA procures professional services for tree planting to ensure that the right species are planted. . Use of equipment in good mechanical condition: The contractor should ensure all motorised equipment is in good mechanical condition and regularly services to reduce emissions hey generate.

Residual Impact: Even with foregoing design provisions, there is expected to be residual climate change impacts associated with construction and use of the road.

Entity responsible for impact mitigation: Contractor to use low emissions equipment which are in good mechanical condition and regularly serviced.

6.4.2 Impacts of Climate Change on the Road Transport can be vulnerable to many different types of weather conditions, of which, some of them could be exacerbated with climate change. Climate changes relate to extreme weather conditions (e.g. storms, extreme

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precipitations, extreme temperatures) which on their turn may result in severe consequences for the physical environment (e.g. floods, landslides, etc) and represent risks for transport infrastructures and operations. Both temperature and precipitation represent weather stress parameters that can first contribute to initiate and accelerate some damaging effects. Damage to the road: Higher temperatures can cause pavement to soften and expand. This can create rutting and potholes, particularly in high-traffic areas and can place stress on bridge joints/ structures. With these changes, it could become more costly to build and maintain roads. Transport conditions are also highly affected by extreme weather events such as heavy rainfalls. Heavy rains may result in flooding, which could disrupt traffic, delay construction activities, and weaken or wash out the soil and culverts that support roads and bridges. Exposure to flooding also shortens the life expectancy of road. Landslides and wash-outs could also occur more frequently, as saturated soils are exposed to more rainwater especially in the hilly areas of Kanungu District. These may also manifest at major river crossings such as River Ntungwa that was already flooding during the time of this study.

Bridge scour: This is the removal of sediment from around bridge abutments or piers. Scour, caused by swiftly moving water, can scoop out scour holes, compromising the integrity of a structure. Bridge scour is basically induced by the fact that water normally flows faster around piers and abutments making them susceptible to local scour. Therefore increased flow velocities would result in scouring and weakening of the bridges.

Impact mitigation: i) Ensure adequate design and maintenance of road infrastructure.

Floods: The points prone to floods along the road included river and stream crossings, the major ones being Kakindo stream bridge, River Ntungu Bridge, Kiruruma Stream Bridge and Ishasha Bridge. In the design, hydrology assessment was done and intervention measures putin place to mitigate impacts of floods on the infrastructure to be constructed as indicated below.

Kakindo Stream Bridge: The existing bridge clearances were found to be adequate and the proposed structure will not cause any reduction. New gabion protection has been provided to protect the river banks on either side of the proposed structure. These will also act as retaining walls to support the embankments at the ends of the culvert. The general arrange of the bridge is presented in Figures 6.4 and 6.5.

Ntungu Bridge: The Ntungu Bridge site is in a flat valley floor with dense jungle and swamp in an area that is known to flood above road level. The proposed new road will be on raised embankments with the new bridge off line to the north. The new deck will be approximately 2.5 m higher than the existing. The hydrological study recommended that the new deck is positioned 1.0 m above the existing while maintaining the existing clear width. The proposal is to raise the deck 2.5 m and provide 18m clear span for the main river flow and an additional 13 m clear span for a flood flow. Where bridge supports are within or close to the river they will be protected against scour with new gabion protection to the new road embankment on either side of the bridge. The general arrange of the bridge is presented in Figures 6.6 and 6.7.

The temporary river training works required for abutment and pier construction adjacent to the main river will be retained to form permanent scour protection. Removal of some of the approach embankment from the east is proposed to improve flow on the approach to the bridge.

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Figure 6.4 General arrangement cross section of Kakindo Bridge

Source: Mott MacDonald Figure 6.5 General arrangement plan of Kakindo Bridge

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Source: Mott MacDonald

Figure 6.6 General arrangement cross section of Ntungu Bridge

Source: Mott MacDonald

Figure 6.7 General arrangement plan of Ntungu Bridge

Kiruruma River Bridge: This is located in a wide valley with a narrow meandering river. A study of the local area and discussion with locals confirmed that the area is subject to flooding to a depth approximately 1.2 m above the local ground level adjacent to the river. The main structure will be a circular pipe with 6.3 m diameter with two 4.2 m circular pipes to either side. A clear span of maximum 6.3 m will be provided in the main channel and 4.2 m for each of the flood relief pipes.

The largest 6.3 m diameter pipe has been positioned with the invert below the existing river bed level. The maximum clearance is approximately 5.0 m. The smaller pipes will be laid to provide a hard surface at existing ground level at least 3.0 m wide which will provide a maximum clearance of approximately 3.5 m, and will be used for occasional pedestrian access. The large pipe provides adequate space for the normal river flow and in total the pipes provide 14.0 m of clear span with greater than 3.5 m headroom. The proposed clearances were assessed to be adequate for flood flows. The general arrange plan of the bridge is presented in Figure 6.8.

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Source: Mott MacDonald

Figure 6.8 General arrangement plan of Kiruruma River Bridge ii) Use surface dressing that is characteristic to the local weather conditions. Temperature: In the design, minimum and maximum temperatures of 3C and 36C were considered should there be a temperature variation between these extremes. iii) Maintenance and repairing activities have to be planned long time in advance to avert any failures.

Entity responsible for impact mitigation: UNRA should ensure regular monitoring and maintenance of the road and its associated structures to keep them in good conditions.

6.5 GENDER IMPACTS Gender equity in the transport sector in Uganda seeks to strengthen women’s participation and benefit from road projects. This is especially significant considering that roads are used by the majority of the rural poor, including women, to secure their livelihoods, access markets, healthcare and public institutions such as schools and places of worship. Participation of women in road construction is a desired gender-related benefit but this may be constrained by the fact that road construction in Uganda is predominantly male-dominated which disadvantages women involvement in provision of labour. However for several Ugandan road projects it has been observed that women perform more efficiently especially in materials analysis, supervision and in some cases machine operation.

Constructing the road would have both positive and negative impacts. It was observed that the roads were used by the majority of the rural poor, including women, to secure their livelihoods, access to markets, healthcare and public institutions such as schools and places of worship.

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Impact identification: Construction and use of the road project will have the following potential gender impacts: a) Construction-phase impacts: i) There will be opportunity for women to sell meals and drinks to construction workers, which is a common positive impact for road construction projects in Uganda. ii) Construction of road through trading centres and associated dust impacts would equally affect both genders (men and women traders). This is a negative impact. iii) There will be opportunity for employing women during road construction, a positive impact, although the number of women hired may be less than that of men for the reason that road contractors consider women less suited for strenuous menial labour. However, a gender-responsive approach would be to hire women in roles they are best suited to handle and it is proposed that 25 percent of the workers or project employees are women. Other possible hindrances to participation of women in road construction employment are:

. Farming activities in rain seasons demand lot of garden work by women, which may impede their employment in road construction. . Married women may benefit less from construction employment because their spouses may dictate whether they work on road project or not. This choice being solely a responsibility of an unmarried woman means that single women might benefit from road construction jobs more than their married counterparts. iv) Roadworks which block access to private property (homes or gardens) or institutions (schools, healthcare facilities, or places of worship) would affect women and girls more than men who more easily would jump across ditches and obstacles. v) Spread of HIV/AIDS and teenage pregnancy are also reportedly common around workers camps. b) Gender impacts during road use: i) A good road will ease access to healthcare and while this is a benefit for both men and women, the latter will particularly benefit from quick and safe transport to medical facilities, during medical emergencies such as labour. A good road and transport services can enhance access to HIV/AIDS care services. ii) Improved opportunities for income generating activities through roadside markets/ kiosks which are usually owned and operated by women.

Impact mitigation: i) During road construction, women can be involved in a wide range of activities including traffic control, store- keeping, security, painting stone pitching, beautification/ landscaping and sweeping. ii) The contractor should use gender-sensitive language such as: “Go Slow, Work in Progress” instead of “Go Slow, Men at Work”. This, coupled with women’s visibility in road works would, contribute to women’s empowerment as well as breaking the stereotype that road construction is a preserve of men. iii) To avoid severance of access to private property like homes, farmlands and grazing fields, the contractor should provide temporary access routes, or “bridges “that can be safely used by especially women, children, disabled and elderly people.

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Entity responsible for impact mitigation: . Contractor (implementation) . UNRA (for monitoring)

6.6 IMPACT ON TOURISM Impact identification: Long-term benefits of the improved road include significant reduction in travel distance and time for traffic within Rukungiri district and Kanungu District upto the eastern DRC Besides benefiting commerce, a shorter travel time will especially be beneficial for tourists travelling to Queen Elizabeth National Park. In addition, the new alignment of the road away from QENP will reduce interference of tourism activities within the Park.

Impact enhancement: UNRA should regularly maintain this road by in motorable condition, to benefit tourism among others sectors of the economy. Rukungiri and Kanungu District local governments should promote community tourism, such as involving production and sale of art and crafts, along the road. Crafts purchased by tourists from art and crafts kiosks along the road would have a long-term benefit to local economies.

6.6 CUMULATIVE IMPACTS A cumulative impact is an impact resulting from incremental effect of the action when added to other past, present, and reasonably foreseeable future actions. Cumulative impacts can result from individually minor but collectively significant actions taking place over a period of time.

Induced development can be a positive as well as negative impact. If not planned to conform to local physical plans, it can lead to urban sprawl and slums with attendant vices such as prostitution, drug abuse and social ills of low quality housing and public health risks. Road use after construction may also increase prevailing HIV/AIDS levels when prostitution increases in trading centres where long-distance drivers commonly stop overnight. An example where this situation occurred in the past is Lyantonde Town on Masaka- Road. This impact might likely occur at trading centres traversed along the road, namely:

Rukungiri- Ishasha section: Nyamabare Trading Centre; Nyabugando Trading Centre; Runyamunyu Trading Centre Kakindo Junction/ Campbell Trading Centre; Kikongi Trading Centre

Kihihi -Kanungu section: Kihihi Town; Kaziga Trading Centre; Ishasha Boarder Post; Kanyantorogo Trading Centre; Kyeijanga Trading Centre; Bugarama Trading Centre

Slums and urban sprawl due to unplanned induced development are negative and medium to long-term impacts that are costly to reverse.

Impact severity: If it occurred, duration of this impact would be long-term and its likelihood of occurrence high considering laxity of local government administrations in enforcing requirements for proper physical planning. Vices associated with slums lead to long-term societal degeneration (prostitution, drug abuse). This together with low quality housing and public health risks make this impact to have high severity. Impact significance is therefore major.

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Impact significance:

Impact Likelihood - None Low Medium High

Negligible Negligible Negligible Negligible Negligible Low Negligible Negligible Negligible – Minor Minor

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

Residual Impact: Even after proposed mitigation, significance of residual impact of cumulative unplanned development could still be significant, due to factors unrelated to the road project, for instance high population growth and weak enforcement of proper planning.

Impact mitigation:

. Many local authorities in Uganda today have physical plans. These they should enforce/ implement to avoid unplanned development in trading centres traversed by road. . The District Local Governments should continually sensitise communities about HIV/AIDS control.

6.7 IMPACTS OF CAMP DECOMMISSIONING Impact identification and analysis: Socio-economic impacts would occur if the contractor did not properly restore camp sites to original condition at the end of construction operations. Derelict equipment, patches of contaminated soil and abandoned waste would not only cause environmental contamination but also social and public health impacts. It is expected that closure of camp will result in loss of jobs for some workers. There might also be challenges of remediation of patches of campsite contaminated by fuel/oil, disposal of construction waste or other waste streams and landscaping the camp site to original conditions. All of the above are negative, short- to medium-term but reversible impacts.

Duration of the impact can be short-to-medium term if decommissioning, including remediation of soil contaminated with hydrocarbons, is not properly managed. Extent of the impact is local limited to camp sites. Impact manageability is high since camp site decommissioning and remediation are manageable activities. Severity is therefore assessed as high. The likelihood of the impact occurring is medium thus significance is predicted to be major.

Impact mitigation: Before closure of camp, the contractor should plan for the following elements:

. Requirements and procedure for removing equipment, waste and structures from the camp site, . Requirements and procedures to restore the site to original condition, leaving no visual alterations that would impact the landscape, . Description of how possible socio-environmental impacts will be minimised during decommissioning.

Impact management: Decommissioning should remediate any onsite contamination and restore site to the maximum extent consistent with pre-project land use. During decommissioning and site restoration, the following issues should be addressed following a site restoration plan to be developed by the construction contractor: i) Hard pans (ground surfaces) such as at vehicle or equipment parking yards should be adequately scarified (surface broken up) to enable immediate vegetation re-growth. ii) Avoid introduction of non-native plant species in the quest for rapid vegetation restoration. A properly scarified site would have native vegetation regrowth within 3 months without need for planting alien species. Any replanting effort should utilize native plant species from the campsite neighbourhood.

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iii) Avoid leaving abandoned equipment on campsites. iv) Remove or properly treat any existing solid waste and effluents. v) Patches of ground contaminated with fuel/waste oil (e.g. at vehicle parking area, machine workshop areas, etc) should be remediated.

At a minimum, the restoration plan to be developed by the contractor should entail elements in Box 6.1.

Box 6.1: Key elements of camp restoration

The goal of decommissioning is will be to restore the site to its original state. The campsite will be decommissioned by:

. Removing facilities, . Testing for contamination, . Remediating if necessary, . Recontouring, and, . Revegetating the site.

Removal of facilities: Removal in this case refers to proper decommissioning, dismantling and disposal of all above ground facilities, appurtenances and any other obstruction or structure on camp. In addition, removal also refers to the proper unearthing and disposal of underground facilities such as pipes and cables.

Removal is typically done as a series of steps that include draining, cleaning and flushing all vessels; removal of all vessels, above ground piping, and appurtenances; removal of foundations; removal cables and piping; and loading and transporting of materials or equipment by truck back to storage or to a new camp site.

Contamination Testing: Prior to facilities being removed, a preliminary inventory of existing equipment and hazardous materials should be made. The next step should be to conduct a preliminary surface investigation to identify contamination hot spots. Typically, the sampling program at this stage should include a soil gas survey, shallow soil borings, chemical laboratory analysis and the preparation of a contamination assessment report.

Areas with petroleum contamination should be identified. Bioremediation and pH conditioning would most likely suffice to restore oil-contaminated soil.

Site Remediation: Remediation of contaminated areas on camp site should involve removal and proper disposal of any contamination. Basic issues that take shape around remediation of soils generally focus on type of contaminant, extent, cleanup level and cleanup methods.

Restoration/ recontouring: Restoration and recontouring should entail returning campsite to its original state. General procedures for restoration include minor recontouring and grading, including backfilling and ground leveling; preparing topsoil; drainage control; and installing slope stabilization and erosion control and measures. Scarifying would be necessary for the hard pans, parking area and access roads that were compacted during site use.

Revegetation: Revegetation is the replanting and reestablishment, where appropriate, of native flora originally found on site. It might not be necessary to replant the camp site since native grass and shrubs would sprout and thrive a few months upon decommissioning, if hard surfaces on site are properly scarified.

Timing: While camp decommissioning should commence as soon as construction activities are completed, duration of site restoration is governed by factors such as rate of soil bioremediation. Complete soil bioremediation can commonly take up to 3 months to rid soil of any residual oil contamination. Nonetheless, site restoration should not take more than 3-4 months after completion of dam construction.

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7 ENVIRONMENTAL HAZARD MANAGEMENT

Road construction could entail occupational hazards/ risks and accidents especially involving motorised road construction equipment, asphalt plant and stone quarries. The following measures are proposed to control this risk: a) Accidents from equipment: Only trained/ certified operators will operate motorised equipment. b) Blasting explosives safety: During road construction, the contractor will ensure the following:

. Stone blasting is done by only licensed blasters. . All explosives are delivered to quarry sites (under Police escort as Uganda’s security requirements demand) on the day of blasting and any remnants returned into police custody after blasting. After each blast, site inspection will be conducted for un-detonated explosives. . Advance warning is given to local communities near quarry sites before a blasting episode. . After each blasting incident, inspection is conducted in communities around quarry sites to identify any offsite damage to private property, which should be duly and equitably compensated. . All workers should are adequately protected from risk of fly rock and blasting noise. c) Risk of burns/ scald at asphalt plant: This risk will be averted by contractors using only licensed operators following stringent safety guidelines and operation procedures. Operations involving hot bitumen shall be limited to daytime in adequate natural light. d) Fire safety: Fire safety equipment and personnel will be provided in workers’ camp. Warning signs will be provided at areas of potential fire source, e.g. at fuel storage areas. e) Medical emergency response: The contractor will have a medical clinic and a standby vehicle to immediately transport any accident victims to a nearby hospital. First Aid facilities will be provided on construction sites, equipment yards and in camps. f) Oil/ fuel spills: Accidental oil and/ or fuel spills would occur when contractor’s trucks or vehicles are involved in road accidents or negligence of staff while on duty. Accidents may be caused by improper use of equipment, mechanical faults in equipment or vehicles among others. Spills or leakages would result in contamination of soils and water resources with hydrocarbons. Hydrocarbons and particulate matter if released into the soil will affect its productivity and pose a health risk to the community, animals and plants around. In water resources, it would affect the aquatic vegetation and fauna in addition to disrupting water supply to the community that rely on them.

No vehicle or equipment shall be allowed to be used if any oil or fuel leak is observed. The contractor shall have spill control equipment on standby both at the workers camp and road construction site to ensure that any leakage or spill is contained and cleaned on time.

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8 ENVIRONMENTAL AND SOCIAL MONITORING & MANAGEMENT PLAN

This environmental-socio management plan (ESMP) (Table 9) for the proposed road upgrade, specifies environmental and social aspects that should be monitored. It identifies parties responsible for monitoring actions, associated costs, indicators and training or capacity building needs and reporting. Various aspects of the ESMP are detailed in sections below.

8.1 MONITORING AND REPORTING a) Institutional Arrangements: The contractor will be required to prepare a stand-alone ESMP linking environmental and social activities road works in line with guidance issued by UNRA.

The primary oversight to ensure mitigation actions are implemented will rest with UNRA’s Directorate of Projects working with Safeguards Unit under Directorate of Planning but District Environmental Officers of respective local governments through which the road passes have regulatory supervisory and monitoring roles on behalf of NEMA.

UNRA shall require contractors to comply with this ESMP and assign a fulltime staff (Environmental Officer) to undertake environmental supervision during construction. UNRA confers full mandate to supervising engineering consultant (SEC) to supervise the road project on a day-to-day basis. SEC overseas work of the contractor through an intermittent (not full-time) environmental specialist. This specialist should guide the contractor’s fulltime Environmental Officer in undertaking own responsibilities, including reporting. b) Specific procedures and roles of monitoring entities: i) Procedures:

Monitoring procedures will comprise:

. Institution of a qualified environmentalist and social expert by contractors and supervision consultant. . Formulation of enforceable contractual terms to ensure that contractors implement the ESMP. . Ensuring a project completion and handover process that will necessitate UNRA and NEMA approval for social-environmental aspects such as site restoration and removal of road construction waste. ii) Roles:

. Civil works contractors: Upon project commencement, the contractor will prepare an ESMP based on requirements of the ESIS and NEMA approval. These include securing quarry licenses, permits for borrow sites, water abstraction permits and permits to work through central forests reserves. The ESMP will be reviewed and approved by the supervising consulting engineer and UNRA.

During construction the contractor will implement the ESMP, closely monitored by the supervising consulting engineer and UNRA, District Environment Officers (DEOs) and local council leaders.

At project completion, the Contractors will prepare a final environmental implementation report to be approved by the supervising consultant, UNRA, NEMA and DEOs.

. Supervising consulting engineer: Before construction, the supervising engineer will review the works contract and document socio-environmental requirements, road safety and undertake a baseline study

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(Transport observatory study), quality assurance systems and plan the supervision functions to ensure that works are implemented while protecting the social and environment aspects. During the construction phase the supervising engineer: (a) Monitors implementation of the ESMP and b) prepares monthly and quarterly environment and social compliance reports, which are submitted for UNRA consideration, as well as annual environment and social audit reports submitted to NEMA.

. AfDB: During the construction phase AfDB will review socio-environmental monitoring and progress reports prepared by the supervision consultant and submitted from UNRA and AfDB will also undertake its supervision and audit requirements as stipulate in its procedures.

. NEMA: During the construction phase, depending on the implementation status of environmentally and socially sensitive project activities, a) commit and review annual or biannual environmental monitoring and b) give its opinion and recommendation in which environmental concern raised by the project reviewed alongside project implementation.

For the resettlement action plan (RAP), UNRA will monitor implementation with technical assistance of an independent consultant. Progress of land acquisition will be monitored and results reported to AfDB by UNRA. The RAP independent consultant will undertake quarterly review of implementation activities and submit bi- annual reports to UNRA which will review them and through supervision verify milestones, livelihood restoration until half a year after RAP implementation. AfDB may request extension of the monitoring period until they are certain all implementation aspects are addressed as per agreement among AfDB and UNRA. c) Monitoring and Reporting Arrangements: Monitoring will verify if predicted impacts have actually occurred and check that mitigation actions recommended in the ESIA are implemented and their effectiveness. Monitoring will also identify any unforeseen impacts that might arise from project implementation.

Who monitors and how: Monitoring will be undertaken by UNRA (Directorate of Projects) and Environmental Officers who represent NEMA at local administrative. Monitoring by NEMA is “third party monitoring” but this is its regulatory mandate according to Sections 6 and 7 of the National Environment Act (Cap 135) and no funding is expected from UNRA. Another government agency that may undertake “third party monitoring” is the Occupational Health & Safety Department in Ministry of Gender, Labour & Social Development (MGLSD). This unit has authority to inspect any facility for compliance with national requirements on safety in workplaces. The project shall make no funding to MGLSD since this is provided for in its annual budget. Monitoring will be done through site inspection, review of grievances logged by stakeholders and ad hoc discussions with potentially affected persons. For each monitoring visit, a discussion with a chairperson of environment committee of the area’s local council (LC) could provide insight into views and grievances a given community has about the project.

Frequency: Monitoring will be undertaken monthly over the construction period.

Reporting: Detailed monthly monitoring reports shall be compiled by the contractor’s environmental officer under oversight of the supervising engineer (SE). The reports will be based on records kept as per requirements of the General Specifications of the Road & Bridge Works, Section 77 of the National Environment Act Cap 153 and guidance issued by UNRA. These detailed reports with evidence of compliance shall be prepared and appended to summary monthly reports.

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Table 8.1: Environmental and Social Monitoring Plan (ESMP) Environmental issue Mitigation measures taken Agency in charge of Indicators to be monitored Agency in charge of Frequency of or to be taken implementing monitoring Monitoring measures 1. Land take prior to . Mandatory regulatory notice to be UNRA Number of land owners not Chief Government Valuer Monthly construction given to affected persons before compensated (CGV) commencing project activities . Compensation / resettlement will be undertaken for land owners before project commencement.

2. Water quality deterioration . Sediment traps to be provided when Contractor Turbidity and colour of the . WRMD, Monthly working near rivers/ swamps. water . Wetlands Inspection Department, . UNRA, . NEMA.

3. Opening and use of . Compensate land owners Contractor . Number of land-owners . UNRA, Upon project quarries and borrow sites . Prepare project briefs for all borrow compensated . NEMA (through DEOs) commencement and at sites as required by NEMA. . Number of borrow pits and sites closure (at end of . Prepare EIA for stone quarries as quarries. project) required by NEMA. . Restored. . Restore borrow pits, quarries, workers’ camp sites and return them to original owners without visual blight or residual contamination.

4. Improper management . Storage of topsoil in road reserve safely Wetlands Mounds of topsoil safely stored . UNRA (through Weekly of cut to spoil for restoration of exposed surfaces. Management in road reserve Supervising Engineer) . No disposal of cut and spoil in wetlands. Directorate (WMD) . NEMA (through DEOs)

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Environmental issue Mitigation measures taken Agency in charge of Indicators to be monitored Agency in charge of Frequency of or to be taken implementing monitoring Monitoring measures 5. Soil erosion/gullying . Clearing only within theroad reserve Contractor . Number of points with UNRA Weekly where necessary. serious erosion problem . Construction of temporary drainage . Number of temporary channels. drainage channels constructed.

6. Impacts on community . Any water mains severed will be Contractor Number of days for UNRA Weekly services and facilities restored within 4 days. which infrastructural . Any disruption in power supply will not services are disrupted. last more than 4 days.

7. Improper . Proper collection of waste oil in drums Contractor . Name and license number UNRA Monthly construction waste before it is hauled away for recycling or of waste contractor management disposal, . Number of waste oils . Using licensed contractors to transport containers in safe storage. waste oil to a licensed disposal facility. . Record of waste oil . Cleaning up of any oil spills quantities carried away from . Prevention of washing vehicles in contractor’s premises and watercourses. . Vehicle washing facilities . Construction of washing bays and with proper pollution control equipping them provisions . Pollution control equipment e.g. oil/water separator. . No bitumen will be dumped on construction sites or near watercourses.

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Environmental issue Mitigation measures taken Agency in charge of Indicators to be monitored Agency in charge of Frequency of or to be taken implementing monitoring Monitoring measures 8. Road safety . Use of banksmen (flagmen/women) to Contractor . Number of flagmen and flag- . UNRA Monthly control traffic especially at junctions and women hired by contractor. near schools and trading centres. . Number of construction- . Installation of appropriate road signs related accidents reported. during construction . Appropriate road signs and . Installation of speed control signs speed control humps put in . Building of temporary speed humps to place limit speed . Number of road safety awareness programs conducted . Number of schools with safety screens

9. Gender impacts . Qualified female workers will be given Contractor . Proportion of women in . UNRA Quarterly priority and gender awareness sessions construction workforce will be conducted during project . Number of gender implementation. awareness sessions . Gender-conscious facilities will be conducted every quarter. provide din workplaces

10. HIV/AIDS . Awareness training will be provided to Independent service . Number of awareness . District Health Officer Monthly workers and communities provider programs conducted . UNRA . Contractor will have HIV/AIDS Policy . Boxes of condoms provided and implementation strategy Contractor per month . Condoms will be provided to construction workers

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Environmental issue Mitigation measures taken Agency in charge of Indicators to be monitored Agency in charge of Frequency of or to be taken implementing monitoring Monitoring measures 11. Dust plumes from Watering atleast 4 times per day in dry Contractor . Number of dust-related . District Health Officer Weekly construction seasons to supress dust (twice in mid- complaints . UNRA operations morning and 2 times in afternoon). . Number of times contractor Note: These number of times may undertakes watering to increase as advised by the supervising supress road dust consultant

12. Contamination at . Pollution control facilities installed, e.g. Contractor Signs of fuel spills at refuelling . NEMA through DEO Monthly equipment yard oil-water separator in stormwater drains area, generator house and . UNRA from vehicle parking area or generator parking yard house. . Generators will be installed in bunded areas . No hazardous waste will be buried on site

13. Occupation Health . All workers to have PPE Contractor Number of workers without . OHS Department Monthly and Safety . Workers camps and equipment yards to PPE (Ministry of Labour, have fire extinguishers and safety signs Gender & Social at risk-prone locations e.g. “No Development) Smoking” at fuel storage areas. . UNRA

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d) Monitoring budget Table 8.2: Environmental mitigation, management and monitoring cost estimates Unit Cost Total Mitigation Measures Quantity (UgShs) Cost (Ugshs) 1 Road safety awareness - Lumpsum 247,000,000 2 Gender awareness - “ 74,250,000 3 Public traffic flow management during construction - “ 14,750,000 4 HIV/AIDS awareness and education - “ 200,000,000 5 OHS provisions for workers - “ 24,750,000 6 Erosion and drainage control - “ 60,500,000 7 Air and water quality monitoring - “ 40,450,000 8 ESMP Management and Audits - “ 150,000,000 9 Institutional Collaboration and Monitoring of ESMP 24 months 59,400,000 GRAND TOTAL 871,100,000

Using a dollar rate of 1 USD equivalent to UgShs 2460,the cost of mitigation, management and monitoring is about USD 354,106

8.2 GRIEVANCE MECHANISM This mechanism describes avenues for affected persons to lodge complaints or grievances against the project or contractors during road upgrade. It also describes procedures, roles and responsibilities for managing grievances and resolving disputes. Every aggrieved person shall be able to trigger this mechanism to quickly resolve their complaints.

Key objectives of the grievance process are: i) Provide affected people with avenues for making a complaint or resolving any dispute that may arise during the course of land and asset acquisition; ii) Ensure that appropriate and mutually acceptable corrective actions are identified and implemented to address complaints; iii) Verify that complainants are satisfied with outcomes of corrective actions; iv) Avoid the need to resort to judicial (legal court) proceedings.

Information input to the grievance mechanism will be from three main sources:

. Community residents, . Supervising engineer, clerk of works or contractor. . Monitoring team.

The grievance process is described below and a flow chart outlining actions and decision points is shown in Figure 8.

Step 1: Receipt of complaint - A verbal or written complaint from a complainant will be received by the Clerk of

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Works and recorded in a complaints log kept on site. The log will indicate grievances, date of complaint, action taken to address complaint or reasons the grievance was not acted on; information provided to complainant and date the grievance was closed. Grievances should be lodged at any time, either directly to the Clerk of Works’ office or through the Local Council Chairperson. The process for lodging a complaint is outlined below: i) Clerk of Works receives complaint(s) from complainant and records it in log. ii) Complainant signs the log to confirm grievance was accurately recorded.

Step 2: Determination of corrective action - If in his/her view, a grievance can be solved at this stage, the Clerk of Works will determine a corrective action in consultation with the aggrieved person. A description of remedial action(s) and time within which they must be accomplished and the party responsible for implementing them will be recorded in the grievance log.

Grievances will be resolved and status reported back to complainants within 5 working days. If more time is required this will be communicated clearly and in advance to the aggrieved person. For cases that are not resolved within the stipulated time, detailed investigations will be undertaken and results discussed not more than 1 month from the time of lodging a grievance.

Step 3: Meeting with the complainant - The proposed corrective action and timeframe in which it is to be implemented will be discussed with the complainant within 5 days of receipt of the grievance. Consent to proceed with corrective action will be sought from the complainant and witnessed by the area’s local council chairperson (LC Chairman).

Step 4: Implementation of corrective action - Agreed corrective action will be undertaken by the project or its contractor within the agreed timeframe. The date of the completed action will be recorded in the grievance log.

Step 5: Verification of corrective action - To verify satisfaction, the aggrieved person will be asked to return and resume the grievance process, if not satisfied with the corrective action.

Step 6: Action by UNRA and contractor - If the Clerk of Works cannot solve the grievance, s(he) will refer it to UNRA (and contractor) through the Supervising Engineer. It is believed all possible grievances can be solved at this level. The grievance process to be followed is depicted in Figure 8.

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Affected Residents Host Community Key: Grievances/iss Responseues

Communicate File grievance decision Grievance Database

Grievance Officer and Yes Independent Organization

Local Leaders, Yes Can it be UNRA, Construction Can it be resolved? Contractor, resolved? Valuer

No

Managing No Is it Grievance Director resolved? Committee UNRA ,

UNRA

Yes Is it resolved?

Yes No

Courts of Law

Figure 8 Grievance management mechanism

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9 COMPLEMENTARY INITIATIVES

Initiatives discussed below will enhance project benefits are recommended below. These should be incorporated in UNRA’s contractor’s bidding documents for this scheme to ensure inclusion in overall project costing and implementation.

A separate study on resettlement (resettlement action plan, RAP) was conducted for this road project and measures therein provided for compensation of property to be affected by the project. Preparation of the RAP has been based on socio-economic surveys, a census of PAPs undertaken from 1st October 2010 - 9th February 2011 and data provided by an independent surveying/valuation firm engaged by UNRA.

This RAP will be implemented by Uganda National Roads Authority (UNRA) in conjunction with District Local Government authorities (District departments and village-level local councils) through which the road passes. Key implementation processes will include: (a) payment of compensation to affected people; (b) rehabilitation assistance to vulnerable people identified in this RAP or by local leaders/RAP implementation unit; (c) possible jobs as employees on the road rehabilitation project; (d) monitoring and evaluation.

After valuation report approval by the Chief Government Valuer (CGV), UNRA will commence execution of resettlement activities noting that affected people will be given the regulatory 6 months’ notice to vacate affected properties from the time they receive compensation payments. Details of government mandated compensation and resettlement costs were provided in the Valuation Report.

RAP implementation is proposed over a period of 16 months during which monitoring would be undertaken throughout the construction period and for extra 6 months after construction. Monitoring will ensure that the RAP is implemented correctly, Uganda requirements are met and all grievances satisfactorily addressed as per grievance procedure proposed in the RAP. The RAP implementation unit and local committees would be formed shortly afterward approval of valuation report by CGV’s office. i) HIV/AIDS awareness programs: It is recommended that the project includes HIV/AIDS awareness and prevention programs for both construction workers and communities in project areas. Use can be made of NGOs, or CBOs and agencies (e.g. AIDS Information Center, TASO etc), which are well established in the project districts and experienced in this service. Arrangement and cost for this service is provided for in the ESMP. Long distance truck drivers should be one of the target segments for HIV/AIDS awareness training. ii) Gender awareness and mainstreaming: The contractor should undertake sensitization programs to ensure that men and women equally participate and benefit from the project. Participation of women will also require ensuring provisions of facilities and amenities in workplaces (camps, equipment yard, and worksites). By working with a competent training entity, capacity building for female road workers should be considered, if feasible, by the contractor. This has been costed in the ESMP. iii) Road safety educational campaigns: When the road is upgraded to bituminous standards, increased traffic and travel speeds may pose a risk of higher accident rate and fatalities. It is important therefore that upgrade of this road also undertakes road safety awareness and educational campaigns both during construction and operation. The first group targeted should be the schoolchildren and teachers together with District Education Offices. The schools can be provided with flipcharts and charts developed by the project. The project should also undertake road safety training programme for public transport operators. These are the most prevalent group of vehicle drivers and the major traffic increases on the improved road are expected to comprise minibus “taxis” and commuter motorcycles (or “boda-bodas”). By undertaking these road safety activities, the project will improve overall road safety. Road safety training has been provided for

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in the ESMP. iv) Climate change initiatives: Road construction will entail loss of trees and these are carbon sinks beneficial to slowing down climate change. This justifies tree planting along the road reserve as part of road beautification. To ensure that correct species are planted, this activity should be undertaken by a professional landscaping entity through an independent bidding process that would ensure best value and conformity to specifications prescribed by UNRA. This bid should specify number of trees to be planted, cost, long-term ownership and care. v) Roadside amenities: The project should also be designed to support initiatives such as establishment of rest areas for long-haul truck drivers. These places will offer social amenities, including HIV/AIDS information infoshops, personal hygiene facilities, sleeping places and parking bays. UNRA should discuss this initiative with respective district local governments who would be expected to own and sustain such facilities. vi) Protection of schools and health centres: Screens will be constructed by the contractor to protect these facilities that are within 10 meters from the road edge. Watering will be undertaken atleast 3 times a day in dry seasons to supress road dust during construction. School and healthcare owners or administrators will be involved in monitoring of mitigation actions such as dust control and safety during road construction. vii) Tree planting: UNRA is planning a tree planting programme and its management. Trees will not only be useful s carbon skins but also permanently mark the road reserve and add beauty to the road.

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10 STAKEHOLDER CONSULTATIONS

10.1 INTRODUCTION The ESIA process started with a scoping exercise aimed to develop relevant issues to form focus of the ESIA study and refine terms of reference provided by the project proponent. These terms of reference are presented in Appendix 4. This chapter also presents results of stakeholder engagement activities undertaken over May and June 2010 from scoping stage to final ESIA. In order to develop an effective consultation programme it was necessary to determine exactly who the stakeholders were, basing on the definition that a stakeholder is "any individual or group who is potentially affected by a project or can themselves affect a project”. List of stakeholders consulted during the ESIA process is given in Table 10.1.

Table 10.1: Stakeholder Categories Category Stakeholder Government - National Uganda Wildlife Authority (UWA) National Forestry Authority (NFA)

Government - Local Rukungiri and Kanungu District Local Governments Local Council Leaders (LC I, II, III)

Local Communities along Communities along entire road (meetings were held in trading centres and villages) road Vulnerable Groups These included the elderly, women, or people who admitted being terminally ill (especially of HIV/AIDS)

Institutions Churches, schools, Ishasha Police Post, Uganda Prisons (Rukungiri)

10.2 OBJECTIVES OF CONSULTATION AND DISCLOSURE Stakeholder consultation aimed to achieve the following: i) Generate a good understanding of the project. ii) Understand people and agency expectations about the project (from construction through to road use). iii) Understand and characterise potential environmental, socio-economic impacts of the. iv) Developing effective mitigation measures and management plans. v) Enhance local benefits from the road project. vi) Enable affected communities to provide views hence participating in or refining project design, where applicable.

10.3 STANDARDS FOR CONSULTATION The public consultation was guided by Ugandan guidelines summarized in Box 6.1.

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Box 6.1: Uganda Guidelines Relating to Public Consultation

Although no regulations exist for public consultation, national guidelines for EIA in Uganda require that the public is given full opportunity for involvement and participation throughout the EIA process. People including individuals, or groups of local communities who may be directly affected by a proposed project should be a focus for public involvement.

Since identification of the “public” likely to be indirectly affected by the proposed activity is often more difficult, it is required to exercise care in deciding who participates to ensure that a fair and balanced representation of views is obtained and views of minority groups are not overshadowed by more influential members of the public.

The public may appropriately be involved in the EIA process through:

. informing them about the proposed project, . participation in scoping exercise, . open public meetings/ hearings on the projects, . inviting written comments on proposed project, . use of community representatives, . comment and review of the Environmental Impact Statements, . making relevant documents available to any interested members of the public in specified places or at the cost of reproduction.

Three stages for public involvement in the EIA process are spelt out:

a) Public consultation before EIA is done

If after receiving and screening/reviewing the developer’s project brief, the Authority (NEMA), in consultation with the Lead Agency, decides that it is necessary to consult and seek public comment, it shall, within four weeks from submission of the project brief and/or notice of intent to develop, publish the developer’s notification and other supporting documents or their summary in a public media. It is required that objections and comments from the public and other stakeholders shall be submitted to the Authority and to the Lead Agency within 21 days from the publication of notice.

b) Public consultation during the EIA

The team conducting the EIA shall consult and seek public opinion/ views on social and environmental aspects of the project. Such public involvement shall be during scoping and any other appropriate stages during the conduct of the study.

c) Public consultation after EIA (EIA Review)

The EIS shall be a public document and may be inspected at any reasonable time by any person. Considering the scale and level of influences likely to result from the operation of a project, the Authority, in consultation with the Lead agency, shall decide regions where it is necessary to display the EIA report to the general public.

10.4 ENGAGEMENT ACTIVITIES Consultations were undertaken from 24 April–30th April 2010 to disclose the project, seek stakeholder views and generate a master list of entities to be consulted. Stakeholders consulted during ESIA comprised thelocal communities and officials of District Local Governments (Rukungiri and Kanungu), lead agencies responsible for Wildlife and Forestry (UWA and NFA respectively), women NGOs, local communities, vulnerable groups, Kinkiizi Diocese, Ishasha Police Post and Rukungiri Prisons (see Appendix 1). Key issues raised during the consultations are outlined in Table 10.2.

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Table 10.2: Summary of key issues and responses from stakeholders Issue Key concerns/ suggestions 1 Compensation before A common concern was whether compensation would be adequate, fair and timely. road upgrading 2 Contractual obligations of Key lead agencies (Uganda Wildlife Authority, UWA and National Forestry Authority, NFA) contractor associated with is project preferred contractors to have contractual obligations that require:

. Inception meeting with respective agencies prior to commencing work on site, so as to agree on operational procedures and modalities within the wildlife conservation area (Kigezi Wildlife Reserve) and forest reserves traversed by the road.

. While quarrying gravel from conservation areas is discouraged by NFA and UWA, if no alternative sites exist, road construction materials can be obtained from conservation areas but only after they are paid for.

Restoration of quarries should be a contractual obligation of the contractor.

3 Local labour Local communities preferred to be given first priority when recruiting road construction labour.

4 Environmental There is need to protect drinking water sources and surface watercourses along the road from contamination pollution during construction.

5 Consideration of Local watercourses should not be underestimated during road design. There are some seasonal watercourses in seasonal rivers like Nyamabare and Ntungwa which overflow their banks and inundate design surrounding areas during rainy seasons.

6 Landscaping for erosion Planting trees and grasses on steep embankments and hillsides close to the road should help and landslides control to stop risk of landslides and erosion that would deposit soil onto the road during its use (post- construction phase).

7 Dust control Control of dust during construction activities is essential especially in trading centres to minimise spoilage of goods in shops such sugars, salt and four.

8 Grievance Management The project should have a grievance mechanism to handle complaints from affected persons dissatisfied by compensation or general project implementation.

9 Impact on Kigezi Wildlife Severance: In the proposed design, the road section approaching Ishasha town is within Reserve Kigezi Wildlife Reserve, hence severing a portion of land from the rest of the conservation area. With assistance of UWA, the road design engineers should establish size of this severed area to determine if it could be forfeited or big enough to warrant reorienting the road outside KWR.

Ingress of wildlife into community: In the pre-project condition, all along the reserve boundary is a trench dug to prevent wildlife moving into adjoining community. Once built within KWR, the road could provide a route along which wildlife bypasses the trench and move into communities.

Suggestion by UWA: If the road remains in KWR, provisions such as rollers at points where the road crosses reserve boundary, should be made to prevent wildlife from moving into local community.

These responses and other aspects from past experience and professional judgment formed the basis of ESIA study as shown in terms of reference (Appendix 4).

10.5 PUBLIC DISCLOSURE The ESIA was submitted to NEMA for review and approval. NEMA reviewed and disclosed the report to public and the comments/ views from the public formed part of the ESIA approval conditions (See appendix 6). AWE Engineers www.awe-engineers.com

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11 CONCLUSION

The proposed project has potential to significantly improve livelihoods of people in Rukungiri and Kanungu Districts. Besides, road construction activities will provide considerable economic opportunities for material/ equipment suppliers, contractors and local labour. When the road is upgraded to bituminous standard, its routine maintenance will have negligible environmental impacts: indeed less than the equivalent maintenance work required for the gravel surface road. For instance, there will be no need for borrow pits for gravel, with associated impacts, or no grading operations associated with dust and noise pollution. The proposed project offers enormous distance and journey time savings for traffic Kanungu District and eastern DRC through Ishasha.The road would also improve tourist activities especially those interested in the climbing lions in Queen Elizabeth National Park.

Several possible negative impacts of improving the road are not significant, while others will be less severe when mitigation measures recommended in this report are implemented. Construction activities pose a possibility of contaminating land and watercourses from bitumen, fuel or oil spillage from construction vehicles and interruption of access to certain services like water supply during road construction. Road construction traffic will be associated with noise and dust nuisance and possibly increased road accident risk, especially through settlements and trading centres. Women, children and elderly and disabled people will be particularly at risk. Some land and structures will be permanently lost to the road; however, since for the bigger section of the road, the design has followed existing alignment to the extent possible, this impact will not be of grand scale. Temporary land take will occur when land is used for borrow pits, quarries and contractor's camps. Quarries and borrow pits might have a diversity of impacts but these will be assessed independently by the contractors when specific sites have been chosen. Land will also be required for temporary diversions (detours) during road construction. Considerable quantities of gravel, rock and embankment fill material will be required during road construction. Upon closure, it will be essential for the contractor to restore all depleted borrow pits and quarry sites used during road construction to original condition.

Upgrade of the road will entail land take and impact of structures. The project will affect a total of 12417 people with a resettlement budget of Uganda Shs 7,751,097,479 (equivalent to USD 3,150,853 at Exchange rate of 1 USD=UgShs 2460).

All environmental and social concerns will be mitigated as detailed in the ESMP. A framework for the implementation and monitoring of the ESMP has been proposed and budgeted for. Compared to socio-economic benefits of the road project, many of the negative impacts will be insignificant as long as fair compensation and mitigation actions are implemented.

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BIBLIOGRAPHIES

1. African Development Bank, 2004. African Development Bank Groups' Policy on Environment. 2. African Development Bank, 2001. Environmental and Social Assessment Procedures (ESAP) for AfDB's Public Sector Operations. 3. African Development Bank, October 2003. Integrated Environmental Impact Assessment Guidelines. 4. African Development Bank, 2003. Involuntary Resettlement Policy. 5. African Development Bank, 2001. The Gender Policy 6. African Development Bank, 2001. Policy and Guidelines on Cooperation with Civil Society. 7. African Development Bank, 2005 Policy on Disclosure of Information. 8. Constitution of Republic of Uganda, 1995. 9. NFA 2008: Functions of Forest Reserves in Uganda 10. IUCN 1994 Protected Areas and World Heritage Programme- Defining Protected Area Management Categories http://www.unep-wcmc.org/protected_areas/categories/index.html 11. Ministry of Works, Transport & Communications (now MoWT) 1999: Sector Environmental Policy & Management Assessment of FRSP Volume III: Road Sector EIA Guidelines.National Environment Management Authority (NEMA), 1997: Environmental Impact Assessment Guidelines for Uganda. 12. National Population and Housing Census, 2002, Uganda Bureau of Statistics. 13. Noel De Nevers, 1995: Air pollution Control Engineering, McGraw-Hill, New York. 14. Plumptre A. (2002): Extent and Status of the Forests in the Ugandan Albertine Rift, Wildlife Conservation Society, WCS. 15. Tchobanoglous. G. and Burton. F.L., 1991: Wastewater engineering: treatment, disposal and reuse, 3rd Ed., McGraw - Hill, New York. 16. The Energy & Biodiversity Initiative: "Integrating Biodiversity Conservation into Oil & Gas Development" 17. The International Convention on Biological Diversity, 1992. 18. The Local Governments Act, 1997. 19. The Republic of Uganda (1998) Environment Impact Assessment Regulations. 20. The Republic of Uganda, 1995: The Environment Act. 21. The Republic of Uganda, 1995: The Water Act. 22. The Republic of Uganda, 1998: The Water (Waste Discharge) Regulations. 23. The Republic of Uganda, 1999: National Environment (Waste Management) Regulations 52. 24. The Republic of Uganda, 2000: The National Environment (Wetlands, River Banks and Lake Shores Management Regulations). 25. The Republic of Uganda, 2001: The National Environment (Minimum Standards for Management of Soil Quality) Regulations. 26. The safe disposal of hazardous waste: The specific problems of developing countries, WB/UNEP/WHO, ISBN-O-8213-1144-1, 1989. 27. UBOS, 2012. Draft Rukungiri District Statistical Abstract for 2011/2012. 28. UBOS, 2013. Kanungu District Local Government Statistical Abstract. 29. Uganda Police 2010: Annual crime and traffic/ road safety report-2010 30. UNRA 2010: Feasibility Study for Rukungiri-Kihihi-Kanungu/Ishasha Road (study by Mott MacDonald & Kagga), p33. 31. World Database on Protected Areas (Content source); Juan Pablo Arce (Topic Editor). 2009. "Protected areas of Uganda." In: Encyclopaedia of Earth. Eds. Cutler J. Cleveland (Washington, D.C.: Environmental Information Coalition, National Council for Science and the Environment). 32. World Health Organisation (2006). Air quality guidelines for particulate matter, ozone, nitrogen dioxide and sulfurdioxide. Global update 2005, ISBN 9289021926, Druckpartner Moser, Germany.

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APPENDIX 1: RECORD OF STAKEHOLDER CONSULTATIONS The minutes of meetings held during consultation with various stakeholders on Environmental Social Impact Assessment (ESIA) for upgrading Rukungiri-Kihihi-Ishasha/Kanungu road to bituminous standard are presented below.

Meeting with: National Forestry Authority (NFA) Purpose of meeting: To obtain their views on road section through their Forest Reserves in Rukungiri and Kanungu District. Date held & place: 17th June 2010, National Forestry Authority (NFA) headquarters, Kampala Offices. AWE consultants: Eng. Lammeck Kajubi – Team Leader Faith Mugerwa, Sociologist. Project introduction Eng. Kajubi introduced the project and purpose of the meeting. For acquaintance with the proposed project route, maps and design drawings were studied by the respondent team. Issues raised: Potential impact on A Forest Reserve is an area of land designated, reserved/gazzetted by Act of Parliament for the Forest Reserve as development of forests or tree growing activities. It can be an open land without forests on it or with a result of road forests. construction. When the road is improved, there will be easier accessibility to the Forest and this is a positive impact on the side of forest Patrol. However, it is also disadvantageous because illegal dealers of timber would have an improved road to easily escape when pursued by forest rangers.

Illegal activities in the forest would not only affect trees but also wildlife within Forest Reserves.

To pro-actively prevent major adverse impacts during road construction, the developer should convene a meeting with NFA to agree terms and conditions of working through Forest Reserves. Compensation for When a road project passes through a Forest reserve, NFA should be compensated for trees affected forest produce as valued and approved by the Chief Government Valuer. Any private forest owners are also eligible to similar compensation.

The project proponent (UNRA) should also notify NFA of proposed activities so that there is sufficient preparation and time to harvest timber-worthy trees. “Dos” and “Don’ts” of working in Forest Reserves. Source of murram/ Unless there are no practical alternative sources, road construction materials (gravel or murram and other road aggregate) should not be quarried from any forest reserve. However, if there are no alternative sources, construction materials the contractor should pay for any gravel quarried from forest reserves since it is budgeted for in their contract.

Contractors should restore any quarry sites opened up within forest reserves. Camp site NFA discourages construction of workers camps in forest reserves. Illegal timber harvest National Forestry and Tree Planting Act (2003) outlaws illegal harvest of timber in forest reserves. in forest reserves Contractors should therefore create this awareness among workers about activities such as illegal timber sawing for commercial purposes. Erosive runoff Road construction activities and a paved surface after construction are both expected to increase surface runoff with attendant risk of excessive soil erosion and gulling in forest reserves where this erosive stormwater is discharged. Dust and its socio- Road construction will generate dust from earthmoving operations affecting roadside businesses economic impact especially those selling foodstuff.

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Meeting with: Uganda Wildlife Authority (UWA)

Purpose of meeting: To obtain their views on road section through Kigezi Wildlife Reserve adjoining Queen Elizabeth National Park. Date held & place: 15th June 2010, Uganda Wildlife Authority (UWA) headquarters, Kampala Offices. AWE consultants: Eng. Lammeck Kajubi – Team Leader Faith Mugerwa, Sociologist. Project introduction Eng. Kajubi introduced the project and purpose of the meeting. For acquaintance with the proposed project route, maps and design drawings were studied by the respondent team.

As a preamble to ensuing discussions, one UWA official indicated that in the past, no major problems have been for most infrastructure projects through conservation areas and with due diligence and working according to UWA guidelines, none would be expected during construction of the proposed road. Issues raised: Potential impact on Kigezi Wildlife Reserve (KWR) is a buffer to Queen Elizabeth National Park. It is renowned for tree- wildlife and contractor climbing lions and “Nightjars”- medium-sized nocturnal or crepuscular birds which commonly obligations roost on the road at night. These birds are therefore likely victims of (roadkill) of night-time vehicle movement.

To pro-actively prevent major adverse impacts during road construction, it should be a contractual requirement that upon award of contract, the contractor should convene a meeting with UWA to agree terms and conditions of working in a conservation area.

Uganda Wildlife Act (Cap 200) is clear on illegal killing of wildlife. While one can argue to have done such killing in self-defense, proving this is often difficult. Therefore to avoid such situations, it is highly recommended that contractors work with, and follow UWA guidelines. For example, to protect road workers from wildlife, UWA can provide rangers for as long as necessary but these should be paid by the contractor. This has been done by several contractors including ones undertaking Ayago hydropower project or oil and gas seismic surveys in national parks and other conservation areas.

“Dos” and “Don’ts” of working in conservation areas Poaching We expect the contactor to hire local labour but these people might also harbor ulterior motives: poaching is especially of concern to UWA. Construction activities will increase people’s legitimate presence in the conservation area but they may use this opportunity to set up snares to ensnare wildlife. Poaching is illegal according Uganda Wildlife Act, Cap 200. Littering Littering the conservation area with plastic waste especially water bottles and carrier bags is objectionable and contractors should desist from this practice. High road speeds Uncontrolled high speeds during road construction (or during its use, post-construction) will be a risk to wildlife by way of roadkill. During construction, contractors should limit vehicle speeds to UWA guidelines applicable to conservation areas. Additionally, road design should entail provisions and infrastructure for controlled speeds through the conservation area (unless the road is moved out of KWR). Noise and dust Road construction will generate noise and dust from earth-moving operations. These impacts should be minimized by good engineering practices. Impact of night-time Road construction and vehicle travel after dusk poses a considerable risk of roadkill in Kigezi Wildlife operations Reserve; the reason construction activities should be limited to day time.

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Source of murram/ Unless there are no practical alternative sources, road construction materials (gravel or murram and other road aggregate) should not be quarried from Kigezi Wildlife Reserve. However, if alternative sources construction materials cannot be proven, the contractor can obtain materials from the wildlife reserve but not free of cost! - they will pay for them because, being the largest input of any road project, a sufficient budget is obviously provided for in bills of quantities.

A key aspect which should be a contractual obligation for the contractor is restoration of quarry sites if any are opened up in the conservation area. The contract should have provision to withhold from contractor’s payment all funds necessary for full site restoration in case he defaulted on this obligation. Tourism impacts Kigezi Wildlife Reserve is an active tourism area and tourists travelling between Bwindi National Park and Queen Elizabeth National Park drive across the proposed road section on the road from Kihihi through Nyamenzi. Road construction might therefore pose temporary disruption to tourists’ traffic and consequently, use of traffic guides or signage will be necessary to avoid accident risk. Land take or severance of Kigezi Wildlife reserve

QENP Park

Kigezi Wildlife Reserve

Existing road Ishasha town Proposed road

Area (shaded) of Trench to cut KWR severed from off wildlife rest of reserve by ingress into new road community

Severance:

In the proposed design, the road section approaching Ishasha town is within Kigezi Wildlife Reserve, hence severing a portion of land (shaded area) from the rest of the conservation area. With assistance of UWA, the road design engineers should establish size of this severed area to determine if it could be forfeited or big enough to warrant moving the road outside KWR.

Ingress of wildlife into community:

In the pre-project condition, all along the reserve boundary is a trench dug to prevent wildlife moving into adjoining community. Once built within KWR, the road could provide a route along which wildlife bypasses the trench and move into communities.

Suggestion by UWA:

If the road remains in KWR, provisions such as rollers at points where road crosses reserve boundary, should be made to prevent wildlife from moving into local community.

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TRADERS AT KASHENYI MARKET Market Officials Name Designation 1. Mr. Balikuddembe Habibu Chairperson 0782622319 2. Mr. Tushabomer John 3. Mrs. Ninsiima Mugumya 4. Mr. Mugarura Julius 5. Ngabirano Leopold 6. Monica Tumushabe 7. Tujumrwe Onesmus

Date held & place: 19TH May , 2010 at Kashenyi Market, Purpose of meeting: To explain rehabilitation of Rukungiri-Kihihi road project and seek views of trader’s views on potential impacts and compensation issues. Present: - Eng. Kalibala Hebert (AWE) Team leader - Amina Kyabangi- (AWE), Sociologist Issues raised and their responses 1. Issue on the Traders: Although the market is a long Kashenyi trading centre, it follows on Rwebale village rehabilitation of the and is managed by the LC.I. It opens every Monday of the week and attracts traders from as road project far as 10km away. Won’t construction of the road cut off community from one side of the road?

Traders: On market days, traders spread their merchandise up to the road because the market has no permanent stalls. This blocks traffic and sometimes causes accidents. This should be considered during road development.

Traders: Welcomed the road project as long as compensation is done in a timely and fair manner.

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TRANSPORTERS AT ISHASHA BOARDER POST Consultation meeting Name Designation with transporters about the rehabilitation of the Mr. Nzabambarirwa E - Vice Chairperson. LCI 0755041114 Kyebambe Siragi - Driver 0782912877 project road Senyonjo Hamisi - Driver 0772674201 Ndase Sulaiman - Driver 0787003308 Kyakutwika John - Driver 0772488355 Date held & place: 21 May 2010; Ishasha Boarder, Kihihi Sub-county Present: Amina Kyabangi (AWE), Sociologist

Issues raised and responses:

Issue on the rehabilitation Transporters: Appreciation the Government’s effort to improve the national roads. However if of the road project) Ugandan roads are compared to Kenya and Rwanda roads, the quality of the roads in Uganda is still poor.

AWE: UNRA is doing its best

Transporters: We see regional imbalance in road rehabilitation, for instance in the Eastern region if Musita-Namajingo- Majange and Jinja- Kamuli-Bukungu- Gulu, these would be useful links to the region.

RECOMMENDATION: UNRA and the Supervising Consultant should ensure that Contracts give us value for money.

FARMING COMMUNITY AT NYAKASHURE TRADING CENTRE

Consultation meeting Name Designation with Farmers about the rehabilitation of the Twongyeirwe Elly - Vice Chairperson. LCI 0777168139 project road Kamwesiga Herbert - Farmer Musiimentabenia - Farmer 0787582122 Nahabwe Bosco - Farmer 0784152713 Tumwesigye Sepriano - Farmer 0755425227 Kabamanura R - Farmer 0779802340 Date held & place: 20 May 2010; Nyakashuri Trading Centre Present: Amina Kyabangi (AWE), Sociologist Issues raised and responses:

Issue on the rehabilitation Farmers: Appreciated Government interest to rehabilitate the road. They needed firm commitment of the road project) to have fair compensation for fruit trees because they are income generating plants.

AWE: The District rates used when valuing crops are developed by District Land Boards; it is therefore the citizen’s responsibility to find out what criteria is used.

Farmers: There is no safe water source for the community at Nyakasuri trading centre. Karoni stream is the only source used for both livestock and people.

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Mr. Nzabambarurwa.E, Vice Chairperson L.C.I Ishasha Boarder Post, Tel: 075-5041114, 21/May.2010 Mr.Tukamuhabwa, Director, Kakirago Light Primary School, Bugangali Sub-county. Tel: 0782930002 Mrs. Nsime Perepetwa, Teacher, Zendeiri Day & Boarding School, Kihihi Sub-county, Tel: 0773744735 Purpose of consultation: To obtain key social problems.

Mr. Nzabambarurwa informed (AWE) team that Ishasha is not only a border post but also a trading centre and there is a market every Thursday of the week. The market is managed by Kihihi Sub-county and major commodities sold are food stuffs, livestock and general merchandise.

The social challenges noted included:

 Lack of a health centre within the community: the nearest being is 4km away and poor accessibility worsens access to it. The other alternative is 2km into Congo, but she wondered why they should cross into another country for services?.  Attacks from wild animals such as Lions, Elephants and Baboons. However, noted that the baboons are the most common attacker and the others are seasonal.  Malaria is also rampant in the area.

Mr. Tukamuhabwa noted that local communities needed the road more than anything else, but compensation rates should be fair enough to enable affected property owners to replace their assets.

Mrs. Nsime was concerned about the increasing dropping out of school children due to fluctuation incomes of parents which may worsen during road construction.

Mrs. Nimusiima Lillian. Sub-County Chief, Kihihi. Tel: 077-2311866, 21/May/2010 Purpose of consultation: To obtain key gender-specific challenges.

Generally in this region resource ownership is dominated by men, most especially land. Women have little to say in such matters. Similar projects in the region with a component of compensation have been implemented, however many grievances of unfair compensation are reported. She noted that the Sub-county leadership is not involved in formulation of district rates yet they are closer to communities.

Mrs. Kyalisima Loyce, Nursing Assistant, Kikongi HC.II, Bwambara Sub-county Tel: 077-7401335, 20/May/2010 Mr. Mugabirwe Matishia, Lab Assistant, Nyamirama HC.III, Nyamirama Sub-county Tel: 0774228855, 20/May/2010 Mrs. Constance Niwamanya, Nursing Assistant, Bushere HC.II, Kihihi Sub-county, 21/May/2010 Purpose of consultations: To obtain key health issues.

At Kikongi HCII over 50 patients are received on average per day with only one treatment room and four members of staff. There is no safe drinking water and electricity within the facility. The major challenges noted were luck of drugs at the centre and the high transport costs.

Nyamirama HC. III offers a number of services which include; Laboratory services, maternity, family Planning, Out Patient Department, HIV/Testing, and Prevention of mother to child and Antenatal. Over 40 patients are seen on average per day by only six members of staff. Gas is used as the source of energy but there is no safe drinking water within the facility.

Major challenges:

. Out of the twenty one staff supposed to be deployed only six are available. . There are no admission facilities therefore patients are transferred to Kambuga Hospital which is over 20kms way. . Not staff accommodation . There is no structure of outpatients. Many of the hang around the verandas of the health centre as they wait to be attended to.

At the time of these consultations, over twenty mothers and their children were observed sitting and others were sleeping on the floor at Bushere HCII. The facility receives thirty patients on average per day, with only two medical staff and one treatment room with no electric power. The major challenge is lack of drugs.

He informed AWE team that Ishasha is not only a boarder point but also a trading centre and there is a market every Thursday of the week. AWE Engineers www.awe-engineers.com

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Below are minutes of meetings held during consultation with various stakeholders on Environmental Social Impact Assessment (ESIA) for upgrading roads to bituminous standard of Rukungiri- Kihihi –Kanungu/Ishasha.

Meeting 1: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 26th April 2010 held at District headquarters. (Rukungiri District). Present: Kalibbala Herbert, (Team leader) Kagga Amina, Sociologist Seryazi Lamek Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Water  Water sources should be taken care of during road construction to avoid contamination with oil and other pollutants. On Sensitization  The project affected persons should be intensively sensitized on the mode of compensation to avoid discontent.  They should also be sensitized about negative consequences of proposed development such as potential for spread of HIV/AIDS and other sexually transmitted diseases. On Compensation  Q: Will government compensate project affected persons before the project starts?  A: Yes. On the Rivers  During road construction, Nyamabare river should not be underestimated because it floods during rainy seasons. On Road  Q: Why is Rukingiri-Ishasha class A and Kanungu- Kihihi class C?  A: It is because Rukungiri –Ishasha has been designed to be an international road and will carry heavier traffic. Kihihi –Kanungu will have lower traffic volume.

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Meeting 2: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 29th April, 2010 held at District headquarters. (Kanungu District). Present: Kalibbala Herbert (Team leader) Kagga Amina, sociologist Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On employment  Q: How much will the community be involved in terms of employment?  A: The leaders can seek employment from the contractors for their people who have the ability and the will to work. On Sensitization  Project affected persons should be sensitized on the mode of compensation to minimize on the complaints.  They should also be sensitized about negative consequences that come with the development such as instability in family marriages which also intensifies on the spread of HIV/ Aids.  There is also a belief that during road construction there are school going children that are sacrificed, so this should be made clear to the people during the community sensitization. On Compensation  Compensation should be done before actual construction starts.  Q: If road design goes through a grave yard, will government compensate this?  A: Yes, all affected assets including grave yards will be compensated. On Pollution  Pollution of the environment should be considered during road construction because dust affects roadside communities and shop owners.

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Meeting 3: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 4th May, 2010 for the Villages of Kakabada and Kiyaga cells held at Bwoma trading centre. Present: Seryazi Lamek Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Land  Q: Will Government pay for only land and exclude other property i.e. (buildings, crops) on it?  A: No, Government will pay for land, structures and crops affected by the project.  Q: How does government compensate for a farm with cattle?  A: The land owner is compensated for the land and is expected to buy land elsewhere to rear his cattle.  Q: If ones land is affected by the road project before the land title is transferred in his names. How does the government deal with this?  A: The buyer has to transfer land into their names first before compensation is done.  When buying customary land, negotiations are done between the seller and the buyer under the LC’s witness. Is this honored by government?  Yes. On injurious damage  During road construction, there are some houses that will be affected by the project when initially they were not to be within the affected impact zone. Will government also compensate these cases?  Yes, injurious damage will be compensated. On Compensation  After compensation, how much time is given for the project Affected people to leave?  The law provides for 3 or 6 months.

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Meeting 4: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 4th May, 2010 for the Villages of Kabwire cell and Nyamabare held at Rukondo church of Uganda. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Land Q: If land is divided amongst family members, whom does the government compensate? A: The rightful owners will be compensated and this is normally done with a written agreement witnessed by local leaders.

Q: If one’s land is affected by the project before a land title deed is transferred in his names, how does the government deal with this situation? A: The buyer will have to transfer land into their names first before compensation is paid. Q: Does government compensate titled land the same way as one without? A: No.

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Meeting 5: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 4th May, 2010 for the Villages of Kabwire cell and Nyamabare held at Rukondo church of Uganda.(Focus group for the women) Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Compensation  Q: If a woman is the rightful owner of property (i.e. trees, house) on land but the land belongs to her husband, who does government compensate?  A: The woman will be compensated for her property (i.e. trees, house) and the man for his land.  Q: If a family abandoned by its husband is affected by the road, whom does the government compensate?  A: In such circumstances, the Land Act provides that the alienated woman is supposed to get compensation.

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Meeting 6: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 4th May, 2010 for the Villages of Munyeganyegye, Nyabugando and Kashenyi held at Nyabugando trading centre. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Land  Q: If one has a stone and it lies within the affected land, does the government compensate it?  A: This would be compensated only if it can be proven that it has socio- economic or cultural value.

On Compensation  Q: How does government compensate a house with rooms that are owned by different people?  A: Government will then compensate affected persons individually.

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Meeting 7: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 5th May, 2010 for the Villages of Rweibare, and Kashenyi held at Kashenyi trading centre. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Project  Q: After the house has been demolished, is it possible for the person to salvage materials from demolished structures?  A: Yes On Compensation Q: If a family was abandoned by the household head and now the wife and her children are affected by the road, who is compensated?  A: According to the law (Land Act) the woman is supposed to share in the compensation, unless there was a divorce.  Q: If one’s house is partially damaged by the road project affected, does government compensate the whole of it?  A: Yes On Land  Q: After measuring the 15m road reserve, is one free to build on the remaining land?  A: Yes

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Meeting 8: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 5th May, 2010 for the Villages of Kacirago 1 and 2, held at Ranyamunyu trading centre. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Land  Q: There are some people who don’t have land elsewhere. How will government help them?  A: After compensation, the affected person is expected to find replacement land elsewhere within the same range of the cash payment. On project  Q: When is the project starting?  A: About November 2010 On Compensation  Q: If the Project Affected Person does not have any documents evincing ownership, how does government compensate them?  A: Government requires all persons to get identification and documents proving property ownership and LCs leaders can help with these.

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Meeting 9: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 5th May , 2010 for the Villages of Rwibumba, Nyamirama and Kibalama held at Campbell Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On project  Q: When is actual road construction starting?  A: About November 2010, if all goes according to plan. . On Compensation  Q: Does government allow one to open up a bank account anywhere into which to receive compensation payment?  A: Yes.  Q: Does government compensate for the earth graves?  A: Yes.  Q: Will government compensate before the project starts?  A: Yes. On Employment  Q: Will there be employment for people when road construction starts?  A: Very likely- contractors will normally hire local labour on road projects. On Environment  Q: Will government protect water sources during road construction?  A: Yes, the contractor will have contractual obligation to avoid environmental pollution.

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Meeting 10: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 7th May, 2010 for the Villages of Nyamitoma 1 & 2 Nyakatunguru held at Omuburama Primary School. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Compensation  Q: Why does the district decide on prices of crops?  A: It is a government policy for every district land board to determine and develop its compensation rates.  Q: If one’s affected land has a quarry, does the government compensate it?  A: Yes, all affected property will be affected.  Q: Does the government compensate for young crops?  A: Yes, for as long as they are perennial crops, government compensates for them.  Q: If one has bricks, culverts and machines on their land does government also compensate them?  A: No, government will not compensate for any movable property, if they are not destroyed by the road project.  Q: Who owns trees that might grow back in the road reserve?  A: UNRA will keep the road reserve clear of trees that might be dangerous to traffic.  Q: When the project takes a new alignment, will the affected persons be fully compensated?  A: Yes. On employment  Q: Will government provide work for casual labourers during road construction?  A: There will be job opportunities during road construction.

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Meeting 11: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 7th May, 2010 for the Villages of Mironzi 1&2 Karyamacumu held at Omukarere Trading centre. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Compensation  Q: How will government help vulnerable who do not know about bank procedures?  A: Local leaders or relatives can help these people.  Q: Land prices may rise after property valuation, will government consider this when deriving compensation sums ?  A: Compensation will be based on market prices and there is a professional way this is done.  Q: Does government compensate for land without any property?  A: Yes.  Q: Will eviction from the affected land be done only after affected people get compensation?  A: Yes. On employment  Q: Will government provide work for casual labourers during construction?  A: The contractor will have job opportunities for local people. On the project  Q: After learning about the project and later one builds a house in the road reserve will they be compensated?  A: No, anything done after the cutoff date is not eligible for compensation.

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Meeting 12: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 7th May, 2010 for the Villages of Kikongi held at Kikongi Trading centre. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Compensation  Q: Will government compensate for only the 30-meter corridor or even other property inadvertently damaged?  A: Inadvertent damage to property will be compensated by the contractor. All such cases should trigger the grievance mechanism earlier explained.  Q: If one had been expecting to get income from their trees over a period of time, Will the government consider this?  A: No, Uganda laws do not consider income restoration. They provide compensation for the trees in their current state.  Q: Normally government delays to compensate for the affected property. If the prices go up, would government revise property values?  A: No significant delays are anticipated on this project.  Q: Who determines the prices of the land?  A: The property valuers.  Q: If land belongs to more than one person. Does the government compensate all of them?  A: Yes.

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Meeting 13: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 7th May, 2010 for the Villages of Rushararazi, Nyakarama held at Kidubure Trading centre. Present: Seryazi Lamek, Sociologist. Faith Mugerwa, Sociologist (AWE) Issues raised: On Land  Q: Is land without any structures eligible for compensation?  A: Yes. On Compensation  Q: Should one continue building a house where the road is assumed to pass?  A: If a structure under construction has been surveyed and valued, its value is frozen in time! Remember that any other additions that would increase its value would not have been captured during valuations, so such a developer will lose money in construction activities after valuation.  Q: If one has 5acres and 2 acres are affected will the 2 acres be compensated?  A: Yes.  Q: If one has young trees and had planned to get income from them over a period of time will government consider this?  A: No, existing compensation laws do not provide for income restoration, only replacement value. On assistance provided by  Q: Will there be a small allowance given to LC’s if they assist during local leaders (LCs) during resettlement and project implementation? resettlement  A: This question will be documented for UNRA’s attention.

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Meeting 14: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 10th May, 2010 for the Villages of Nyamirama, Mukishala Kaniabizo held at Ntungu Parish. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Land  Q: If one has affected land in more than one village, does the government compensate all of it?  A: Yes.  Q: Will land off the existing alignment be fully paid?  A: Yes. On the project  Q: If water mains get damaged break during road construction, will government compensate this?  A: It will be a duty of the contractor to ensure no utilities are damaged during road works and if they are, s(he) would pay for their restoration. On Compensation  Q: Suppose the house owner and land owner are different. Who is be compensated?  A: Government compensates both after valuing their property.  Q: Should project affected person specify the name of the village where they stay?  A: Yes  Q: If a family is neglected by the husband and it so happens that the children and the wife are affected by the road, who is compensated?  A: Through the local leaders, the wife should be compensated so that she can locate with her family.

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Meeting 15: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 10th May, 2010 for the Villages of Kazindiro, Nyakatooma, Karoni, Kagunga held at Nyamirama Sub-county headquarters. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On the project  Q: Will government compensate for damage to water mains that break during construction?  A: That will be obligation of the contractor. On Employment  Q: Will the government provide work for casual labourers during construction?  A: The contractor will have opportunities for local people to work on the road during construction. On documents proving  Q: If a person has nickname on the voter’s card should it also be used in the ownership bank?  A: People should provide documents that are accurate and prove ownership claimed property.

On Sensitization  Q: There has been creation of awareness to our people on some negative consequences of road development like spread of HIV/AIDS. Have contractors been sensitized too?  A: They will be sensitized.

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Meeting 16: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 10th May, 2010 for the Villages Samalia 1 & 2 held at Samalia Trading centre. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Land  Q: Will government compensate for only land?  A: No even structures on affected land. On Compensation  Q: If one has eucalyptus trees and they hope to gain from them over a period of time, how will government compensate?  A: Existing Uganda compensation laws do not provide for I income restoration- payments are made for property “as is”.  Q: Does government compensate for young crops?  A: Yes, for as long as they are perennial crops.  Q: Why doesn’t the government compensate for annual crops?  A: because Government gives enough time for the farmers to harvest their crops.  Q: If there is a house on the affected land that has been neglected for a long time, does the government compensate for it?  A: Yes- based on its market value.  Q: If one has property on a piece of land that belongs to someone else, whom does the government compensate?  A: The land and the property owner are compensated differently.  Q: If a wife has been neglected by her husband for a long time and she is staying with the children in the house that is affected. Who is compensated?  A: With the help of the local leaders the woman is supposed get that money so that she can relocate with her family.

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Meeting 17: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 11th May, 2010 for the Villages Kihihi, Kazinga, Kashoza at Kashojwa C.O.U Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Compensation  Q: Why do districts decide on compensation prices of crops?  A: It is government policy for every district to determine its compensation rates.  Q: Does government compensate for trees?  A: Yes.  Q: Does government compensate people who will be affected the new road alignment?  A: Yes.  Q: If government property like schools falls within the affected land, who is compensated?  A: The government has tried to avoid this but in case it happens, government does not compensate government.  Q: How does Government compensate project affected persons who have no bank accounts?  A: There will be choice for cash payment or deposit of compensation payment into a bank account. On project  Q: When will the project start? commencement  A: About November 2010 according to current plans.

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Meeting 18: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 11th May, 2010 for the Villages Kabuga, Ruyayu, Kihihi, Rutwe, Bugongo at Town Council Hall. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Compensation  Q: If one fails to buy land with the money that they have obtained from compensation, what would government do?  A: Valuation is done in a way that it ensures affected persons receive sufficient payment to replace their assets.  Q: Who determines property compensation price?  A: The District Land Board.  Q: Is valuation and compensation done at the same time?  A: No, it is valuation of property first then compensation later.  Q: If my house is near the road reserve why doesn’t the government compensate me?  A: The road reserve is different from a carriageway where vehicles move. If property is not affected by the road project, there is no eligibility for compensation  Q: If the affected person is not around, how does the government compensate them?  A: Government will require everyone who is affected by the road to get their money in person. On graves  Q: If someone died 40 years ago, is it possible to get that body and rebury it?  A: Yes, graves can be moved.

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Meeting 19: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 11th May, 2010 for the villages of Bugongo, Nyakatunguru, Nyamwegabira, Kikundabukama, Rushenyi at Nyamwegabira Primary School. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Project  Q: When is road construction likely to start?  A: November 2010 . On Compensation  Q: Does government compensate for customary land?  A: Yes.  Q: Is customary land and titled land compensated the same way?  A: No.  Q: Does the government compensate for young perennial crops?  A: Yes.  Q: Why does the government pay 20million shillings and above by EFT and not cash?  A: It is a government policy to reduce on crime and money laundering.

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Meeting 20: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 12th May, 2010 for the Villages Kyeijnga, at Kyeijanga Trading centre Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Compensation  Q: Will government compensate both land and structures on it?  A: Yes.  Q: Will government compensate for property before actual road construction starts?  A: Yes.  Q: In case of compensation, can the next of kin sign?  A: If there is a document relegating that responsibility to next of kin, then it is possible.  Q: If property is destroyed during road construction and yet it was not part of those surveyed and valued affected, will government pay for it?  A: Yes. On land  Q: If one’s house is taken by the road reserve, can one build another house nearby if there is sufficient land available?  A: Yes  Q: Do customary land and titled land have equal compensation value?  A: No.

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Meeting 21: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 12th May, 2010 for the Villages Kanyacendi, Nkamba at Kirima Sub-county Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Compensation  Q: Does the district work with Sub-county to determine the market prices for crops?  A: We hope so.  Q: Does government consider re-evaluation of property when it takes long to compensate affected people?  A: Normally government compensates the affected people before the actual road project starts but in case of any delay the RAP add valuation figures are revisited are reviewed.

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Meeting 22: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 12th May, 2010 for the Villages Rutooma, Bushura at Savannah Trading Centre Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Compensation  Q: Do graves have compensation rates?  A: Yes but earth and concrete graves differ in value.  Q: Will government compensate affected people before road construction starts?  A: Yes.  Q: If one dies before being compensated who gets the money?  A: The family has to get a relative approved by the Administrator General to be paid on behalf of the rest.

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Meeting 23: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 13th May, 2010 for the Villages Rugarama, Kitokye at Kishenyi C.O.U Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Injurious impacts  Q: During road construction, there may be buildings affected yet they were not among those eligible for valuation and compensation. Will government also consider them?  A: Yes, Government considers such incidental damage as eligible for compensation via a grievance process. On Compensation  Q: If a wife has been abandoned by her husband with the children in the house that is affected. Who is compensated?  A: The law (Land Act) provides for such spouses to get compensation.  Q: If property and land are owned by different people, how does the government compensate?  A: The land owner is compensated for the land and the property owner is compensated for property thereon.

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Meeting 24: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 13th May, 2010 for the Villages Kashanda, Kahama at Kanyantorogo Sub-county. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Compensation  Q: Is it mandatory for one to get a bank account?  A: There is always choice for cash payment or through a bank.  Q: How does government determine compensation prices?  A: Every district land board is mandated to develop compensation rates.  Q: If one dies before compensation, how does the government compensate them?  A: The next of kin can claim compensation payment  Q: Will the money for the project affected persons be compensated at once?  A: Yes

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Meeting 25: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 14th May, 2010 for the Villages Ishasha at the Ishasha border Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Compensation  Q: Does the government compensate land and property/ structure thereon?  A: Yes.  Q: Why doesn’t government compensate for annual crops?  A: Government gives enough time for the people to harvest their crops.

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Meeting 26: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 14th May, 2010 for the Villages Itubura Cell, Bwerebane, Nyakatare at Bwerebane Trading Centre. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Compensation  Q: If a woman was abandoned with children by her spouse. Is she eligible for compensation?  A: The law allows that, if no divorce took place.  Q: Does government compensate for graves?  A: Yes.  Q: When is the project starting?  A: Construction expected to commence in November.

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Meeting 27: Purpose of meeting: To obtain their views on the proposed project. Date held & place: 14th May, 2010 for the Villages Mashenga, Kanungu, Kishamba at Mother Care Primary School. Present: Seryazi Lamek, Sociologist Faith Mugerwa, Sociologist (AWE) Issues raised: On Compensation  Q: Why does the district decide prices of crops?  A: It is a government policy for every district to determine its compensation rates.  Q: Does the government compensate for affected land without a title?  A: Yes. On Land  Q: If one’s land is 90% affected and the remaining parcel is such small that it is not useful for farming or settlement, how will government compensate for this?  A: The government will pay for all the land and the affected person relocated elsewhere.

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Meeting 28: Respondents Officers of Ishasha Police Post (preferred anonymity) Purpose of meeting: To obtain views on project impact police land and barracks. Date held & place: 12th June, 2010; Ishasha Police Post Present: Ritah Nabaggala, Environmental Consultant Nulu Namukasa, Field Sociologist Issues raised: On Compensation Officers were worried about relocating the police post and lack of alternative location since there was no available land in the vicinity.

Meeting 29: Name of Respondent Officer in Charge (OC), Rukungiri Prisons Purpose of meeting: To obtain views on project impact on prison land. Date held & place: 6th May, 2010; Rukungiri Prison Present: Ritah Nabaggala, Environmental Consultant Nulu Namukasa, Field Sociologist Issues raised: On Compensation A 15- meter strip of prison land adjoining existing road will be lost to the road project. In this strip were banana plants and 3 uniports of prison officers. The OC’s concern was whether this land would be compensated, since it is unusual for Government to compensate itself!

Meeting 30: Name of Respondent Bishop Bernard Bagaba Purpose of meeting: To obtain views on project impact on Kinkiizi Diocese land. Date held & place: 15th June, 2010; Nyakatare Village Present: Ritah Nabaggala, Environmental Consultant Nulu Namukasa, Field Sociologist Issues raised: On Compensation He was concerned about the compensation rate for church land, buildings and schools which might be damaged by roadworks.

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APPENDIX 2: FAUNA & FLORA SURVEY REPORT

Introduction

Road development may have varying impacts on the natural environment. It may lead to habitat loss and destruction, disruption of migration routes, the lime used in construction could pollute water sources, and it may disrupt the normal livelihood and physiology of animals due to the noise and vibrations during the construction period.

Pursuant to the Convention on Biological Diversity, Uganda’s laws require an environmental impact assessment before any development is carried out on water or on land. This section of the report presents observations and conclusions on the fauna in the direct areas of impact that are traversed by the road to Rukungiri-Kihihi-Kanungu. It also presents envisaged impact statement of fauna that might result from the proposed developments.

To make a well informed statement, plant and animal communities were assessed in selected areas along the project route to provide an overview of the composition, critical habitats and vulnerabilities that could be seriously and negatively impacted in the area need to be assessed as major components of the natural ecosystem. The field surveys for this report were conducted between the 19th and the 22nd of May 2010.

Methods

Survey points were placed along the Rukungiri-Kihihi-Kanungu road at distances of 5km apart. At each of these points, surveys were made to record a species inventory of birds and mammals in the area. Surveys conducted in these areas resulted into checklists for the two taxa which are used as the basis for the EIA statement in this report. Additional points were randomly located in other areas of interest, such as at points with streams and in areas were the proposed road development would result into diversions from the old road.

Results and Recommendations

Altogether 73 species of birds were recorded from all points surveyed along the project road (Appendix 1) and 18 species of mammals were reported from interviews.

Of all bird species recorded along the length of the road project, only three species Brown Snake Eagle (Circaetus cinereus), African Crowned Eagle (Stephanoaetus coronatus) and Grey Crowned Crane (Balearica regulorum) are ranked as of conservation significance at the East African level.

In addition two types of snakes were reported from the sites, the Spitting Cobra and the Gaboon Horned Viper. The habitats these species were recorded in were mainly Agricultural ecosystems, Swamps, natural and eucalyptus plantation forests.

The assessment is divided into three zones:

 Rukungiri- Nyakashure  Nyakashure-Kihihi  Kihihi- Kanungu

a) Rukungiri- Nyakashure:

The Rukungiri-Nyakashure road section mostly follows the already existent main road route. The major works on the road will involve bituminizing the road and expansions for the full length of the road section all the way. In two places diversions are proposed which would result into new land uptake for road creation. The coordinates for the points at which the details observations were made are given in table 1.

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Table 1: Coordinates of the points at which major surveys were conducted Way Point X Y 152 825468 9913866 154 825339 9914134 155 825010 9914672 156 823629 9916796 161 821313 9919268 162 821324 9919308 164 818819 9923560 165 818705 9925130 166 818760 9925224 167 817415 9928020 168 816964 9928100 169 813908 9926640 170 812044 9924194 171 812007 9924154 172 810027 9923658 173 808162 9922424 175 806245 9922716 192 811635 9924412

The ecosystems traversed in this road section are largely agricultural landscapes but interspersed, with Eucalyptus plantations and swamps in several places in the valleys. Appendix 1 details the species composition with their particular habitat preferences and an indication of regional conservation status. 41 species of birds were recorded in the Rukungiri- Nyakashure section of the road. Two species (the African Crowned Eagle Stephanoaetus coronatus and the Grey Crowned Crane Balearica regulorum) are species of particular conservation concern in Eastern Africa. The species list also included two migrant species (the Common Quail and the Willow Warbler).

Table 2 summarises the habitat preferences for 31 of the bird species recorded, the 10 species for which no particular habitat preference is indicated are wide spread and generalist species

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Table 2: Summary of habitat preference for birds in Table 1 Row Labels Count of habitat F 18 FF 3 FW 2 W 5 WW 3 Grand Total 31

The habitat preference and threat categories acronyms used in table 2 and elsewhere in this report are based on Carswell et al (2005) and are summarised in table 3.

Table 3 Habitat and Threat categories acronyms used in table 1 W always resident in or near water w often resident or observed in or near water F Forest resident f resident in and near forests R-CR regionally critical R-EN regionally endangered R-VU regionally vulnerable R-NT regionally near-threatened R-RR species of regional responsibility

More than 56% of the species recorded (Table 2) are species with a particular preference for forested areas. The presence of a woody stand is therefore important for their survival.

Appendix 1 suggests that although largely an agricultural landscape, the areas traversed by the road have a rich diversity of the avifauna. In addition to the avifauna, 10 species of mammals (Table 4) were reported in this road section. Of these only lions which are occasional visitors in the area are the species listed by IUCN as threatened.

Table 4: Species of mammals reported in the Rukungiri- Nyakashure road Section Mammals Scientific name Crested Porcupine Hystrix cristata Savanna (Crawshay's) Hare Lepus victoriae Side-striped Jackal Canis adustus Vervet Monkey Cercopithecus (aethiops) pygerythrus Common Striped Grass Mouse Lemniscomys striatus Lion Panthera leo Olive Baboon Papio anubis White-toothed Mole-rat Cryptomys ochraceocinereus Serval Felis serval Marsh Mongoose Atilax paludinosus

The lists presented here may not necessarily represent the full diversity of species in both taxa. None of the species recorded were reported nor observed in large concentrations anywhere in this road section.

The major points of interest are in areas with surface water, the rivers and streams which were recorded along the road, at AWE Engineers www.awe-engineers.com

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Gishenyi (Plate 1), Ihimbo (Plate 2), and Nyamirama, which are important component s of the swamp ecology and whose flow should be maintained through use of culverts or other necessary construction methods. These are areas where road works could end up introducing a lot of marrum into the wetlands, or areas at which tar could escape into the waters. Both events could lower the condition of the water at these points and make the areas unsuitable for species of animals that range in these areas.

Plate 1. Gishenyi Stream (Point 157)

Plate 2. River running through Ihimbo Forest Reserve

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Plate 3. Cranes and a cultivated area in one swamp location along the road

Plate 3 shows another area (UTM 825339 9914134) that may be important for the conservation of fauna. A pair of cranes was recorded in this area and it may well be important for their breeding. A section of the road detour will be routed through this area. Particular attention will need to be made to ensure that the area is not an important breeding area for the cranes and therefore does not result into destruction of a sensitive habitat. b) The Nyakashure- Kihihi road section

This section of the road will be a completely new section of road that will result into major new land uptake and habitat destruction. The coordinates of points at which detailed surveys were conducted are shown in table 5.

Table 5: Coordinates of points at which surveys were conducted on the Nyakashure- Kihihi road section Way Point X Y Way Point X Y 176 805936 9923214 202 800376 9920066 177 805805 9922998 203 799889 9919944 179 805354 9922820 204 799826 9919980 180 805225 9922874 205 799694 9919618 187 803704 9921962 208 798316 9920604 189 802003 9920470 209 796778 9919778 193 802831 9922254 210 796726 9919768 194 802702 9922114 211 796694 9919658 195 802399 9922210 212 796423 9919638 196 802328 9922254 213 796251 9919680 197 802024 9922168 214 795144 9919394 198 801339 9921864 215 794744 9919362 199 801163 9921748 219 793934 9919434 200 800963 9921500 220 793703 9919358 201 800796 9921244

For a distance of 20 km and represents a large significant area of new land uptake and therefore habitat destruction and loss. 47 species of birds and 10 mammal species were recorded or reported to occur in this area. It is very possible that several more species could be recorded in a longer survey. Two species of birds (Brown Snake Eagle and Grey Crowned Crane) are of particular conservation concern at the east African regional scale, both classified as regionally near threatened.

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Table 6 distribution of species recorded in the Nyakashure- Kihihi road section by habitat preference Habitat preference numbers F 21 f/F 1 FF 1 FW 3 W 8 WW 2 (blank) 11 Grand Total 47

The results in table 6 suggest that more than 55% of species recorded in this road section are dependent on the presence of a good stand of tree cover. In this section the road would cross River Nyakashure at point 187 (Plate 4), which is in the valley below Nyakashure.

Plate 4. Section of River Nyakashure that could be crossed by the road section

Other important swamp areas will be traversed in Kihihi near the wetlands points 198 (UTM 801339, 9921864) and 202 (UTM800376, 9920066). These two swamp areas had large congregations of the Cranes and probably represent important congregation or foraging areas for the species.

The area towards Ishasha, between points 209 to 220 (coordinates in Table 4), between Nyaanga and Ishasha is an agricultural landscape which is contiguous with Queen Elizabeth National Park. The road works in this section are proposed to cross through the public land rather than the National Park. Although this area is public agricultural land, it remains an important range area for wildlife from the Park for species including bush pigs, leopards and lions.

At all points, the lime from construction will be a major pollutant both in the aquatic ecosystems and on the vegetation which comprises the habitats of the animal species. c) Kihihi-Kanungu road section

The final section of the road starts at Bikomborwa and stretches up to Kanungu town and is routed along the already existent road which will only need to be widened. The ecosystem in this area consists of agricultural ecosystems and plantation forests. 15 species of birds and 4 species of mammals were recorded from this area. AWE Engineers www.awe-engineers.com

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A major concern in this area will be contamination of Kanyatogoro stream (point 228, Table 7) near Kanungu Town by road works.

Table 7: Coordinates of the points at which surveys were conducted in Kihihi-Kanungu road section Way Point X Y 225 799985 9915764 226 801018 9910814 228 802006 9908114 229 802095 9908292 230 803455 9906366 231 806631 9902252

A total of 14 species of birds were recorded in this final road section of which 11 are species of birds that are dependent on the availability of woody or vegetation cover.

References Carswell, M., Pomeroy, D.E., Reynolds, J. and Tushabe, H. 2005. Bird atlas of Uganda. British Ornithologists’ Union, London.

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Annex 1: Bird species recorded in the different sections of the road Briton habita threa Section Section Section no. Way Point Scientific name t t 1 2 3 B40 Black-headed Heron Ardea melanocephala W √ √ B74 Hadada Ibis Bostrychia hagedash W √ √ B178 Brown Snake Eagle Circaetus cinereus R-NT √ B258 African Crowned Eagle Stephanoaetus coronatus FF R-VU √ B308 Helmeted Guineafowl Numida meleagris √ √ B336 Scaly Francolin Francolinus squamatus F √ B404 Grey Crowned Crane Balearica regulorum WW R-NT √ √ B566 Grey-headed Gull Larus cirrocephalus WW √ B604 African Green Pigeon Treron calva F √ B634 Red-eyed Dove Streptopelia semitorquata f √ √ B678 Ross' Turaco Musophaga rossae F √ Eastern Grey Plantain Crinifer zonurus B684 Eater √ √ Caprimulgus B780 Black-shouldered Nightjar nigriscapularis F √ B800 Mottled Spinetail Telacanthura ussheri F √ B828 Blue-naped Mousebird Urocolius macrourus √ B830 Speckled Mousebird Colius striatus √ √ B870 Little Bee-eater Merops pusillus √ B1082 African Broadbill Smithornis capensis FF √ B1118 Black Saw-wing Psalidoprocne holomelas f √ B1136 Red-rumped Swallow Hirundo daurica √ B1142 Wire-tailed Swallow Hirundo smithii W √ B1156 Yellow Wagtail Motacilla flava W √ B1166 African Pied Wagtail Motacilla aguimp W √ √ B1190 Black Cuckoo-shrike Campephaga flava f √ B1190 Black Cuckoo-shrike Campephaga flava f √ Yellow-whiskered Andropadus latirostris B1218 Greenbul F √ √ √ B1220 Honeyguide Greenbul Baeopogon indicator FF √ B1258 Common Bulbul Pycnonotus barbatus f √ √ √ B1288 White-browed Robin Chat Cossypha heuglini f √ B1288 White-browed Robin Chat Cossypha heuglini f √ √ B1320 Common Stonechat Saxicola torquata √ B1340 Sooty Chat Myrmecocichla nigra √ B1404 Greater Swamp Warbler Acrocephalus rufescens WW √ Acrocephalus B1406 Lesser Swamp Warbler gracilirostris W √ B1426 Trilling Cisticola Cisticola woosnami √ B1428 Chubb's Cisticola Cisticola chubbi FW √ √ √ B1464 Tawny-flanked Prinia Prinia subflava fW √ √ B1470 White-chinned Prinia Prinia leucopogon F √

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Briton habita threa Section Section Section no. Way Point Scientific name t t 1 2 3 B1502 Grey-backed Camaroptera Camaroptera brachyura f √ √ √ B1540 Willow Warbler Phylloscopus trochilus f √ B1608 Lead-coloured Flycatcher Myioparus plumbeus f √ Trochocercus B1624 Dusky Crested Flycatcher nigromitratus F √ African Paradise B1634 Flycatcher Terpsiphone viridis f √ √ B1656 Chin-spot Batis Batis molitor f √ √ B1727 Little Green Sunbird Anthreptes seimundi FF √ B1731 Green-headed Sunbird Cyanomitra verticalis F √ √ √ B1739 Green-throated Sunbird Chalcomitra rubescens F √ Chalcomitra B1743 Scarlet-chested Sunbird senegalensis f √ √ B1777 Marico Sunbird Cinnyris mariquensis √ B1807 Mackinnon's Fiscal Lanius mackinnoni f √ B1809 Grey-backed Fiscal Lanius excubitoroides fW √ √ B1813 Isabelline Shrike Lanius isabellinus √ B1899 Fork-tailed Drongo Dicrurus adsimilis f/F √ B1907 Pied Crow Corvus albus √ Rüppell's Long-tailed Lamprotornis B1943 Starling purpuropterus √ B1999 Spectacled Weaver Ploceus ocularis f √ √ B2005 Holub's Golden Weaver Ploceus xanthops W √ B2015 Lesser Masked Weaver Ploceus intermedius √ B2023 Vieillot's Black Weaver Ploceus nigerrimus f √ √ √ B2025 Black-headed Weaver Ploceus cucullatus √ √ B2029 Yellow-backed Weaver Ploceus melanocephalus WW √ √ B2063 Black Bishop Euplectes gierowii W √ B2141 Yellow-bellied Waxbill Estrilda quartinia f √ B2149 Common Waxbill Estrilda astrild W √ B2153 Black-headed Waxbill Estrilda atricapilla F √ B2167 Black-chinned Quail-Finch Ortygospiza gabonensis W √ B2173 Bronze Mannikin Lonchura cucullata √ B2175 Black and White Mannikin Lonchura bicolor f √ B2183 Village Indigobird Vidua chalybeata √ √ B2185 Pin-tailed Whydah Vidua macroura √ B2201 African Citril Serinus citrinelloides f √ B2209 Yellow-fronted Canary Serinus mozambicus √ B2217 Streaky Seedeater Serinus striolatus f √ √

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FLORA SURVEY REPORT

Vegetation assessment for the proposed upgrading of Rukungiri-Kihihi-Kanungu roads.

1. 0. Introduction

The Rukungiri-Kihihi-Kanungu roads stretch lies within a highly modified vegetation. The vegetation can be classified as a forest/savanna mosaic. The most abundant element of this mosaic is a mixture of forest remnants, incoming savanna trees and a grass layer. This is a result of land fragmentation and repeated cultivation. The savanna species are represented in areas where cultivation has been much practiced. Waterlogged valleys are dominated by scattered Phoenix reclinata and Acacia polycantha trees with several grasses commonly found in water logged areas like Leersia hexandra and Miscanthus violaceous and the most common trees are Eucalyptus and Pinus spp. which are planted along the slopes and sometimes in valleys. Ihimbo forest represented an un encroached patch of forest with Acacia polycantha, Macaranga schweinfurthii, Pseudospondias microcarpa, Pycnanthus angolensis etc.; with a river (R.Ntungu) that floods. The flooding might have saved this patch from serious encroachment. Farmlands were mainly of Zea mays (Maize), Arachis hypogea (Ground nuts), Sesamum indica (Sesame), Manihot esculenta (Cassava), Ipomoea batatas (Sweet potatoes), Sorghum bicolor (Sorghum). Eleusine corocana (Millet), Eucalyptus and Pinus spp.

1.2. Biodiversity decline Vegetation clearance, fragmentation, habitat loss and biodiversity decline are increasingly recognised in the study area. The factors causing biodiversity loss centre primarily on habitat modification and by far the major factor has been clearing for cultivation. Several river banks are planted with maize, rice, sweet potatoes and Eucalyptus species resulting into floral change. Habitat modification not only affect plants but also fauna. An example is the Muntanda II wetland which is a breeding site for the Crested Crane the Ugandan National Bird that has been encroached on.

2. Methods

Using the centre peg as the transect, nested quadrats of 10 x 10m wide for trees and shrubs, herbs were sampled in 2 x 2m quadrats at an interval of 10 m alternating on either side of the transect. All plant species encountered within the transect were recorded. Unidentified plants were collected and determined at the Makerere University Herbarium (MHU). Five habitats (Cultivation, Fallow, savanna, swamp and forest remnant) and three life forms were recognized (tree, shrub and herbs). The generated list of species was checked against those lists of species of conservation concern. The IUCN list was checked but with caution because not all Ugandan species have been assessed for red listing. For this reason, the list of endemic species compiled by the East African Red Listing Authority (unpublished report) was also used, as well as the preliminary data from the rapid red list for Uganda (unpublished report) compiled by MHU.

3. Results

3.1. Plant diversity and abundance

A total of 179 species was recorded from the different habitats. Forests registered the lowest number of species (17) followed by thickets with 19 species. Grazing registered the highest number of species most of them were herbs.61 followed by swamps with 52 species. Of the 179 species registered, 122 species were herbs, 33 were shrubs and only 27 were trees. This means there has been serious encroachment on the vegetation 4.0. Conservation status

The project area is already highly modified by human activities. All species identified at the project area are not registered among the 58 plant species registered as “globally threatened species” for Uganda as by the IUCN Redlist of 2007. If the developer applies the proposed mitigation measures there will be minimal impacts on the vegetation.

5.0. CONCLUSION

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The direct impact zone (DIZ) of Rukungiri-Kihihi- Kanungu roads construction is minimal if the destroyed trees are either reinstated or other shade plants adopted. Along road edges creeping herbs like Paspalum spp. be planted on slopes and in the reserve zone to prevent soil erosion. During the operational phase some cleared vegetation will re-grow in the reserve zone of the constructed road.

The road construction having considered the ecological requirements of the terrestrial flora will not affect the survival of species recorded since they are represented elsewhere in the area.

Bibliography

. IUCN 2007. 2007 IUCN Red List of Threatened Species . Kent M., & Coker P. (1996) Vegetation description and analysis. A practical Approach. John Wiley & Sons LTD, West Sussex, England . Langdale-Brown, I., Osmaston, H. A. & Wilson, J. G. 1964. The vegetation of Uganda and its bearing on land-use. Government of Uganda.

Annex A3-1. Species checklist

Family Species

Swamp Forest Woodland Opengrassland Thickets Cultivation Fallow Grazingland Acanthaceae Acanthus pubescens 1 1 Acanthaceae Dyschoriste radicans 1 1 Acanthaceae Justicia betonica 1 Acanthaceae Ruellia patula Jacq. 1 Acanthaceae Thunbergia alata 1 Adiantaceae Pellaea calomelanus Link. 1 Agavaceae Agave sisalana (Engl.) J.R.Drumm. 1 1 Agavaceae Sanseveria americana 1 Amaranthaceae Achyranthes aspera L. 1 1 1 1 1 Amaranthaceae Aerva lanata L. 1 Amaranthaceae Amaranthus hypbridus 1 1 Amaranthaceae Asystasia gangetica T.Anders. 1 Amaranthaceae Celosia trigyna L. 1 Amaranthaceae Cyathula uncinulata (Schrad.) Schinz. 1 Anacardiaceae Mangifera indica L. 1 1 Apiaceae Centella asiatica (L.) Urban 1 1 Apocynaceae Thevetia peruviana Schum. 1 1 Araceae Colocasia esculenta 1 Araliaceae Polyscias fulva 1 Arecaceae (Palmae) Phoenix reclinata Jacq. 1 Asteraceae Ageratum conyzoides L. 1 1 1 Asteraceae Aspilia africana L. 1 Asteraceae Berkheya spekeana Oliv. 1 Asteraceae Bidens pilosa L. 1 1 Asteraceae Conyza sumatrensis (Retz.) E.Walker 1 1 Asteraceae Crassocephalum crepidioides S.Moore 1 Asteraceae Crassocephalum mannii Asteraceae Crassocephalum vitellinum (Benth.) S.Moore 1 1 Asteraceae Dicrocephala integrifolia 1

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Asteraceae Emilia cocinea 1 Asteraceae Erlangea tomentosa S.Moore Asteraceae Galinsoga parviflora 1 Asteraceae Guizotia scabra (Vis) Chiov. 1 Asteraceae Gynura scandens 1 1 Asteraceae Siegesbeckia orientalis L. 1 Asteraceae Sonchus oleraceus L. 1 Asteraceae Spilanthes mauritiana 1 1 Asteraceae Tagetes minuta L. 1 Asteraceae Tithonia diversifolia L. 1 Asteraceae Tridax procumbens L. 1 1 1 1 Asteraceae Vernonia amygdalina Del. 1 1 1 1 Asteraceae Vernonia auriculifera 1 Asteraceae Vernonia perottetii Sch. Bip. 1 Asteraceae Vernonia smithiana (DC) Less 1 1 Balsaminaceae Impatiens hochstetteri 1 Balsaminaceae Impatiens tincora 1 Basellaceae Basella alba 1 Bignoniaceae Markhamia lutea 1 1 1 Bignoniaceae Spathodea campanulata 1 Boraginaceae Caesalpinia decapetala 1 Caesalpiniaceae Senna siamea (Lam.) Irwin & Barneby 1 Caesalpiniaceae Senna spectabilis 1 Caryophyllaceae Drymaria cordata (L.) Roem. 1 1 Combretaceae Combretum molle 1 Combretaceae Terminalia brownii 1 Commelinaceae Commelina africana L. 1 Commelinaceae Commelina benghalensis L 1 Commelinaceae Commelina latifolia 1 1 Convolvulaceae Hewettia sublobata (L.f.) O.Ktze 1 1 1 Convolvulaceae Ipomoea batatas 1 1 Convolvulaceae Ipomoea wightii 1 1 Cucurbitaceae Cucurbita pepo 1 Cucurbitaceae Momordica foetida K.Schum. 1 1 Cupressaceae Cuppressus lusitanica 1 Cupressaceae Juniperus procera 1 Cyperaceae Abildgaardia hispidula (Vahl) R. Haines 1 Cyperaceae Cyperus alba 1 Cyperaceae Cyperus denudatus 1 1 1 Cyperaceae Cyperus distans 1 1 Cyperaceae Cyperus dives L. 1 Cyperaceae Fimbristylis dichotoma (L.) Vahl 1 Dracaenaceae Dracaena fragrans 1 Dracaenaceae Dracaena steudneri 1 Euphorbiaceae Bridelia micrantha (Hochst.) Baill. 1 1 1 Euphorbiaceae Euphorbia tirucalli L. 1 1 1 Euphorbiaceae Manihot esculenta Crantz 1 1 Euphorbiaceae Manihot glaveolens 1 1 Euphorbiaceae Ricinus communis L. 1 Euphorbiaceae Sapium ellipticum Pax. 1 1 1 Fabaceae Arachis hypogaea L. 1 1 Fabaceae Crotalaria spinosa 1 1

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Fabaceae Desmodium incanum DC. 1 1 1 Fabaceae Desmodium repandum 1 Fabaceae Eriosema psoraleoides (Lam.) G.Don 1 Fabaceae Erythrina abyssinica Lam. ex DC 1 1 Fabaceae Erythrina moosa 1 Fabaceae Indigofera arrecta A.Rich. 1 Fabaceae Indigofera spicata Forssk. 1 Fabaceae Phaseolus vulgaris 1 1 Fabaceae Pseudarthria hookeri Wight & Arn. 1 Fabaceae Tamarindus indica L. 1 Fabaceae Teramnus labialis (L.f.) Spreng. 1 Guttiferae Harungana madagascariensis Poir. 1 Lamiaceae Hoslundia opposita Vahl 1 Lamiaceae Leonotis nepetifolia (L.) W.T.Aiton 1 Lamiaceae Mentha aquatica 1 Lamiaceae Ocimum gratissimum L. 1 1 Lamiaceae Plectranthus bartatus 1 Lauraceae Persea americana 1 Liliaceae Sanseveria americana 1 Malvaceae Hibiscus diversifolia A.Rich. 1 Malvaceae Sida acuta Burm.f. 1 Malvaceae Sida ovata 1 1 Meliaceae Toona ciliata 1 Mimosaceae Acacia mearsii 1 Moraceae Artocarpus heterophyllus 1 Moraceae Ficus ovata 1 Moraceae Ficus thonningii Blume 1 Moraceae Ficus vallis-choudae Del. 1 Musaceae Musa paradisiaca 1 Musaceae Musa sapientum 1 Myrsinaceae Maesa lanceolata 1 Myrtaceae Callistemon sp. (white flowers) 1 Myrtaceae Eucalyptus sp. 1 1 1 1 Myrtaceae Grevellea robusta 1 1

Myrtaceae Psidium guajava 1

Oleaceae Jasminum fluminense Vell. 1 Oleaceae Jasminum pauciflorum Benth. 1 Onagraceae Jussiea sp. 1 1 Oxalidaceae Biophytum petersianum Klotzsch 1 Oxalidaceae Hydrocotyle mannii 1 1 Pedaliaceae Sesamum angustifolia 1 Pinaceae Pinus sp. 1 Plumbaginaceae Plumbago palmata 1 Poaceae Brachiaria brizantha (A.Rich.) Stapf 1 1 Poaceae Cenchrus ciliaris L. 1 1 Poaceae Chloris gayana Kunth. 1 1 Poaceae Coix lacryma-jobis 1 Poaceae Cynodon dactylon (L.) Pers. 1 1 Poaceae Digitaria diagonalis (Nees) Stapf 1 1 Poaceae Digitaria longiflora (Retz.) Pers. 1 1 Poaceae Eragrostis olivacea 1 Poaceae Eragrostis tenuifolia (A. Rich.)Steud. 1 1

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Poaceae Imperata cylindrica 1 1 Poaceae Leersia hexandra Steud. 1 Poaceae Melinis repens (Willd.) Zizka 1 1 1 Poaceae Oplismenus hirtellus 1 Poaceae Oryza sativa 1 Poaceae Panicum maximum Jacq. 1 1 1 Poaceae Paspalidium geminatum (Forsk.) Stapf 1 1 Poaceae Paspalum scrobiculatum 1 1 1 1 Poaceae Pennisetum clandestinum Hochst. Ex Chiov. 1 1 Poaceae Pennisetum purpureum 1 1 1 1 Poaceae Saccharum officinarum L. 1 Poaceae Setaria homonyma (Steud.) Chiov. 1 1 1 1 Poaceae Setaria megaphylla 1 1 Poaceae Sorghum bicolor (L.) Moench. 1 1 Poaceae Sporobolus pyramidalis P. Beauv. 1 1 1 Poaceae Sporobolus sp. 1 1 Poaceae Zea mays L. 1 1 1 Polygonaceae Polygonum pulcherum Blume 1 1 Polygonaceae Polygonum salicifolium 1 Polygonaceae Rumex usambarensis 1 1 Pontaderiaceae Eichornia crassipes (C.Mart.) Solms-Laub. 1 Rhamnaceae Scutia myrtina (Burm.f.) Kunze 1 Rubiaceae Coffea arabica 1 Rubiaceae Mitragyna rubrostipulata (K.Schum.) Hav. 1 Rubiaceae Rhytigynia kigeziensis 1 1 Rubiaceae Spermacoce princei 1 1 1 Rubiaceae Vangueria apiculata K.Schum. 1 Rubiaceae Vangueria madagascariensis J.F.Gmel. 1 1 1 Rutaceae Clausena anisata 1 Rutaceae Toddalia asiatica 1 1 Sapindaceae Paulinia pinnata 1 Solanaceae Solanum aethiopicum 1 Solanaceae Solanum incanum L. 1 Solanaceae Solanum melongena L. 1 Sterculiaceae Dombeya goetzenii K.Schum. 1 1 1 Tiliaceae Grewia mollis Juss. 1 Tiliaceae Triumfetta macrophylla K.Schum. 1 1 1 Tiliaceae Triumfetta rhomboidea Jacq. 1 1 1 Typhaceae Typha latifolia L. Verbenaceae Clerodendrum myricoides 1 1 Verbenaceae Clerodendrum rotundifolium Oliv. 1 1 Verbenaceae Lantana camara L. 1 1 1 Verbenaceae Stachytarpheta sp. 1 1 1 Vitaceae Cissus rotundifolia (Forssk.) Vahl 1 1 Zingiberaceae Aframomum angustifolium 1

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APPENDIX 3: ENVIRONMENTAL CLAUSES FOR CONSTRUCTION CONTRACTS

General Environmental Management Conditions for Construction Contracts General 1. In addition to these general conditions, the Contractor shall comply with any specific Environmental Management Plan (EMP) or Environmental and Social Management Plan (ESMP) for the works he is responsible for. The Contractor shall inform himself about such an EMP, and prepare his work strategy and plan to fully take into account relevant provisions of that EMP. If the Contractor fails to implement the approved EMP after written instruction by the Supervising Engineer (SE) to fulfill his obligation within the requested time, the Owner reserves the right to arrange through the SE for execution of the missing action by a third party on account of the Contractor.

2. Notwithstanding the Contractor’s obligation under the above clause, the Contractor shall implement all measures necessary to avoid undesirable adverse environmental and social impacts wherever possible, restore work sites to acceptable standards, and abide by any environmental performance requirements specified in an EMP. In general these measures shall include but not be limited to:

(a) Minimize the effect of dust on the surrounding environment resulting from earth mixing sites, asphalt mixing sites, dispersing coal ashes, vibrating equipment, temporary access roads, etc. to ensure safety, health and the protection of workers and communities living in the vicinity dust producing activities.

(b) Ensure that noise levels emanating from machinery, vehicles and noisy construction activities (e.g. excavation, blasting) are kept at a minimum for the safety, health and protection of workers within the vicinity of high noise levels and nearby communities.

(c) Ensure that existing water flow regimes in rivers, streams and other natural or irrigation channels is maintained and/or re-established where they are disrupted due to works being carried out.

(d) Prevent bitumen, oils, lubricants and waste water used or produced during the execution of works from entering into rivers, streams, irrigation channels and other natural water bodies/reservoirs, and also ensure that stagnant water in uncovered borrow pits is treated in the best way to avoid creating possible breeding grounds for mosquitoes.

(e) Prevent and minimize the impacts of quarrying, earth borrowing, piling and building of temporary construction camps and access roads on the biophysical environment including protected areas and arable lands; local communities and their settlements. In as much as possible restore/rehabilitate all sites to acceptable standards.

(f) Upon discovery of ancient heritage, relics or anything that might or believed to be of archaeological or historical importance during the execution of works, immediately report such findings to the SE so that the appropriate authorities may be expeditiously contacted for fulfilment of the measures aimed at protecting such historical or archaeological resources.

(g) Discourage construction workers from engaging in the exploitation of natural resources such as hunting, fishing, and collection of forest products or any other activity that might have a negative impact on the social and economic welfare of the local communities.

(h) Implement soil erosion control measures in order to avoid surface run off and prevents siltation, etc.

(i) Ensure that garbage, sanitation and drinking water facilities are provided in construction workers camps. (j) Ensure that, in as much as possible, local materials are used to avoid importation of foreign material and long distance transportation.

(k) Ensure public safety, and meet traffic safety requirements for the operation of work to avoid accidents.

3. The Contractor shall indicate the period within which he/she shall maintain status on site after completion of civil works to ensure that significant adverse impacts arising from such works have been appropriately addressed.

4. The Contractor shall adhere to the proposed activity implementation schedule and the monitoring plan / strategy to ensure effective feedback of monitoring information to project management so that impact management can be implemented properly, and if necessary, adapt to changing and unforeseen conditions.

5. Besides the regular inspection of sites by the SE for adherence to the contract conditions and specifications, the Owner may appoint an Inspector to oversee the compliance with these environmental conditions and any proposed mitigation measures. State environmental authorities may carry out similar inspection duties. In all cases, as directed by the SE, the Contractor shall comply with directives from such inspectors to implement measures required to ensure the adequacy rehabilitation measures carried out on the bio-physical environment and compensation for socio-economic disruption resulting from implementation of any works.

Worksite/Campsite Waste Management

6. All vessels (drums, containers, bags, etc.) containing oil/fuel/surfacing materials and other hazardous chemicals shall be bunded in order to contain spillage. All waste containers, litter and any other waste generated during the construction shall be collected and disposed off at designated disposal sites in line with applicable government waste management regulations.

7. All drainage and effluent from storage areas, workshops and camp sites shall be captured and treated before being discharged into the drainage system in line with applicable government water pollution control regulations.

8. Used oil from maintenance shall be collected and disposed off appropriately at designated sites or be re-used or sold for re-use locally. AWE Engineers www.awe-engineers.com

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9. Entry of runoff to the site shall be restricted by constructing diversion channels or holding structures such as banks, drains, dams, etc. to reduce the potential of soil erosion and water pollution.

10. Construction waste shall not be left in stockpiles along the road, but removed and reused or disposed of on a daily basis.

11. If disposal sites for clean spoil are necessary, they shall be located in areas, approved by the SE, of low land use value and where they will not result in material being easily washed into drainage channels. Whenever possible, spoil materials should be placed in low-lying areas and should be compacted and planted with species indigenous to the locality.

Material Excavation and Deposit

12. The Contractor shall obtain appropriate licenses/permits from relevant authorities to operate quarries or borrow areas.

13. The location of quarries and borrow areas shall be subject to approval by relevant local and national authorities, including traditional authorities if the land on which the quarry or borrow areas fall in traditional land.

14. New extraction sites:

a) Shall not be located in the vicinity of settlement areas, cultural sites, wetlands or any other valued ecosystem component, or on high or steep ground or in areas of high scenic value, and shall not be located less than 1km from such areas.

b) Shall not be located adjacent to stream channels wherever possible to avoid siltation of river channels. Where they are located near water sources, borrow pits and perimeter drains shall surround quarry sites.

c) Shall not be located in archaeological areas. Excavations in the vicinity of such areas shall proceed with great care and shall be done in the presence of government authorities having a mandate for their protection.

d) Shall not be located in forest reserves. However, where there are no other alternatives, permission shall be obtained from the appropriate authorities and an environmental impact study shall be conducted.

e) Shall be easily rehabilitated. Areas with minimal vegetation cover such as flat and bare ground, or areas covered with grass only or covered with shrubs less than 1.5m in height, are preferred.

f) Shall have clearly demarcated and marked boundaries to minimize vegetation clearing.

15. Vegetation clearing shall be restricted to the area required for safe operation of construction work. Vegetation clearing shall not be done more than two months in advance of operations.

16. Stockpile areas shall be located in areas where trees can act as buffers to prevent dust pollution. Perimeter drains shall be built around stockpile areas. Sediment and other pollutant traps shall be located at drainage exits from workings.

17. The Contractor shall deposit any excess material in accordance with the principles of these general conditions, and any applicable EMP, in areas approved by local authorities and/or the SE.

18. Areas for depositing hazardous materials such as contaminated liquid and solid materials shall be approved by the SE and appropriate local and/or national authorities before the commencement of work. Use of existing, approved sites shall be preferred over the establishment of new sites.

Rehabilitation and Soil Erosion Prevention

19. To the extent practicable, the Contractor shall rehabilitate the site progressively so that the rate of rehabilitation is similar to the rate of construction.

20. Always remove and retain topsoil for subsequent rehabilitation. Soils shall not be stripped when they are wet as this can lead to soil compaction and loss of structure.

21. Topsoil shall not be stored in large heaps. Low mounds of no more than 1 to 2m high are recommended.

22. Re-vegetate stockpiles to protect the soil from erosion, discourage weeds and maintain an active population of beneficial soil microbes.

23. Locate stockpiles where they will not be disturbed by future construction activities.

24. To the extent practicable, reinstate natural drainage patterns where they have been altered or impaired.

25. Remove toxic materials and dispose of them in designated sites. Backfill excavated areas with soils or overburden that is free of foreign material that could pollute groundwater and soil.

26. Identify potentially toxic overburden and screen with suitable material to prevent mobilization of toxins.

27. Ensure reshaped land is formed so as to be inherently stable, adequately drained and suitable for the desired long-term land use, and allow natural regeneration of vegetation.

28. Minimize the long-term visual impact by creating landforms that are compatible with the adjacent landscape.

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29. Minimize erosion by wind and water both during and after the process of reinstatement.

30. Compacted surfaces shall be deep ripped to relieve compaction unless subsurface conditions dictate otherwise.

31. Revegetate with plant species that will control erosion, provide vegetative diversity and, through succession, contribute to a resilient ecosystem. The choice of plant species for rehabilitation shall be done in consultation with local research institutions, forest department and the local people.

Water Resources Management

32. The Contractor shall at all costs avoid conflicting with water demands of local communities.

33. Abstraction of both surface and underground water shall only be done with the consultation of the local community and after obtaining a permit from the relevant Water Authority.

34. Abstraction of water from wetlands shall be avoided. Where necessary, authority has to be obtained from relevant authorities.

35. Temporary damming of streams and rivers shall be done in such a way avoids disrupting water supplies to communities downstream, and maintains the ecological balance of the river system.

36. No construction water containing spoils or site effluent, especially cement and oil, shall be allowed to flow into natural water drainage courses.

37. Wash water from washing out of equipment shall not be discharged into water courses or road drains.

38. Site spoils and temporary stockpiles shall be located away from the drainage system, and surface run off shall be directed away from stockpiles to prevent erosion.

Traffic Management 39. Location of access roads/detours shall be done in consultation with the local community especially in important or sensitive environments. Access roads shall not traverse wetland areas.

40. Upon the completion of civil works, all access roads shall be ripped and rehabilitated.

41. Access roads shall be sprinkled with water at least five times a day in settled areas, and three times in unsettled areas, to suppress dust emissions. Blasting 42. Blasting activities shall not take place less than 2km from settlement areas, cultural sites, or wetlands without the permission of the SE.

43. Blasting activities shall be done during working hours, and local communities shall be consulted on the proposed blasting times.

44. Noise levels reaching the communities from blasting activities shall not exceed 90 decibels. Disposal of Unusable Elements 45. Unusable materials and construction elements such as electro-mechanical equipment, pipes, accessories and demolished structures will be disposed of in a manner approved by the SE. The Contractor has to agree with the SE which elements are to be surrendered to the Client’s premises, which will be recycled or reused, and which will be disposed of at approved landfill sites.

46. As far as possible, abandoned pipelines shall remain in place. Where for any reason no alternative alignment for the new pipeline is possible, the old pipes shall be safely removed and stored at a safe place to be agreed upon with the SE and the local authorities concerned.

47. AC-pipes as well as broken parts thereof have to be treated as hazardous material and disposed of as specified above.

48. Unsuitable and demolished elements shall be dismantled to a size fitting on ordinary trucks for transport. Health and Safety 49. In advance of the construction work, the Contractor shall mount an awareness and hygiene campaign. Workers and local residents shall be sensitized on health risks particularly of AIDS.

50. Adequate road signs to warn pedestrians and motorists of construction activities, diversions, etc. shall be provided at appropriate points.

51. Construction vehicles shall not exceed maximum speed limit of 40km per hour. Repair of Private Property 52. Should the Contractor, deliberately or accidentally, damage private property, he shall repair the property to the owner’s satisfaction and at his own cost. For each repair, the Contractor shall obtain from the owner a certificate that the damage has been made good satisfactorily in order to indemnify the Client from subsequent claims.

53. In cases where compensation for inconveniences, damage of crops etc. are claimed by the owner, the Client has to be informed by the Contractor through the SE. This compensation is in general settled under the responsibility of the Client before signing the Contract. In unforeseeable cases, the respective administrative entities of the Client will take care of compensation.

Contractor’s Health, Safety and Environment Management Plan (HSE-MP)

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54. Within 6 weeks of signing the Contract, the Contractor shall prepare an EHS-MP to ensure the adequate management of the health, safety, environmental and social aspects of the works, including implementation of the requirements of these general conditions and any specific requirements of an EMP for the works. The Contractor’s EHS-MP will serve two main purposes:

 For the Contractor, for internal purposes, to ensure that all measures are in place for adequate HSE management, and as an operational manual for his staff.  For the Client, supported where necessary by a SE, to ensure that the Contractor is fully prepared for the adequate management of the HSE aspects of the project, and as a basis for monitoring of the Contractor’s HSE performance.

55. The Contractor’s EHS-MP shall provide at least:  a description of procedures and methods for complying with these general environmental management conditions, and any specific conditions specified in an EMP;  a description of specific mitigation measures that will be implemented in order to minimize adverse impacts;  a description of all planned monitoring activities (e.g. sediment discharges from borrow areas) and the reporting thereof; and  internal organizational, management and reporting mechanisms put in place for such.

56. The Contractor’s EHS-MP will be reviewed and approved by the Client before start of the works. This review should demonstrate if the Contractor’s EHS-MP covers all of the identified impacts, and has defined appropriate measures to counteract any potential impacts. HSE Reporting 57. The Contractor shall prepare bi-weekly progress reports to the SE on compliance with these general conditions, the project EMP if any, and his own EHS-MP. An example format for a Contractor HSE report is given below. It is expected that the Contractor’s reports will include information on:

 HSE management actions/measures taken, including approvals sought from local or national authorities;  Problems encountered in relation to HSE aspects (incidents, including delays, cost consequences, etc. as a result thereof);  Lack of compliance with contract requirements on the part of the Contractor;  Changes of assumptions, conditions, measures, designs and actual works in relation to HSE aspects; and  Observations, concerns raised and/or decisions taken with regard to HSE management during site meetings.

58. It is advisable that reporting of significant HSE incidents be done “as soon as practicable”. Such incident reporting shall therefore be done individually. Also, it is advisable that the Contractor keeps his own records on health, safety and welfare of persons, and damage to property. It is advisable to include such records, as well as copies of incident reports, as appendixes to the bi-weekly reports. Example formats for an incident notification and detailed report are given below. Details of HSE performance will be reported to the Client through the SE’s reports to the Client.

Training of Contractor’s Personnel 59. The Contractor shall provide sufficient training to his own personnel to ensure that they are all aware of the relevant aspects of these general conditions, any project EMP, and his own EHS-MP, and are able to fulfil their expected roles and functions. Specific training should be provided to those employees that have particular responsibilities associated with the implementation of the EHS-MP. General topics should be:  HSE in general (working procedures);  emergency procedures; and  Social and cultural aspects (awareness rising on social issues).

HIV/AIDS The contractors should have an HIV/AIDS policy and a framework (responsible staff, action plan, etc) to implement it during project execution.

Cost of Compliance 60. It is expected that compliance with these conditions is already part of standard good workmanship and state of art as generally required under this Contract. The item “Compliance with Environmental Management Conditions” in the Bill of Quantities covers these costs. No other payments will be made to the Contractor for compliance with any request to avoid and/or mitigate an avoidable HSE impact.

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EXAMPLE FORMAT: HSE REPORT

Contract: Period of reporting: HSE management actions/measures: Summarize HSE management actions/measures taken during period of reporting, including planning and management activities (e.g. risk and impact assessments), HSE training, specific design and work measures taken, etc.

HSE incidents: Report on any problems encountered in relation to HSE aspects, including its consequences (delays, costs) and corrective measures taken. Include relevant incident reports.

HSE compliance: Report on compliance with Contract HSE conditions, including any cases of non-compliance.

Changes: Report on any changes of assumptions, conditions, measures, designs and actual works in relation to HSE aspects.

Concerns and observations: Report on any observations, concerns raised and/or decisions taken with regard to HSE management during site meetings and visits.

Signature (Name, Title Date): Contractor Representative

EXAMPLE FORMAT: HSE INCIDENT NOTIFICATION

Provide within 24 hrs to the Supervising Engineer

Originators Reference No: Date of Incident: Time:

Location of incident:

Name of Person(s) involved:

Employing Company:

Type of Incident:

Description of Incident: Where, when, what, how, who, operation in progress at the time (only factual)

Immediate Action: Immediate remedial action and actions taken to prevent reoccurrence or escalation

Signature (Name, Title, Date): Contractor Representative

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APPENDIX 4: TERMS OF REFERENCE

In accordance with the Ugandan Environmental Impact Assessment Regulations (1998), UNRA commissioned Mott MacDonald and Kagga & Partners as lead design consultants in association with Air Water and Earth (AWE) as ESIA and RAP consultant for upgrading of Rukungiri-Kihihi–Kanungu/Ishasha Road Project (the Project) in the districts of Kanungu and Rukungiri Western Uganda.

Project Name: Upgrading of Rukungiri – Kihihi – Kanungu/ Ishasha Road (LOT D) Country: Uganda Client: Uganda National Roads Authority Project Financier: Government of Uganda Address: P. O. Box 28487, Kampala, Uganda. Plot 11, Yusuf Lule Road, Kampala Date: May 2010

These Terms of Reference (ToR) were prepared following a scoping phase involving review of secondary information and consultation aim to document scope and stakeholder engagement requirements for the project. They have been.

The objective of this study is to undertake an Environmental and Social Impact Assessment (ESIA) and Resettlement Action Plan (RAP) of the project. An ESIA is a systematic process to examine potential environment and socio-economic impacts of a project with the objective of reducing negative impacts on the environment, local communities and wider society and optimising potential benefits. The process strongly benefits from the participation of those most likely to be impacted and other stakeholders. Consultation will therefore be a key element of this study. The RAP will aim to develop options for lessening adverse social impacts associated with loss of property or livelihoods during project development and operation. Both ESIA and RAP will be conducted to meet internal standards of UNRA and requirements of Uganda’s National Environment Management Authority (NEMA).

01 SCOPE OF ASSESSMENT a) Environment & Social Impact Assessment, ESIA

The ESIA study will consider impacts during planning, construction and operation decommissioning phases of the project and include impacts over a range of geographic scales: local, regional and national.

ESIA of the road project will be predicted in relation to environmental and social receptors, that is, people (for example, residents of villages and settlements, land use and domestic animals etc), and natural resources (for example, protected areas and species etc). This will be done by comparing baseline conditions (that is, the situation without the project) with the conditions that would prevail were the project to be constructed and operated. Mitigation measures will be designed, in order to avoid, reduce, mitigate, or compensate for adverse environmental and social impacts and will inform the Environmental and Social Management Plan (ESMP). Key stakeholders will be consulted throughout the assessment, following development of a Public Consultation Disclosure Plan (PCDP). b) Resettlement Action Plan, RAP

The RAP will be designed to fulfil UNRA requirements for land acquisition and compensation or resettlement for road projects. The road project will involve land take and impact on property (structures) and crops. Without proper planning and management, involuntary resettlement may result in long-term hardships for the affected people. Through proper resettlement planning however, UNRA can enhance beneficial impacts of the project thereby improving standards of affected people. The road project can wherever feasible avoid or minimize involuntary resettlement by exploring alternative project design or route. In situations where this is not possible, the RAP will specify actions and procedures to properly resettle and compensate affected property owners. Essentially the RAP will be UNRA’s commitment to affected people that it will meet obligations arising from involuntary displacement. When managed properly, proper resettlement will benefit the proposed road project by way of enhanced goodwill from project-affected communities.

02 SPECIFIC TASKS FOR ESIA

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Task 1: Legislative and Regulatory Framework The consultant will review policy, legal and institutional framework within which the ESIA will be carried out. This will include national regulations and policies for the relevant sectors.

Task 2: Description of the Proposed Project The consultant will concisely describe the project and its geographic, ecological, social, and temporal context, including any related facilities that may be required. Map’s showing the project site and the project’s area of influence will be presented. Project description will include information on construction activities; procurement plans and timescales; facilities and services; and operation and maintenance activities. This information will principally be sourced from the design consultant or UNRA.

Task 3: Description of the Baseline Social Environment The consultant will collect, collate and present baseline information on physical, biological, cultural and socio-economic characteristics of the pre-project situation along the route. This task will involve collation of existing secondary data, consultation and primary data collection, where necessary. Reference will also be given as to the accuracy, reliability and source of the data.

Task 4: Determination of Potential Impacts The consultant will predict and assess the project’s likely positive and negative impacts in quantitative terms to the extent possible. Mitigation measures will be identified, as well as any residual negative impacts that cannot be mitigated. Opportunities for enhancement will be explored. Cumulative impacts will be assessed, as appropriate.

Task 5: Analysis of Alternatives The consultant will provide an overview of reasonable alternatives to the proposed project site, technology, design and operation in terms of suitability under local conditions; potential environmental impacts and feasibility of mitigating these impacts. Justification for the preferred options will be provided.

Task 6: Public Consultation and Disclosure During the ESIA the consultant will consult with key stakeholders of the Project to:

. generate a good understanding of the project; . understand local expectations throughout the life of the project; . understand and characterise potential environmental, socio-economic and OHS impacts of the project; . optimise local benefits that can be delivered through the project; and . ensure affected communities participate in formulation and refinement of the project design.

A Public Consultation and Disclosure Plan (PCDP) will be developed early in the assessment process, outlining the objectives and timeframes for consultation.

Task 7: Development of an Environmental and social Management Plan (ESMP) The consultant will develop a robust socio-environment management plan (ESMP) as part of the ESIA report. This will outline mitigation and management measures to be taken forward during project implementation, based on an analysis of local and national capacity to implement mitigation measures. Monitoring criteria will be outlined, along with timeframes and responsibilities.

Task 8: Presentation of ESIA Report The ESIA will be sent to NEMA for review and eventual approval.

03 SPECIFIC REQUIREMENTS FOR RAP i) Sensitisation of project-affected persons (PAPs) ii) Property census and surveying

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iii) Property valuation iv) Socio-economic surveys v) Analysis of alternatives to minimize displacement vi) Analysis of legal framework vii) Developing entitlement options and income restoration recommendations viii) Developing RAP implementation ix) institutional framework x) Developing RAP implementation schedule xi) Stakeholder consultations xii) Developing grievance redress framework xiii) Developing monitoring and evaluation framework xiv) Developing RAP costs and budgets

05 SKILL REQUIREMENTS OF THE CONSULTANT TEAM Consultant Team

Name and Qualifications Designation Eng. Lammeck Kajubi: REng. Team leader/ EIA specialist BScEng(MAK), MEngSc(Env) (Queensland-Australia) - NEMA registered EIA Practitioner - Registered Environmental Engineer, Uganda Pamela Tashobya: BA, MSc (Devt Mgt) Sweden Sociologist specialist - NEMA registered EIA Practitioner Herbert Mpagi Kalibbala: BScEng, MScEng Environmental engineer/ Infrastructure - NEMA registered EIA Practitioner specialist Dr. Robert Kityo, PhD. Zoologist

Ms. Olivia Wanyana, MSc (Env & Nat. Res Mgt). Botanist

Support team: Amina Kyabangi Sociologist Faith Mugerwa Sociologist Rita Nabaggala Field staff (social survey primary data collection)

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APPENDIX 5: PROJECT DRAWINGS

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APPENDIX 6: PROJECT DISCLOSURE - NEMA APPROVAL CONDITIONS

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