road sector instituitional support technical the

E-358VOL. I

GOVERNMENT OF THE REPUBLIC OF UGANDA

Ministry of W'orks, Housing and Communications

ROAD SECTOR INSTITUITIONAL SUPPORT TECHNICALASSISTANCE PROJECT (RSISTAP)

The Feasibility Study Review and Engineering Design of

KATUNGURU - KASESE - FORT PORTAL ROADKASESE - KILEMBE ROAD

EQUATOR ROAD

PHASE 11FEASIBILITY STUDY

FINAL REPORTENVIRONMENTAL IMPACT ASSESSMENT

PART I: PHYSICAL AND BIOLOGICAL ASSESSMENT

Consultant Client

Scott Wilson Kirkpatrick & Co. Ltd. Ministry of Works, Housingand Communications

in association with P.O. Box 10Associated Consulting Engineers Entebbe - Uganda

APRIL 2000

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GOVERNMENT OF THE REPlUBLIC OF LiGANDA

M1inistry of Works, Housing and Communications

ROAD SECTOR INSTITUTIONAL SUPPORT TECHNICALASSISTANCE PROJECT (RSISTAP)

The Feasibility Study Review and Engineering Design of

KATUNGURU - KASESE - FORT PORTAL ROADKASESE - KILEMBE ROAD

EQUATOR ROAD

PHASE I FEASIBILITY STUDY

FINAL REPORTENVIRONMENTAL IMPACT ASSESSMENT

PART I: PHYSICAL AND BIOLOGICAL ASSESSMENT

Consultant Client

Scott Wilson Kirkpatrick & Co. Ltd. Ministry of Works, Housingand Communications

in association with P.O. Box 10Associated Consulting Engineers Entebbe - Uganda

APRIL 2000

KatunLauru-Kasese--ort Plortal Roac L:LiS()iiirV Study Revie xmd Detailed Enuineerrna Design

Kasese-Kilembe RoadEquator Road ELV(PBA) - DraftFinal Report

ABBREVL4TIONS

ACE Associated Consulting Engineers

CAO Chief Administrative Officer

CMP Construction Management Plan

DEAP District Environmental Action Plan

DEC District Environmental Committee

DLC District Local Council

DHEC District Health and Environment Conmmittee

EA Environmental Appraisal

ELA Environmental Impact Assessment

EIS Environmental inpact Study

ELL: Environmental Liaison Unit

GOIU Government ot' Uganda

INIID Information and monitoring Division

LC Local Council

LEC Local Environmental Committee

MNR Ministrv for Natural Resources

MOLG Ministrv of Local Government

MOLWE Ministry of Land Works and Environment

MOWHC Ministry of Works Housing and Communications

MTTI Ministry of Tourism, Trade and Industry

NBS National Bureau of Standards

NEAP National Environmental Action Plan

NEMA National Environmental

NEMP National Environment Action Plan

NES National Environmental Strategy

NGO Non Governmental Organisation

NRM National Resistance Movement

NWSC National Water and Sewerage Corporation

PBA Physical and Biological Assessment

QENP Queen Elizabeth National Park

RA Road Agency

RAFU Road Agency Formation Unit

RSISTAP The Road Sector Institutional Support Technical Assistance

Project

SCA Socio-Cultural Assessment

SWK Scott Wilson Kirkpatrick & Co. Ltd

UEB Uganda Electricity Board

Scott Wilson in Association with ACE i April 2000

Katuntguru-Kasese-Fort Portal Roac i easibilirv Study Review and Detailed Enminecrinc DesignKasese-Kilembe RoadEquator Road EIA(PBA) - DraftFinal Report

UlSAID Uinited States Agencv for lnternational Development

lTU'A UIganda WVildlife Authorin.

U'CA Wildlife Conservation Area

%VMA Wildlife ManaLement Area

\V P.A k Wildlife Protection Area

Scott Wilson in Association with ACE iiApril 2000

Katuiwuru-Kasese-Fort Portal Road l N.lDlV rtuav& e\ * abi Detailed Enuineeri iDesi_nilKasese-Kilemiibe RoadEquator Rtoad EL-(PBA) - DraftFinal Report

GLOSSARY'

Carriagewav - Area ol' road for use h! motorised vehicle. bounded on1 either side by road shoulder.

Duka - Local name widely used to roter to roadside retail shops.

Matatu - Public minibus. widely used mode of travel both ivithin and between urban arcas and other

settlements.

Pavement - A structure composed ol layers of increasing rigidiry and strength and of var-vinn

thickness. desi2ned to carrv traffic loads on natural soil forrnations. typically comprising subarade.

sub-base and base layers.

Maintenance - All those activities undertaken to prevent deterioration of the road pavement during

its serviceable lifetime. Such activities mav include clearina of side ditches. desilting of culverts.

repairing of potholes. ravelled surtaces and deformations. clearing of vegetation on the verges and

restoration ot' road furniture and markings. The activities are categorised as Routine. Recurrent or

Periodic, depending on the extent of work. plant used. frequency of such requirements and cost.

Mlurrum - Local niame commonly used to refer to gEravel suitable for road building.

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.

Road Reserve - Area of land typically extending 15 metres from the centre line of the road. ownedby the MOWIHC and within which they have rights to extend the road and place associatedinfrastructure (signs etc). This area is often also used for placing of underground or overground

utilities (water mains. electricitv, telephone cables etc).

Shoulder - Area of road (typically 1.5 metres wide). between the carriageway and ditch. often used

by pedestrians and cyclists. may or may not be sealed.

Scott Wilson in Association with ACE iii April 2000

Katunuuru-Kasese-rort Portal Road cvl~ii1it'. S:udx Reniew and Detailed Engineerng Desigu,

Kasese-Kilembe Road

Equator Road EIA(PBA) - DraftFinal Report

CONTENTS

SUMMARY

1. INTRODUCTION .................................................... 1-1

1.1 BACKGROUND .................................................... 1-1

1.2 OBJECTIVES OF THE ELN .................................................... 1-2

2. METHODOLOGY AND REPORT STRUCTURE .................................................... 2-1

3. POLICY. LEGAL AND ADMINISTRATIVE FRAMEWORK .................................................... 3-1

3.1 14 I STOR ICAL P ERSPECTIVE ............................... . .. . . . . . . .............. 3-1

3.2 GOVERNMENT ORGANISATION .......................... 3-1

3 2. National Gove'rnm7enlt ...... .. .... . 3-13.2. 2 LOLoal Governnent ....... .................................................................................................... 3-2

3.3 ENVIRONMENTAL MANAGEMENT IN UGANDA ....................................................... 3-3

3.3.1 Mfuana nement at Nationa l evel ........................................................ 3-3

3.3.2 Mfanaqgement at Local Level ....................................................... 3-4

3.4 SUMMARY OF RELEVANT NATIONAL LEGISLATION AND GUIDELINES ...................................................... 3-4

3.4.1 The Constitution of the Republic of Uganda. 1 995 .. 3-5

3. 4. T7c National Wetlands P/lic .. 3-5

3.4.3 The Water Statute, 1995 .. 3-6

3.4.4 The Uganda WildliJe Statue .. 3-6

3.4.5 Environmental Oualitv Standards .. 3-7

3.4.0 National EIi and Audit Guidelines .. 3-7

3.4.7 Plans andPl Policies 3-8

3.4.S Regional and International .-Vreements and C'onventions .. 3-8

3.5 WORLD BANK REQUIREMENTS .3-9

3.6 AGENCIES WITH AN INTEREST IN THE PROJECT .3-10

4. PROJECT NEED AND DESCRIPTION OF PROPOSALS. 4-1

4.1 PROJECT NEED .4-1

4.2 CURRENT ROAD CONDITIONS AND MAINTENANCE ACTIVITIES .4-2

4.3 PROJECT PROPOSALS .4-3

4.3.1 Katungzuru to Fort Portal ............................................. 4-3

4.3.2 Kasese to Kilembe ............................................ . 4-4

4.3.3 Equator Road ............................................. 4-5

4.4 TRAFFIC FORECASTS .......................................... 4-6

4.5 CONSTRUCTION REQUIREMENTS AND ACTIVITIES .......................................... 4-7

5. BASELINE ENVIRONMENTAL CONDITIONS ............................................ 5-1

Scott Wilson in Association with ACE iv April 2000

Katuneuru-Kasese-Fort Portal Road I.a,ibiiin- Studx Revie, anid Detailed Enrtneenna Desian

Kasese-Kilembe Road


5.1 STUDY AREA .5...... -I

5.2 PH'SICAL ENVIRONMENT .- 1

5.2.1 Topograipy7I ... .... .. .1

' . . 1f, t1, r o lo g ............. _ . . . . . ........ . . . ............. ...... .... .. . ..... .... . ................... .. ........

-.3 C lim a te 1[ ........ ........ ...... ..... . . . . ... . ........... ... ..... -. ............ ........ .... ....... ....... . . . _ .................. -

>. 4 G colOg. b!7.isoiL .................... ........ .......... .. . ................ ........ .. ...... ............. ............... ......... .......................... 5-3

5.3 BIOLOGICAL ENVIRONN1ENT ......................................................................... 5-4

I. KUI/Z117QUI-1 10 F,,, t Portal ... ........................................... ....... 1

3. , ' Equ7a1or R oadS ............. . ........ .... ............... ............. ... .............. .......... ... ...... .. n-i-

- .3 n k uas,c xe- K il.eZynee ............. ............... . . ..................... ...... . .. .. ......... . .............. . -6

6 . ENV IRONMENTAL EVALUATION . ................................................................. 6-1

6. 1 I NtRODUCTION ..................................................................... 6- ]

6(n, . ' SC L N IR N ENP..........S.............................................................1-

66. BOOGCLjN R NBITO....................A........E.....V.............M........ T........... 4-

6.4 INDIRECT AND OFF-SITE EFFECTS(IWHYSICAL AND BIOLOGICAL RESOLURCES)9#@6 ................................................... * * 6-IO

7.ENVI-RONMENTAL MA,NAGEMIENT PLAN ........................................... 7-1

7.1 G EN ER A L . ................................................... ........... ........ ......... ........................ . ................. .................. ................... 7-1

7. _ ENVIRONN1ENTAL MANAGEMEI\T l'LAN: DESIGN AND CONSTRUCTION l'HASES ................... 7-3

7.3 E\NVIRONMENTAL MANAGEMENTIl)LAN: OPERATIONAL PHASE ............................... 7-8

7.4 MONITORING REQUIREMENTS ......................................................... 7-9

S. INTERAGENCY COORDINATION ................................................... 8-1

8.2. ('Ia ..

5.24 THER AGENCIES .. . . . .. 8-3

5.3 REIOLOICLENDATIRONMET.8-4

9. CONSIDERATION OF ALTERNATIVES .. . 9-1

6.1 INTRODUCTION.69-l

9.2 ALTERNATIVE TRANSPORT MODES . 9-1

9.03 OTHER ROADS ............................. 9-2)

6.3 RHBIOLOGIALIEN OPIRONMEN.69-2

APPENDIR A TERMS OF REFERENCE

APPENDIX B: PROJECT TEAM

APPENDLE C: INDIVIDUAL CONSULTATIONS

APPENDIX DR PUBLIC CONSULTATIONS

APPENDLV E A ACCIDENT STATISTICS

APPENDIX FT RESPONSE TO CONSULTEES COMENTS

APPENDL8 G: REFERENCES

Sco9 Wilson in Association Fith ACE vRNATIVES.00

9.1~~~~~~~~~~~~~~~~~~~~~~~~~~~~~p) 2000UT1N.-

Katunnuru-Kiasese-Fort Portai Road l aSIbiit\ Stucx Ren tew and Detailed EnaineerincDesienKasese-Kilembe RoadEquator Road ELV(PBA) - DraftFinal Report

LIST OF FIGURES

Following

page No.

Figure I Location Plan S-I

Figure 4.1 [lroiect Study Area 1-1

Figure 4.2 Extract troni QENP Mananuement Plan 5-5

Scott Wilson in Association with ACE vi April 2000

Katunauru-Kasese4ort Portai Roaa Iasibiiity Snidy ReN tew and Ditmiled Enmineerinu Desien

Kasese-Ki]embe Road

Equator Road ELA(PBA) - DraftFinal Report

SUMM,lARY'

Introduction

The Ministrv of Works lHousing aLid Communications (MOWHC) of the Republic ot' Uganda is

currently examiing v arious rehabilitation options that would minimise the need for ongroing

maintenance and increase the lifetime of the following sections of road in the western part of Uganda

(Figure 1):

* From Katuneuru to Fort Portal via Kasese:

* From Kasese to Kilembe: and

* The Equator Road (between the K'atunauru-Kasese Road and Bwera on the Congo border).

In accordance with Ugandan legislation and conditions associated with the scheme's funding by the

WN'orld Bani. an Environmental Impact Assessment (EIA) is required. The study reported in this

document considers the potential effects of the proposal on the physical and biological environment.

In accordance with a request from the World Bank the social. cultural and economic effects have

been addressed in a separate report.

Proposals

The N\orks will comprise on-line improvements focussed on:

* reconstructing, strengthening and sealing of existing carriageways and shoulders:

localised widening of the carria-ewav within the current road reserve,

* sealin2 of verges:

* clearine of ditches:

* replacem1ent of three bridges: and

* repair ot'existing. and construction of additional. drainage infrastructure.

The rehabilitation is unlikLely to increase the number of vehicle movements that would othervise

occur. since it is not changing the nature of the road but rather minimising the need for ongoing

intensive maintenance.

Construction is expected to extend over two-three years and employ 2-300 men. The work-s will be

undertaken in three packages using a combination of manual labour and mechanised plant. Various

sites have been identified for the sourcing of murrum and sand and for the disposal of spoil. Several

work camps (probably three) will be required as well as storage areas along the project roads. The

work-camps will include various workshops. maintenance and processing facilities including batching

Scott Wilson in Association with ACE S-I APTil 2000

S U D A N o

KENYA

Moto:oa

DEMOCRATIC'

Fasod n°/

jake Kazungr% KyA PALA

_ffiKabate 'K| / t

RLdANDA

<ey: Scale.0 20 40 60 80 100-120 140 t60 kiciometrs.Incamanonsi Boundanes

Eaiwwaysd0 20 40 60 80 100 miles- Major Roads .

Secondary Roads

Map of ahgand showingKatunguru - Kasese Fort Portal, Kasese - Kilembe

and Equator road

Katunrzuru-Kasese-For ilortal Road [-asloiniiitN Stwdv Reviet and Detsied. Engmnccning Desimg

Kasese-Kilembe RoadEquator Road EIA(PBA) - DraftFinal Report

plants as well as housing and staff intfrastructure (slhops. canteen etc). Temporary landtake wvill also

be required for workinQ widths. diversions and parkingi storage areas. In general these will be

accommodated within the road reserve.

Method

The studyl has been undertaken in acLor-dance wvith \V orld Bank Operational Directive 4.01 Annex

B: Republic of Uuanda Guidelines ftor Environmental Impact Assessment (NEMA. 1996) and the

Draft Road Sector Guidelines (Arcadis Euroconsult and Makarere University, 1998) and has

included:

* Identification and review of relevant Ugandan and World Bank policy. legal and administrative

f'ramework and requirements:

* Determination of details of schemlle components. as well as construction requirements and

activities (includino those taking place off-site) associated with the project. in particular those

which could have implications for environmental resources:

* A determination of current and anticipated physical and biological baseline conditions and the

nature and location of receptors. Tlese were established through review of: existing reports and

documentation: field visits and surveys; consultations with statutory bodies, concerned groups

and local communities. including a public consultation meeting:

= Identification and evaluation of potential impacts. both positive and negative; and

- Proposals of cost-effective mitigation measures. and where appropriate. opportunities for

enhancement during construction or operation of the schemes.

It is recognised that the proposals could have significant consequences for local communities. In

addition, these communities also lhave valuable local knowledge that can aid the design and

implementation of the scheme. A key component of the EIA was therefore the participation of

concerned groups and NGOs and incorporation of their concerns in the formulation of

recommendations. This was undertaken through intormal consultation with individuals and

community representatives as well as a public consuitation meetings held on 26 November 1999.

Effects on the Biological and Physical Environments

Since no realignments or new sections of road are proposed, the effects of the proposals on the

physical and biological environments will be relatively minimal. However, the route does pass

through the Queen Elizabeth National Park (QENP). which is a nationally designated area and is

therefore particularly sensitive to environmental impacts during rehabilitation and subsequent use of

the road. In addition. outside the Park there may be potential for some environmental impacts.

particularlv during the construction period. These have been discussed in Section 6 of this Report

and the key findings are summarised below.

Scott Wilson in Association with ACE S-2 April 2000

Katunwuru-Kasese-Fort Portal Road i casibijirn Study Review and Detailed Engineering Desimn

Kasese-Kileiibe Road


Queen Elizabeth National Park

During const-uction. the main source of impacts are iikely to be associated with the presence of a

vork-force. the results of which may include poaching7. removal of firewrood. increased fire risk.

inappropriate waste disposal etc. In addition. there may be general disturbance to wildlife due to

construction activities and the potential for spills etc. during work activities. Anv landtake

associated with widening. local diversions. extraction of murrum and disposal of spoil could also

threaten the resources within the Parki

In the longer tenn. the main threat to the Park will arise trom an increased risk of road kills as a result

ot the high speeds ot cars traveling on the straight section of road through the Park. At night this

problem could become compounded 1w the blinding effect of headlamps on animals. It is therefore

important that the recommended mitigation measures (i.e. measures to reduce speed) are incorporated

into the design to make it environmentally acceptable. If these are not implemented it is considered

that the scheme mav have a considerable detrimental effect on the Park's resources and integritv.

Other long term effects could result trom use of borrow pits, interruption of views across the road as

a result of the creation of embankments and spoil disposal. severance of crossing points through the

creation of deep ditches and disturbance to visitors to the Park as a result of increased traffic

movements and speeds.

However. it is considered that such ettects could be avoided or reduced to acceptable levels through

the incorporation of appropriate measures. These have been discussed in the main body of the report

and include:

* accommodating the construction vorkforce away from the QENP;

* no removal of firewood or other vegetation from within the Park:

* ensuring adoption of appropriate work practices through their specification in a construction

management plan. contract documentation and on-site monitoring:

no road widening vhere the road passes within the Park:

no diversions. spoil disposal or borrow pits within the Park. or the road reserve where the project

r oad runs through the Park:

* reinstatement of any temporarv landtake required for increased working width and adoption of

appropriate slopes on road reserve to avoid erosion and encourage revegetation; and

* reduction of vehicle speeds within the Park. through the introduction and maintenance of rumble

strips and speed bumps and clear sign posting.

Other Areas

Outside the Park. the main effects on physical and biological resources relate to the potential for


Karunu,uru-Kasese-Fon Porral Road' i,qasiotiitv Studs Review and Detailed Eiinceering Design

Kasese-Kilembe RoadEquator Road EIA(PBA) - DraftFinal Repori

erosion and its associated effects. pollution of land and water resources and loss of vegetation as a

result of landtake for workine widths. borrow pits. storage areas etc.

Erosion could arise vlhere slopes becomite destabilised as a result of new cuts. embankments or

creation of slopes on borro\\ pits and spoil heaps. In addition. the diversion or concentration of water

flows could lead to erosion. Such etccts. however. can be avoided through appropriate design and

reinstatement of slopes includine:

* removal and storing topsoil for reuse. or use of topsoil from areas being worked to re-insate

previously worked areas:

* shapine of slopes at less than the angle of natural repose for the local soil type;

* where the slopes are considered to be at a high risk of erosion (for example locations where

physical constraints such as the presence of buildings. utilities etc prevents adoption of suitably

shallow slopes) seeding should be unldertaken witlh local varieties ot grass: and

* reinstatement of topsoil.

In addition, the following recommendations have been made for implementation at the borrow pit

sites:

* construction of intercepting ditches at the tops and bottom of slopes, and cut-off drains and

dissipation structures.

- vhere the natural topography is gentlv sloping, filling of depressions. Where the pit is on the

steep edge of hill. terracing should be undertaken: and

whlere there is a risk that the land will be cultivated before the soil has a chance to stabilise. the

site should be planted with napier grass which will act to stabilise the soil and has value as

todder for cattle.

There will be potential to pollute water resources as a result of spills. silting of watercourses and

waste discharges in the vicinitv of the work sites. camps. borrow pits and quarries. Such a risk can

however be minimised through the adoption of appropriate site management practices. Various

recommendations for inclusion in contract conditions have therefore been made, including the

provision of suitable facilities for collection and storage of waste, use of a mobile refueling plant and

appropriate site supervision.

Loss of vegetation will be for the most part confined to the road reserve, borrow pit sites and haul

roads. The road reserves contain perennial grasses and shrubs of little ecological significance and

which will rapidly regenerate once the works are completed. However. in order to ensure this occurs,

topsoil will be removed and reinstated following completion of the works. Where new cuttings are

created or borrow pits are exploited. adoption of the measures, described above with respect to

Scon Wilson in Association with ACE S April 2000

Katunizuru-Kasese-Fort Portal Road r c:sibiiirv Studv Review and Detailed Eneineering Desicl

Kasese-Kilembe RoadEquator Road ELA(PBA) - DrafiFinal Report

erosion. should also ensure reveoetation. Fhe siting of new pits and haul roads should take account of

valuable ecological resources (trees. wetlands etc) and where possible avoid loss of or damage to

such habitats.

Beneficial Ef'fects

Although the rehabilitation works have potential. if inappropriately undertaken. to present a threat to

the environment. there are also considerable benetits to be aained. These have been discussed in

Section 6. but include:

* Reduced risk of erosion. ponding and associated attraction of animals to these roadside

-vatering holes' as a result of improved road drainage:

* Reduction in frequency of maintenance activities and hence disturbance to flora and fauna

within the QENP:

* Opportunity to apply a consolidated approach to design of the highway and control of vehicle

movements through the Park, for example through the development of a strategy for placing and

maintaining of signs and speed hiumps and for designing new access roads to Park from the main

road. This should also be seen as an opportuniy tfor the UWA. MOWHC and local government

to work together to manage the area in a manner that is mutuallv beneficial:

Environmental Management

An Environmental Management Plan has been prepared which itemises the required mitigation

measures and identifies the agencies responsible for implementing and monitoring these measures

during design. construction and operation of the proposed works. A list of monitoring requirement

has also been determined. Provisions for such measures should be included in the tender documents

and the Construction Management illan. An overview of the responsibilities, resources available to

and capabilities of the individual agencies involved in the environmental management and monitoring

of the project is also provided and areas where capacity building. increased resources and

interagency coordination is required are identified. In particular the implementation of an ELU

within the MOWHC. appointment of an Environmental Manager in RA-FU and establishment of a

working relationship would benefit the environmental management of both this and future highway

projects in Uganda.

Alternatives

Alternative options in terms of transport mode. road route, rehabilitation methods etc have been

identified, together with a consideration of the environmental, technical and cost implications of

each option. Air and rail transport modes are shown to be inappropriate in view of the lack of

existing infrastructure (rail) and high econornic and environmental costs (air). Similarly, an

alternative road option would involve substantial cost and could give rise to a range of environmental


KatunLuru-Kasese-Fon Portai Road -,. sibilit-. Stud\ Revicw and Detailed Eneaineering Design


effects. The preferred engineering options are considered to be environmentally acceptable as they

represent an optimal balance of lareer scale. but less ticquent and managed. disturbances associated

with rehabilitation against the smaller but more frequent and ad hoc disturbances associated wvith

routine. recurrent or periodic maintenance. The Do Nothinc scenario is shown to be unfavourable in

environmental tenns since. within a relativelv shor-t time. sections of the road would become

unsuitable for use bV motorised vehicles. xvith a ranae of resultant environmental effects including

increased potential for erosion. accidenits. safety. reduced economic activity and associated effects.

Scort Wilson in Association with ACE S-6 April 2000

Katunguru-Kasese-Fort Portal Road Feisibilitv Studv Review and Detailed Enuineenne Desicm


1. INTRODUCTION

1.1 Background

The Min'stry of Works Housing and C'ommunicationis (MOWNHC) of' the Republic of Ucanda is

currently examimna various rehabilitation options that would minimise the need for ongoing

maintenance and increase the lifetime ot' the followine sections of road in the western part of Uganda

(Figures I and 2):

* From Katuncuru to Fort Portal via liasese:

* From iKasese to Kilembe; and

* The Equator Road (between the Katunguru-Kasese Road and Bwera on the Congo border).

As part of this process. an application for ftnding has been made to the World Bank. The MOWHC

now wishes to obtain financial and economic cost estimates for undertaking the works associated

with the various rehabilitation options. It has theretore commnissioned Scott Wilson Kirkpatrick & Co

(SWK) in association wvith Associated Consulting Engineers (ACE) to provide consultancv services

to undertake a Feasibility Studcl Review of the rehabilitation options for these sections of road as part

of' the Road Sector Institutional Support Technical Assistance Project (RSISTAP). Depending on the

findine-s of the Feasibilitv Studv and on authorisation from the Government. in consultation with the

World Bank. the detailed engineering design and cost estimate for the favoured options will be

undertaken.

An economic feasibilitvy studv. preliminary engineering study and detailed engineering design of the

Katunguru-Kasese-Fort Portal and iKasese-Kilembe sections was undertaken in 1995 by Sabbour

associates. An Environmental Impact Assessment (EIA) of the Katunguru-Kasese-Fort lPortal section

was included as part of that feasibility study. Although repair works have subsequently been

undertaken to sections of that road. these have been limited to surface treatment with no replacement

of road bases or sub-bases. The nature of the works. combined with the continuous passage of

overloaded trucks. has. however. meant that the etfects of such improve'ments are relatively short

term and there is a continual need for onpgoing repairs. which is expensive.

An inception report for the current Feasibility Study Review was provided to the MOWHC and

World Bank soon after the commencement of the project, followed by an Interim Report on 30th

November 1998. The agreement for undertaking the Feasibility Study Review also required the

completion of Environmental (EIA) comprising assessment of the physical, biological and socio-

cultural consequences of the options under consideration. The Feasibilitv Final Report was

submitted in April 1999. This report comprises the Phvsical and Biological Assessment (PBA). In

accordance with a request from the World Bank- the Social-economic and cultural assessment (SCA)

Scott Wilson in Association with ACE 1-1 April 2000

BUBUNDIBV

lo oao N

~~ UHINFOR PO~HRTAL1

-A50,000 ~ ~ jI;i~m ROETAEANtt SaeBKA~A 2

Katunouru-Kasese-Fon Portal Road I casibiiitv Stud! Rex iew an( Detaiied Engineenng DesignKasese-Kilenmbe RoadEquator Road ELA(PBAI - DraftFinal Report

has been submitted as a separate document.

1.2 Objectives of the EIA

The objectives ot the EIA study arc to identify potential environmental concerns at a sufficiently

earlv stage in the project development so that appropriate measures can be incorporated into the

scheme selection. planning and design to ensure that it is environmentally sound. It allows the design

enaineers to address environmental issues at an early stage and in a cost effective fashion. after

considering various schemes and desia n alternatives.

The World Bani screenina process has identified the project as of Category A i.e. 'the project may

have diverse and significant environmenital impacts'. In general road rehabilitation works which do

not require major realigEnment or engineering works might be expected to be assigned a lower

category and therefore would be suLIject to a more limited envirortnental analysis. However. a

substantial component of the proposed works are witlhin. or adjacent to. the Queen Elizabeth National

Parkl (QENP). a site of natioral significance for wildlife conservation. and it is for this reason that the

project has been assigned the highest category in terms of the requirements for environmental

analysis.

An Enviromnental Impact Assessment (EIA) is required under Ugandan Legislation (National

Environmnent Statute. 1995) and although a formal notification as to the level of study required has

not been received it is likely that the project will be considered to require the highest level of

environmental analysis or Environmnental Impact Studv (EIS) comprising a major and detailed

assessment. The PBA reported in this document. together with the SCA (which is reported in a

separate document), are likely to fulfil many of these requirements. In addition the PBA and SCA

serve as mechanisms for inter agency co-ordination and promotes the building of environmental

management capabilities.


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2. NMETHODOLOGY AND REPORT STRUCTURE

The approach adopted has been developed in accordance with World Balk Operational Directive

4.01 - Annex B: Republic of' Uganda Guidelines tor Environmental Impact Assessment (NEMA.

1996) and the Draft Road Sector CGuidelines (Arcadis Euroconsult and Makarere University. 1998)

and has taken account of various relevent guidance documents (ODA. 1996: Sumokawa and Hoban.

1997: World Bank. 1991). This has resulted in the following general approach:

i) Identification and review of relevant Ugandan and World Bankl policY,. egal and administrative

framework and requirements. This \as undertaklen through both desk study and consultation with

statutort- bodies. environmental specialists and aeencies in order to ensure that necessary measures

are included in the desigD and implementation of the scheme to meet the appropriate requirements

and is summarised in Section 3 of this document.

(ii) Determination of details of scheme components. as well as construction requirements and

activities (including those taking place off-site) associated with the project, in particular those which

could have implications i'or environmental resources is presented in Section 4. These were identified

through a review of the Feasibility Study Final Report. examination of engineering proposals (plans.

methods of construction. location of borrow pits etc) and ongoing discussions and site visits with the

project engineers to gain a sound appreciation of the proposals.

(iii) A determination of current and anticipated phvsical and biological baseline conditions has

been established through review of:

* existing reports and documentation. In particular for the Katun uru-Kasese study area. the

determination of baseline conditions has drawn on the reviewA presented in the previous

EIA report produced by Sabbour and Associates in 1994;

* field visits and survevs in December 1998 and September 1999 to determine details of

landuse. vegetation types. soils. topography. drainage conditions etc:'

* consultationis with statutory bodies. concerned groups and local communities, including

two public consultation meetin<gs on 26 November 1999 to establish the nature and location

of receptors and local concerns and interests.

These are described in Section.

Details of documentary sources, people consulted and attendees and issues raised at the public

consultation are contained in the Appendices to this report.

(iii) Where potential impacts were identified. evaluation of both their positive and negative

environmental effects has been undertaken using established criteria and is reported in Section 6.


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Where impacts can be reduced to acceptable levels through the incorporation of practical and cost-

effective mitigation measures- these have been identitied and developed together with the project

engineers. Where direct mitigation is not possible or cost-effective. compensation measures have

been proposed. Where appropriate. opportunities for enhancement durin_ construction or operation of

the schemes have also been identified.

(v) An Environmental Managemenit Plan (Section 7) has been prepared. which itemises the

required mitipation mnasures and identifies the agencies responsible for implementing and

monitoringg these measures during desigzn. construction and operation of the proposed works. A list ofmonitoring requirements has also been provided. This is followed in Section 8 by a discussion of the

responsibilities. resources available to and capabilities of the individual agencies involved in the

environmental management and monitoring of the project and identifies areas where capacity

building. increased resources and interaaency coordination is required.

(vii) Alternative options in terms ot transport mode. road route. rehabilitation methods etc havebeen identified in Section 9. together- with a general description of the environrmental, technical and

cost implications of each option.

Supporting- intormation is contained in various technical Appendices to this report.

The SCA has been reported in a separate document, where social, cultural and economic

considerations have been addressed.

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3. POLICY. LEGAL AND ADIMINISTRATIVE FRAMEWVORK

3.1 Historical Perspective

lJganda became independent trom Britain in 1962 under a Federal Constitution which was abrozated

five vears later when the country became a republic. In 1971. the government was overthrown in a

military coup. In 1979 the military regime was itself overthrown by anti-dictatorship torces backed

by the Tanzanian anry. Followinez the removal of the military dictatorship. the ruling forces became

divided and started in-lighting which plunged the country into a period of political confusion.

violence, large internal displacement of the population and mismanagement of the economv and

resources. This situation. which also intensified envirorunental degradation. continued up to 1986.

In 1986. the National Resistance Movement (NRM) took over the oovermment after a five y'ear

guerrilla war in the bush. From then. the new government embarked on a wide ranging recoverv

programme that has had effect on all social. political and economic aspects of the country. Chief

among these are: spearheading a vigorous campaign to attract investment; privatising public

enterprises to encourage private management; and restructuring the public service to increase

efficiency. The restructuring process has included the decentralization of services and devolution of

powers to the districts and lower levels to encouragze the public to manage their own resources.

Others include the new constitution and prioritising environmental management practices and

legislation.

Due to political upheavals that characterised the post-independence period until 1986. no new policy

or legislative instruments were put in place to promote sustainable development. This was

compounded by the view that since Uganda is well endowed with abundant natural resources.

environmental management was not a priority issue.

3.2 Government Organisation

3.2.1 National Government

At the highest level. the institutions with an interest in the project are the various relevant ministries

whose main role is to handle the policy issues of the respective areas for which they are responsible

under them. The ministries of relevance to the current study are the Ministry of Land. Water and

Environment (MOLWE) which amongst other roles is responsible for environmental policy and the

Ministry for Works. Housing and Communications (MOWHC) which is responsible for road

infrastructure.

Below these ministries are two types of institutions. namely Departments and Parastatals. The former

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are purely government institutions whose day to day activities are directly supervised by respective

ministries as. for example. the Departments of Energy. Works and Antiquities. By' contrast.

Parastatals are semi-autonomous organisations which execute their dav to dav duties almost

independently of the parent ministries. These include Uganda Electricity Board (UEB). National

Water and Sewerage Corporation (N'\N'SC). Uganda Wildlife Authority (UWA). the National

Environmental Management Agency (NEMA). Uganda Railways Corporation (URC) and the

National Bureau of Standard (NBS). It is intended that in time the Road Administration Formation

Unit (RAFU). the road implementing unit within the MOWHC will become a separate Road Agency

(RA).

There is a tendencv for Parastatals to have link-s directly to Ministries rather than through

corresponding Departments. The Parastatals of most relevance to this project are:

NENlA. which is the main agency responsible for coordination of environmental concerns within

Ucanda. Its functions. including approval of EIAs and environmental monitoring, are discussed

further in Section 3.3.1 below;

= UWA. whose interest in the project relates to the fact that a section of the project road passes

through the nationally designated Queen Elizabeth National Park; and

e the various utility agencies whose infrastructure may be located within the road reserve and could

therefore be affected by works.

All ministries. departments and Parastatals operate at the national level.

3.2.2 Local Government

When the NRM Government took over power in 1986. it introduced a new mode of local government

based on a 5-tier system. This system wvhich promotes grass roots participatory democracy begins

from the village or Local Council One (LC I) level up to the District or Local Council Five (LC V)

level. In between. there are LC II; LC III and LC IV which correspond to the Parish. Sub-county and

County or Municipality respectively. Councils are led bv executive committees of nine people. each

who serve for a particular period of time and are eligible for re-election. Apart from LC I executives.

who are elected by all adults in respective councils. the rest of the executives are chosen from

executives of lower councils also known as electoral colleges.

In the planning process. only three levels in the LC system are effective and these are LCs I. m and

V. The Local Government Statute of 1993 entrenched and strengthened the LC system in Uganda.

Uganda is currently implementing a national programme of decentralisation through the Ministry of


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Local Govermment (MOILG). This is provided for hb the Local Government Statute of 1993 which

reorcanises the role of local governments. provides for new responsibilities. empowers them. and

establishes new relationslhips with the central governmient. Key decentralisation policy objectives

armono others. are to free local manaecers from central constraints and. as a Iona tenn goal. allow them

to develop organisational structures tailored to local circumstances and to increase their capacity to

plan. tinance and manage deliver\ of services to thleir people. The Chief Administrative Officer

(CAOI steers and directs all the decentralisation activities in each district.

The Local Councils (LCs) operate ulldel the Ministry of Local Governmnent and have representatives

of all other sectors at the national lc\cl. Environmental issues at LCV are supervised by the District

Environment Committee (,DEC) with the help of an environment officer who in turn is responsible for

the Local Environment Committees (LECs).

3.3 Environmental Management In Uganda

3.3.1 Management at National Level

The post-1986 era in Uganda has been associated wvith manv development programmes and an

average economic growth rate of over 6% per year. This trend necessitated a need to direct national

development efforts to ensure that plans aimed at improving the standard and qualitv of life take due

consideration of environmental concerns.

With the above background. the NRM government created a number of institutions to cater for

environmental issues. initially, the Ministrv of Environment Protection in 1987, followed by the

Directorate of Environment Protection and NEMA. The establishment of NEMA was legalised by

the 1 995 Environment Statute. It is now the main coordinating agency of environmental concerns in

the country and operates under the general supervision of the Minister of Lands. Water and

Environment which is also represented on the Committee which provides and coordinates

environmental policy guidelines. NEMA is headed by an Executive Director who is also an ex-officio

member of the board that oversees the implementation and successful operations of the policy and

functions of the Authority.

NEMA is made up of four divisions one of which is the Information and Monitoring Division (IMD)

whose primary purpose is to ensure adequate surveillance and control of the environment and any

related areas of interest to it. Part of IMD's mandate is to ensure that environmental regulations such

as EIA are complied with: environmental standards are set; and an environmental monitoring system

is put in place.

It is intended that each sectoral lead agency, should have an Environmental Liaison Unit (ELU) to act

as a contact point for NEMA. According to the Statute. a lead agency is "any ministry. department,

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parastatal agencN. local governmnent system or public officer in %\hich or whom any law vests

functions of control or management ot anl! seament on' tle environment". The day to day activities.

and running. ot' the ELUs is not the responsibility of NENIA but of the respective lead agencies

3.3.2 Management at Local Level

In line with the national programme ot' decentralisation. the NES of 1995 provides for the transfer of

environmental management responsibilities to districts. municipalities and rural communities at the

grass roots. Based on1 the guidelines that had been provided during the NEAP process. the NES gives

a framework in which to manage the environment at districts and lower- levels so as to be in line with

thie overall decentralisation process wvlich is one ot'the current priority govermnent policies.

This framework results in an environmental management system that integzrates and fortifies links

among all levels in the district (i.e. LC V. LC III and LC I ), public sectors and NGOs. through

creation of' environmental committees at district and local levels. At the highest level. the District

Environment Conmnittee's (DEC) main objective is to co-ordinate the activities of the District Local

CLouncil (DLC or LCV) relating to thc management of the environmnent and natural resources and to

ensure that environmental concerns arc integrated in all plans and projects approved by the DLC. On

the advice of the DEC. a local government svstem may create Local Environment Committees

(LECs) whose main responsibilitv is to prepare local environment work plans which are consistent

with NEAP and District Environment Action Plan (DEAP).

Environment related activities in districts are facilitated by District Environment Officers (DEOs)

who are direct employees of respective districts. Among other duties. a DEO is supposed to serve as

Secretary to and advise the DEC: liaise with NEMA on all matters relatinsg to the environment: and

assist LECs in the performance of their tunctions as prov'ided for in the Statute.

All these structures are intended to be part and parcel of the district local government and not NEMA.

Their functions are to facilitate coordiniation be in place between NEMA and the districts and to

transfer "real power" to districts and lower levels so that decision rmaking and budgeting are

realigned to suit district priorities. As a result. the capacity of local authorities to plan and manage

delivery of services to their people while ensuring sustainable use of the environment in its broadest

sense. is expected to improve.

3.4 Summary of Relevant National Legislation and Guidelines

There are several legal statutes and guidelines which are relevant to the environmental appraisal of

this project. controlled bv the various government departments. Most of these documents however are

not more than five vears old and their implementation is still in early stages. For example, the

Constitution was promulgated in 1995. while the National Environment Management Policv was


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formulated in 1994. Thiere follows a brief summarv ot tlie Constitution and relevant statutes.

3.4.1 The Constitutiont of the Repiublic of Uganda, 1995

Amongst other matters addressed b! the nexv Constitution. land related issues were given high

priority. Article 237 vests all the land in the country to the people. while Article 26 prohibits forceful

seizure of individual property including land bv anV authority, public of private without adequate

compensation. This has instilled a senlse of security otf tenure in most Ugandans. especially those

who have been squatting on public or other lands. Siince the contents of these articles cannot be

described as land refonn actions. a lanid bill was provided for by the samne constitution in which

issues pertainine to land tenure and land use would be dealt with in detail. A Land Act. 1998 is now

in place and provides for all issues related to land in Uganda.

One of the national objectives and principles of state policy is to promote sustainable development

for present and future generations. To ensure this. Article 245 empowers parliament to provide for

measures intended to protect and preserve the environmient from amongst others abuse. pollution and

degradation. Within the same framewvork. Articles 39 and 41 give every citizen the rights to a clean

and healthy enviromnent and access to information. Being the supreme law of the land. the 1995

Constitution has brought changes in many other legal documents which existed previously, more

specifically in land and environmental management.

3.4.2 Th1e National Wetlands Polici'

Wetlands. commonlv known as swamps in Uganda. are a resource of considerable importance just

like any other natural resources suchi as torests and rangelands. This resource had been exposed to

uncontrolled exploitation for a long tilme. which forced the Government in 1986 to impose a ban on

large-scale drainage schemes until suchi a time when a more elaborate and socially hartmonious policy

was put in place. In 1995. the National Policy for the Conservation and Management of Wetland

Resources was made. The policy aims at curtailing the rampant loss of wetland resources and

ensuring that benefits from wetlands are sustainable and equitablv distributed to all people of

Uganda.

In summary. the wetlands policy does not allow drainage of wetlands except in extreme cases

pertaining to important environmental management: it calls for sustainable use and sound

management of wetlands: equitable distribution of wetland benefits and the application of EIA on all

activities to be carried out in a wvetlaiid.


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3.4.3 Tlhe W'ater Statute, 1995

The Water Statute was made to prov idc for the use. Iprotection and managTement of wvater resources

and supply: to provide for the constitution of water and sewerage authorities: and to facilitate the

devolution of wvater supply and sewerage undertakings.

The main objectives of the Statute are to: promote the rational management and use of the waters of

Uganda: promote the provision of a cican and sufficient supply of wvater for domestic purposes to all

persons: allowv for the orderly development and use of water resources for purposes other thandomestic use. and to control pollution and to promote the safe storace. treatment. discharge and

disposal oft waste whiclh may pollute water or otherwise harm the enviromnent and human health.

3.4.4 The Uganda Wildfife Statute

The gover-nment. on behalf of. and for the benefit of the people of Uganda owns all wildlife in itswild habitat. The main purposes of this statute is to promote sustainable management of wildlifeconservation through Uganda: implement relevant international treaties conventions agreements orother arrangements to wvhich Uganda is a part: and promote public participation in wildlifemanagement.

The Statute requires any developer with a project likelyv to have significant effect on any wildlifespecies or community to undertake an EIA in accordance with the NES. 1995.

Sections 18 and 19 give procedures tor declaration of Wildlife Conservation Areas (WCA) anddefine what constitutes such an area. A WCA mav be either a Wildlife Protected Area (WPA) or aWildlife Management Area (WMA). WPAs comprise National Parks and Wildlife Reserves or anvother areas declared as such bv the Ministrv of Tourism Trade and Industry (MTTI). WildlifeSanctuaries. Communitv Wildlife Areas or other areas classified as such by the MTTI make up theWMAs. Subsection 5 ot' Section 19 describes a National Park as an area of international and nationalimportance because of its biological diversity, landscape or national heritage value. A WildlifeReserve under this statute is an area of more local importance for wildlife conservation andmanagement.

WCAs are administered by the Uganda Wildlife Authority (UWA), a Parastal body for whom theline ministry is the MTTI.

Use of anv resources in WPAs or carrying out an otherwise unlawful act in WPAs can only take placeon permission granted bv the Authority's Executive Director on the advice of the Board or aftercarrying out an EIA. Section 27. however. gives powers to the Minister. on the advice of the Board.


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to make resgulations controlline acts or omissions within a WCA and most activities are not allowed.

A National Park is the hiahest level ot w ildlife protected area in Uganda. where extraction of natural

resources is completely unacceptable unlike in a W'ildlife Reserve or Community Wildlife Area

w\here controlled activities mav be allowed. General restrictions in W'CAs applv to:

* huntino. takina. killing. injuring, or disturbing an\ wild plant or animal, or any domestic animal:

* takina. destroving. damaging. or defacing any object of geomorphological. archaeological.

historical. cultural. or scientific interests or anv structure lawfully placed on constructed:

* preparing land for cultivation. prospecting for minerals or mining or attempting any of these

operations:

* drivinn. conveving. or introducing any wild animal into a wildlife conservation area:

* willfully driving. convevino or introducin- any domestic animal into a national park, or

negliigently permitting any domestic animal. to stray into a wildlife conservation area: and

* startilnL or maintaining a fire xvitlout lawful authority.

3.4.5 Environmental Quality Stantlards

According to the NES. 1995. NEMA in consultation wvith respective lead agencies is responsible for

the development of national environuliental quality standards for use in environmental monitoring

activities covering air, water. effluent. noxious smells. soil, noise. vibration and radiation. NEMA is

also supposed to establish such criteria and procedures as they consider necessary for the

determination of the standards for buildings and structures; industrial products; materials used in

industrv. agriculture and for domestic use: solid waste disposal: and such as other matters and

activities that may affect the enviromnent.

However. due to the relatively short time NEMA has existed, none of this standards have been filly

developed to be ready for use. In June 1998 calls were made by the same agency in the mass media

informing the public of the authority's intention to start applying some of the standards being

developed. In addition. comments were invited from all interested parties and more especially, the

lead aaencies before these standards are confirmed.

3.4.6 National EM and Audit Guidelines

NEMA has finalised the development of the national ELA guidelines (NEMA, 1996), copies of which

are available and provide a sumnmar,v of their requirements. These guidelines are now in force

because the,v have the required legal backing by the Environmental Impact Assessment Regulations.

1998 and of the NES of 1995.

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The MOWHC has recently commissioined the production of Environmental Guidelines for the road

sector in Uganda. These are current i in draft form X Arcadis and Makerere Universitv. 1998) and are

likelv to be finalised in the near future. In general the! follow the World Bank procedures.

The tvo sets ot' guidelines describe the various processes involved in undertaking an ELA from the

initial screening to determination of lthe level of studs required to production of the final statement.

As part of the process the lead agency nieeds to submit the project briel' to NEMA at an early stage to

obtain a Certificate on the Screeninu decision and oni completion of the study a Certificate of

Approval needs to be obtained from lhe .Agency before the project can proceed.

Unlike EIA guidelines. e:, onmental audit guidelines are not vet readv because they were not

accorded similar priority. Although1 thie preparation is ongoing they are unlikely to be available for

use in the near tuture.

3.4.7 Plans and Policies

NVatioflal Environme,nra/ Policie

In 1990. the Governmment of Uganda (GOU) with assistance from USAID. embarked on the formation

of' a National Environxnent Action Plan (NEAP). The NEAP was given the mandate to recommend

policv and legislative actions. institutional strengthening guidelines and potential investments with

the main objective of putting in place a sustainable national development strategy. For example, with

NEAPs guidance the MNR forMLulated a National Environment Management Policy (NEMP).

Strategies ot' this policy are intended to provide and assist decision makers and resource users in

determniring priorities in the national context and also at the sectoral. private sector and individual

levels. One of the strategies to assist in implementing this policy was to establish a National

Environment Management Authority (NEMA), as the principal national agencv to coordinate

management of the environment. This was achieved through the National Environment Statute (NES)

in 1995.

Quieen Eli=abeth National Park Mancaement Plan

The current Plan for QENP specifies practices and strategies for Park operation. In particular it

recognsies the potential conflicts between conservation of wildlife and operation of local

communities and identifies stratepgies that allow both to coexist in a sustafinable fashion. These

include zoning of areas of the Park for various different activities. The Park is currently updating its

Plan although no draft was as vet available at the time of writing this report. It is understood.

however through discussion with UWA that any potential conflicts with this plan have been

addressed through the consultation process undertaken with UWA as part of this EIA.

3.4.8 Re,gional and International Agreements and Conventions

Uganda has ratified various international and regional conventions and agreements including:

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The Convention on Biological Diversity:

* The Convention on Wetlands o' International Importance especially waterfowl habitat (Ramsar

Convxention). Uganda hias identilied l ake George and the surrounding swamp lands as a Ramsar

site:

* The Convention concerning the protection of WVorld Cultural and Natural H-eritage:

* Convention in International Tradc in Endangered Species:

* The African Convention on the Coinservation of Nature and Natural Resources: and

* The Rio Declaration on Environmnent and Development.

3.5 WVorld Bank Requirements

Under the World Bankl's Operational Directive 4.01 (World Bank-. 1991), EIA is a flexible procedure

depending on the nature of the project and is to be conducted during project preparation. closely

linked to the feasibility studv. EIA must cover project-specific and other environmental impacts in

the area of influernce of a project. ElAs also include the country's own environmental studv and

action plans. and overall policy framework. national legislation and institutional capabilities.

The level of Environmental Assessment required is determined by the category to which the project is

assigned by the World Bank screening procedure. The current project has been screened as Category

A. i.e. it "mav have diverse and significant impacts". This classification requires a full ELA to be

undertaken.

The objective of EIA is to ensure that project developments are environmentally sound and

sustainable. Environmental consequences should be identified at an early stage of the project and be

weighed in project selection, siting. planning and design.

The possible alternatives and possibilities for improving the project environmentally by preventing,

minimizing. mitigation or compensating for adverse impacts should be included in the EIA; these

steps may help avoid costlier remedial measures at a later date.

The ETA is also intended as a formal mechanism for inter-agency coordination on environmental

issues. promotion and building of local environmental management capabilities. An important

component of the EIA is the participation of concerned groups and NGOs and incorporation of their

concerns in the formulation of recommendations.

Project-specific EIAs are intended to cover six main fields:-


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* existins enviromnental baseline e onditions:

* potential environmental impacts dircct and indirect includina potential benefits and enhancements:

* systematic comparison of altemative investments. sites. technologies and designs:

* preventive. mitieatorv and compensator! measures in the form of an environmental mitigation or

management plan:

* environmental management and training: and

* environmental monitorina.

The ELA process needs to identifi relevant environmental agencies to carry out the required EIAactivities during planning and implemiientation. Projects with potentiallv major impacts generally

need to strengthen several important organisational functions. such as monitoring. inspection and

manacement ot implementation of mitigation measures

For hiahly risky or contentious proiects andlor where there are serious and multidimensional

environmental concerns. there should he an advisory panel of independent. internationally recognised

environmental specialists to advise.

Under the World BankIs Operational Directive 4.30: Ilvoluntarn Resettlement (World Bank. 1991). aresettlement and rehabilitation plan must be implemented to ensure that project affected persons whoare displaced as a result of the project are resettled and rehabilitated, providing them with the meansto improve. or at least restore. their tormer living standards, income and production levels prior to theproject. The operational directive describes the Bank's procedures for involuntarv resettlement.defining the policy objectives and resettlement planning. Involuntary resettlement should be avoidedor minimised wvhere teasible. A socio-economic survev should be undertaken to establish the numberand economic status of the displaccd population and assist with designing and implementing theresettlement programnrmes. The resettiers and hosts tor the resettlement area should be involved in theresettlement process. which should include a time-bound resettlement plan and compensationpackages.

This Directive does not applv to the current project as there will be no change in road alignment andno resettlement will be associated witli the limited road widening that will be required.

3.6 Agencies with an Interest in the Project.

There are a number of agencies which have an interest in the proposed project. These include:MOWHC, RAFU. who are the project promoters as well as, NEMA. LCs. UWA. Kasese andKabarole District Administrations and the Wetlands Management Programme. These agencies andrepresentatives of local communities have been consulted during the EIA process (See Appendix C).


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4. PROJECT NEED AND DESCRIPTION OF PROPOSALS

4.1 Project Need

The roads which are the subject of this study are located in the western part of the Uganda in the

districts of Kabarole and Kasese. which are highlx productive agricultural and industrial areas. The

economic activities. and their potential ior future growthl. are dependent on the road infrastructure to

transport aoods to the major urban ccntres to the east. in particular Kampala. Jinja. Masaka and

Mbarara (Figure 1). a dependence wvhich has in recent Xyears been compounded by the deterioration in

the railwav service between Kasese and Kampala arising from lack of adequate track maintenance:

there are understood to be no immediate plans to rehabilitate the line. However. even if the railway

line was fully operational. many of tlhe agricultural activities would remain primarily dependent on

road transport mode as a consequence of their method of trading, which relies on transport of goods

b-y feeder road to roadside trading cenitres located on the trunk- roads, and for onward transport of

coods to Mbarara and Masaka. which are not served bv rail infrastructure.

Although an alternative road between Kampala and Fort Portal. via Mubende, is currently being

constructed, it is anticipated that this route will not be completed for at least three years and even

then this mav prove a difficult route for some vehicles as a result of its steep gradients and sharp

corners. The southern route. comprising the project roads, will continue to be necessary to serve

Mbarara and Masaka.

The project roads also comprise the main route to the Congo to which, until the recent outburst of

civil unrest. UIganda sold much of its export produce. It is likely that this market will recover once the

current troubles have been resolved.

The current conditions of the roads included in the project area are described in Section 4.2 below

and are variable ranging from good to very poor. Although the majority of the sections can at present

be classified as fair to good. this is a result of the ongoing costly maintenance works which need to be

undertaken at regular intervals. In order to guarantee the presence of a reliable road transport route

which is not dependent on the availability of funds from one year to the other, there is a need for a

consolidated and more comprehensive programme of road rehabilitation to iriprove the integrity of

the roads within the project area.

Scort Wilson in Association with ACE 4-1 Apnil 2000

Katuneuru-Kasese-fort Portal Roaa , casibilitv Stuav Rexview ana Detaiied Engineenn- DesignKasese-Kilembe RoadEquator Road EL-(PBA) - DraftFinal Report

4.2 Current Road Conditions and Maintenance Activities

For the purposes of this study the following definitions of maintenance and rehabilitation activity

have been adopted:

Routine Maintenance - comprises a continuous series of operations on the road. consisting mainly of

cutting of grass from edsges of' the road. cleaning ditches. desilting culverts and undertaking some

simple first aid" repairs to the road pavement.

Reculr rcnt Maintenance - comprises annual maintenance. normally at the end of a rainy season. to

r epair erosion. potholes or other faults that may have developed during the season

Periodic AMainitenantce- comprises restoration to an "as new" condition and prevents further rapid

deterioration. Activities include shoulder regravelling. repair of potholes, deformations, drainage

structures. complete resealing. road marking and repair of road furniture. The effectiveness of such

maintenance is highly dependent on the integrity of the base course.

Rehabilitation - comprises more substantial interventions to strengithen a road, repair structural

defects and restore a road to its original condition often after it has deteriorated to an unnaintainable

state. Rehabilitation may also include changes to characteristics such as alignment and widening.

An inventory of the maintenance activities undertaken on and the current co'nditions of the project

roads has been included in the Feasibility Studv Final Report. A summary of the key findings is

presented below.

Katanguru and Fort Portal: The general condition of this section of road is considered to be fair to

good. but this is a reflection of the ongoing high cost routine. recurrent and periodic maintenance

activities. which are currently undertaken.

Kasese to Kilembe: The initial 5 km from Kasese as far as the security gate of the Kilembe mines

has been subject to routine. recurrent and periodic maintenance and consequently is in a fair

condition. However. beyond the security gate the road was until recently in private ownership and

the lower levels of maintenance have resulted in the road becoming deteriorated and heavily

potholed.

Equator Road: The initial 20 km of this road has been subject to routine. recurrent and periodic

maintenance and is considered to be in reasonable condition, although .there are some local

deformations. The remaining 18 kn has not been subject to such a level of maintenance and as a


Katunguru-Kasese-Fon Portal Roaa ;sanitiiv ntuav Rnime anc Detaileci Ene-ineenne Design


result has failed beyond repair and needs rehabilitation.

4.3 Project Proposals

Typical relhabilitation activities will include:

(i) Site preparation including clearing of vegetation and stripping and storage of topsoil from

areas of wvorks plus five metres:

(ii) Removal of existing shoulders and backfilline of'existing side ditches:

(iii) Compaction of the newl, formed shoulder surface:

(iv) Removal of the existing roadc surface. scarification. reshaping and compaction of the exposed

surface to form the new road sub-base:

(v) C'onstruction of new shoulders to the required width. filling with two lavers of tlime-stabilised

sub-base to existine road level and lavine ot' lime-stabilised base course on the carriageway.

(vi) Strenathening of road carriageway and shoulders with a new lime stabilised base coarse

overlav:

(vii) Sealino of carriageway with two coats of surface dressing and the shoulders with a single

coat of surface dressing:

(viii) All necessary repairs and/or improvements to drainage structures including those on bridges:

(ix) Opening new side ditches;

(x) Dressing the newlv formed side slopes with the stored topsoil: and

(xi) Reconstructing the new road furniture to the required standards.

4.3.1 Katun gurti to Fort Portal

Pavement

The pavement strength in the southern section between Katunguru and Hima appears to be reasonably

adequate to accommodate anticipated increases in traf'fic flow: for the northern section. the pavement

strength mav be too low.

Option I

(i) - (xii) above with:

* Lime base in (vi) is 0.1 5m thick

* Carriageway in (vii) is 6.7m wide. and the shoulders 1.65m wide

The periodic maintenance requirement for such an option would be every 6 - 7 years

Option 2 - The Preferred option

(i) - (xii) above with:

Scott Wilson in Association with ACE 4-3 April 2000X

Katunauru-KaseSe-FOrt Portal Road ica.sibijjt Studv Review and Detaiied Eiieineerini DesignKasese-Kiiembe RoadEquator Road ElAPBA) - DraftFinal Report

* Lime base in (vi) is 0. I Sm thick

* Carriaeewav in ivii) is 6.0m wide. and the shouiders 1.5m xxide i.e. same "idth as exists

The periodic maintenance riequirement for such an option would be every 6 - 7 years

Optio7 3

(i) - (xii) above \vith:

* Lay asphalt layer 40nmm thick instead of lime base in (vi) - before wlhich all potholes and serious

deformations in the road need to be filled up. a tack coat applied to the base. and a prime coat

applied to the shoulders.

* Carriauewa,v in (vii) is 6.0m wide not sealed. and the shoulders are 1.5m wide sealed with a

sin;le coat.

The periodic maintenance requirement tor such an option vwould be every 9 - 10 years

Bridues

The need for works at five bridges (clhainages 31.980: 32.430: 35.180:43.230: 61.530. as measured

from Katunguru) has been identified with the possibility of completely replacing the existing single

land bridge at chainage 43.230 by one of two lanes width.

Culverts

Most of the existing culverts require desilting and many of them also need repair. There is also a need

ior providing additional culverts typically. two per kilometre.

4.3.2 Kasese to Kilembe

Pavement

The initial 5 kn from Kasese as far as the security gate is in fair condition. However bevond this

point the road deteriorates becoming heavily potholed.

Option I for1 Kin 0 to 5

Low cost rehabilitation shoulder involving shoulder regravelling ( I to 1.5m wide). repairing

pavement potholes. deformations. ravelled edges and drainage structures, complete resealing of 5.6m

carriagewav and a single seal Im wide on the shoulders. road marking and repairing road furniture as

necessary. It also includes rehabilitation of the longitudinal drainage system of the road.


Option 2 for km 0 to 5 - the preferred option

(i)- (xii) above with:

* Lime base in (vi) is 0.1 5m thick


Katunaurc-Kasese-Fort Portai Road :. biiitv Study Rcview end Detailed En*ineerin DesienKasese-Kilembe RoadEquator Road EIA(PBA) - DraftFinal Report

Carriagewav in (vii) is 6.0m w-ide. Lnd the shoulders I .5m wide i.e. same wvidth as exists

The periodic maintenance requirement tor such an option would be every 6 - 7 y'ears

Sole option1 for km 5 tO 8.8

Low cost rehabilitation shoulder inmolvinz shoulder- regravelling (1 to 1.5m wide). repairing

pavement potholes. defonnations. ra\ ei led edges and drainaae structures. complete resealing of 5.6mcarriagewava and a single seal Im wxidc on the shoulders. road marking and repairing road furniture as

necessary. It also includes rehabilitation of the longitudinal drainage system ofthe road.

The periodic maintenance requirement tor such an option would be every 4 - 5 years

Sole optionjbr km 5 8. 8 to 12

(i) - (xii) above wvith:

* In (iv). existina surtace is removed I XOmm to allow lime base construction 7.Om wide to as found

lev'els

- Sihoulder operations in (ii). (iii). i ) and (vii) arc replaced with maintenance of existing 1.m

wide pedestrian walk and lined side ditch.

The periodic maintenance requirement for such an option would be every 6 - 7 vears.

Brid2es

There is a need for replacement of one bridge at chainage 10.75 km as measured from Kasese.

C ulverts

Most of the existing culverts require desilting and many of them also need repair. There is also a needfor providing additional culverts typically one everv two hundred metres.

4.3.3 Eqrator Road

The initial 20 km ot this road is considered to be in reasonable condition although there are some

local defornations. The remaining 18 km has. lhowever, failed beyond repair and needs

reconstructing.

Sole option for km 0 to 20

Low cost rehabilitation shoulder involving shoulder regravelling (1 to I .5m wide), repairing

pavement potholes. deformations, ravelled edges and drainage structures, complete resealing of 5.6mcarriageway and a single seal Im wide on the shoulders. road marking and repairing road furniture as

necessarv. It also includes rehabilitation of the longitudinal drainage system of the road.



Katuneuru-Kasese-Fort Porial Road J C.Isibiliny STud\ Rex ie% and Detailed EnLiiieerinLe Design

Kasese-Kilembe RoadEquator Road ELA(PBA) - DraftFinal Report

Sole option for km 20 to Border (kmn 3S)

Total reconstruction with all the t-pical rehabilitation operations except:

Where shoulders are treated in a single operation as the carriageway. rather than separately. and more

layers constructed namelv - 125mm of selected fill. I 5(0irnof sub-base and 1 75mm of lime stabilised

base. Carriazeway in (vii) is 6m wide and the shoulders Im wide.

The periodic maintenance requirementi tor such an option would be ever-y 6 - 7 \ears.

Bridges

There is a need for providing one bridge at chainage 12-.3 km as measured from the Kasese road

junction.

Culverts

Most of the existing culverts require desilting and many of them also need repair. There is also a need

for providing additional culverts typically one every tive hundred metres.

4.4 Traffic forecasts

An assessment of anticipated traffic demand is presented in the main volume of the Draft Final

Report for the Feasibility Study. The key findings of that assessment are that:

i Since no new alignnments or major changes in road type will be implemented and as the most

badly damaged areas are limited to the Kilembe and Equator Roads and probably do not

discourage traffic. no additional traffic will be aenerated by the rehabilitation;

* In general. having consideration of the alternative routes within the road network the

rehabilitation works are unlikelv to divert traffic from other routes. The possibility that unrelated

improvements to the Kampala. Fort Portal Road will lead to diversion of traffic away from the

National Park has been examined as a sensitivitv test.

* Traffic levels are likely in general to increase in line with the country as a whole. except perhaps

for the agricultural sector which may. if it expands. contribute additionallv to this figure.

Consequently. a figure of 4% growth to 1999 followed by 7% per annum to 2001. 5 % per annum

to 2011 and 3% per annum thereatter has been adopted.

In summarv. the rehabilitation works are unlikely to increase traffic levels above those which would

occur if a more ad hoc approach to maintenance, as takes place at present, were to occur. What it

will do. however, is greatly reduce the need for such ongoing maintenance and ensure the presence of

a route of suitable quality for the next twenty years or so, rather than this being dependent on the

availability of resources at those times when repairs are required. Consequently, it will allow the

natural growth of traffic to take place in an unconstrained fashion, rather than perhaps being limited

at times when funding is scarce.


Katunguru-Kasese-Fort Pornal Road I .:sibilim Stud-, Revieew and Detailed Engineering Desien


4.5 Construction Requirements and Activities

Land Reqzuiremenits: In general the working width iincluding diversions and parking areas) will be

confined to the road reserve. aithou-lh there may a requirement for local short term landtake for

diversions and parkingstorage areas. Some longer tei-in landtake will be required in the vicinity of the

three bridges that will be replaced to accommodate traffic diversions. parking and storage of material

and plant used for their construction. It is anticipated that three work camps will be required. each

typically covering an area of 3.5 acres. although the size could be reduced if a local workforce was

used and/or foreign wvorkers housed within existina townis such as Kasese and Bwera. In addition.

various longer term storage areas will also be required

Site Activities: The construction activities are anticipated to extend over a period of 2-3 years. Work

will be concentrated in the dry periods with reduced activity in the rainv season. The works will be

undertaken in several consecutive (probably three) wvorks packages and will involve the use of a

combination of mobile mechanical pilant and manual labour. The on-site plant is likelv to include

some or all of the following: graders. bulldozers. loaders. bitumen sprayer, chipping spreaders. trucks

etc.

Work Camps: The work camps will contain all maintenance and processing facilities required to

support the rehabilitation activity, including plant workshops and maintenance facilities. concrete and

bitumen batching plants. facilities tor the workforce (canteen, shops etc). If the workforce is not

housed in local towns. it will be accommodated in buildings constructed in the work camps..

SSourCing and Disposal of Material: Murrum will be obtained from local borrow pits and chippings

and sand from local quarries, and will be imported by truck. The potential borrow pits and quarries'

have been identified and are listed in Table 4.1 together with details of their location, issues

associated with their use and likely reinstatement requirements. Other material e.g. culvert sections.

bitumen etc will be imported from local suppliers, also by truck. Some old road surface material may

be pulverised and re-used in the new subgrade and sub-base lavers (i.e. the lower lavers of the road

pavement where deformations or deticiencies exist). The remainder of the old road surface material

and spoil generated by excavation ot new ditches will be disposed of in the borrow pits. except where

an agreement is reached with a local landowner. The volumes of such material have been estimated

and are summarised in Table 4.2.

Workforce: As discussed above. it is not yet known whether a local or imported workforce will be

used. If an imported workforce is used this could either be accommodated in a work camp or in local

towns: in which in both cases the workers would require transportation to and from the work areas It

is anticipated that the works would required an averarge workforce of 2-300 men (unskilled labour)

Scon Wilson in Association with ACE 4-7 April 2000

Katunguru-Kasese-Fort Portal Road ieasibiitin Stud; Review aind Detailed Enurineerinp Design

Kasese-Kilembe RoadEquator Road ELAVPBA) - DraftFinal Report

over a period of three N-ears although this wvill depend on the options that are selected.

Traffic Management: In general. there vill be no need for road closures during the construction

period vith sinale lane traffic management in the vicinity of the works. although there could be some

local off alianment diversions within the road reserve at certain locations. Where the three bridges

are replaced. there wvill be short term diversions v'ia a temporary bridge. The major source of vehicle

movements during the works period will be associated with import of murrum and aggregate and

export of spoil.


Katungurni-Kasese-Fot l'ortal Roa(l I casibilit% Suids Pc icxx anld l)latiled lit iitectiou I Desipti

Kasese-Kilembe Road

Equator Road EIA(PB3A - I)raftfinal Report

Table 4.1: Location of Borrow Pits

Name - Link Chaittage Orfset Niaterial Nevv/ Issties Possible Mitigation Measures

Exisitng

All sites Damping ol liaul roads in tilc x ici nitN ol \iii aCes

llse of flag meni and % amin signs in the xicinity of

villages and along sections of tile road i tsed b) local

conIno iIIIitics.

XiAM 1tt.X\ 1sl l oltads silotilul he 101ite \ ;xxa\ ltloll

settlciements.

Katniiguiru Katangtiru - -0.2 0.2 LI IS Sand E In Wildlife Reserve. Previonsly exploited ateas cuil(d be le\ c1ed to lill

Foil Portal Vei) poorly managed pre\ iohsl. so lai-ge holes lioles. and re(ltice cliff heights

and 2-3m tiiistable said cliffs exist. IJse of this site should be axoided it possible aMd

Still being exploited by locals for a living. practical. If nO alternative site can be idenitifie(l adetailed reinstatemient will need to be umdertaken

t1WA liave concems regardiiig use of this site following sand extraction.

owing to its proximity to QENP and the

Kazinga Clhanniiel.

Rukoki Katanguru 43.45 0.4 RIIS Gravel E Sonie of the gravel is on steep hiillsides. On steeper slopes, exploit the material in teiraces .

Fort Portal Vegetation cannot be restored easily, and prepared fronit the bottomt upwvard. I leiglit between

erosion a serious problem. terraces not more thian 2i11. Topsoil thle ledges.

Poorly managed previously resultinig in an provide interceptor drains on lhe

injunction from NEMA. against fuirthier

exploitation


Katunguru-Kasese-Fort Plortal Road i CaSilSihii) Sttid) ReC iC%% ad II )ctailCd FiIginlCel ing I t'l

Kasese-Kilenibe Road

Equator Road FIA(PlA) - D)raftFinal R(epoi

Name :' Link Chainage Offset Material New/ Issues Possible Mitigation Measures

.....__ _ ..Exisitng

Kinyamwenge Katanguni - 54.6 1.0 1I-IS Gravel N New road will be required

Fort Portal

liima Katanguru - 56.4 1.1 RIIS Gras el I

Fort Portal

Mobuiku I Katanguru - 51.8 1.7 LIIS Gravel E An open chaninlel and water maini to the KCCI. Level on teriaces, and topsoil. suliicieiit to sulippoi

Fort Portal Ihydio station. May require new access road( to glass

cilCultt entl.

One of the two hills located is fairly steep

Topsoil thin on the lhills

Nlobtikti 11 Katangigrt - 48.7 0.2 H.IIS Rock E Rock to be extracted froit t ii er bed. so Adoption ol llieasiircs to miiiiilise risks of Nxalde

Fort Ilorital Aggreu aIe possibility of mnudd%ing potable N%atcl or oil poliloioo

spill contaminiiationi from plant.

Kikongo Katangtiru 65.675 0.02 Gravel E Next to river Rwimi Do itot excavate han(l. 5titi to liver

Fort Portal RIIS At foot of tall hill, to be excavated parallel to ILesel antd topsoil to reinstate

the river

Kimbugu Katangtru - 76.7 0.02 Gravel E In cut next to road Level an(d topsoil to reinstate

Fort Portal LIIS See Note 2

Nsontgyo stream Katanguiru - 87.35 1.0 HI.S Gravel E Grassland. may intvolve many land(lor(ds level otn ten aces. topsoil and( plait Napiei grass att(l

l river Fort Portal lfirly steep till pi-ovide intetceptor drains.

See Note 2 lBorrosv material at least 50iOo aw ay fromt stream.


Katuiigtirtu-Kasese-Fort Portal Road I easiilti St ids Re% iew a31d I )Ct ailCd I :n1e1ri ug Dincg Oign

Kasese-Kilembe Road

Equator Road FIA(PBIA) - Dia lilinal Report

Name Link Chainage Offset Material New/ Issucs Possible Mitigation MIleasures

:: ~ ~ _ __ _ _ _ :::::_ __ _ :: i.. itsing

Rwenisenenle Katangtiru - 95.8 2.3 RIIS Gra\el N In farm iiiider livestock. o%sner tiusillin-g to

Fort Portal sell.

Nes road requiired

See Note 2

Mparo Katangtiru - 99.15 1.0 RIIS Gravel E Exhatisted Similar material in surromiding lills probably

Folt lPortalNot pi opeth I'iinstated

See Note 2

Kinuhonide/ Katangtirt - 108 16.0 Gravel E Long Hlal

Fort Portal RiSKati-,anubelho Fot ota.1 and omi-ers in exi sti tue pits niot c OIflpClnSated

in Fs e eat s sincee openinug.

Nyabubaale Katanigtiru - 108 1.5 RIIS Gravel N Gravel in thinii layer about Im. so excavation Several landossijers max neced to be dealt %\ith

Fort Portal may be extensive Lescl and topsoil extnis clv

See Note 2

Kasese town Kilembe 2.1 LHiS 0.5 LTIS Gravel N Many utilities on potential sites UItilities can be avoided

Road Fragmented plots in township. so nmany ownuers Manyi landlords showedl willingness to sell it

to deal withi comipenisated

Steepl hills

Newo haul road requoired

Scott Wilson in Association with ACE 4-1 1 April 200t0(

Katuigun-uKasese-Foit l'ortal Road I caLihllifN stillh l)\%ick aon [)Itiimtd l-j O. clbc 111I.Kasese-Kilemibe Road

Equator Road FlIA(PAI'tA - IDal0tFilial Report

:400t00;t0: 0:tX t:'; 00 0. ha:ln:Ag: Ofse M iia New IssueName Link han e Ofsf Mtia Ne? Isu PDssible Mlitigation MensuresE~stng,

Rwvensororo Equator , 4.0 0.5 RIIS Gneissic E Level and topsoil.

Road Gravel & ITerrace iS eNxloilc elo ildflici tipllillRock

Kabirizi Equiator 7.25 0.2 RIIS Laterilic E Level and topsoilPrimar-y Schiool Road gravel &

rock

ho 1l(ICl Is

Kabirizi Equator 7.0 (0.2 RI IS Gravel I In paik. on periph lcy. In acco dance xx ifh I eqiiii en tlen I ltIi s llt tokx

Road UWA object to use of this site pit will riot be used.

Eqliator 20 to iS IllIS ' Sand F Pexviouis F xploitatiout itt lcxel ateas has Icli ReISnticl cxploittatioln i) tic hIilI

Road RI IS etorges oii the road side. extet(Iitig hC! onI(d toadILev'el noid topsoil after exploit at ion

reserve.

Notes:

I. Mitigation measures included in the above Iable are preliminary and 1inal speciticationls should be lirepared ollcC thle sites 11ha\t bcn linallEIiCised aid Slloitl(take accounit of environmental recomieiidatiotis provided in this report (see Section 6).

2. Gravel at the five sites north of River Rki\ni within 3 km of Katangurnl- Kasese - Fort Portal Road (kim 66 - 108) is not of llighl quality and occuirs ill

relatively thiin seams. rarely more than a meter. It w-ill require high percentapes of stabiliser.

Scott Wilson in Association with ACE 4-12 April 2()((

Katunguru-Kasese-ort Portal Road -.asioinrv mtudx R(exvie and Detaijed EniFneennz Desini

Kasese-Kilembe Road

Equator Road EIA(PBA1- DrafiFinal Repon

Table 4.2: Estimated Material Requirements

Link Length Material Out Material In

Katunguru - Kasese 37.6 94.752 77.832

Kasese - Hima I 1.( 45.360 T 100.260

Hima - Fort Portal 57.0 206.340 227.490

Kasese - Kilembe J12.0 36.316 39.766

Equator Road 38.0 2 24.44(1 191.130

TOTALS 162.6 407.208 636,478


KatunuruL-Kasese-Fon Portal Road r -sibit- Studs Re% iew and Detailed Enuineering DesignKasese-Kilembe RoadEquator Road EIA(PBA - DraftFinal Report

5. BASELINE ENTIRONMENTAL CONDITIONS

5.1 Study Area

The project area is located in western Ucanda close to the Democratic Republic of Congo border in

the districts of Kasese and Kabarole in\ western Uganda. The Equator and Kilembe roads are entirely

in Kasese District as is the southeni part of the Katunguru - Kasese - Fort Portal road as far as the

River Mubuku. Kasese district is dix ided into two counties namely Bukonzo and Busonpora. These

two counlties are divided into twenrn sub-counties. two of which are Town Councils. and the

remaining, parishes. Within the Kabarole district there are 6 counties. the project road being located

exclusiveiy in two of them namely Bunvan2ubu and Burahva. Within these two counties there are 11

sub-counties and 49 parishes. Since works will be confined to the inunediate vicinity of the roads, the

study area tfor direct impacts has focussed on the road corridor and its immediate vicinity. In terms of

indirect impacts. for example those arising from increased accessibility. a more regional perspective

has been adopted.

The following sections describe the existing physical and biological conditions, and socio-cultural

coniditions are detailed in the separate SCA report.

5.2 Physical Environment

5.2.1 Topograph)y

Katunruru to Fort Portal Road

From Katuneuru to bevond the Rwemondo Prisons Farm the land is classified as Lake Edward Flats.

which is a fault bound trough of the wvestern Rift Valley. The immediate landscape is generally flat

hut is flanked by the rift scarp to the east and the Ruwenzori Mountain Rafige, to the west. This

range. which rises to over 5000 metres. is the highest non-volcanic geological structure in Africa,

extends for 100 km in length and is up to 45 kmn wide. The road runs along the eastern foothills of the

mountains where they begin to rise steeply from the rift valley floor. To the west of the road the

landscape quickly becomes highly rugged and incised by fast flowing mountain streams. some of

which are crossed by the road. for example the Rivers Nvamwamba. Mubuki and Ruimi.

Bevond Rwembo Prisons Farm. to Fort Portal the road traverses the Kabarole Plateau which is part of

the uplifted plateau of Uganda. As the road crosses into Kabarole district the immediate landscape

alters to comprise many moderately steep and rounded hills separated by dry valleys and results in

more winding and steeply sloping sections of road.

Equator Road


iKamnuuru-Kasese-Fort Portal Road l casibilinv Studv Review aind Detailed Enuineerinf DesimKasese-Kilembe RoadEquator Road EIA(PBA) - DraftFinal Report

The landscape along this road is similar to that occurring on the southern part of the main road from

Katunguru to Rwemondo Prisons Farm. as described above. On travelling west from the main road it

crosses generally flat terrain Xwhich slopes gently down to Lake Edward to the south. Just to the west

of the junction with the road from Katwe. approximately 5 km east ot' Bwera. the road rises onto a

slightlv elevated plateau.

Kasese to Kilembe Road

From Kasese the road almost immediately behins to climb up the edgte of a valley in the eastern

foothills of the Rwenzori Mountains. 'The road twvists frequently and climbs. often steeply, as it

follows the contours up the south sidce ol the valley. to the east of a river until it reaches the towvn of

Kilembe.

S.2.2 ' fvdrologg

The main water bodies in the study area are Lakes George and Edward and the Kazinga Channel. In

addition there are various smaller lakes. including a group of saline crater lakes, and rivers.

Lake George covers a total area of 24 km2 and with a mean depth of 3 metres is the shallowest lake in

Uganda. The principal rivers that teed the lake are Nvamwamba. Rukooki, Mubuki and Rwimi that

drain off the eastern slopes of' the Rwenzori and enter the lake through extensive swamps on its

northern shore. Other swamps occuI to the north and south of the small western basin of the lake.

Lake George drains into Lake Edward to its south-west via the Kazinga Channel. Lake George is a

fresh water lake and although it is well oxygenated it exhibits a diurnal pattern of stratification.

Lake Edward lies lm below Lake George but is much larger (2203 km2 ) and deeper (average 117 m)

than Lake George. Onlv 29% of this lake is situated in Uganda, the remainder being in the Congo.

The lake has numerous affluent streams of which the Nvamugasani is probably the most prominent.

Most of the Ugandan shoreline of the lake lies within the QENP.

The Kazinga channel flows from Lake George to Lake Edward and crosses the Katunguru to Fort

Portal road at Katunguru.

A region containing various crater lakes stretches between the north east of Lake Edward and the

Equator Road and includes the saline Lakes Katwe. Kikorongo. Munyanyange and Kasenyi. The

highest quantity and quality ot salt deposits are found in Lake Katwe. which has been exploited for

centuries although Lake Kasenyi is also used as a salt source. The mineral salt deposits in the lakes

have been formed by the evaporation of diluted saline spring inputs, a process which continues today

contributing about 2000 tonnes of salt to the lake per annum. All of the spring inflow and rainfall

into the lake is evaporated, maintaining an average water depth of about 0.5m over the salt deposits,


Katunwuru-Kasese-Fort Portal Road -- casibiiinr StudN Review and Detailcd Enuineennc Design

Kasese-Kilembe Road

Equator Road EIA(PBA) - DraftFinal Repori

depending on the season. The deposits extend to at least 40m below lake level.

5.2.3 Climate

The project area 'experiences a tropical bimodal raintall pattern with the first short period of rains

arriving between March and May. wh ile a second longer rainy season occurs between September and

December. Annual rainfall is (greatly influenced by altitude rangingz from less than 800 mm in the

extreme south and south-east of the Klasese District to 16000 mn on the slopes of the Ruwenzori

Mountains. in the western part of the study area which can also experience torrential rains as a result

of vinds from the Republic of Congo as well as f'romii local effects from the mountains and Lakes

Albert and George. The savannah covered by the Queen Elizabeth National Park and Lakes George

and Edward. typically receives 800-1()000 mm \ith the central part of' the Kasese District stretching

diaponallv from the south-west to the north - east direction. experiencing an annual rainfall range of

MOO - 1200 tun. At the foothills of'tlte Ruwenzori Mountains, the amount is 1200-1400( mm.

Owin2 to the variation in altitude. wide temperature differences are also experienced ranging from

very high in the lower lving plain. near the equator and in the vicinitv of Kasese. to below zero at the

mountain smnmits. Kabarole generally is cooler than Kasese. particularly during the wet season.

5.2.4 Geology and Soils

Katunsuru-Fort Portal Road

The sgeology of the route through which the road passes can be broadly split into two types. Within

the southern section to a chainage of about 62 km. the route predominantly crosses sands. clays and

gravels associated with the formation of Lake George to the east. To the north to Fort Portal the route

comprises for the most part Gneissic rocks of varying degrees of weathering. In two areas the route

crosses volcanic rocks comprising tufts and some lavas; these are located on the stretch between

chainaue 7-10 km as measured from Katunguru. in the vicinity of the junction with the Equator Road,

and between chainage 62-67 km.

Equator Road

The initial 18 km from the Kasese Road crosses predominantly volcanic rocks, comprising tuff and

some lavas. Further wvest. the road is located upon sands. clays and gravels, probably associated with

Lake Edward to the south.

Kasese to Kilembe Road

Upon leaving the sands and clays in the area of Kasese. the road passes across some 2 km comprising

predominantly Quartzites before passing onto Gneissic rocks. The Kilembe mine area comprises

sandstones, slates and schists.


Katunguru-Kasese-Fon rortal Road Fcasibilitv Study Rexview and Detailed Enuineerinn Design

Kasese-Kilembe RoadEquator Road ELA(PBA - DraftFinal Report

5.3 Biological Environment

5.3.1 Katunguru to Fort Portal

Flora

The vegetation that characterises the Katunzmru-Kasese sector has been described to be the Themeda

Heteropogon grass savannah interspersed with dry Acacia savannah dominated by the Acacia -

Cyvnbopogon/'Themeda complex (Lanadale - Brown et al.. 1964). In the Lake Edward/Lake George

Flats. areas covered b\ the arass savannah indicate that Themneda iriandra is co-dominant with

Heteropogon contolrtus. The major rgceneration of Acacia spp. within the QENP is probablv

attributable to the poaching of elephants in the 1 970s. The dry Acacia savannah areas are represented

by two grass communities, both of which are dominated by Acacia gerrardii. The difference is found

in the arass lavers. one of which is dominated by Cvimbopogon afionarduis while in the other

Thenieda triandra is dominant. The C'Yinbopogon coitnunity is commonest in wetter areas while the

Th1emeda communities are characteristic of shallowN hilltop soils or areas subject to seasonal

xvaterlogging. There are also several thickets, which have colonised anthills.

Other vegetation types include undifferentiated semi-deciduous thickets and abundant Acacia,

Grewvia mollis, Grewia Semilis. Tec/eu nrobilis and Vleronia brachvcalvx; these occur in particular on

the stretch between the Katwe Road junction and the Equator Road junction. Large colonies of the

semi-parasitic herbaceous plant Striga hermonthica also occur beside the road within the QENP.

Bevond the Equator Road junction through to Muhokva to Kasese there is a mixture of moist thicket

and Themada Heteropogon grass savannah to the east and Acacia-Cvmbopogen/Themeda complex to

the west.

Beyond Kasese. the vegetation type continues to be predominantly grass savannah although from

Rukoki to Mubuku and into the outskirts of Hima the vegetation is mainly dry Acacia. Bevond Hima

it reverts back to drn savannah and progressively gives way to moist Acacia savannah around Rwimi.

Moving further north to Kibiito it changes again to medium altitude forest/savannah mosiac the latter

being more dominant as altitude increases. The most important element of this mosaic. is the mixture

of forest remnants and incoming savannah trees and a grass layer dominated by elephant grass

(Pennisetum pupureum). This is considered to be a result of partial clearing of the original forest and

subsequent cultivation, cutting and fires. The proportion of forest to savannah trees varies according

to landuse history. It is important to note that in this sector very little of the indigenous vegetation

still exists. particularly in areas where cultivation has been practiced. Most affected are the large

trees. Manv of the trees that do exist in the area are interspersed with agricultural crops and include

Eucalyptus spp., Cassia spectablis, A:adirachta indica. Elioritis moluccana, Markhamia plarycalyx,

Spathodea nilotica and fruit trees such as mango, avocado, jackfruit and guava.

Fauna


;atu-nuru-Kasese-Fort Portal Road Fcasibilitv Studs Review and Detailed Enaineering DesienKasese-Kilembe RoadEquator Road EIA(PBAI - DraftFinal Report

Between Katun--uru and the Equator 1\oad junction the route passes through the Queen Elizabeth

National Park (QENTP) and from hiere to just south of Kasese it runs along the Park's western

boundarv.

The Park is richk endowed with biirds with prominent species including white and pink-backed

p elicans. fish eagles. goliath heron. purple heron. saddle bill stork. gulls, terns, maribou stork. bea-

eaters. weaver birds. hanmnerheads. plovers, stilts. ducks. geese. guinea fowl. grey parrots. crowned

eagles. great blue turacos. hawks. buzzards and kites. A large number of wading birds visit the Park-

during the northern winter: these include sandpipers. sanderlings. godwits and little stints.

The main mammalian fauna comprise elephant. buffalo, hippopotamus, waterbuck. Bohor's

reedbuck. bushbuck. lUganda kob. warthog, sitatunga. baboon. chimpanzee, lion and leopard. Other

species include side-striped jackals. spotted hvena. banded mongoose. nocturnal African polecat or

zorilla. African civet. bush genet. honey badger, African wildcat, serval, vervet monkey, black and

wlhite colobus monkey. blue monkey. red colobus. African antbear, pangolin. porcupine and

hedgehog. The East African hare is present in large numbers as are bats and rodents.

Cotnmon reptiles include the monitor. the gaudy and blue-bodied agamas, skinks and chameleons.

Many species of snake can be found including the large python and vipers, four species of cobra, the

torest mamba. the sunsnake and night adders.

5.3.2 Equator Road

Branching off to the west from the Katunguru to Kasese road, the first part of this section as far

follows the northem boundary of the QENP. Owing to the protection afforded by the Park the land to

the south of the road is dominated by mature Acacia trees and Hyparrhenia grass. The human

disturbance to the north of the road has resulted in as lightly different vegetation type. there being

more shrubs than trees with the I-yparrhenia grass species being replaced by Pancicumn maximum

and sporabolus pyramidalis. Common shrubs include Leonitis neperifolia, Veronia spp. Indigofera

ar r ecta. Greivia mollis. Hoslundia opposita and Crassocephalum.

From Munk-unvu Secondary approximately 13 km east of Bwera, the stretch of road passes through a

relativelv close settled area, both to its north and south, with increasing density as it approaches

Bwera township. From a point approximately 4.5 km to the east of Bwera the land is predominantly

under crops. particularlv matooke. coffee and maize. A-roforestry is highly practised with trees such

as Eucalvptus, jack fruit. guavas, mangoes and Albi_ia coriaria grown among crops. Other trees

include Markhamia. Casia siainea, Aleurites moluccana. Crossocephalum and Ficus natalensis

Scott Wilson in Association rith ACE 5-5 April 2000

FORT PORTAL 69 km

FIGURE 4.2 - EXTRACT FROM QENP MANAGEMENT PLAN - not to scale

Junction Improvement /

F'or Sight Lines /4'- V

-' -.--. ~DX -' < g

i \~ p .- * .?-i

..-- V

* Ka~amp.~a ,~) - - Major Concentrations , , AS' N

-' 1/ t X nof Uigantda Kob

RINAMATUTE

_~~~~~~~~~ 7'abls1@

RWEMISLJIDuJI,t

RW)N7AGA -

-KNP~ 7 ':9 t of Lions 'KTNUR 'Nyr. -cat,~~//

XJ~~~~O A r -t 4,/g/) us Mn }/Z

-J* b- I.I

MWBYA L3DGEr'

1- I -a*:n/~

Klatu12ur-u-1L.asese-Fort Portai Road . eisibijitw- Stud% Rev iew and Detaijed Engineerinn DestenKasese-Kilembe RoadEquator Road ELa(PBA) - DraftFinal Report

5.3.3 Kasese- Kilenibe

From the roundabout on the Kasese to Fort Portal Road. this section rises from Kasese towards the

Kilembe mines. ending at the bridge near Kilembe market. The first part of this section. from Kasese

to the Kilembe 1\ine -ate. is -eneralk less settled thani thie western section and this has resulted in the

eroulth of some natural xeoetation and ornamental species. Notable ornamental tree species include

Euph701-bia tin-incali. Aleur-tes mohwccanna and Cassia sial,nea uwhile natutrally occurring vegetationincludes Acacia spp.. Al/biia cor-iaia. Balan2ites ae,ic 7tica and Inmperata cvllindr ic. Bevond the gate

some areas are cultivated w ith matooke. maize various other vegetables and Eucalyiptus trees.


Kaiunauru-t,asese-Fon i'ornai Road , :-'biii-.y I.d\ Rex l Detailed Ennai:teyine^ Dcs2ln-Kasese-Kilembe RoadEquator Rtoad EIA(PBA) - DraftFinal Report

6. ENVIRONTME.NTAL EV'ALLATION

6.1 Introduction

This chapter identifies and evaiuatcs thc potential environmental consequences of the construction.

operation and maintenance of' the prolposed interventions. Sections 6.2 and 6.3 address impacts on the

phvsical and biological environments respectively. while socio-cultural issues are dealt wvith

separately in the SCA Report. Indirect impacts are discussed in Section 6.4.

Mitigation measures are included in general terms in the initial evaluation of impacts described in

this Section. and are summarised in tabular form in the EMP in Section 7.

6.2 Phvsical Environment

* Drainage and erosion

The soils along the route are highly skeletal. unstable and prone to erosion. This, combined with the

volumes of water that flow from the lower Ruwenzori slopes during periods of high rainfall. can lead

to problems with drainage and washouts. This is further compounded by the poor maintenance of'

most of the existing culverts along the route, which has allowed them to become heavily silted and in

manyv cases damaged.

Erosion could occur from the project implementation wlhere slopes become destabilised as a result of

road cuts or embankments. creation of slopes on borrow pits and in areas where spoil materials have

been tipped. In addition. the diversion and concentration of water flows. blockace of' ditches and

inadequate or damaged water control structures can also lead to erosion.

Cuts and Embankments - Since all the rehabilitation will be on current alignments there will be no

major new areas of cut or embankment. However. the need to improve site lines in the sections of

road between Hima and Fort Portal xvill require some cutting back of' slopes. The ground conditions

in this area are variable. ranging from rock to loose soils. lI order to mininise erosion. it is important

that, whlerever possible. any cutting in areas of loose soil are at an angle less than that of natural

repose of the local soil types. In most cases this corresponds to about 60". However. in some areas

where this may not be possible owing to the presence of power and telephone pylons, terracing or a

steeper slope may be necessary; where a steep slope is constructed. planting of grass should be

undertaken to stabilise the soils and encourage rapid revegetation.

Borrow Pits and Spoil Disposal Sites - There will be a requirement for extraction for murrum and

stone (aggregate) for the road construction. The potential sources of such material are presented in

Table 4.1. In general the potential for erosion arising at these sites should be minimised through:


Katunuturu-Kasese-Fon lortal Road i .;asibilirv Studx Rex ew and Detailed ngLineering DesigKasese-Kilembe RoadEquator Road EIA(PBA) - DraftFinal Report

removal and storing topsoil for reuse. or use of' topsoil from areas being worked to re-insate

previously worked areas:

* \where the natural topography is eintly- sloping. filling of depressions and shaping of slopes at

less than the angle of' natural repose of the local soil type for maximum seed survivability. 'Where

the pit is on the steep edge of hill. terracing should be undertaken:

* reinistatement ot' topsoil: and

* construction of intercepting ditclhes at the tops and bottom of' slopes. and cut-off' drains and


Owing to the high rainfall and soil f'ertility in the study area, the natural re-vegetation rate is very

high and will be particularly so if the reinstatement is undertaken during or just before the rainv

season. In general therefore. reseeding will not be necessary except wlhere:

* the slopes are considered to be at a hizh risk of' erosion (for example locations wlhere phvsical

coinstraints such as the presence ol' buildings, utilities etc prevents adoption of suitably shallow

slopes). In these cases seeding with local Xvarieties of grass should be undertaken: and

* there is a risk that the land will be cultivated before the soil has a chance to stabilise. resulting in

erosion. This has been observed at the sites of reinstated pits elsewhere in Uganda where the

availability of an apparentiy reinstated area has almost immediately attracted agricultural activity,

even though it can take several Xvears for the soils to settle. At these sites it is recommended that

the area is planted with napier grass which will act to stabilise the soil. In addition. its value as

fodder for cattle wvill discourage alternative cultivation of the site with annual crops. which could

threaten soil stabilitv.

Although an initial evaluation of the reinstatement requirements at each of the borrow pit sites is

included in Table 4.1. these should be reviewed and update once the material sourcing requirements

have been finalised: this task should involve a detailed appraisal and formulation of specific

recommendations for each site. which should then be incorporated in the Construction Management

Plan (CMP).

It is understood that often once Uganidan land owners are compensated by public works, they have

regarded the borrow pits as belonging to the government and, therefore have assumed no obligations

towards that piece of land. In particular. they do not use the compensation payments for restoration

purposes. In order for this not to happen, the contractor should reinstate the land prior to handing it

back to the owner rather than including the cost of reinstatement in the compensation to the owner to

do this work himself.


Katunsuru-Kasese-Fort Portal Road i v asibilin. Stud- Review and Detailea En nneernn L)esimKasese-Kilembe RoadEquator Road ELA(PBA) - DraftFinal Report

In general it is proposed to dispose of all spoil (mostly form ditch construction) within the borrow

pits as the first stage of their re-insatement. so that no local spreading or tipping of spoil will take

place unless specifically negotiated wvith the landowner. While in many cases this may be acceptable.

all spoil should be spread sufficiently thinly so as not to have steep edges or smother vegetation.

Water Flows - The proposed desilting of. and repairs to. the existing culverts. as well as the addition

of numerous new culverts. should result in the spreading of water. rather than concentrating it at the

points at which it flows off or under the road: consequently beneficial effects. associated with a

reduction in ponding and erosion. arc anticipated as a result of the scheme implementation. The

proposed improvement sliould take account of the locations identified during consultation exercise as

being particularly problematic: these are reported in Appendices C and D and summarised in

Appendix F. Where appropriate. the culverts should be designed to accommodate the large sized

particles and rocks. which may get washed down from the mountains. There should also be a

programme of ongoing maintenance to ensure that culverts are desilted and repaired as necessary and

not allowed to deteriorate to the state in which they are at present.

* Contamination of soils and pollution of water resources

The route crosses a number of streams such as the River Nyamwamba, the River Hubuka and the

Kazinga channel (the project starts just north of the bridge) which are in many cases the only sources

of water for the denselv populated local areas. The Kazinga channel flows through QENP and

supports a diverse range of fauna including fish, hippopotamus and a rich bird population. In

addition. groundwater is used as a source of water by many local communities.

During the road rehabilitation works. there is potential for spills to and silting of watercourses. There

should be appropriate contract conditions. site practices and monitoring to ensure that there is

adequate containment of such materials (e.g. appropriate practices for storage and handling of

materials) and no disposal of hazardous or polluting substances to watercourses. Refueling of plant is

an obvious source of spills, the storage of fuel drums should be restricted to areas outside the Park.

On-site refueling should only be from a mobile tanker and a refueling protocol should be included in

the Construction Management Plan. C'onstruction equipment also generates considerable quantities of

waste oil and its handling is critical since haphazard storage and leakage can result in contamination

of soils and pollution of surface and groundwaters. Anv waste oils. filters or oily rags should be

stored safely in appropriate containers and disposed off-site. In particular the use of pits for disposal

of waste oils should not be allowed. No waste or equipment should be left on site after completion of

the works.

The extraction of gravels from the River Mobuku may case some suspension of sediments, but this

will be short term and such material will resettle after completion of the works. Of more concern is

the level of mechanised activity taking place in the vicinity of the river with potential for oil spills,


iatungurL-Kasese-Fon lortal Road l casirnlirv Stud-, Rievie and Detaiied Eninneerinc Design

rasese-Kileibe RoadEquator Road EIA(PBA) - DraftFinal Report

discharge ot' waste etc discussed abovc. It is particulari% important that the construction management

procedures are applied at this locatioin.

The activities taking place in the w-orks camps also have potential to pollute water resources. The

maintenance activities and operation ol plant including those used for concrete batching and bitumen

manufacture can oenerate waste as well as noise and air pollution. C'onstruction crews can generate

up to 3 kilogrammes of' solid waste and 60 litres of' liquid wastes per day. Uncontrolled. these can

find their wav into the soils and watcr sy stems with scrious consequences for ecosvstems and health.

The siting of the camps and installations should talkc due account of environmental sensitivities e.g.

proximity of surtace water resources. in particular drinking water intakes, and of underlying aquifers.

No waste should be dumped or discharged directly to the surrounding environment and sufficient

facilities (pit latrines. solid waste containment. containers for wvaste oil etc) should be provided for

collection and storage of both human a3nd mechanical waste.

6.3 Biolooical Environment

The section of road between KLatunguru and the junction with the Equator Road traverses through the

QENP and in particular across an important migration route for kob. lions, buffalo and elephants

(Figurc 3). Kob in particular. frequently cross the road when movina between Lake George and their

mating ground to the east of the road. The Park Authority consider that the existing road already

causes significant disruption to animal activity and note that. apart from one park in Tanzania, there

are no other Parks in Africa which have a main road passing through them. Indeed tourists have in

the past expressed considerable surprise at the presence of a tarmac road within such a protected area.

It is also noted that there has recently been a crotllh in uncontrolled activity in the Park and if such

activity is not halted it could threaten QENP's status as a Park of national value.

However. it is also recognised that the road is alreadv in existence, that it provides a key

transportation route to the westem part of Uganda and to the Congo and that it would be unrealistic to

close such a route or relocate it outside the Park for various reasons including technical economic and

environmental constraints: it is therefore accepted that the road must continue to pass through the

Park. Howvever. the fact that the road reserve is owned by the MOWHC means that UWA technically

have no control over activities occurring within the wvidth of the reserve that passes through the

QENP. even though the Park has been designated as a site of national significance and its integrity

could be substantially affected if the project is inappropriately designed, implemented and managed.

In view of this technicality. it is particularly important that the measures proposed in this EIA are

implemented and monitored and that there is ongoing liaison with UWA to ensure protection of the

Park. The pro,ject should be seen as an opportunity for the MOWHC to work collaboratively with the

UWA. district authorities and funding agencies to control the impacts that are already occurring and

to ensure that there are no additional impacts associated with the road rehabilitation.


Katunouria-Kasese-Fort Portal Road reisibitity itudv Reviexs and Detaiied Enigneenig iDesign

Kasese-Kilembe RoadEquator Road ELAXPBA i - DrafiFinal Repon

* Loss of habitat due to landtake

During construction there is the potential for landtake and hence loss of habitat associated with:

0 Road widening:

0 Working widths including diversion routes:

0 Borrow pits. quarries. spoil disposal sites and haul roads: and

0 Work camps and storage areas.

Road WVidening - In genleral all permaznent landtake associated with widening of the roads will be

witlhin the existing road reserve. except at the junction in the centre of Bwera and the roundabout

between the main road and the Equator Road at Kasese. where some permanent landtake could be

required: these are both within urban areas and no significant loss of vegetation will occur. Within

the road reserve outside the urban areas some vegetation. comprising perennial grasses. small shrubs

and crops of little ecological significance. may be lost as a result of the widening. In order to

mininise erosion and encourage revecetation in these areas it is important that new road shoulders,

embankments and cuttings are at a slhallower angle than 600. Where this is not possible, owing to

phvsical constraints (e.g. presence of utilities witlhin the road reserve), then the slopes should be

reseeded.

Within the QENP, the UWA are completely opposed to any road widening both because of the

resulting loss of vegetation and because of the resultant increased potential for speeding vehicles and

road kills which could cause substantial impacts on the Park. No road widening is therefore proposed

on those sections of road.

lWorking Widths - During construction of the highway sections, small local storage and parking areas,

as well as temporarv road diversions. will be accommodated within the road reserve. except in the

vicinity of the three replacement bridges. At these bridge sites there will be a need for temporary

landtake outside the road reserve to accommodate traffic diversion via a temporary bridge (which is

necessary to keep the road open during bridge replacement) and for storage of the materials (in

particular concrete) required for the bridge construction. Within the Park boundary there will be no

temporary landtake and any removal of vegetation (e.g. wood for fires) from these areas should be

strictly prohibited.

The areas to be used for roadside storage, parking and diversions also generally contain perennials

and small bushes that will quickly regenerate once construction has been completed. However. to

ensure that this occurs, all topsoil should be removed and stored separately during site preparation

and reinstated following completion of works. In the areas used for diversions it may be necessary to


Katunuuru-Kasese-Fort Portal Road Feasibilint Studs Review and Detailed Eneineenna DesienKasese-Kilembe RoadEquator Road EIA(PBA i - DraftFinal Report

dig over the soil prior to replacement of topsoil. to counter the effects of compaction caused by

passing vehicles. In order to minimise the potential fbr damage within the QEINP. there should be no

local diversions within the road reser e throuoh the Plark: in these areas all traffic management should

be through single lane use along the existing road aliinment or. on the section north of the Equator

Road junction. on the western or niorthern road reserves (tlhe main road and Equator Road

respectively). The use of the road reserve within the Park for storage. parkino etc should also be

minimised wherever possible.

Bo,7oii pits. spoil diisposal sites aoui associated hal/1 roads - There vill be a requirement for

extraction for murrumn and stone (a2urezate) for the road construction. The sources of such material

are presented in Table 4.1. It is understood that suclh material have in the past been extracted from

QENP. whichl has resulted in serious impacts on thc natural resources and visual setting vithin the

Park. It is essential that no fi-urther material is takeni liom within this protected area. or iiom the road

reserve where the project road passes through the l ark. This has already been recognised by the

proposers of the scheme and. followinn advice from UWA. a potential borrow site within QENP,

soutlh of the Equator Road has been rejected for use in the project. Material for the road will have to

be imported from outside the QENP boUndary.

A potential source of sand has been identified at Katanguru. immediately south of the Kazinga

Channel. While this site is outside the Park boundary. it is within a Wildlife Sanctuary and is

surrounded by the P ark. It is also adjacent to the Kazinga Channel, which is a kev resource in

supporting the Park ecosystem. While is recognised that this site has a lower level of protection than

the Park itself, the extraction activities could affect the adjacent. more highly protected areas. UWA

have expressed a strong preference that this site is not used. Alternative sites should therefore be

explored and examined in terms of their associated economic. technical and environmental

constraints and benefits (for example long haul oi material from a distant site has a range of

environmental consequences) and weighed against the potentiallv considerable requirements that

UWA are likely to impose on use oi the Katanguru site. in particular onerous reinstatement process.

vere this to be pursued. lf the Katanguru site remains as the favored location such reinstatement

requirements will need to be agreed with UWA prior to commencement of construction..

In general. ecological impacts associated with borrow pits are likely to comprise loss of vegetation in

particular trees. Acacia scrub, Euphorbia or valuable habitats for birds: areas containing these should

therefore be avoided. A preliminary determination of the likely mitigation measures at these sites has

been sumamrised in Table 4.1: specific requirements for each site should, however, be defined and

included in the CMP once the sites have been finalised and should include the following:

removal and storing topsoil for reuse, or use of topsoil from areas being worked to reinsate

previouslv worked areas;


Kiatuneunj-Kasese-Fon Poortai oad 1asiiiin% Stud Revie and Detailed Engineerinm Desison

Kasese-Kilembe RoadEquator Road ELAVPBA) - DraftFinal Report

w Xvhere the natural topography is gently sloping. filling of depressions and shaping of slopes at less

than the angle of' natural repose ot thie local soil type for maximum seed survivability. Where the

pit is on the steep edge of hill. terracing should be undertaken:

* reinstatement of topsoil: and

* construction of intercepting ditches at the top and bottom of slopes and cut-oft' drains and


Owing to the high rainfall and soil fertility in the study area. the natural revegetation rate is very high

and w ill be particularly so if the reinstatement is undertaken during or just before the rainry season. In

general therefore. reseedih- will not be necessary except where:

* the slopes are considered to be at al high risk of' erosion (for example locations whiere phvsical

constraints such as the presence ot' buildings, utilities etc prevents adoption of suitablv shallow

slopes). In these cases seeding with local varieties of grass should be undertaken: and

* there is a risk that the land will be cultivated before the soil has a chance fo stabilise. resultinc- in

erosion. This has been observed at the sites of reinstated pits elsewhere in Uganda where the

availabilitv of an apparently reinstated area has almost immediately attracted agricultural activity,

even though it can take several years for the soils to settle. At these sites it is recommended that

the area is planted with napier grass which will act to stabilise the soil. In addition. its value as

fodder for cattle will discourage alternative cultivation of the site with annual crops, which could

thleaten soil stability.

It is understood that often once Ugandan land owners are compensated by public works. they have

regarded the borrow pits as belonging to the government and, therefore have assumed no obligations

towards that piece of land. In particular. they do not use the compensation payments for restoration

purposes. In order for this not to happen, the contractor should reinstate the land prior to handing it

back to the owner rather than including the cost of r einstatement in the compensation to the owner to

do this work himself.

In general it is proposed to dispose of all spoil (mostly form ditch construction) within the borrow

pits as the first stage of their re-insatement, so that n(o local spreading or tipping of spoil will take

place unless specifically negotiated witlh the landowner. While in many cases this may be acceptable,

all spoil should be spread sufficientlv thinly so as not to have steep edges or smother vegetation.

Most of the borrow pits being considered for use already have existing access roads. Where new

roads are to be constructed they should be routed to avoid areas of significant ecological values

vegetation in particular trees and bushes and wetland areas.

Scott Wilson in Association witlh ACE 6-7 April 2000

KatwunLuru-Kasese-f-on l'ortal Road V ,asibilirt Studs Re iew and Detailed Enzineenna DesienKasese-Kilenmbe Road


The effects of borrow pits on aariculture and other landuses are discussed in SCIA .

f'Work Camzps and Storaage Areas - These have a tendenc\ to become sizeable temporary communities

attractina numerous camp followers (families. vendors. mechanics etc) and it is difficult to prevent

them remaining afier completion oi tlic works. as a tocus of a ncxw settlement. They automatically

generate a heavv increase in luelwNood gathering and poaching and communities housed within them

may also undertake agricultural activit!. The risk of fire mav also be increased by smokers and

cookina activity. It is therelore imperative that no camp is located in or close to the QENP or other

areas of sensitive habitat or prone to erosion. Even if a camp is located outside the Park e.g. north of

the Equator Road. its proximity to the protected area will present a certain risk. Night residence on

the road bordering the QENP should be restricted to watchmen ouarding the contractors' plant.

equipment and materials.

An option whlich wvould minimise the effects of the \%orkcamp would be to source the work force

from andior house any external workcrs in. Kasese and bus them dailv to the site. This would

minimise the size of the works camps. waste generationi etc and the potential for encroachment onto

land and removal of natural resources.

* Disturbance of animals due to increased noise and human activities

During construction there will be localised human activity and noise generation. Apart from the

section of the road between Katunguru and the Equator Road junction, which traverses the QENP,

there are unlikely to be fauna in the vicinitv that mav be disturbed bv such activity. However within

the short section south of the Equator Road there are several species which could be disturbed,

particularly the 70.000 kob present in the Park. and which regularly cross the road to reach their

matino ground on the eastern side of the road. Advice from UWA indicates that it would be

preferable to undertake work on the section of road between Katanguru and the Equator Road in the

dry season (i.e. December to February and July to September) since animals tend to concentrate near

or cross the road during the wet seasons. Further advice should be sought from the UWA regarding

the most appropriate method of construction. that would minimise disruption e.g. preference for

minimisation of extent of works at anr! one time etc.

Once operational. there is unlikely to be a substantial increase in noise levels or dust generation,

since the design of the road surface. removal of potholes etc should reduce both these parameters.

* Interruption of views across the road

At present the level of the road through the Park is the same as the surrounding landscape and so does

not impede the siaht lines of the animals. It is important that this is maintained and that any new

works do not create embankments or cuttings that could interrupt these sight lines.


Katun2uru-Kasese-Fon Portal Road I casioiirv Stuax ReN iew anria etailed Elijjleennuz i)esien

Kasese-Kilembe Road

Equator Road EIA(PBAI - DraftFinal Reporn

* Disturbance from other physical changes

There xvill be no realionment or xNidenin- of the road within the Park although some ditches (-within

the road reserve) will be cleared and drainage infrastructure (culverts etc) repaired. All new ditches

will be of earth rather than concrete and while UWAA do not anticipate problems associated with ditch

dimensions or slopes. these should he d'iscussed with the Authority prior to finalisation of proposals.

The improvement to road drainage will minimise thie risk of water ponding. which could in turn

attract wildlife to such man-mad waterholes and present a risk of road accidents and kills.

* Severance of migration routes and resultant road kills

As discussed in the introduction to this section. the road passes through an important wildlife

migration route. particularly for kob. This section of road is also straight and for the most part on the

level and vehicles are regularly observed to travel at speeds in excess of 120km/hour. Although

details of road kills are not formally recorded, the Park authorities consider that these occur on a

daily basis. The use of full beam headlights by vehicles travelling at night tends to temporarily blind

animals and make them more vulnerable to being hit by road vehicles. It is recommended that rumble

strips. or similar measures should be used combined with frequent speed limit, and other purpose

made. road signs through the Park.

The Park authorities have suggested a speed restriction of 60km/hr on the stretch of road between

Katunguru and the Equator Road junction. While this constitutes a speed reduction of up to 50%

compared to those that are currently observed on this section of road, it is only represents a 25%

reduction in the statutorv speed limit of 80km/hr in this area. It should be noted that a reduction of

speed by 20km/hr on the most sensitive stretch of the road (15km) would increase travel time by less

than four minutes compared to the time taken if the statutor) speed was observed, or of 7.5 minutes

compared to a speed of 120km/hr. No reduction of speed is considered necessary where the road

passes along the boundary of the Park. to the north and west of the junction of the Katunguru- Kasese

Road with the Equator Road.

In applying these speed restrictions it should be recognised that once fullv bitumised. the Mubende-

Fort Portal road is likely to be of siagnificance in reducing the traffic density between Katunguru and

Kasese. since this former route is shor-ter and will reduce to some extent the vehicular flow through

QENP. Consequentlv, the need for upgrading the section of road through the Park should be lessened

once the Fort Portal-Kampala road is completed.

Various possible measures have been identified, through consultation with UWA, that could help

reduce the speed to 60km/hr within the Park, including:

Placement of speed bumps and/or rumble strips. These should be at sufficient frequency to

Scott Wilson in Association withi ACE 6-9 April 2000

Katunuturu-Kasese-Fort lortal Road i clsibilitv Study Review and Detailed Engineennge Desian

Kasese-Kileiibe Road

Equator Road Ei,A(PBA' - DraftFinal Report

reduce speeds to the appropriate level (60knmh'hr) and should extend across the entire road and

verges to prevent xehicles using the verge, to avoid slowing down. Speed bumps should also be

placed at specific locations to reduce the risk of accidents to road users. UWA have

reconmmended liaison with various researchers withiln the Park (in particular with Martin Strein)

regarding the location and nature oi these features and their comments should be obtained and

reflected in the detailed desian. It is also important that regular maintenance is undertaken of any

speed humps and,or rumble strips hy MOU'OHC. as they tend to get worn down more rapidly than

the surrounding road surface:

* Placement of' clear- signs at the enltr-ances. exits and through the Park. including those stating

speed limits. forewarning of speed bumps and rumble strips. animal crossing points and the

increased possibility of animal hits at night. At the entrances. these could be accompanied by a

parking area and interpretation hoard. to encourage interest in the Park's resources and careful

driving througlh this area. In ordcr to maximise the effectiveness of such signing. appropriate

standards should be identified and applied. throulh employment of an expert in road signs and

liaisoni witlh the architect currentlh cimploved by UWA to develop the Park's signing strategy: and

i No wvidening of the road w idth inside QENP.

While it would be desirable to entorce some regulation of vehicle speeds within the Park and

introduction of penalties for contraventions. it is recognised that this is probably not simple to

implement. The MOWHC and the Park authorities should jointly consider how such monitoring and

regulation may be undertaken.

* Fire risk

In the QENP and adjacent areas. fire is already a problem and mav be increased by the presence of

careless smokers. camp cooking and the use of fires during sealing of the road. Particular care will

be needed during construction and if any camps are located close to the Park it may be advisable to

create a fire break by cutting a sward of grass.

Effects on visitors to the Park and road users of the project road through the Park as well as those on

the Park's economic operation are discussed in the SCIA Report

6.4 Indirect and off-site effects (Pbvsical and Biolooical Resources)

* Pressure on resources

If the presence of the road attracts people from c jtside the project corridor e.g. to new trading

centres, there is likelY to be increased use of fuelwood for energy requirements since electricity

supply from the UEB is not sufficient even for the existing demand. This could result on pressures

on the now well vegetated areas along the route, particularly for charcoal production. Existing plots

Scott Wiison in Association with ACE 6-10( April 2000

Laninuru-Kasese-Fort Portal Road tsibilir. Stud% Rt! ,ew and Derailed EnuineennL DesimnKasese-Kilembe RoadEquator Road EIA(PBA) - DraftFinal Report

of private land and some forest rescrxe may be depleted. While the potential impact max be

moderate. it is likIely to be of long-term siganificance.

* Maintenance Requirement

Road maintenance is a common problem in Uganda. The rehabilitation would decrease the need forcontinuous intensive maintenance and hence the frequency of socio-cultural disturbance associated

with this activirv. However. some routine and recurrent maintenance e.g. desiltino of culverts.maintenance of speed bumps etc will he required. Thle use of herbicides for maintaining road edgesshould be discouraved and. where possible manual labour should be used for maintainina theroadsides.

Indirect effects on socio-cultural and economic resour-ces (including tourists) are discussed in the

SCA Report.


Katuneuru-Kasese-Fort Portal Road Feasibility Strudy Review and Detailed Enaineenng Design

Kasese-Kilembe RoadEquator Road EIAiPBA) - DraftFinal Repon

7. ENVIRONNMENTAL MANAGEMIENT PLAN

7.1 General

A specific mitigationi plan cannot be finalised until thie detailed design has been undertaken and

revie-wed. However. based on the findings of the evaluation described in Section 6. various

mitigation proposals have been made. WVlherever possible these have been specific. but where there is

as vet insufficient detail e.g. reinstatement of borrow pits. location of speed bumps/runmble strips, the

plan has included auidance on how to determine and specify the mnitigiation requirement once the

detailed desizn is Iiurther advanced. These mitigation measures have been compiled into an

Environmental Management Plan which itemises the requirements and agencies responsible for their

implementation and monitoring during the Design. and construction and the Post Construction phases

(Tables 7.1 an-d 7.2 respectively). A summnary of monitoring requirements is also provided (Table

7.3). The Design and Construction Management Plans should be incorporated in the following:

* the final scheme desi-n:

* the invitation to tender to contractors and subsequentlv in the conditions of contract: and

* the Construction Management Plan (CMP) and the monitoring requirements for implementation

by MOWHC and the resident engineer.

The Contractor should then prepare a working meihod statement demonstrating how he proposes to

undertake the work's in accordance with these documents.

During construction. the Resident Enuineer and his team will be responsible for ensuring adherence

to the CMP. Within this team. there should be an experienced. qualified and independent

environmental specialist. whose specitic responsibilin! will be to ensure that the environmental

aspects of the Plan (as derived from the EMP) are implemented. UWA have requested that a

nominated representative of the Authority is on site during the period of the works and if such a

representative is appointed. there should be a mechanism for him to liaise and consult with the

resident Engineer's team. ideally tlhrough the Environmental Specialist, vho will have the

responsibility and authority for implementing the schemiie in accordance with the EMP.


Katutigriti-Kascsc-lFoit Pot ml lRod Icasibili[N Stiln- Rc jew andl I)Cltiled l sgiirccrimig IJo)sicin

Kascse-Kilemtbc RoadEquator Road FIA(PB3A) - D)raftlinal Report

7.2 Environmental Management Plan: Design and Construction Phases

E0;00tt;00t;Xffecti:4:t; : t: t; li:t i-tit; _ NMitigation Design Construction

Implementing Respontible |iplenmonting Responsible

Organtisation Organisation Orgaisation ()rgaisattlon

PIIYSICAL ENVIRONMENT

Changes to drainage and erosion

patterns arising front:

Creation of steep slopes ni einbanikinenits P * Identify all sites Nshere new cuttings oT embainkmems are Design Erigireer Nhi()\\1C (outractor Resident EAreirreer

cuttinigs borrow pit alnd spoil driiiiping required

areas used for current project could * W hlere possible design should specif% slopes at ani angle less than

increase potential for erosion that of natural repose; where this is not possible specify

requireisienit for reseeding

* Appraisal arid specification of management (e g nietliod of

snorking. topsoil storage) arid reinstateniteir requireriueiits for each

proposed borross pit (i iultidiirg need for teiraciig. reseeding or

plantitig with napier grass and drainage provisioni as appropriate)

Chaniges to n aterflou P * Specificationi of repairs to existiing and provisioni ol additionral Designi Engineer NIOWilC Coriti actor Resident Frgineei

culsverts

Contamination of soils and pollution of

water resource due to:

On-site spills and waste discharges P CNIP aind teinder documents to specify arid contractor to comply %sithi Design NO(JVI H(Zoinrtcto Resitenit Engineer

the need for: Engineer/N1OWIIC

* site practices to ensure there is no discharge or oni site disposal of

waste

* there are rureastire to minimise the risk of spills. iticilidifug tise ofa mohile tanker. reftielling protocol aind regUlar niiaifiteniatice of

plant

* provisiont of waste collection and off-site disposal niecitarisnis


Katiiigtirti-Kasese-Fort Plortal Road Feasibility Stud(I Ros iew anid D)eailed Enginieerinlg I)csignKasese-Kilembe RoadEquator Road EIA(PBA) - DraftFinal Report

. : iirrect - .: lMitigafi"o Desigfi Costruction

Im:plem.enting Respjonsible lipiplementitig Responsible

0Organisation Organisafton Orgainisatio O gt' isation

Works camps including workshops and P CNIP and tender documenits to specify and contractor to comply with Design MOWHC Contractor Resident Engileer

maintenance facilities, storage areas etc the need for Engineer!NtOW'tIC

* siting of camps to take account of environimiienital sensitivities.

possible pieferred sites niay be identified in the teiider

documeiit

* camps to be outside aitd preferably some distance fronm QENP

* work camp practices to ensure there is no discharge or on site

disposal of "ale

* ilreie are ineasire toi in iriiiiise ilie risk of spills-

* provisioti of waste collectioii, storage and off-site disposal

mechanisms

* removal of waste aiid reinstatement of camps on completion of

w orks

BIOLOGICAL ENVIRONMENT

Loss of habitats a result of:

Road widening P * Design shoild not iiclude any road widening within QENP Desigr Etigineer MOWI IC Contractor Residetnt tgilgicer

* Design to identify all sites where new cuttings or einbankfiienis

are required aiid sshere possible specify slopes at asi angle less

than that of natural repose: where this is not possible specify

requirement for reseeding. Contractor to comply with these

requirements

Working widths e.g for road diversioins. T CNIP and tender documients to specify and contractor to comply with Designi N1oWII( Colintactor Resident Enigirieer

* no diversions within or in the road reserve where the highway Engineer/NIOWI IC

runis thiroighi QENP or

* no temporary landtake within QENP

* airy temporary landtake within the road reserve where the

highway runs througli QENP should be miiriniised

Scott Wilson in Association withi ACE 7-4 Apt il 2(t(1(1

Katurigurio-Kasese-Fort Portal Road I easibilht\ Stud\ RCe iesW anid I)etailed I Figinreelirg I)esigtrKasese-Kilembe Road

Equiator Road EIA(1P13A) - I)raftFinal Report

-. . ~~~~~~~~~Milligalloon Designi ConstriucOtio.. . Impi~~~Oe niet Re-sponsbl Iplemen tIg Responisible

Oralsto COrgamtisa ion Organisation Ogmlsto* any lemiporary laridtake outside QENP, to avoid areas of

significanit vegetation or habitat. in particular trees, %setlands etc

* aii aicas of terilporary lanrdtake shotild have topsoil rerimoved aridreinistated once ssorks are comirpleted

Extractioni frorim borross pits. quarries, T Design arid tender documents shouild specify aird contractor to comriply Design N\O\k I IC (Coltracior Reidenit Eligiiieerdisposal of spoil anrd constrtiction of hail wsitlh: Engineer 'N M\M HC

roads * No rise of borrow pits or spoil disposal sites within QENP

* Oturiile QF.NP. careftil selection of qite5 to inclide ecolo6ical

appraisal aiid specificatlion of triarrleiretir te g ietliod of

workiig, topsoil storage) and reinstatenient reqinirerneirts for each

proposed borrow pit (including nreed for terracing, reseeding or

plairtirig with napier grass and drainage provision as appropriate)

* If possible extraction of sand fromir existing pit at Kaatingririshould be avoided If ilris site is used a coimprelheisise

reirstatefilent package is reqriired aiid mtust be agreed %sith U\W'A

before finalisation of the design

Work camps and ptessures on naturtal T CN1P and tender documents to specify the need for and contractor to Design NMtvk IlC tContractor Resideint fiipgiicelresources by workforce e g. removal of comply witls: Engineer/MO"\\l IC

firewood. poaching etc. * sititig of caimips to take accounit of envsironirenital sensitivities:

possible preferred sites may be identified ii Itle tender

document

* canips to be otitside and preferably some distance front QENP

* work camp practices to ensure there is no discharge or on site

disposal of waste

* ilere are measuire to miinirise the risk of spills,

* provision of waste collectiour, storage and off-sire disposal

mechanisms

* regulation of workforce activities including prohibition of

poaching or removal of vegetation fromt witlrin QENP

Scott Wilson in Association wvith ACE 7-5 April 2000

Katunguroi-Kasese-Fort Portal Road Feasibilit) Study Revie%s and D)etailed Engineering DcsigilKasese-Kilembe Road

Equator Road ETA(PBA) - DraftFinal Report

::: - : Ellect :-: > Mitigation : Design Construtctionf

:i plenteeniiig Respotnsible liznplemeflting Rtspo- sible

OrgAnisstion Organisatitt O-gafhisktioIt Oigan i;ttioh

itcreased fire risk T CMIP and tender documents to specify the need for and coltractor to Desigu NIOWIIC Contractor Residcnt Enginieercollmply withm Engiteer/N IO\t iC* preferred location of camp away front QENP and/or provision of

fire break

* use of appropriate futnaces and on-site provision of fire fightiigequ,pipmenit e

Loss of/disturbance to animals as a

resiltl of:

Poachinig bY workforce T CNIP afid tetider docuulienits to specif) the neecl for and contractor to D)esign, N lO1 1( (HoUiitt ctor Residenit Etngitnccomply witil Engineer/N10iW1 IC* regulation of workforce activities iilidinig prohibition of

poaching or removal of vegetation from within QENPNoisc anid litIIIIaiI activities diurinig r * detemiiiatinii of preferred titiniig and nietiod of works with Designl NOlltl t ( outractle Resideit EtninoCCIconstrtictiol LU VA and iicolporate in CNIP and tenider documiienits Contractor Flnineer, Nl()\\ I IC

to comply with this condition

Interruption of site lines P * design should not chlange levels of road, shoulders or road reserve Designi Engineer NIOWIIC Contractor Resident FIngineerw'here the road passes tilrouighi QENP

Otlier physical changes P * design of all new ditches witliin Park to avoid use of coficrete Desitin Fti-gmieeer NtO\I'IIC Contractor Residetil EIliglulect

litlilug

Severance of migration routes/road kills P Design to iicliude Design Enginieer NMOWHIC Contractor Resident Engineer* provision of speed humps/runible strips on thle section of road

throughi QENP

* road signing

* agreeirietrt with UWA regarding tliese proposals beforefinalisatioli of the design

Notes: T = terporary/slsort term effect

Scott Wilson in Associationi with ACE 7-6 April 201()

Kamingum-Kasesc-Forl t'otal Road I crsilbfitN S11dx iPc%ic%w ard I )cileld FlIgincelil g I)eLSiVII

Kasese-Kileriibe Road

Equator Road I,\(li\) - Draill ial Rcprt

P = penranent/long termn effect

Effects in italics represent an improvement to the current situation

Further details of the mitigation requirements are provided in Section 6 of this repoort

Scott Wilson in Association with ACE 7-7 April 20)0()

Katunigtirti-Kasese-Fort lPortal Road I casihilits St(d; Rc; icw ald lDetaileld 1:,ghincritq D )cjiit

EquatorsRoad RIA(PlBA) - Draftlinal Repoit

7.3 Environmental Management Plan: Operational Phase

Ef.fet -- M tigtionf Implementing Responsible:___________________________ ::: :___.:--____l:__:___.__ .:_____________________ O rgainisation

PHYSICAL ENVIRONMENT

Erosion of road cuttings and borrow pits P New slopes should be monitored to ensure revegetation occurs Areas NIOWHC MOWHCwhere this has failed should be re-seeded and/or terracedAgriculttiral activity should be discouraged on nesly reinstated borrow LCspit utitil soils liaie stabilised This can be achieved throillb a% arenessraising atonigsrthe affected cotitiutuities.

inadequate drainage resulting in ponding P The drainage system should be periodically cleared and maintained to NIOWIIC NMoWHICof water ensure water flow

BIOLOGICAL ENVIRONMENT

Loss of/disturbance to aninials as aresult of:

Road kills P lmpleitientatioii of additional speed control meastires signinig if lOkWIiC UW'Anumbers increase significantly after completion of works. Local police

Scott Wilson in Association witll ACE 7-8 April 200(

Kati ngurn--Kasese-lFot lPoital Road cIrsihiliIt StudN Vles ies and l)clailedl I neillect illU Designl

Knsesc-Kilemhc Road

Equator Road fI WlPMIA) - Draftlfinal Rtcpolt

7.4 Monitoring Requirements

I lssue ; C r X X t X 0; ;if f: ) (onistruclion j ; j | l; | ; 0 0 00: ;: 0; ;; f 0 linpieneneting Responsible Osersbtion lle Onpei ting Responsible: ::Organisttiou0 Ok-go aisation Otgt isition Org 1lsation

Soils and Erosiorn * NMonutorifig of slopes on cuttings and Residetit Engineer NIOU'HC Moinitorring of slopes on cllttimigs NlU l IC Nl(Ul It/NFNI

embanikiunenits prior to completions of embankimentis and borrow pits withinit the

section of highway * orks lirst %ear aftel completioC1 of ssoiks to

* Moniitoring of slopes and reinstatemenit ensure slopes are stabilising arid

measures oni borrow% pits serctatron re establishing

* Ntuuutr,riirt and miaiitemince , iama;iiiu; NItt'\ I NI( 5 I I(-

infiastnctlure

W 'ater and Soil * Monitoring of workforce practices Resident Enginieer MOWIIC

Quality against CMP

Biological Rrsources * Nloiuitoririg of schemie irriplemiienitationi Resident Euiginieer NIOUiC * Road kills NIt\X II NINIA

and workforce practices against CMP

Scott Wilson in Associatioti with ACE 7-9 April 20)01

Katuncuru-iasese-Foon Portal Roaa F cassibijrv stuam Revrew and'ietaned Eniineennex oesian

Kasese-Kilembe RoadEquator Road ELk(PBA) - DraftFinal Report

8. INTERAGENCY COORDINATION

8.1 Introduction

The environmental actions to be carried out cover a wide range of issues. as described in Section 7 of

this report. To be most effective. these actions should ideally be integrated into the wider

development of environmental capabilities and roles so that the initiatives and responsibilities of

various organisations with an interest in the project (e.g. NEMA, MOWHC. RAFU. UWA. LCs. etc)

are properly focused within a well defined environmental protection framework. In this way,

possible duplication of effort -,ill be minimised. and common goals can be established to reduce

potential environmental conflicts between the activities of different orgzanisations.

The process should be seen as part of the ongoing general strengthening of national and local

institutional capabilities in Uganda to cnsure that enviromnental concerns play a meaningful role in

guiding developments in the countr'. The establishment of a such a national regulatory framework

can be visualised as a four-stage process (UNEP. 1992).

1) Policy setting

2) Implementation of policy - establishing regulations

4) Verification of compliance with regulations

5) Enforcement of regulations.

This framework is being put into place on a national basis by NEMA but is not yet established in full.

A clear statement of policy has been made through and the National Environment Action Plan.

However, there is comparatively little verification that policies are being complied with and there

appear to be. in some cases, insufficient resources and legislative and regulatory powers to permit

enforcement. although new legislation is in progress.

The increasing concems of bilateral and multilateral funding agencies over environmnental

consequences of project developments is an additional reason for Uganda, and MOWHC itself. to

establish proper environmental controls and to ensure that effective environmental assessment is built

into the planning and implementation processes from very early stages. A brief overview of the issues

faced by the key agencies of relevance to the project in establishing and undertaking these

environmental controls is discussed below.


KatunEuru-Kasese-Fort Portal Road Feasibiliny Studs Review and Derailed Eneineenng Design

Kasese-Kilembe Road


8.2 NEMA

Within the short time NEMA has existed and within the framnework of its mandate. a number of

achievements have been made among which are the following:

* increased awareness of the need for environmental management in the public and private sectors,

* development of guidelines. regzulations and standards for use in environment manafgement which

has increased chances of sustainable use of' the resource base e.g. EIA Regulations and

-uidelines. draft environmental standards etc.

* creation of institutional structures to implement the program on improved environment

management e.g. LECs. ELUs. DECs:

* supporting a number of districts. NGOs. CBOs and local cornmunities in their bid to conserve the

environment and natural resources through provision of technical and logistical support, and

NENIA has increasingly become etfective in executing its duties despite the fact that enviromnent

maniagement and planning in Uganda are relatively new phenomena. However. in doing so some

practical problems have become apparent in the institutional and legal framework that was created to

implement environment management programmes in the country. For example:

* in some cases there are conflicts between the Constitution and specific legislation relating to

environmental management,

- while NEMA's role is to coordinate matters relating to the enviromnent, it has no regulatory

powers and is dependent on the relevant Ministries to enforce the standards;

• in some areas there is an overlap in functions between NEMA and Ministries which results in

conflicts. and potential for competition and a lack of necessary cooperation and coordination; and

* standards developed bv NEMA are inconsistent with those developed by specific Ministries, and it

is not clear which ones should be applied.

Other practical problems include lack of financial and logistical support for the newly created

institutions. inadequate staffing or the staff lacking appropriate skills to undertake the assigned tasks,

matters to do with legislation over resources reserved for the central government such as water,

mines. forests. wetlands and national parks. There is also the issue of support for NEMA after the

current Environment Management Capacity Building Project (EMCBP) through which these

functions are funded by the World Bank ends.

8.3 MOWHC and RAFU


Katunguru-Kasese-Fort Ponai Roac rc'sloilt[v stawo Rev iev; and DetiiedlEingineenng DesiLoT

Kasese-Kilembe Road


As vet there appears to be no well established ELL' \ithin the MONVHC or environmental capability

xvithin RAFU. Consequently. there is currently no foimal mechanism within the Ministry through

which it can voice its enviromnental concerns and. in turn. interact wvith NEMA and ensure that its

planning and operations do not cause undue environmental problems. These roles have in part been

assumed by existing officers wNithin RAFU and the Ministry. who have where appropriate sought

advice and input from external agencies. for example in the recent preparation of EIA guidelines for

road projects. specification of appropriate environmental considerations in Terms of' Reference to

contractors etc . However, exven with the of best intentions, such an approach, which involves only

limited and intemiittent specialist enviromnental input. cannot guarantee the appropriate

environmental awareness' and implementation of appropriate management procedures. However. it is

understood that the Ministry intends to implement an ELU and that the RAFU are actively pursuing

the appointment of an Environmental Manager. Such measures should help to ensure the necessary

coordinated approach and improvement in environmental management procedures in the future.

8.4 Other Agencies

UW'A

It is understood that in the past. developers have in soiie cases not taken due account of ecological

resources, including those in protected areas, and as result a deterioration in conseration value,

which could have been avoided through liaison with UWA. has resulted.

Local Cowucils

Although the national programme of decentralisation provides for transfer of environmental

management responsibilities to districts. municipalities and rural conmmunities the implementation of

such a strategy has been in some cases hindered by \'arious practical considerations including:

* a lack of resources. and the appreciation of the need for and function of DEOs in the district local

governments has meant in some cases that they have not been effectively appointed or provided

with the appropriate authority and resources;.

* a potential conflict of interests between the roles of the DECs. which are proposed by NES 1995

and district health and environment committees (DHECs) proposed by the Local Government

Statute of 1993, both a result of the on going decentralisation programme; and

• the roles of all the local environmental institutional structures recommended by NES 1995 and

the National Environment Management Policy such as DEO. DEC and LECs are not well defined

which at times causes confusion. In many cases the individuals involved are not well guided

about their duties and how they relate to other institutions and agencies.

Scott Wilson in Association witli ACE 8-3 April 2000

Katun2uru-Kasese-Fort Portal Road lc3sibilitv Stuay Review and Detailed Enuineerine Design

Kasese-Kileinbe RoadEquator Road EIA(PBA) - DraftFinal Report

8.5 Recommendations

While the creation of NEIMIA has had a considerable effect on environmental management in Uganda.

there are inevitablv some inconsistencies and lacl, ol regeulatory mechanisms that prevent it from

becoming fully functional. These are graduallx being addressed by new legislation. and

implementation of the necessary mechanisms within the relevant lead agencies including the

proposed ELU and Environtmental Manager within the MOWHC and RAFU respectively. The

implementation of such measures should be encouraged wherever possible.

At the local level there is'also a need tor allocation of resources to. education.of and empowering of

environmental officers and committees. although it is reco2nised that this ma!! achieve a higher

priority as these measures are implemented at a national level.

Owing to previous development practices, wlhich have in some cases not taken due account of the

conservation value of ecological resources, there is a particular need to establish links between

project promoters and the UWA so that both organisations develop an appreciation of the others

requirements and concerns and can xvork together to f1id mutually acceptable solutions. The current

project should be seen as an opportunity for the MOWHC and UWA to develop such relations. The

proposed ELU witlhin the Ministry and the Environmental Manager in RAFU should take

responsibility for this function.


i%arunguru-Kasese-For. Portal Road ,asibihtv Stud Re%vie% and Detailed EnInneenne DesianKasese-Kilembe RoadEquator Road EIA (PBA i - Final Repon

9. CONSIDERATION OF ALTERNATIVES

9.1 Introduction

There are various alternatives to ensuring good transport link-s between the east and western parts of

Uganda and between Uganda and the Congo. On tihe macro scale there are alternative transport

modes that could be used. whilst within the road transport option itself there are choices that can be

made in terms of construction of new roads or use of existing aliginments. standards adopted and

methods of undertaking the works. In addition. there is the no project scenario. In summary the main

alternatives comprise:

* use of other transport modes e.g. rail or air;

* use of other road transport routes:

* alternative rehabilitation options:

* alternative construction methods: and

* do nothing scenario.

These alternatives and their consequences are discussed briefly beloW.

9.2 Alternative Transport Modes

The current railway infrastructure extends from Kasese to Kampala and north to Jinja, Tororo and

Soroti. At present, although it is used for the transport of freight (passenger transportation has ceased

for safety reasons), it is costly and unreliable with manv derailments. There are presently no plans for

rehabilitation of this service. While in the longer term the use of rail rather than road infrastructure

where practicable is likely to be a preferable option in terms of environmental considerations (energy

consumption, air emissions etc), this would be dependent on a reliable and economically viable

service which is unlikely to be in place for a considerable time. Even if the rail service was

functional, the potential for its use would be constrained by the limited extent of the network which

would not provide links to the south parts of Uganda or to the Congo. The use of such a mode of

transport would also require an alteration in trading methods, particularly to minimise double

handling of materials (which itself has a high environmental cost). Therefore, although transportation

by rail may be a viable option in the future, it will only serve a proportion of the market (the rest will

continue to be dependent on road transportation) and is unlikely to be feasible for some time.

The high costs of air transport both in terms of economic and environmental considerations (energy

consumption. emissions to air) prohibit the use of such a transport mode.


Katuniuru-Kasese-Fort Portal Road -asibilirv Stud, Review% and Detailed Enuinneenng DesignKasese-Kiieinbe RoadEquator Road EIA (PBA) - Final Repon

9.3 Other Roads

Although an alternative road between Kampala and Fort Portal via Mubende is currently being

constructed. it is anticipated that this route will not be completed for at least three years and may

prove a difficult route for some vehicles as a result of steep gradients and sharp corners. Even when

this new road is completed. the southern route. comprising the project roads, will continue to be

necessary to serve areas to the south including Mbarara and Masaka as at present there is no other

road serving these areas. U'hile it is recognised that owing to its potential to affect the nature

conservation value of the Park. the routing of the project road through the QENP is, there are

substantial constraints associated witlh rerouting the highway to avoid the Park, these include the

potential for considerable enviromnental impacts associated with landtake, associated ecological.

resettlement and compensation issues. bypassing towns and trading centers that have grown up and

are dependent on the existing road network, as well as the high cost and long implementation period.

In addition:

• the presence of the Congo border would prohibits construction of such a route to the west of the

Park:

* the steep slopes of the rift valley escarpment on the Park's eastern boundary restrict options in

this area and could lead to an increase in costs: and

* a direct route from Kasese from Mbarara would be prohibitively expensive.

One of the project roads (the Equator Road) also comprises the main route to the Congo via the

Bwera/Mpondwe border post and there are no suitable alternative routes to that post which would not

require new construction across mountainous terrain. The nearest border post to the north is via the

Fort Portal - Bundibugvo Road at the northern tip of the mountains and at that location the Congo

side of the border is poorly served by roads. The southern post through Rukingiri is active but is

distant from major town in both Congo and Uganda. The present route through Bwera/Mpondwe

also has the advantacge of being routes along the boundarv of the Park rather than passing through this

protected area..

9.4 Rehabilitation Options

Owing to the level of deterioration of the Kasese- Kilembe Road from km 8.8 to 12 and the Equator

Road from km 20 to the border, any low cost maintenance activity would not be effective and there is

therefore a need for significant rehabilitation. Although the level of deterioration of the Equator Road

between km 0-5 is somewhat less. similar considerations applv to that stretch. Therefore, on these

sections. total reconstruction is recommended. The other sections of these roads are in better


Katunguru-Kasese-Fon Ponai Road .,sibilir%, St.ud. Rex ine and.Demailei Engineering Desipl-Kasese-Kilembe RoadEquator Road EIA (PBA! - Final Repon

condition and lower cost maintenance is the preferred option: while a more comprehensive

rehabilitation of these sections would result in a longer maintenance period and hence less

disturbance and associated environmental risks associated with maintenance, anv environmental

benefits are considered unlikely to outnveiah the considerable larger scale disturbances associated

with rehabilitation.

The Katanguru - Fort Portal Road carries relatively higher volumes of traffic, and while the present

condition of the road is fair to good. this is a reflection of the hiah cost and frequent maintenance

activities which are currentlv undertaken. Along this stretch, rehabilitation is the favoured

environmental option as it reduces thie need for the frequent disturbance (considerably more frequent

than would be required on the less busy Kilembe and Equator Roads).

Various alternatives in terms of construction activities and miti_ations have been discussed in

Sections 6 and 7 oi this report and specific recoiunendations to minimise environmental impacts

have been made including:

* use of a local workforce where possible;

* housing of any foreign workforce within existing towvns;

* siting of work camps away from QENP;

* specification of borrow pits. in particular, no use of pits within the QENP;

* use of local borrow pits to minimise haul distances: and

- if possible extraction of sand from existing pit at Katanguru should be avoided.

9.5 Do Nothing

The Do Nothing option comprises a continuation of the current levels of maintenance which require

frequent works and are dependent on availability of resources whenever this work is required. While

such an option could in the short term maintain the required standards between Katanauru and Fort

Portal. it would result in frequent maintenance and the associated high costs. In addition, the ad hoc

approach has more potential for generating environmental impact than a well planned and

comprehensive project which is subject to an ELA and designed. implemented and monitored in

accordance with an Environmental Management Plan. The ad hoc approach would therefore be of

particular concem where the project road passes through the QENP. Other sections of the project

roads have deteriorated or are near to complete failure and cannot be rectified through the type of

maintenance activity associated with the Do Nothing scenario. This scenario would therefore within a

relativelv short period of time render such road links unsuitable for use by motorised vehicle, with

resultant consequences in terms of erosion, accidents, safety, economic activity and associated


Katunauru-Kasese-For! Portal Road iFcasibilirv Sradv Rev iew and Detailed ELmineerina Desimi

Kasese-Kilembe RoadEquator Road EL% (PBA) - Final Report

environmental effects.


Katungur-Kasese.Fort PortalRoad FeasibilityStudy,,Review and Dezailed Enineaiog Desig.Kasese-Kilembe RoadEquator Road EIA (PBA) - Final Report

APPENDIX A

TERMS OF REFERENCE

Scott Wilson in Association with ACE April 2000

Katunauru-Kasese-Fort Portal Road i- asibiiirv Stud- Review and Detailed Engineerinn Design.KIasese-Kilembe RoadEquator Road EIA (PBA) - Final Report

TERAMS OF REFERENCE

Scott Wilson in Association with ACE A-I April 2000

Katunguru6Kases-Fon Portal RoadKasese-Kilembe RoadEquator Road Feasibilir' Study Review. Desizn & Preparation of Tender Documentation

SECTION I. TERMIS OF REFERENCE

1. INTRODUCTION

1. Katunguru-Kasese-Fort Portal Road. 105 km. Kasese-Kilembe Road 12 km andEquator Road 38 km are located in the districts of Kasese-Kabarole in WesternUganda. The Karunguru-Kasese-Fort Portal road is a section of the Trans AfricanHighway linking Mombasa in Kenya to Lagos in Nigeria. The road joins Equatorroad which runs westem to the Zaire border. On national level. it completes thewesternm road circuit that connects the towns of Kasese, Bushenyi. Mbarara andMasaka. and Fort Portal to the capital Kampala. Through the Equator road theroute connects Eastern Zaire, Rwanda and Burundi to the railway tenninal atKasese where import and export goods from and destined to these countries canbe trans-shipped to and from the port of Mombasa in Kenya.

2. Katunguru-Kasese-Fort Portal bisects the Queen Elizabeth National Park whichis renowned for its wildlife and in particular the territorial grounds of the UgandaKob.

3. Sabbour Associates Consulting Engineers Conducted the economic feasibilityand preliminary engineering studv of Katunguru-Kasese-Fort Portal and Kasese-Kilembe in 1995. This was followed by detailed engineering design by the sameconsultant. A comprehensive environmental impact assessment was included aspart of the feasibility study.

4. In 1996 repairs were carried out on the section Katunguru-Kasese. The worksincluded pothole repairs. pavement repairs in some sections and reinstatement ofdrainage. Works of similar nature are presently being carried out on the sectionsKasese-Fort Portal and Kasese-Kilembe.

II OBJECTIVES

5. The purpose of the studies is to cany out an update of the technical and economicfeasibility for rehabilitating and strengthening of the three road sections and toundertake detailed engineering design of the most viable strengthening altemativeand prepare standard bidding documents suitable for intemational competitivebidding.

III SCOPE OF CONSULTING SERVICES

6. The consultants shall review the documentation prepared by Sabbour Associatesand perfonn all engineering work. economic studies, field investigations andrelated work deemed to be required to attain the objectives in Section II hereof.An Environmental Impact Assessment (EIA) and Resettlement ImpactAssessment (RIA) will also be carried out in accordance with the requirement

Karunguru-Kasese.Fort portai RoadKasese-Kiiembe RoadEquator Road Feasibilitv Studv Review. Design & Preparation of Tender Documentation

for EIA formulation legislated by the GOU and in accordance with therequirements of the financing agency as part of the feasibilitv study.

7. The Goverment will provide the consultants with the data and services outlinedin Section IV hereof. The consultants shall be solely responsible, however. forthe analysis and interpretation of all data received for the recommendations in thereport.

A. Feasibilitv Study

Selection of Alignment and Design Standards

8. The consultants shall consider altemative strengthening strategies as a basis forthe economic evaluation. And shall prepare financial and economic costestimates for the proposed altematives. In selecting design standards theconsultants may base their cost estimates for road sections on typical constructioncosts per km.

9. The cost estimates shall be broken down into foreign and local cost componentsand all taxes and duties shall be identified separately. The foreign costcomponent shall include such items as depreciation of imported plant andequipment, imported materials and supplies, the foreign component of wages andoverheads, profits of foreign firms, locally procured goods of. foreignmanufacture, and the principal foreign cost elements of locally produced goodsand materials incorporated in the works.

10. The consultant's Feasibility Report on the road shall include plans, typical cross-sections, a soils and materials report and traffic counts as well as preliminarvengineering designs for the proposed construction, at the following scales:

I 5,000/500 horizontal/vertical alignmentI 250 cross sectionsI 250 bridge/culverts

Economic Analyses

11. The economic analvses of altemative strenthening measures and design standardsfor the road shall include estimates of:

(a) the type and volumes of forecast traffic which will form the basis for thefor the selection of appropriate design standards and the estimation ofpotential savings in vehicle operating costs. The consultants shall analvzeall existing statistical data on traffic and if they find that additional trafficcounts or origin and destination data are required. they shall under takenecessarv field studies with the account the effects of existing andpotential and potential traffic-generating activity in the influence area of

Katunguru-Kasese-Forr Portal RoadKasese-Kilembe RoadEquator Road Feasibilirv Studv Review, Design & Preparation of Tender Documentation

the road and the possibilities of traffic diversion to and from competingmodes. Traffic forecasts should be assessed with respect to availableprojections for growth in economic output.

(b) vehicle operating costs for the types and sizes of vehicles forecast under(a) above for both the existing and proposed investing and proposedalignments and standards. These estimates, in conjunction with theforecast of traffic with and without the proposed investment, shall formthe basis for estimating potential vehicle operating costs and timesavings. The estimated vehicle operating costs shall be compared withprevailing market rates for road transport services.

(c) road maintenance costs for both existing and proposed alternatives. haveregard to the respective traffic forecasts under (a) above. The estimatesshall be used to assess the net savings or increases in total maintenancecosts likely to result from the proposed improvements;

(d) environmental costs and benefits of the proposed improvements,including but not limited to surface and ground water drainage, soilerosion, air pollution and possible preventive measures; and

(e) the net benefits of the proposed improvements assessed under (a) to (d)above. These shall be compared with the costs determined in para. 8(adjusted to include detailed engineering, physical contingencies, andsupervision costs), for a period of analysis considered appropriate for theinvestments being evaluated. Shadow-pricing shall be used in theanalysis if deemed necessary. For each alternative, the net present value,discounted at 12%, the internal rate of return, and the first year benefitshall be calculated. On the basis of these calculations, the optimumalignments, design standards, starting date and staging schedule shall bedetermined; and

(f) Detailed cost/benefit streams should be presented for each alternativeconsidered both for the with-and without-project cases. Multipleexclusive altematives should be assessed based on the NPV. For therecommended altemative, sensitivity analysis should be conducted for a20% increase in costs and for a 20% reduction in benefits. A riskassessment should also be developed, in order to highlight the likelihoodof an unsatisfactory outcome. The fiscal and distributional impacts of theproject should also be evaluated, with emphasis on poverty alleviation.

B. Detailed Engineering

.12. Depending on the results of the feasibility study and on authorization by theGovermment to proceed which shall be done in consultation with the World Bank.the consultants shall undertake detailed engineering of the road. as outlined

^b--,u-f%se5e-ron rs Kasese-Kilembe RoadEquator Road Feasibilin' Studv Review. Desien & Preparation of Tender Documentation

below, subjecttb prior approval of the Govemment. Once the final engineerinecosts are known, a final economic analysis should be conducted as outlined in thepreceding Para.

13. The consultant services in this regard shall include. but not be limited to:

(a) detailed engineering design, preparation of estimate of quantities, plans.drawings and bidding documents for the project suitable for intemationalcompetitive bidding, soils and materials report;

(b) preparation of detailed cost estimates of the proposed work with a break-down into foreign and local currency costs; and

(c) assistance in the prequalification of contracting firns and in the analysisand evaluation of bids.

14. The scope of the engineering investigations, design and related work shallinclude. but not limited to:

(a) Detailed Engineering

Engineering work will be carried out as necessary to complete thedetailed engineering and preparation of bidding documents and willinclude all necessary surveys; location and adequate marking of centerline leveling of profile and cross sections; soils and materialsinvestigations; design of sub-base, base and wearing course thickness;drainage and bridge site investigations and the location and testing ofsources of gravel and rock required for construction. Bidding Documentssuitable for international competitive bidding, following the WorldBank's Standard Bidding Documents of works, will be prepared includingconditions of contract, specifications, plan and profile drawings, cross-sections, bridge and culvert drawings (to an appropriate scale), bills ofquantities and forms for bid and performance bonds/bank guarantee;

(b) Cost Estimates

Estimates for the cost of construction will be prepared based on reliableand full engineering information and detailed bills of quantities. Theforeign exchange and local currency costs will be computed in detail foreach item in the bill of quantities. The foreign exchange component ofcost shall include such items as depreciation of imported plant andequipment, imported materials and supplies, locally procured goods offoreign manufacture, wages of foreign personnel foreign component ofwages and cost elements of locally produced goods and materials andsupplies, locally procured goods and materials incorporated in the works.The local cost component shall identify all local cost; tax and dutyelements shall be identified separately:

Katunguru-Kasese-Fort Portal RoadKasese-Kilembe RoadEquator Road Feasibility Studv Review. Design & Preparation of Tender Documentation

(c) Prequalification of Bidders

The consultants shall:

(i) prepare all necessary documents for the prequalification ofcontractors. including abbreviated specifications of the work to beperformed, forms invitations to prequalify, draft advertisements.etc.; and

(ii) review and evaluate proposal for prequalification and prepare alist of qualified firms which should be permitted to bid.

Kaunguru-Kasese-Fort Portal Road Feasibility Study Review and Detailed Engineerig DesignKasese-Kilembe RoadEquator Road EIA (PBA) - Final Report

APPENDIX B

PROJECT TEAM

Scott Wilson in Association widt ACE April 2000

.Katunmuru-Kasese-Fort Portal Road Feasibility Study Review and Detailed Engineering DesignKasese-Kilembe RoadEquator Road EIA (PBA) - Final Report

PROJECT TEAM

NAME "ROLE ORGANISATION

A Sinms Project Director Scott Wilson Kirkpatrick

R Golombok EIA Project Manager Scott Wilson Kirkpatrick

E Mujuni Local EIA Specialist Gissat Techno Consults Ltd

A Calzetti Project Engineer Scott Wilson Kirkpatrick

J Ntensibe Local Engineer ACE

Rosalind Lubanga Local Socio-Cultural Specialist Makarere University

Scott Wilson in Association with ACE B-1 April 2000

Katunguru-Kasese-Fart Portal Road Feasibility Study Review and Detailed Engineeing Design

Kasese-Kilembe RoadEquator Road EIA (PBA) - Final Report

APPENDIX C

INDIVIDUAL CONSULTATIONS


KatungUrti-Kasese-Fort Portal Road Feasibility Stu(l) Re\ iew atid Detailed Elnginecring D)csign

Kasese-Kilembe Road

Equator Road EIA (PBA) - Final Report

INDIVIDUAL CONSULTATIONS

Name of Person a Orgnisati atmnd Position Comments/Information Provided : | Conesilltallt's Comments

NATIONAI. BODIES

NENiA * T'here is a need to submit a project brief to NENI A so tbat tiley cant

Justinie Ecaat lIA Specialist screeni and scope the requiremiienits in accordanice ssitli LUgandani EIA

procedtires

2 UWA * in past there has been insensitive management of road works throuigh

Bailt Younig C'hief of Parti the Patk

NIartin Streii Deput\ Chief Wardeun QENP * no boiio\ pus or spoil disposal in park or ile toad resci\e \othin the

Deputy Director - *IA and Planiuig, QENP

Nloses Mapesa Acting Executive Director * no removal of vegetation of firewood from Park

* no road widening within the park

Dr Yakobo Moyini * no changes in site Iines withlinl the Park

* stronig preference iliat sauid should nto be s(li rce( Ii hom e\ simup site at

IKataugut u

* need for ongoinig liaison regarding desigii of proposals withii or close to

QENP including speed control measuires, sigis atid deceleration lanes

* need for on-site representative of UWA duriiig works

* no constrilctioni camp in Park

3 N1akarere University * provided names of contacts at UWA

Derek Pomeroy IHead of Institute of Environmental and

ResourcesKABALORE DISTRICT

Nlr l.koroit Kabalore District surveyor * 'lie position of the Covenuimenit Valier is ciirreiutly vacanut as thle * 1he Foil Pointl based valuic also scrved lasese

(Agricultur5al Government Valuer) occupant had been elected Mayor of Fort Portal Nlutiicipality, District* A list of compensation rates dated February 1996 was provioded * Mr. Ekoroit (lid not have kinowledge of tIle

* Compensation prices are revised every 2-3 years procedures for coilpetusatioll

Scon Wilson in Association with ACE C-I April 2000

Kattingru-Kasese-Fort Portal Roa(d Feasihility Stu(l) Reviesv andl Detailed lFreinrcerji Ii)esiurr

Kasese-Kileimbe RoadEquator Road EIA (PBA) - Fiinal Report

Nanme of Persoti | rganisation and Position Coiilm ents/I0fortaillation ProvitIed Consultati'is Comm,entsSometimes Contractors excract nrrriin from road reserve or rise crashed * comipentsationi rates for rnuririll appear to be

6rock h10gh

5 MNr Charles Godfrey District Agricriltirral Officer (DAO) * Provided more lirfonsiationi regarding fuinictions of comperisation

Bazirake Nta%vera Kahalore (Nlember of Area comimiittee, procedures and agriciultral activities in sub-conlities along

Corpenisation Cotiiitiittee) the project road as ssell as benefits

* Contpensationi prices are supposed to be rene%sed evety 2 years - bitt 1 9(6

prices still being applied, pendiig the formnation of a nesv coriri itiee to be

set up by the land board as stipulated in ii l arld Act 1998

* Conspeirsation Procedure - Tlhe Coiiipetisarioir Coititirireee anld local

Leadership (LCs). (AO arid o\%ner of tlte affected land visil itie sire to

evaluate loss Tre faeitter is fiee to dv1 ri)te ihe eanluafioll it lllin o(ctlr

cain enter tiro iiegotiarioti \\reni agireemrienit is reached air Assessmeint

Form is conipleted and hanided over to tIre autlhoity/agetrcy responsible

for adttittistering the payriieii

* The major role of tire Conmimiittee is to do assessirleirts "It is al\va s a

probleiim reachiiig arn agreerierii'

* Soirertirires it is tile (Goernmirenit sichi paos (e g in tIhe case ot KCll ijop -

fort Pontal road) Sorrietiriles it is tile C'oritractor -c g Kanmpala -

Mubende Road)

* Government takes long to conmpeinsate e g Kyenijojo - Fort Portal Road

* Once iltere is a defatilt it paying legal actotio is takent by affected fiat irci

* Improved roads are likely to aftect iiarketiiig of crops road netsvork is a

priority in spear lieaditig tisoderriizatiois of agricultmre'.

* Bunyangabo sub-couinty is a granary of the district producinig

matooke (bananas) maize, hort cultuiral crops sucic as tomatoes, cabbage,

and passion fruits and coffee They are taken to Karilpala and Kasese

* Burakya also produces diary produicts wrhichl are also takers to

Kasese aind Kanrpala

* Otlier products froiom Fort Portal to Kasese iicilide Waragi - (airalcoholic spirit), and passioll frits

* Kabalore also produces 70°% of tile Uiganida lea

Scott Wilson in Association with ACE C-2 April 210(10

Katungur-ut-Kasese-Fort Portal Road FeasibiilitN Stud) Re% ieNx anid D)etailed FInginieeri ug e)csign

Kasese-Kilenibe RoadEquator Road EIA (PB3A) - Final Report

Name of Persoa Organisatiout and Positioin Comments/iniforrnition Providedl Constltaint's CoininientsThe hiniterland i e. Bundibugyo district produces coffee. uplanid rice and The northern stretch passes thlough l3unyangabo andcocoa Burakya suhb-coinitles

6 Chris Kasaija District Engineer * Have written letters to people aboit road rescrves remiidinig them * People may already have information (on

Kabalole District nuot to encroacih on reserve land i e IS nIetres for feeder roads and 20 reserved lauid

inetres for triuik roads * Entry potlil1 co0iuuiiuiliuies is politicians

* District auitiority have the responsibility to tell people about road

renovatiolts

* Politiciais are miuterested in roads - They will liaiidle ilie people andget tlienu out of the reserve land

.* rices of ouiurrarn are nculriablc depeiid'iuc oo qIanti\ ivucoded

K %SESE DISTRI''IT'

7 Kabalore Elijah Agricultural CAO - Kasese * Do nor have many cases iivolving compensation in the district

* Ilowever an adlhoc conmmittee is usually forned chaired by CAO

.aid coinpi isiig of relevaiit tecliiiical offlicers to do the assessiuieiit

* The district lias plans to conistruct a taxi palk ,io 13tscia - axsa)

Ironit Mlpotidwe Nlustisin pritutary School. hiupuoselileiui of h3ssera

jtnction should not be a problem.

8 K A Musinguzi Environmental Officer Concemns * Recommenidatiuuis are requiied to address this

* Poor drainage in Rukoki issue which was tepoited by people imi Riikoku

* The frontage needed between the road and houses may be lost and observed ol kilemtubse road

* Heapimig soils oni the shoulders blocking pathisays of people Thle

spoils must be takens anid diiniped in the cavities wlhere they obtain * Tlhe dirty water nay also cteate lhealth puoluleuis -

n.urani aiid injutries especially to clulduull - dlle to the

deep gtilleys created as a result of the erosionis

Stuggestions/Reconmmendationis

* Define and direct the paths of the water to other xsaters or to the river

Dramiis tiist not be directed into people's coiiipotiiids or hotises

* Spoils must be removed from the road shoulders

* Fill up the borrow pits with other soil. Follow maniagement plan for the

borrow pit. The Rukoki bornow pit is developing such a plan

Scott Wilson in Association with ACE C-3 April 2000

Katunguru-Kasese-Fort Portal Road Feasibility Studv' Rev iew and Detailed Enginecririg DesignKasese-Kilembe Road

Equator Road EIA (PBA) - Final Report

Nane ofPersontl Orga isatlonand Position Comn entsllnforniation Provided. j Consultant's Comnments9 Mrs Munyazikwiye N T. District Agricultural Officer * People know they are supposed to leave 2 metres Irom the road - People

Kasese can be reminded during rallies

b36W * The reason why people have been enchiroacliimg on reserve land isbecause the MOWHC has not been maitairalling the reserve lanid

Farmers fear their crops being eaten by pests, verinins Farmers cannot

spray bushies

Compensation Procedures

* A technical teams visits, assess and reaches a conisensus over the righlt

cost The rate given to the farnier varies msith the stage, type, of the

crop. qualit) and sshat it 'sould cost a tariner tc csabslish it clscsNhere

Impacts of Road iiprovemilent

* Marketing of food crops is done by wofeoi leiprovement of the toad

would make women walk cornfortably, and could be assisted by

children if the road was made safer.

Suggestionis for the fuitire

* Trees should be planted to mark the boundaries of the road reserve

This could help the farmers as well trees would stop farmers' soil beiig

washed away into the road, which silts the drains.

.* The MOWFC Engineer should work hand in hand with affected

villages and sensitize them over road reserve * ( ould he loiie throuigih the silh-county %Yorkscoillilittees alid molifical leaders at all levels

Mrs Biira Eva Assistant Cthief Administrative officer/ * There is a Probe Committee investigating among other thingsClerk to Kasese District Council "encroachment on road reserve and construction of houises in green

belts in Kasese Town Council - The report is yet to come out but onie

person had been stopped to construct a building as it did encroacih on

road reserve.

* mitigation: - Sensitization by LC leaders guided by the Enigineers

* "We don't know how wide the road reserve should be. We regard the

slashed area by piida(MOWIIC) as road reserve". (We all laughed!'!)

* There is need to know the time when conistniction work will be doiie

Scott Wilson in Association with ACE C-4 April 2(100

Katungirto-Kasese-Fort Portal Road Feasibility Sttudy Review and Detailed Etiginiecrinig D)esienKasese-Kilembe RoadEquator Road EIA (P13A) - Final Report

Noime of Person Organisation rand Position Comnhents/lnfornlntioni Providetd Consultant's Cotnutentsand when this time is set, it must be respected else the people willalways come back td cultivate

* Kilembe ommes has a lot of displaced people - they tend to take every

opportunity to cultivate any where

\hIo will comilpensate people vho have build houses in reserve land ilm theTown Couttcil'i

* People pemitted by Town Council to Construict will be comiipensatedby the Council Those illegally conistrictililg sAill move lit at iticii cost

If) Mr N1tira-Nihiinildo Speaker Kasese District Coiiiicil and Reasois for illegal Comistrtction_Couniselor fot Kasese To% n CouiticiI * Plaininiig reachitimg subuirbs laiter after coilsit Leti(lo had been dole

Towv Council to compensate the affected people Town Coumicil stopsslightly before Margarita llotel

Ilashim Niageya Cliainiman General puirpose Cotimilttee * Water comes front Kilembe Road - hills - Ilte road contractor needs to Short term ititerriuptionis in watel supplies and othelKasese Town Council be carefil not to destroy the water pipes titderlyiitg the road utilities Ws'ater sliirtagc, stay create healthi hazirds It

is understood that the pipes are I imietre deel

12 Mr. Muhtndo Jonathan Land Supervisor Kasese T C Plot 177 - 179 located at the N1bara - Kilembe Fort - Portal Jutuction The Engieers teed to decide ott whether anid by ho\s

* Existing structure very close to plot boundary Has been told to change much to enlarge tile Kasese T,C rounidabouit atid howvarchitectural plans twice Was stopped to construct as the butilditig muuch land is required fromi this landowiner. I lie-reduced on visibility, did not have enioughi frontage specially if the designers of the road, NIOWHC asid Towti Counicilroundabout was enlarged to effectively cater for big trucks, no parking ineed to work on this case togetherand may reduce safely of people using atid moving around the buildingThere was a court injunction to this effect

1 3 A group of about 20 * In June/July 1999, attempts were made to make a roundabout by * tinprovemeints of Bwera jtinction need some landpeople comprising of COWI It involved land takitig - but the owner refused because lie was aquisitiotnTaxi drivers and local not compensated. Thete may be need to rernove tie taxi park to


Katuiigturto-Kasese-Fort Portal Road Feasihilits St ird) Re% iew ar(i I)ciailed Engineerlingr I )csiLilg

Kasese-Kilembe Road

Equator Road EIA (PBA) - FIinal Repoil

Namoe of Persona JOrganisation and Positioln Conintents/lilfrnoiaionProvided j Consultant's Continentsleaders at Bwera Towin soine otlier place I lie people and also CAO toldboard I is taii at rie% park %%as available buit t\xis uiloi't

v,ant to mio e assay frniii the cuireiit place ;lieplot err lIre light hrand side as orie faces iKtprridri

m ill have tro he taken over arid the nomicecomiipensated

It rotiiid alriorit v,as cieareri it v\otild mirniiose theappearance ol tlie ti)\,re

KASESE - RW\ENII SlRETCII

14 Cyclist Interviewed at Road irser * lie was ridiiig hIis bicycle on the carriaieig tbecatise iIe did riot wvanrt * tile project read has a latk of silingN\irri amba hI dige Iis sbiccle iSles to he daniaced II thlire birh smirt.ce of ihlC sholrCdei * llre'c IlmlrlI, Co tled arid pilt iiI a lc ru -.rid

* IPasemireni of shiourlders v,ill ease rhi rc ieino ts ( chsts \\ ill sCIdlols

leave the carriageway to motorists

* lie suggested that sign posts shotild he pit oei tire road and

shininig sign posts near the bridges arid sharp corniers

I 5 A group of 7 people Road risers * Ihe% identified the followvig locatioirs as black spots - _* C \Lli tsr cidc(le t(i o Complain rinio of Ire ir rrriteiviewed at Ruikoki a) Rtikoki at Wamiko Sign Post load ah lie Illolol ist

Trading Ceintre. One of b) Nyakasairga * Rernioval of fcirces aini plantirig or cinri ir ct rigthem was c) Kicoingo - There is a slope- ieed liririmps new ories naya) ivnvlve irctIr costs Wlhicih is aa imrotorist * Road widening imnay require sorime people to remirove their fenices negaitive imipact err tire people

Taxi driver * Comuplainred of water frtoii ciLIveris sicliCh is directred in i heir lhouises

arid sonrie two cyclhsts/


KatungurniKasese-Fort Portal Road- Feasibility Study, Review and Detailed Engitmerig De,sgn

Kasese-Kilembe RoadEquator Road EIA (PBA) - Final Report

APPENDIX D

PUBLIC CONSULTATION


Katunauru-Kasese-Fort Pontal Road r easibilirv Studv Review and Detajied £neineerin-DesicKasese-Kilembe RoadEquator RoadFeasibility Study: EIA - ELA. (PBA) - Final Report

APPENDIX DI: PUBLIC CONSULTATION

KASESE DISTRICT LOCAL GOVERNMENT COUNCIL HALL 26/11/1999

I INTRODUCTION

The meetinfe was convened and facilitated by Associated Consulting Engineers (ACE), specifically to

seek for people's views about the project of constructing/renovating the Kasese - Kilembe and

Equator Roads. The meetinfg started at 10.45 a.m. wvith communication from the Executive Engineer -

Ministry of works. housingz and Communications (MOWHC).

The Executive Engineer informed the people about the main purpose of the meeting. He explained

that there was need to get a an input (information) trom the local population where the roads are

going to be constructed/renovated. He subsequently invited the Chief administrative Officer (CAO) -

Kasese District. to officially open the meeting.

Chief Administrative Officer

He highly welcomed the government initiative to consult the local masses as a good participatory

planning approach. He gave an example Stirling Construction Company that constructed Kasese road

without due consultation with local people. There has therefore, been no ownership of the project for

purposes of sustainability.

Given that background. the C.A.O said this public consultation was imperative for purposes project

sustainability. He informed the meeting the road construction/renovation is priority number two of

the government of Uganda. The C.A.O. further said that the local people can stifle development

projects if not impressed upon. i.e. conscientised. This is just an emphasis of his remarks on the need

for mass participation in project planning and management.

In his final remark. he cautioned that since land belongs to the people. appropriate modalities should

be earmarked for land compensation. This will prevent land disputes between the locals and the

contractor and. or MOWCIHC (Government). However. he advised the local people to be open to the

contractors and consultants for purposes of fruitful discussion. He then declared the meeting

officiallv open.

Further Communication

The Executive Engineer informed the meeting that drainage is the biggest problem in road

construction. Therefore, there is a need to improve and, or enlarge culverts. He requested the

people's representatives to sensitise the people on what has transpired. He also emphasized that

land belongs to the people. So it should be handled carefully, ie. amicably by the concerned parties.

A case in point was getting murram for road construction. It will involve excavation of peoples land.

Scott Wilson in Association with ACE D- I April 2000

Kancnauru-Kasese-Fort Portal Road Feasibility Study Review and Detaiied Engineering DesignKasese-Kileinbe RoadEquator RoadFeasibility Study: ELA - EIA (PBA) - Final Report

which must be compensated tor.

2 Representative - Associated Consulting Engineers (ACE)

He infonned the meetino that his company (ACE) is charge of carrying out a Feasibility Studv on the

proposed renovation of the Kasese roads: namely Kaiunguru - Kasese - Fort Portal. and Kasese -

Kilembe and Equator road.

Asked when the construction would begin. he said it was not known. until the feasibility study is

complete. He accordingly sought foi people's views on the feasibility study.

The ACE representative informed the people about the width of the roads in terms of carriage wavs

and shoulders. However. he said that the general guideline for road width with reserve is 30m.

Katunguru - Kasese: Carriage wav 6.0m. Shoulder 1.5m

Kilembe: Carriage way 5.6m. Shoulder 1.5 m

Equator Road: Carriage way 6.0m. Slioulder 1.5m

He noted that there is a provision in the project document to widen the carriage ways up to 6.0m.

He informed the people about the bridges earmarked to be renovated.

Mobuku bridge

Nvambwamba bridge

Mpondwe bridge

* Other road requirements:

- To check all culverts for due repair.

- Pavements will be made

- Road fturniture and paint marking especially special signing at sharp corners, will be

provided.

3 People's Reaction/Submission

The speaker of Kasese District Local Government Council, appreciated the initiative of public

consultation. But he hoped that the project would be implemented as planned. On the drainage

system. he cited some areas that should be worked on. namely, Katoro area (where there is a ridge)

and Bukungara Vallev on Equator road.

Scott Wilson in Association with ACE D- 2 April 2000

Katunguru-Kasese-Fort Pbrtal Road reasibilitt Study Re- iew ar,d Detailed EnFiineering Design

Kasese-Kilembe Road

Equator RoadFeasibility Study: EJA - EIA (PBA) - Final Report

The Executive Enzineer inforned the people that most bridges are catered for in the contingencv

plans of the project.

The Clhairman works committee. Kasese District Local Council (KDLC). added other areas that need

to be worked on dufing the project. Un Bwera road. there is staenant water at many areas/ipoints (No

specific points). There is no culvert at Pokopoka. This also causes stagnant water nvhich affects

people's movement and sanitation.

The speaker mentioned other areas like Karambi. customs which have stagnant water.

There is need for a Zebra-crossing as you approach Kasese ToNvn. due to heavy traffic. Bwera Town

needs round about at the junction. Tlle junction is a potential accident area, but drivers have only

been careflul.

3.1 Projects Benefits

item Benefits. Beneficianes .

I Tourism - Hoteliers, Government

Improved Trade - Transporters, manutacturers. central govemment, local govemment ( Kasese

District), traders, farmers (Women and men)

3 Employment - Women, men and youth

4 Reduced transport and vehicle All road users and vehicle owners

operational costs

5 linproved accessibility - All the people

6 Reduced accidents - Motorists, cyclists t Boda-boda) travelers and pedestrians

7 Improved marketing leading to - Women, men, youth, local governments (taxes)

increased production

8 Improved standard of Living from - Women, men, youth, local governments (taxes)

improved incomes

9 More industnes - Iivestors, Kasese district local govemment. youth. men and women.

10 General increased revenue collection - Kasese distnct

I I Urbanisation Local communities and road users.

12 Improved security - Kasese District and country at large

13. Time saving - Road users

14. Reduced road maintenance costs - MOWH-IC

15. Prestige - Local communities

16. Reduced health hazards e.g. dust - Road users, people aiong the road

17. Improved road safety - School children. teachers and local communication

3.2 Project Negative Impacts and Mitigation Measures

tiem- Elemne-ntlmpat Most Affected -. Mitigaiior Measure Rensibdntv -


Katunguru-Kasese-Fort Portal Road Feasibility Studv Review and Detailei Engineering Design

Kasese-Kilembe Road

Equator RoadFeasibility Study: ELA - EIA (PBA) - Final Report

Item Element/Impact MostAffected [ Mitigauion Measure :Responsibility i

i Environniental degradation. - Land owners and land - Tree planting, borrow pit Contractor, MOWHC, and

e g. borrow pits itself. women and men. restoration. collaboration the local community

w ith Distnct Environment

Officer

2 Loss ot propertm and crops - Local C oii1unitv- Compensation after proper - MOWHC, Contractor.

assessment and in time. Local leaders, CAO, and

- Advance awareness and valuers.

warning.

- Clear road demarcation.

l ncreased road accidents - School children, cyciists, - Road fumiture. community - MOWHC, schools, police,

-road tisers. and animals, awareness, proper training of Local Council 5, Road Safery

drivers. Committees and Kasese Taxi

Operators and Drivers

Association (KATODA)

5 U Ltilities - Uganioa Electricity Boards - Networking with utihity - Contractor, utility

(UEB) mianagers managers and conmnunity.

- National Water and - Involve local communities

Sewerage Corporation

(NW&SC!

- Uganda Telecom Ltd

- Kasese town Council

(KTC)

6 Wildlife - Queeni Elizabeth National Road furniture - Drivers. police

Park - Law enforcement - Contractors, game wardens

- Increase awareness

Urbanisation - prostitution - Youthl. women, men and - Law enforcement - Police and local leaders

anid thefts/robberies childrei - Police patrol

- Community sensitisation

3.2.1 Compensation

Further clarification was sought on compensation modalities as this was quite a contentious issue.

The Executive Engineer said that property can be valued by the government valuer and the MOWHC

effects pavment. But the contractor can also pay if the contract states so.

The Kasese Town Council Engineer informed the people that there can be compulsory land take

/acquisition in public interest.

The Kasese Town Council Land valuer said that the chief Government Valuer, through the district

valuer and District Compensation Committee makes arrangements to pay people through the C.A.O's

office.

A member informed the meeting that Kasese Cobalt Company Ltd (KCCL) had a problem, when they

paidlcompensated the locals through Kasese Town Council. He advised the MOWHC to deal


Katunguru-Kasese-Fort Portal Road Feasibiliit Stuav-Review and Detailed E:ngineerinL' Desim

Kasese-Kilembe Road

Equator RoadFeasibility Study: ELA - EtA (PBA) - Final Report

directly with the local people.

The Environmental Officer KCCL advised that there is need for neutral person(s) identified by the

MOVv1-IC to assess property for compensation. The lawNyer should be on the assessment committee.

The C.A.O advised the local leaders to do a lot of Community sensitisation in as far as

compensation is concerned.

4 Factors Affecting Project lmplementation

a) Lack of Community Involvement in supenrision

b) Thefts e.g. fuel siphoning

c) Delays in compensation

d) Poor qualitv construction materials

e) Inadequate funding

f) Poor Workmanship

g) Poor Engineering Design

h) Floods and Earth quakes

4.1 Observation

It was observed that this project planning needs to envisage other future development plans in the

district. For instance an International Airport is due to be constructed and it will lead to increased

traffic. So project designers need to take note of this. The ACE representative took note of it.

The C.A.O discouraged the contractors to import unskilled labour as the district has enough.

5 Social institutions along the project roads.

5.1 Subcounties;

5.1.1 Equator Road:

- Lake Katwe

- Kisinga

- Mukunyu

- Nvakivumbu

- Bwera

- Kaarambi


Katunguru-Kasese-Fort Portai Road Feasibihit Studv Review and Detaiied Engineerinc DesignKasese-Kilembe RoadEquator RoadFeasibilitn Study: EL,. - ELA (PBA) - Final Report

5.1.2 Kilembe Road:

Rukoki

TKilembe

5.1.3 Katunguru - Rwimi Road

- Lake Katwe

- Muhorva

- Bugove

- Karusandara- Maliba

- Kichwamba

5.2 Schools:

5.2.1 Equator Road:

- Busunga Primary School

- Kiburara Primary School

- SAAD Primarv School

- St. John's Seminarv - Kiburara PS

- Kinyamaseke P.S.

- St. Andrews S.S.

- St John's - Bukangara P.S

- Katojo P. S.

- St. Coboni P.S

- Mpondwe P.S

- Bwera High

- Nyabugando P.S.

- Nvakahya P.S.

- Bwera Demonstration P.S.

- Kvaminya-Wande P.S.

- Bwera Teachers' College

5.2.2 Kilembe Road

- Railway P.S.

- Kasese progressive school


KatunEuru-Kasese-Fort Portai Roau 1teasIDijitv Stuam Review and Detailed Enimeerina Desismn

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- Kasese High

- Kasese Junior

- Celak Caterina Institute

- Mother care upper P.S

- Rock P.S

- Base Camp P.S

- Kasese P. S.

- Mother Care infant Section P.S

- Namubanga P.S

- Katiri P.S.

- Bulembva P.S

Royal Rangers Secondarn School

K\Kvaljuki P.S

Kilembe Junior

Road barrier P.S.

5.2.3 Katunguru - Rwimi Road

- Katunguru P.S.

- Muhokva P.S.

- Kamayiba P.S.

- Kasese S.D.A. P.S.

- Equator Model P.S.

- Kasese Technical Institute

- Kasese Moslem P.S.

- Airstrip P.S. and Secondary Schools

Nvakasanga Government P.S.

Nvakasanga St. Peters P.S.

Asaba P.S

Kanvangeva P. S.

Kogele P.S.

Ssebwe P.S.

Mobuku P.S.

Mobuku Moslem

St Joseph's Hima P.S

lIima Hill academy Secondary School

King Jesus Secondarv School

Regendabara Secondary School


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5.3 Health Centres

5.3.1 Equator Road

Kinvamaseke Health Centre (HC)

Bwera Hospital

Katolhu sub-dispensari

Nvabugando Dispensary

5.3.2 Kilembe Road

- Kasese Town Council Health Centre

- Kilembe Hospital

- Kilembe Dispensary


Katunguru-Kasese-Fort Porral Ruoat eusbilitv Study Rev ew and Detailed Eauineerine Design,

Kasese-Kilembe RoadEquator RoadFeasibilih, Study: EIA - EtA (PBA) - Final Report

5.3.3 Katunguru - Rwvimi Road

Muhokya Dispensary

Katunguru sub-dispensary

Kasese Moslem Dispensary

St. Paul's Health Centre

Rukoki Dispensary

Mobuku lrrigation Dispensarn

Hima Cement Uganda Ltd Health Centre

Hima Dispensary

5.4 Markets and Trading Centres

5.4.1 Equator Road

Kikorongo Market and Trading Centre i M&TC)

- Kiburara M & TC

- Mailo Kumu M&TC

- Kinvamaseke M & TC

- Bukangara M & TC

- Katolhu M & TC

- Kibala M & TC

- Rusese M & TC

- Bwera M & TC

- Nvambuka M & TC

- Nvabugando M & TC

- Mpondwe Customs Market

Rubirha Market

5.4.2 Kilembe Road

- Kasese Trading Centre

- Base Camp Market

- Katonzi Market

- Railway Market

- Katiri Market

- Kyanjuki Market

-. Road barrier market


Katunguru-Kasese-Fort Portal Road Feasibility Studv Review and Detailed Engineering DesignKasese-Kilembe RoadEquator RoadFeasibility Study: EIA - EIA (PBA) - Final Report

5.4.3 Katunguru- Rwimi

- Katunguru Market and Trading Centre

- Kahendero Market

- Muhokva Market

- Kasese Market

- Nyakasanga Market

- Kisagazi Market

- Rukoki Market

- Majengo Market

- Kieoro Mark-et

- Mwaro Market

- Mobuku M & TC

- Rugendabara M & T C

- Kinvamwenge M & T C

- HimaM&TC

- Kihogo M & T C

- Kikongo Market

6 Institutional Arrangments for Compensation

People were informed by the moderator that there xvas need for an institutional arrangement to

handle compensation matters that may arise during project implementation. The moderator advised

people to identifv neutral people/parties to form the institutional arrangement.

The Structure below was proposed.

Note: Details pertaining compensation can be obtained in 3.2.1

At the subcounty level. the production and environment 'committee. as well as the

secretary for production and environment should directly be involved in compensation

matters.

The above can provide channels through which the public can submit their concerns

regarding project implementation i.e road construction.

7 Any Other Issues

The following are other concerns of social nature that can be mitigated by the


Katunguru-Kasese-Fort Portal Road Feasibility Studv Review and Detailed Engineering DesignKasese-Kilembe RoadEquator RoadFeasibility Study: EIA - EIA (PBA) - Final Report

project.

Mr Muhindo B.M. clhairperson LC 111 Rukloki subcounty wants flooded areas of

Nvamnusamba river at Kigoro Trading Centre to be controlled.

The Chief Engineer Kilembe Mines ltd identified the 2.1 Km stretch of Kyanjuki on

Kasese - Kilembe road to be added on the project. He urged that this road serves a secondary

school. two primary schools and a big housing estate.

The Headmaster Mpondwe Primary School requested for road signs. humnps and

Zebra crossing around the school (Equator Road). He argued that, the school has 1704 pupils

including those with disabilities. The pupils normally fail to cross the road because it is

busy.

The Headmaster Mother Care Preparatory School asked for humps on Kilembe -

Kasese road. He states that manv lives have lost, where children of Kasese P.S.. Rock P.S.

Mother Care P.S.. Kasese HigQh School and Celak cross daily. The Zebra Crossing has not

helped much.

Below are specific engineering requests made

a) Culverts on Kasese - Kilembe road

- CTGolf Club Junction

- Kibenge

the end of Road Barrier

- Kyenjo;o

- Recreation Club

b) The road in Hima Town Centre requires bridges on the trenches, humps to

reduce accidents.

c) On Katunguru - Fort Portal Road.

- humps are needed at Hima Township, Mukhoka Town and

Katunguru Town.

- Bridge on Hima River

- Culverts are also needed, especially between Mobuku town and

cobalt powver house.

Scott Wilson in Association witl ACE D- 11 April 2000

Katunguru-Kasese-Fort Portal Road Feasibilin, Study Review and Detailed Engineering Design

Kasese-Kilembe RoadEquator RoadFeasibility Study: EIA - EIA (PBA) - Final Report

d) Equator Road

Bridge on Bukangara river should be renovated.

Road signs arc needed at the school near the Eucalyptus forest as vou come

from Bwera. and at Bukanara bridge.

8 Closure

The moderator thanked all the participants for their rich contribution to the public

consultation. He handed over to the Executive Engineer who also appreciated participants

contribution. He officially closed the meeting at 3.00 p.m


Katunzuru-Kasese-Fort Portai i.oau I-easibilirv Study Review and Detai;ed Engineering Design

Kasese-Kilembe Road


LIST OF PEOPLE ATTENDING

No. Name Designation

I. Ven Rev. Joseph Bwambale Vicar - Kogere C.O. U

2. Tom Maate Chairman III - Kiswamba

3. Y. Ngarama C/E KML

4. Mbvamira Geoffrey H/Teacher. Katojo P/S

5. Kasirika Bonnv lleadteacher. St. Comboni P/S

6. Mwanje Joseph [-leadteacher. St. John's Bukanga

7. Kasimbazi David AG. Town Engineer Kasese Town Council

8. Museruka Israel Isaac Chairperson LCIV Busungorva

9. John Rwaboga Hima Cement Ltd.

10. Katumiro Alex District Physical Planner

11. Muhindo L Sec. of C/man L.C.V

12. Mbulire Alalia Chairperson LC III Munkunyu S/C

13. Munvazikwive N.T District AGAC Officer

14. Tinkasimire John Sec/Tech & Works

15. Balvebuga Godfrey Headteachwer - Kyanjuki P/S

16. Kule Asa Musunguzi Dist. Em. Officer

17. Kirungi K Steven HI/M Basecamp P.S.

18. Muzamilu K Bisanga Director KCF/L Katwe S/County

19. Cosmas Byaruhanga C/Man LC III Kasese Town Council

20. Kabatooro M Batholemew Headmaster Katwe Quran P/S

21. Basaliza Ithungu Florence Il/Tr St. Joseph s Hima

22. Muhindo B. M. Johnson C/P LC mI Rukoki Model School

23. Mugabo Charles HlTr Rukoki Model School

24. Omwigarire Mary Environmnet Officer

25. Muliro Wilson H-/M Kasese Progressive S.S

26. Begyele Abraham LC m C/P Kilinde S.K

27. Muthubva Solumen D/Headmaster Mukunyu S.S

28. Kansiime Margaret Headmistress Rugendabara P S

29. Tibelva Manimba Headteacher Muhokya

30. Twesigawe Benson H/T Mathercare P/S

31. Syauswa Ali Headmaster

32. Ellys Mwatri C/man - Works

33. Masereka I Jamil Headteacher

34. Kanvaruguru K.M O/C/Chief Kilembe S/C


Karunauru-Kasese-Fort Portal Road Feasibility Sway Rev iew and Detailed Engineering Design

Kasese-Kilembe Road


No. Name |Desiumation

3 5. Masereka M Charles lDeputy H/Teacher Busunga P/S

36. A.nute Jofred I (XC Traffic Kasese

37. Baita Pascal ACAO for CAO

38. Muhindo Jonathan Valuer/land Supenrisor - Kasese Town Council

39. Masereka Maliseri UIrban Committee Member (K.T.C.)

40. Baguma Raphael LC III Chairperson - Busule

41. Bwambale Johnson Chairman LCIII Muhokva

42. Absolm Baluku .%.E.O.I K.T.C.

43. Matholi Wilson rIJrban Commiittee Member (KKTC) H/T Karwe Primary

School

44. Baluku Hassan Headmaster Mubuku Moslem

45. Kamacooko Albert Director Airstrip Sec. School

46. Mwesigwa Jackson Sec. Tech. S & Works - LC III - Karambi

47. Baguma Bonnv' Chairperson LC III Nyakivumba

48. Baluku Charles Deputy Speaker KDLG

49 Julius Mughuma T Ag. Town Clerk KTC

50 | Mubingwa Zepher Secretarv Sience for District Chairman

51 IKabvangia F J lleadmaster Hima P. S.

52 Ruth Kahwa baluku Production Marketing


Katungwu-KAsese-FPrt Port Road Feasibility Study Review and Detailed Engineering Design

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APPENDIX D2: PUBLIC CONSULTATION

FORT PORTAL MUNICIPAL COMMUNITY HALL 26/11/99

Scon Wilson in Association with ACE April 2000

REPORT OF KATUNGlRU - KASESE - FORT PORTAL ROADPUBLIC CONSULTATION MI[EET HELD ON 26/11/99AT THE FORT PORTAL MUJNICIPAL COMINIUNITY HALL

INTRODUCTION

The meeting started with a remark from the Executive Engineer Ministry of Works Housing and CommunicationKabalore District, who welcomed the people and apologised for the confusion over the venue of the meeting place.He informed the public that, the meenng was convened to consult them on several issues regarding the proposedconstruction and renovation of the fort Portal - Rweimi road. He gave a brief background to the project.Feasibility studies were being undertaken by ACE/Scott Wilson collaboration and it was a requirement by WorldBank (the funder of the project) to carry out these public consultations.

He introduced representatives of ACE. Namely Engineer P Kalungi. Ms Lubanga Rosalind - Sociologist and Mr.Bbosa Ronald. He also introduced the local dignitaries from whom he invited the mayor of Fort Portal Municipalityto officially open the Meeting.

Mayors Address

He was appreciative of the proposed project and the approach to consult the public, he noted that this was the firsttime he was observing people being consulted over road matters. He appealed to all members present to give thenecessary information and after which he declared the meeting open.

Briefing on proposed engineering plans on the Katunguru - Kasese - Fort Portal road by Engineer PaulKalungi.

He started by reviewing the present status of the road and the proposed interventions on the Fort Portal to RwniiSection. He informed members that the carriageway was narrow and it lacked shoulders. The plan was to bewidened the road to about 6 metres. It will follow the current alignment. This section has very many sharpcorners and these will not be tempered with because of the high costs involved. The plan also involves improvingdrainage. Road widening may require creation of road diversions in the course of constructing and may needmurram obtainable from individual person's borrow pits.

The purpose of the meeting was to obtain people's views, on how they could facilitate the contractors work duringconstruction, identify possible problems that may arise during and after construction and how these could beaddressed.

Discussions

Ms Rosalid Lubanga led the participants into the next session of the day's activities in which they were divided intotwo groups of about 14 people each, to brainstom and identify the likely positive and negative consequences of theproject and devise workable solutions at the different stages of the project.

By the end of this session, ideas, views and concerns of the people that were in the groups were discussed andcontentious issues debated in order to come up with a common stand.

1 a) Social and Economic problems facing the district.

Members were asked about the problems, they generated the following list.

- unemployment among the youth- power struggles e.g. those aiming at splitting the district.- insecurity- low levels of literacy as a result of high school drop out rates and few institutions of higher

leaming- lack of constant power supply

- low level of industrialisation. a few existing industries included maize mills. tea factones. diaryfactories.

b) Problems of using the current road

The participants were asked for the problems of using the current road.

- Accidents - because the road is narrow, this evidenced when motorists and cyclists are over takingeach other and pedestrians especially school children are the victims.

- poor maintenance, due to busy reserves which reduce the visibility for drivers thus increasing thepossibilitv of accidents

- Too many corners because of the terrain

- No road signs

- Animals grazing on road reserves.

c) Mode of land acquisition

Members were asked about how land was acquired

It was reported that land was acquired through: inheritance, purchase and government allocations such asin the case of resettlement schemes and work camps.

2 The role of the rod in solving the socio-economic problems facing the district-

Members were asked the ways in which the improvement of the Fort Portal - Rwimi road would help insolving the identified socio economic problems and those specific to the road. Some problems might besolved while others may not while may be aggravated.

Problems that might be partly addressed included:

- unemployment: the unemployed may obtain work on the road works.* improvement in agricultural production could only be attained with improved access roads.

accident would be reduced if road safety signs and sign posters are put on the roads.

3 a) Members present were asked for the anticipated negative effect on different people living near and off theroad, road users (motorists, cyclists, and pedestrians. and people of different gender and ages) during thedifferent phases of the project.

The table below summanses the anticipated problems and mutigation measures

The anticipated problems and mitigation measures dunng the different phases of the renovation constructionexercise

Positive and Negative Effects

Item Project Anticipated Problems Mitigation MeasuresPhases

1. Preparatory - Land take for camp sites - Prompt negotiations- Compensation agreements

- Weather (heavy rains) - Timing of season

2. Construction - Accidents - Road signs and guides- Crop destruction - Early warning- Breach of compensation - Compensation timelyagreement- Air pollution - Watering and proper servicing of

machinery- Access roads blocked - Reinstate access roads- Smuggling fuel - Sensitization /intensive supervision

- Land take (for diversions) - Compensation- Soil erosion - Grass cover- Break up families (contractors - Labour relations person to cautionuse their money to seduce workers against interfering withwomen) cases of rape and families.defilement.

- Girls in schools along the road besensitized by their teachers.

- Culturally the men will have tomarry the girl in the event ofpregnancy

- Community to slect a person toliase with contractor.

4. After - Soil Erosion - Cover with grassConstruction

- Drainage - Proper drainage construction- followed up drainage channel adistant- avoid pouring water in people'shouses/compounds

- Open Surfaces (borrow pits) - Refill the borrows pits- Accidents ( over speeding) - Road signs, traffic control- Diversions - Cover the diversions with grass- Earth quakes cracking the road - Better engineering design.

3 b) Constraints to effective utilisation of renovated roads members were asked for factors that may constrainfull and effective utilisation of the renovated roads.

Insurgencies (political instability) as a result of improved and faster move.

low azricultural production - despite the improvement of the road, low levels of agriculturalproduction would mean that the road mav not be put to full utility.Transport fares would go up. This view was supported by the fact that previous expenences withimprovement Fort - Portal - Kyenjojo road had lead to the deployment of more policemen. Thismade the transport fares to go up, because the regulation requiring taxis to car-v 3 people per seatwould be enforced. The result would be reduced movement of people.

4. In which way could people affect. hinder or facilitate renovation work?

The moderator wanted to get labour including women to work on the roads and the response wasaffirmative, participants added that women were already involved in public works like slashing andcleaning the streets of the municipality and further that information would be given to people about theavailability of jobs through radio Tooro (VOT) in addition to the press.

5. a) Compensation

The secretarv to the District Land Board which had been recently instituted made the followingclarifications regarding permanent and temporary land take

- The CAO is responsible for compensation issues since he is the Chief Accounting Officer andreports to the Permanent Secretary of the Ministry of Works.

- The district has got a Land Board, a Land Office, and a Town Council Land Board.

- The Land Board of each district has the power to compile compensation rates in view of nonpermanent aspects e.g. animals, crops, buildings-section 60 of the Land Act of June 1998.

- Compensation rates differ for different crops and matrenals.

- The district doesn't have a Valuer (The service commission has re-advertised the position but hasso far not been able to obtain one.

- That section 74 (1) of the Land Act holds that the Ministry can take land in the event of failure toagree with the owner of the land - in agreement with the established rates as per the district inquestion.

Monitoring of stakeholder compensation.

5 b) The participants pointed out that monitoring was handled by the Local Council III and the CAO's office.Individual could also employ the service of law firms at their cost.

There was a concern that the process of handling compensation by Government machinery is slow. Theprocedure would normally involve sending, a technical team including, the valuer and other like thesurvey, the District Agricultural officer to do assessments which are sent to the District Engineer then thePermanent Secretary, Ministry of Works, who makes a budgetary allocation during the following fmnancialyear and money is sent to the CAOs office.

Participants expressed a need for the affected people to be directly compensated by the contractor.

C) Road Reserves

Extent to which people are aware of temparing with road reserves.

- It was reported that people had some knowledge about prohibitions of using road reserves.

- Road committees are supposed to sensitize people about road reserves - The chairman of the roadcommittee is the sub county head.

- There was laxity in enforcing regulations goveming road use.

- Conceming the handling of people doing farming and other activities along the road whenconstruction work starts, members agreed that there was a need for advance warning of 3 - 6 months.

- There was also a reported need for the use of the media and seminars to sensitize the public

- Members resolved that the following would be charged with making enchroachers aware.

- LCs' - media advertisement- Road Comm;ttees - Office of the District Engineer- Technical Staff

6. Institutional arrangement and capacities to manage information, monitor mitigation measures and enforcecompensation agreements.

- Members present agreed that the LCI III community liaison offices should work hand in handwith the public relations officer for the contractors to handle problems as they arise.

- Participants also agreed that LCs, chiefs and land commnittees would be entrusted with theresponsibility of handling the views and concerns of the public at the different stages ofconstruction.

- The District Engineer informed the participants that there were no bye laws restricting camping,but they were of the view that the following places should not be used for camping purposes.

- cultural sites

- near wet land

- near trading centres

- near public institutions.

- The moderator asked for information conceming the skills the community needed to fullyparticipate in monitoring, mitigation measures and road maintenance after construction.

- maintenance of drainage channels- road use- meanings of road signs

Other Issues Raised

1 The start of construction work may be influenced by:

- Politicians

- Contractors

2. Many road corners implied that

- road signs and guard rails should be installed on the road

3. Members suggested that the existing road net work i.e. Fort Portal - Kazingo - Matasndai - Rubana bemaintained.

4. Suggestion on Contractor - public relationship -- proper assessment of people's property- prompt assessment and compensation.

The representative for the CAO, Mr. Kaija Samuel provided a closing remark and re-emphasized the need foradequate assessment, to avoid repeating the exercise and called upon the contractors to ensure prompt compensationpayment. He reiterated the need for the road and the importance of road reserves and urged the community toparticipate by working harmoniously with the contractors. Mr. Kaija warned the contractors of careless driving andbrought it out clearly that on a number of occasions people's vehicles have been hit by turning and over speedingtrucks of the Contractors.

In a further remark he wamed the contractors of breach of contract (failure to implement what the participants hadagreed on) and the need for sensitization and early waming.

There being no further business the meeting was adjoumed at 1.35 p.m.

These are the Schools/Trading Centres/Markets and Health Centres along Fort Portal - Rwimi Road.

Distance in Km from junction to Kampala Road

7.0 KABALORE MUNICIPALITY

Schools

Mpanga Senior Secondary SchoolBuhingi Primary SchoolKyebambe Senior Secondary and Primary School - aprox. 3.0 kmVirika Primary SchoolMaria Goretti Primary School

Buhinga Medical School

Markets

Mpanga market

Hospitals

Kabalore hospital - I km

7.1 Kachwambwa

SchoolsSt. Peter and Pauls Pnmary SchoolSt Leos' Senior Secondary School - 2 Km - LHSSt. Pauls National Seminary, Kinvamasika - I km - LHSSt. Josephs Technical Institute - I km - LHSSt. Judes Primary School, KyesobeKihembo Hill Memoria College Primary School and Technical School

Clinic

-Kihembo Community Clinic

7.2 Kasusu

SchoolSt Johns Junior School - I km off set)

8.0 BURUNYA COUNITY

8.1 Karambi Sub countv startsSchoolsKarambi Primary

Hospital

Nakku Clinic

8.2 Start of Mugusu Sub-countv

SchoolsBurunga Primary SchoolMugusu Primary SchoolNyansozi Primary School - 1km LHS

Mugusu Trading CentreMugusu MarketMugusu Sub-county Headquarters

8.3 (start of Buheesi sub-county)

SchoolsBunyangabu CountyBuheesi High School - 4 km offset: sub countyBuheesi day care orphans centre

MarketBuheesi market

8.4 (Start of Kisomoro Sub-county)

Markets

Rubona Trading CenterRubona MarketKicuncu Trading CentreNyakyumba market

Kisomoro sub-county Headquarters

SchoolsKabala Primary School - I km LHSCanon Apolo Core PTCRubona Primary SchoolRubona Secondary SchoolKisomoro Primary SchoolNyakigumba Great Mixed AcademyBusiita Primary SchoolCanon Apolo Core PTC

Hospitals

Kisomoro Health CentreRubona Health Centre

8.5 Start of Kibiito Sub-countv

SchoolsSt Kizito. Yerva Nurserv SchoolSt. Johns Primary SchoolCanon Apollo Care PTC.Kibiito vocational training InstituteKibiito Secondary SchoolKibiito Day and Boarding Primary SchoolKibiito College of Commerce & Technical StudiesKabale Muslim Primary SchoolKibuga Primary SchoolBunjojo Primary SchoolKasunganyanja Primary SchoolNtambi Primary School

MarketsKibiito marketKabale market

Trading CentresKabale Trading CentreKimbiri Trading CentreKasunganyanja Trading CentreKibiito County Headquarters

Hospitals

Yerya Health CentreKibiito Government Health CentreDoroth ClinicKasunganyanja Health Centre

8.6 Start of Rwimi Sub-County

Schools

Rwimi Primary SchoolRwirni Nursery SchoolRwimi Secondary School

HospitalsRwimi Health Clinic

MarketRwimi Market

Rwimi Trading Centre

PRESENT

Item Name [ Position Address1. Rusongoza Patrick K. Municipal Engineer Fort Portal M.C2. Mrs. Musana Busugu Mpolo

Kasimbazi Joseph Journalist Box 399 - Fort Portal4. Vanice kagaba (Mrs) Head Teacher - Mugusu P/S Box 236 F/Portal5. Mijumbi David District Engineer Rep. Works Dept. 38 F/Portal6. Mugisa Threza Karambi P/S Box 54 - F/Portal7. Rubombora John Chairperson Karambi S/C8. Rubaale Apaine S. Mugusu Sub-county9. Bob Kaganda Mayor Box 24 - F/Portal10. Ekel Alfred Representative, NWSC Box 805 Fort Portal11. Mugisha Lawrence Kasungonyanja P/S Box 10 Kibiito12. Mbabazi Margaret V/C Person L.C.III - Rwimi S/C13. Magezi Deograias S/C iC Buheesi S/C14. Mushabe B John C/P LC III Rwimi S/C15. Ahimbisibwe Caleb S!C/C Karambi16. Moses Ikagobya Chairman LC III Buheesi S/county17. Kaija Samuel for CAO / Kabarole Box 38. Fort Portal18. Itorot A 0 Senior Staff Surveyor Box 32 - F/Portal19. Mbabazi Paul for RDC Kabarole20. Karugaba David Elder Kisomoro21. G K Mpaka Secretary, District Land Board Box 32 - F/Portal22. Azoora David Dist. Environment Officer Box 38, F/Portal23. Joln Diisi Sec. for Works Kibiito S/C24. Mugaa Tom Cadre Mobiliser Pass Office - Kampala25. Dr. Toa Gordon V 0/C Rubona Stock Farm Box 284 F/Portal26. Molly Nkoba RDC Officer Fort Portal27. Mugenvi Irene Rubona P. School Kisomoro

Katunguru-Kasese-Fort Portal Road Feasibility-Stud Reviewand Detailed Enginzeri& Design .Kasese-Kilemnbe RoadEquator Road EIA(PBA) - DraftFinal Report

APPENDIX E

ACCIDENT DETAILS


Katungtirto-Kasese-Fort Poltal Road Feasibility Stundv Rex iew anid Detailed l1nginieefring Djesiot

Kasese-Kilembe Road

Equator Road EIA(PBA) - I)raflFinal Report

ACCIDENT DETAILS

Locattin | CbDth8 | Issue , |uc Suggested AdmiOlt ,R| conetieoided by

FORT PORTAL - RNEII SECTION

Muchwa Junction T-jtnction people drive carelessly * "Need some form of romiidahouit or a big NMr ii Donigo - Police Office In (harge

stop" Traffic

No. of accidents: * Need sign posts

.196 - one case (road was rotighi thietn)

1997 - four cases (fatal)

1998 six cases (fatal)

1999 - four cases (fatal)

Kastinga nyanija Tlhere is a school and healthi centre on oiie side * Speed Runimips Nti 11 Dio g( - Il loh MIcc ii I liII

shops aiid %%eekly market on another Hiis . Pedestrian hll oxei itallic

section of road is on a slope and maniy people * Sigii Posts

cross the road.

No. of Accidents1996 -2

1997 3

1998- 3

All were fatal involving mostly childreni

Mlogusu Overtuninig in the corner due to sharp bends (See Enginieer s Sriggestioiis)

KASESE - KILENIBE SECTION

Kilentbe Road Fatal accidents involving mostly children Small speed bumps Traffic Police

Police Camp and There are Primary Schools nansely.

National water Offices Kasese PrimnaryRock Primary Sschool

Niother Care Primary School

Kasese High School

There is also a dispensary

* Base Camp 37 accidents in last 3 years (1997 - 1999 Speed bhmnps Project EngiineerSign Posts Works Enginieer

* Road Barriers_ _ation_wit__ACE_E_1_April_2000

Scott Wilson in Association with ACE E-l April 2010(1

Kattumigirti-Kasese-Fort Portal Road Feasibilits Study Reievi atid D)etailed Elnginecering l)esigoKasese-Kiletube Road

Equator Road EIA(PBA) - DraftFiial Report

Location Chainage |stie | Sugge trd Action ReuttiAiiidt ..

Police

KASESE - FORT PORTAL. SECTION* Caltex 95 road accidenits, somse fatal ii last 3 years Speed control uteastires inclidinig sigii posts aid Police traffic office - FK asese

* I;igoro (1997- 1999) Speed bumitps Road Isers iniervie\e( at Riikoki

* Ruikoki Parkiig at tile iiarket place at Ruikoki

* Mlubuku

Nyakasanga I at LC 2 I 1Km - Kasese - Fort Shares the 95 road accilenits ntetitioiued above Speed btmips Police

Chairman's place Mir. Portal Road Is accident puonie because of tile playgrounid. Iand supervisoi

Miusoke Emmanuel Road tiseis iiiiei esed at Rtikoki I

* Ilima Parking for big trucks

* Kilioko Speed control measmies

* Karunigi Bati Sign Posts

MBARARA - KATUNCIJRU - KASESE ROAD

* Kasese Cobalt Itd 30 road accidents in last 3 yeais (1997 - 1999) Speed control measuires e g Speed buiiips Police ' raffic Officer

* Mbarara Junction Sigiiing Ploject Fiigiiieer

* Kikorogo Junction Rotiiidabouit

* Katu,nguru _ _ __

EQUATOR ROAD

* Kahokya 25 accidents ii last 3 years (1997 - 1999) Speed Control measuires Engitteer to confiri

* Kiburars Roundabout

* Bwera Town n __KILEMBIRE ROAD

* Base Camp 1 37 accidents in last 3 years (1997 - 1999) Speed bumps Project Engitieer* Road Barrier I Sign posts Works Etigiricer

*______________________ Road Barrirr__________ _ T1'ralfic Police

Scott Wilson in Association with ACE E-2 April 2000

Katungur-Kasese-Fort Portal Road Feasibility Study Review and Detailed Engineeuing Design


APPENDIX F

RESPONSE TO ISSUES RAISED BY CONSULTATION

Scon Wilson in Association with ACE April 2000

Katoiiguru-Kasese-Foil Plortal Road l b 'sihilitv Stiid Kc\ ieVI and I )ctLiledi I ;rginice inig t)esigI

Kasese-Kilembe Road

Equator Road I IA(SCA) - Finial Report

Issue Reference Response With reference to appropriate section of assessment or Mlanagement Plan where this

Issues has been atddressetl

Need to agree scope ofstiid5 sii hNENIA Appendix C - lieni I Necessary preliminiary paperwork has been subimitted to NENI 11El5 \\'ill be subject to NEN1A

assessment procedure

Potential for damage in QENP Appendix C - Itemii 2 Various measures to protect the Park have been specified in the EIA Tables 7 2 and 7 3

'BIOLOGICAL ENVIRONNIENT" sectionis

Damage to froitages of hiiildiiius Appendix C - lteii S Specificationi of reqisenileil to rectit\ any darnLage in SC\ lable, [*IRi:( I I I ( IS -

degradation of land valie as a result of niadequiate reinstateiienit'

Clear definition required of road reserve and Appendix C - Iteis 9 and 10 Sensitisation of comniunities as to extent of road rcserves specified SCA in DIREC'T EFFECTS -

mainteniance Loss of Land and Crops

Need for foressarnilg ofcominijilities Appendix C -itenm 9 Forewarning of coniuniiiiities specified toi SCA Table 7 2 "DIRE( I EFFECTS - I oss of I mid and

Appetidix Dl -Section 3 Crops iiiid Communiity Disuiubamice

Appendix D2 Section Sc

Disruption and risk to safety of local communities Appendix D2 - Section3 Sensitisation of commutnities and monitoring of workforce as specified in SCA Table 7 2 "D)IRECT

as a result of presence of workforce -threats to EFFECTS" Communnity Disturbance as a tesuilt of presence of aliell workforce

safety, women etc

Damage to water supply duritig constrtictiots Appendix C - item 12 Forewarning of titility companies atsd of affected commtnities specified in SCA Table 7 2 -)IREC I

EFFECTS - Interruptiots of supplies and temporary access restrictionis durinig constriction'

Damage to bikes owing to rough nature of road Appendix C - lienm 16 As part of proposals shoulders will be sealed where there is use by cyclists

shoulders

Insufficient drainage has been identified at variouts Appendix Dl - Sections 3 and 7 A conmprehensive progranime of improvements to draitnage will be titidertakeni as part of the scheme is

locations including Appenidix C - Items 8 anid 16 specified in EIA Table 7 2 "PII''SICAL ENVIRONNIENT -Changes o it aterfloi

* Katoro area (where there is a ridge)

* Bukungara Valley

* On Bwera road, there is stagnant water at

many areas/points.


F-I

Kattinguiu-Kasese-Fort Portal Road lcicsitiijity SniIn Rc jiew and Dtetailed Inigineeiling De)sign

Kasese-Kilembe Road

Equator Road FIA(SCA) - Fiial Report

Issue ~ ~ ~~~~~~~: Reference Repns ith reference to appropriate section of assessment or Mlanagemn it PIa *her thislasses has beent aiddressed

* Pokopoka (no culvert)

* Karanibi

* Nyamsusanilba River at Kigoro Trading

Centre

* Golf Clib hiiiction

* Kibenige

* Road Barrier on the Kilembe Road

* Kyenjojo

* Reacreation Club on the Kilembe Road

* Between Nlitbbikti toisn aiid the cobalt plalit

* Rtikoki

Inadequate compensation measures and methods of Appendix DI - Sections 3 and 6 Specification for agreement of compensationi prior to coiiiineiiceinlenit of Nvorks in SCA I able 7 2

inipleinentation Need for sensitisation of Appendix D2 - Section 3a and Sb DIRECT EFFECTS - Loss of land and crops" Frtrher details of compenisationi retliliremileniis and

commnitiiiies aiid preference for direct aiid timely imechlaiisins are also imicilided in Sectioni 7 "* Of the S(

payment froin MIO\\HC and for represemitatloil in

negotiation

Need for speed control measures including: Appendix C - Item 16 Specification of the need to incorporate speed cointrol measuires in SCA Table 7 3 [DIRECT

Appendix Dl - Section 7 EFEFCTS - Increased Traffic Movemenits'

Accident Blackspots Appendix D2 - Section I b

* see Appendix E Appetidix E, - All items

Towns:

* Bumps in Hima, Mukhoka annd Katanguru

* Zebra crossitig approaching Kasese

* Routidabotit at Bwera

Schools

* Mpondwe Primary School (Humps, signs,

ZC)

* Mother Care Preparatory School (humps)

Scott Wilson in Association with ACE April 200F-2

KatuIgurti-Kasese-Fort Portal Road easihilih Stud\ Rc\ ie\N anid I etailcd f -Iitee ingp D csign

Kasese-Kilenibe RoadEquator Road IA(SCA) - Fiial Report

Isst7 -: ::- - - : : . Reference Response with reference to appropriate section of assessmtent or Management Plan w-herc this

issues has been addiressed

* School at Eucalyptus Forest on approach

fromii Bwera sign5s)

Other locatiois

Btukangara Bridge (signs)

Need for crossing points on ditches at tlnia Appefidix Dl - Section 7b Foreoarlilig of tdibly coilipaniies and of affected ctinmiiiiiiies specified il SCA lable 7 2 'DIRI.C I

EFFECTS - hiitetiptioni of supplies and letsposal access restrinciolls dill iiig constrlctiloll

Scott Wilson in Association witlh ACE April 2000

F-3

Kaguu-Kasese-Fort Portal Road Feasibility Study Review and Detailed Engineering DesignKasese-Kilembe RoadEquator Road ELA(PBA) -DraftFinal Report

APPENDIX G

REFERENCES

Scott Wilson in Association with ACE Apri 2000

Katunauru-Kasese-Fort Portal Road i;- :sibilitv Studs Review and Detailed Engineering DesignKasese-Kilembe RoadEquator Road EIA (PBA) Final Report

REFERENCES

Arcadis (Euroconsult) and the Makarere UniZversitv. 199X. Draft Road Sector Guidelines

Govermnent of Uganda. National Environmental Action Plan. GOU. Kampala

Government of Uganda. 1995. National Environment Statute, GOU. Kampala

Government of Uganda. The Constitution of the Republic of Uganda, GOU. Kampala

IIED. 1992. Environmental Synopsis of Uganda. ODA. UK

Kabarole District Environment Profile. 1998.

Kasese District Environment Profile. 1995.

Kasese District Development Plan (1995-2000)

Kasese District Planning Unit (1998 - 9) Population Projection. School Age Population and

Secondary Age Population

Langdale-Brown.. Osmaston and Wilson, 1964. The Vegetation of Uganda and its Bearing on

Landuse. Government of Uganda. Kampala.

Nasasira. (1999) Formation of committees at sub-county levels (A Circular to all district Chair

persons) Ministry of Works. Housina and Communications. Ref.MIN/PERS/12/3

NEMA. 1996. Decentralization of Environment Management in Uganda

NEMA. 1996. Republic of Uganda. Guidelines fon Environmental Impact Assessment, NEMA,

Kampala

ODA (Overseas Development Administration), 1996. The Manual of Environmental Appraisal,

ODA. UK

Olivier. 1990. The Queen Eli:abeth Pai-k Management Plan, 1990-95,

Scott Wilson in Association with ACE G- 1 April 2000

Katunguru-Kasese-Fon Portal Road Feasibilitv Studv Review and Detailed Engineering DesignKasese-Kilembe RoadEquator Road EIA (PBA}- Final Report

Sabbour Associates. Mott MacDonald and Sarefaco Consultants. 1994. Environmental Impact for the

Rehabilitation and Improvement of PTA sponsored Roads. Package II. Stage I Economic Feasibility

and Preliminary Engineering Final Report. MOWHC. Kampala

Tsunokawa and Hoban Ed. 1997. Wor1 ld Bank Technical Paper No. 3 76: Roads and the Environment,

A Handbook. World Bank. Washington

Uganda Wildlife Statute. 1996.

The World Bank; Operational Directive 4.01 - Annex B

The World Bank. 1991. World Bank Technical Paper No 139:Environmental Assessment Sourcebook

VolI Policies, Procedures and Cross-Sectoral Issues. Washington

The World Bank Environment Department, 1993. Public Invoivement in Environmental Assessment,

Requirements. Opportunities and Issues. (Enviromnental Assessment source book update),

Washington

Scott Wilson in Association with ACE G-2 April 2000