Bumbobi-Bubulo-Lwakhakha Road
ENVIRONMENT AND SOCIAL IMPACT STATEMENT (ESIS)
Updated Final Report November 2013
i
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project
Management for Upgrading to Bituminous Standards: Lot E
Updated Final Report November 2013
ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT
FINAL REPORT
Prepared by:
_________________________________
Robert Ndyabarema
Certified and Registered Environmental Practitioner
Team Leader /Natural Resources Specialist
Area of Expertise: Environment and Natural Resources
__________________________________
Irene Nakiwu
Certified and Registered Environmental Practitioner
Senior Sociologist
Area of Expertise: Social Sector Planning
_________________________________
Jovah Ndyabarema
Certified and Registered Environmental Practitioner
Environmental Specialist
Area of Expertise: Environmental Sanitation, Social Impact
Assessment,
Community Management, Zoology, Entomology, Parasitology, Policy and
Institutional Review
i
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project
Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
THE STUDY TEAM
Name
Position
NEMA
Certified
as
an
environmental
assessment
practitioner
Robert Ndyabarema
Team Leader / Natural
Resources Specialist
Senior
Sociologist
/
Participation Expert
Environmental Specialist
Environment Specialist
Sociologist
Local Knowledge Assistant
Road/Highway
Engineer
&
Project Manager
Yes
Irene Nakiwu
Jovah Ndyabarema
Omino Joseph Oteu
Jane Mugano
Peter Khawukha
Eng. Michael Daka
ii
In Association with
Yes
Yes
Yes
Yes
No
Yes
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project
Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
EXECUTIVE SUMMARY
Introduction
In line with the 10-Year Road Sector Development Program (RSDP3) the Government of
Uganda (GoU) has applied for an approval for a loan from the African Development Bank
(AfDB) to finance the upgrading of Mbale (Bumbobi)-Bubulo-Lwakhakha road to improve the
current bad conditions of the road characterized by potholes, rapid loss of gravel, scouring of drainage
channels and below standard road alignment.
In accordance with the Uganda laws, the proposed development falls under the category of
"major infrastructure development projects" which are listed under the Third Schedule of the
National Environment Act, Cap. 153. Section 2 of the Third Schedule obliges a developer to
conduct an EIA before implementation of such a project. Under the same Schedule, all major
roads are among transportation projects requiring mandatory Environmental Impact Assessment
to be done before their implementation. In line with all these requirements, this ESIA for the
Upgrading of Bubombi –Bubulo –Lwakhakha Road was undertaken.
The Government represented by the Uganda National Roads Authority (UNRA) therefore
engaged SMEC International Pty (SMEC) in association with Newplan Limited (NPL) to
provide the required services of conducting an Environmental and Social Impact Assessment
(ESIA).
As per AfDB requirements, the summary covers: i) Project Description and Justification; ii)
Policy, Legal and Administrative Framework; iii) Description of the Project Environment; iv)
Project Alternatives; v) Potential Impacts and Mitigation/Enhancement Measures; vi)
Environmental Hazard Management; vii) Monitoring Program; viii) Public Consultations and
Public Disclosure; ix) Complementary Initiatives; x) Conclusion; and xi) References.
Project Description and Justification
Project Description
The Bumbobi- Bubulo -Lwakhakha Road is a 44.5 km gravel road situated in the districts of
Mbale and Manafwa in the Mt. Elgon region of eastern Uganda. It is among the national road
networks that have been identified for upgrading from gravel to high class bitumen. The full
road alignment follows the existing Bumbobi- Bubulo - Lwakhakha gravel road from Bumbobi
Trading in the Mbale -Tororo Road in Bunghokho sub-County through the trading centres of
Nabumali, Mayenze, Bubulo, Bugobero, Butiru, Bubuto, Munamba to Lwakhakha Township on
the Kenya Uganda border. A ROW of 30 m will be applied for the entire road with carriageway
of 7m. Intersections/junctions have been proposed as per the design manual guidelines with
segregated 2m wide footpaths in the trading centres. Service roads and 2m wide pedestrian
footpaths have also been proposed at the trading centres of Mayenze, Bugobero and Sihana and
Lwakhakha. Bus bays will be provided at all trading centres near institutions such as schools and
near major junctions.
Details of other towns through which the road alignment passes and those to be bypassed are
shown below:
a)
Km 4+365: Nabumali Trading centre; the existing roundabout has been retained but
widened to control the traffic flow
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Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
b) Km 6+500 to 7+100: The existing kink on the horizontal alignment has been removed and
replaced by a straight line.
c)
Km 12+500 to 13+500: Mayenze trading centre; possibility of a by-pass investigated but the
alignment was agreed to be passed through the centre but shifted to LHS to minimise
impacts of structures on both sides
d) Km 15+000-15+400: Bubulo-Manafwa trading centre; a single curve introduced to this
trading centre to improve the road geometry and avoid the narrow existing road through the
centre
e)
Km 15+800 to 16+600: Bridge over River Manafwa; the alignment has been modified to
improve the approaches to this bridge. Affected structures within Nabwima trading centre
are to be compensated
f)
Km 16+900 to 17+100: Kufu trading centre; A horizontal curve has been introduced at this
location to improve the road geometrics
g)
Km 17+800 to 19+200: Alignment improved at Bunangabo area, affected structures to be
compersated
h) Km 21+700 to 24+100: Bugobero trading center; alignment shifted to the RHS to save
more structures on the LHS
i)
Km 25+00 to 25+700: Alignment shifted to the LHS to save many structures on the RHS
j)
Km 29+300 to 30+200: Realignment carried out at this section
k)
Km 33+500 to 34+800: realignment to avoid congested Bubutu trading center
l)
Km 37+200 to 37+800: Geometric improvements at Bumulekei trading center
m) Km 39+600 to 40+400: Munamba II bypass alignment passed on the RHS to improve
geometry and minimise compensation
n) Km 40+700 to 41+800: Bukhomeli bypass; alignment shifted to the LHS minimising
compensation
o) At Lwakhakha town, (km 44+200 to 44+672) centreline shifted to the LHs minimising
structural destruction on both sides of the town
The Road links Uganda to Kenya and its upgrading will be appreciated as an enhancement to the
integration of the East African community (EAC). Other than removing sharp corners and
reducing steep slopes, there is no major alternative road route but to follow the existing road
alignment.
The technical design, construction and post construction activities will include among others,
civil works (widening of existing bituminous surfaced road with 1.5m bituminous shoulder on
both sides of the 7m carriageway, improvement of the 30 m ROW, readjusting the filling and
cutting of the soil, providing stone masonry drains in the cut areas for road side drainage and
covered concrete drains in urban areas.
In terms of recommended structures, a total of 61 piped culverts, 7 box culverts and 4 bridges
have been proposed.
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Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project
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Two of the existing bridges will be replaced with new structures and additional bridges are
proposed for the others A Camp sites and workshops will be established on at least three sites
yet to be identified.
The planned project activities are in three phases namely
i)
pre-construction (setting up servitudes and site camps, surveying, clearing and
grubbing, topsoil stripping and construction of access roads, transporting materials,
establishing of crusher plants)
ii)
construction phase (construction of new bridges/culverts, earth works including
cutting, drilling/blasting, works in borrow pits and quarries, pavement layers preparation
of sub-base, surfacing, drainage structures, side ditches / offshoots, road furniture
including road marking, sign posts, warning signs /guardrails as well as site cleaning and
rehabilitation,) and carrying out of the HIV/AIDS awareness campaigns, road safety and
environment protection activities such as tree planting.
iii)
Operational phases (de-silting of side ditches, shoulder recharging and re-surfacing).
Project Justification
The development of Bumbobi - Bubulo- Lwakhakha Road is a Ugandan Government initiative
aiming at improving the current bad conditions of the road characterized by potholes, rapid loss
of gravel, scouring of drainage channels and below standard road alignment. The carriage way
width is small and this poses danger to driving especially during the rainy season. With this road
developed, linkage between Mbale town and the people living on the slopes of mountain Elgon
will be enhanced and the economic activity improved. Tourism and mining of vermiculate will
benefit from this development. The road connects Mbale and Manafwa districts to Lwahkakha
Township on the Kenya Border and therefore its upgrading will lead to an increase in traffic
between the Kenya border and Mbale town and beyond hence a likely increment of trade and
other commercial activities in the area of its influence. The increased inflow of vehicles to
transport agricultural produce will help farmers to transport their produce to the market in and
outside Uganda with ease.
It should be noted that since the road already exists and is to simply be upgraded to a bitumen
road, alternative route different from the existing one would be economically, socially and
environmentally untenable option. A new route would require new land acquisition for a length
of 44.5 km; hence a huge social cost of associated resettlement yet no such cost would be
necessary along existing road. That option would also have new environmental impacts that are
currently not found along the existing road. The proposed upgrade is a basis on expected socioeconomic benefits below, which may not manifest along an entirely new route:
(districts of Mbale, Manafwa and the neighboring Bududa) along the road. Along the road are
found numerous schools, healthcare facilities, markets and trading centres access to which would
be enhanced by an improved road. It is evident that an improved road would shorten travel time
to medical facilities in case of medical emergencies such as road accidents.
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Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project
Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
tern Uganda, Kenya through
Lwakhakha border and the Kampala-Gulu-Juba corridor.
The route would become a key alternate transport route for national, regional, and international
trade of the East African Community (EAC) countries—Kenya, Rwanda, Tanzania, Burundi and
Uganda. Modernization of transport infrastructure along this corridor is critical for trade
expansion and economic growth, which are key to the success of regional integration, creation of
wealth, and poverty alleviation in these countries.
There are no negative transboundary impacts envisaged, but as indicated above, a key regional
benefit of this road is enhancing connectivity between Eastern Uganda, Kenya and Kampala Gulu - Juba corridor. This will improve regional trade.
Policy, Legal and Administrative Framework
According to the AfDB’s environmental categorisation, rehabilitation or upgrading of major
transportation projects (i.e. those exceeding 50 km), is classified as Category I undertaking which
requires detailed ESIA studies. Similarly, according to Third Schedule of the National Environment
Act, Cap. 153 (Section 3a: “all major roads”, and Section 3b: “all roads in scenic, wooded or mountainous
areas”), Ugandan environmental laws and regulations, require road projects to undertake a full
EIA. Furthermore, AfDB’s Involuntary Resettlement Policy requires that a full Resettlement
Action Plan (RAP) be prepared if number of project affected persons (PAP) exceeds 200 people.
Besides AfDB requirements, policies and laws under which this ESIA was prepared and will be
implemented are outlined below:
Policy Framework
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The National Environment Management Policy
Transport Sector Policy
Plan for Modernisation of Agriculture (PMA)
The Gender Policy, 1997
The National Policy for Conservation and Management of Wetlands, 1995
Uganda Forestry Policy, 2001
MoWT Resettlement /Land Acquisition Framework, 2002
National Aids Policy, 2004
Road Sector Policies – Gender Policy Statement, HIV/AIDS Policy Statement,
Policy Statement for People with Disabilities and Elderly Persons (Dec. 2006);
Occupational Health and Safety (OHS)
Legal Framework
The Constitution of the Republic of Uganda
National Environment Act Cap 153
The National Environment (Waste Management) Regulations 1999
National Forestry and Tree Planting Act, 2003
The Local Government Act, 1995
Land Act, Cap 227
Land Acquisition Act, 1965
The Access Roads Act, Cap 350
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In Association with
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project
Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
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Water Act, Cap 152
Mining Act, 9/2003
The National Environment (Wetlands, River Banks and lakeshores Management)
regulation S.I No.2/2000
The Roads Act, 1964 ( Cap 358)
The Occupational Safety and Health Act, 2006
Workers’ Compensation Act 2000
The National Environment (Management of Ozone Depleting Substances and Products)
Regulations, S.I No. 63/2001
The National Environment (Standards for Discharge of Effluent into Water or on Land)
Regulations, S.I. No. 5 /1999.
Water Resources Regulations, SI No. 33/1998
The Historical Monument Act, Cap 46
Petroleum Act, Cap 149
The National Environment (Audit) Regulations, 2006
Physical Planning Act 2010
The Water (Waste Discharge) Regulations S.I. No. 32/1998
The National Environment (the Control of smoking in public places) Regulations S.I,
2004
Institutional Framework
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Ministry of Works and Transport, MoWT
Uganda National Roads Authority (UNRA)
Ministry of Water and Environment
The Directorate of Water Resources Management (DWRM)
The Directorate of Water Development (DWD)
The National Water and Sewerage Corporation (NWSC)
National Environmental Management Authority (NEMA)
The National Forestry Authority (NFA)
Ministry of Agriculture, Animal Industries and Fisheries (MAAIF)
Ministry of Gender Labour & Social Development
Town and Country Planning Board
Local Administration Structures and Road Committees
Ministry of Tourism, Trade & Industry (MTTI)
District Land Boards
Department of Geological Survey and Mines
Safeguard Policies of African Development Bank
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African Development Bank, 2004. African Development Bank Group’s Policy on the
Environment.
African Development Bank, 2003. Involuntary Resettlement Policy.
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In Association with
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project
Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
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African Development Bank, 1992. Environmental Assessment Guidelines.
African Development Bank, 1995. Guidelines on Involuntary Displacement and
Resettlement in Development Projects.
African Development Bank, 2011. Environmental and Social Assessment Procedures for
African Development Banks Operations.
International Conventions and Agreements:
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The Ramsar Convention of Wetlands, 1971
Convention for the Protection of the Ozone Layer and its Montreal Protocol;
Stockholm Convention on Persistent Organic Pollutants
Strategic Approach to International Chemicals Management
United Nations Framework Convention on Climate Change (UNFCCC)
Description of the Project Environment
Mbale District is located in the Eastern Region of Uganda, bordering several districts, Manafwa
and Bududa in the East; Sironko in the North; Bukedea in the Northwest; Budaka and Pallisa in
the West and Tororo and Butaleja in the Southwest. It lies between the longitudes of 34 0 E, 350E
and latitudes 000450N with land area of 534.4 square km and population density of about 620
persons per square KM.
Biophysical Environment
The proposed project traverses an area with a physical environment characterized with slightly
steep terrain between Bubulo and Lwakhakha Trading centres. It crosses several valleys with
streams and rivers and a few wetlands that emanate from the Mount Elgon ranges and associated
with Lake Kyoga through Mpologoma River. It is underlain by tertiary cretaceous carbonites
dominated by Crystalline Precambrian basement with a few areas of intrusive granite and
granitoid gneisses cainozoic formations consisting of pleistocene to recent sediment, alluvium
deposits in the flood plain areas. The project area is predominantly covered sandy loams of
medium fertility in the valleys and later tic loams in the raised areas. These soils support the
growing of assorted crops such as maize, coffees, bananas, coffee, cassava, sweet potatoes and
millet. In most of the wetlands the flood plains are hydromorphic alluvial sand deposits with thin
layers of silt loam underlain with clay supporting the growing of crops such as rice, sugar cane,
millet, rice and maize. The narrow river valleys have sand deposits. The project is located in an
area described as generally wet with bi-modal type of rainfall of about 1,191 mm per annum
experienced in March-July and August-September. There is a short dry season between the two
seasons, and a long dry period between January and March. The district’s climate is generally
influenced by the Mt. Elgon ranges and experiences very low temperatures in areas with high
altitude.
Floral diversity
The vegetation of the project area falls under one major ecosystem (the agro-ecosystem) which
consists of planted woodlots, agriculture, domesticated plants and exotic species. This secondary
vegetation has emerged as a result of anthropogenic activities crop growing, settlement and cutting
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In Association with
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project
Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
trees for charcoal making. The major wetlands crossed by the proposed road have been
transformed and the major vegetation there in is associated with crops, tree and remnants of the
original vegetation in few areas.
Faunal Diversity
The area has no big game animal species save for some animals that have been reported to exist
around banks of the streams and swamps and these include monkeys, snakes, toads, frogs and
lizards. Several birds’ species found in the area include among others weaver birds, Storks Black
headed heron, African pied Wagtail, few wetland birds (crested crane, ibis).
Socio-economic Environment
On land tenure, over 90% of the households own land under customary tenure with the land
being held in trust by the clan leader. However, due to population increase land is becoming
scarce with 48 % owning less than 1.5 acres of land and this often is a source of land conflicts,
rampant in the project area. This land is mainly used as agricultural land, for settlement, for
trading centres and establishment of social infrastructure such administrative centre, schools
hospitals etc. Land use and land tenure should principally guide the developer in compensation
issues that concern land.
Settlement in the project area is linear in growth centres and nucleated but scattered from each
other in the rural setting. About 66.3 % of households in the project area own semi-permanent
buildings with permanent structures observed in most of the trading centres. Buildings in some
trading centres such as Mayenze and Bubulo Town Council are in the road reserve.
The project area has several health infrastructures and these include; seven health facilities that
offer services such as Outpatient, Inpatient, Antenatal and Maternity, Laboratory, Dental,
HIV/AIDS counselling and Testing, Minor Surgery, Immunization among others with
complicated cases referred Mbale and Tororo referral Hospitals. The health service in the project
area is staff strained and may not be able to handle additional patients (project workers) in the
construction phase hence the need for the project to provide health services for its workers. The
common diseases in the area are malaria, cough, water related etc. HIV/AIDS prevalence in the
project area is put at 10.7 – 11.7 % in some sub counties of the project areas. This is higher than
the national average of 6.4 %. With the influx of workers during the construction stage, this rate
may increase.
Other social amenities include; water supply dominated by gravity flow schemes, protected
spring wells, bore holes and shallow wells with over 50% of the households along the project
using boreholes as their main source. The project area water quality is perceived as good and
sanitation fair.
In terms of energy supply, most parts of the project areas lack electricity supply and have only
one fuel station. The major source of energy in the project area is wood fuel for cooking and
paraffin for lighting especially in rural areas and electricity or gas for cooking and lighting in big
towns like Mbale town. A big part of Manafwa district has no access to electricity supply.
Transport is hampered by the poor state of the road which can be dusty in the dry season and
slippery during the wet season. The major means of transport in the area are commuter taxis,
Boda-boda cyclists, bicycles, trucks carrying sand and aggregates, trailers carrying goods to and
from the Kenyan border and salon cars. The area is served by a number of telephone services;
MT.N, Zain, Warid, Orange and UTL and Safari Com from across in Kenya.
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Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
The majority of households in the project area depend on subsistence agriculture as the main
source of employment with over 68% of the households involved. Other people are engaged in
petty trade (carpentry, maize mills, restaurants, sale of fish) Boda-boda riding, brick making,
stone quarrying and sand mining. The skilled personnel in the project area work for various
Local Government offices and NGOs. The average income per household per month is UGX
203,884, less than a dollar a day. This project therefore is considered as a source of employment
for the people living along the road. The project has relatively good food security based on the
rich agriculture zone.
The project is located in the high potential tourism area of Mount Elgon and there are few
cultural sites along the road that will be affected by the project and these are represented by
graves and the circumcision (“Imbalu” Cultural) site at Mutoto.
Although there were no reports of planned development activities along the road, there are
several Non-Government Organizations, Community Based Organizations and Civil Society
Organizations that have established programs in the project area. These organizations have
programs that target different interest groups like women, youths, people with disabilities PWDs,
people living positively with HIV/AIDS, children and farmers among others.
In terms of gender, both men and women own land though men still have the upper hand over
women. Women on the other hand are not involved in gainful employment with only 10% of the
women involved. In regard to division of labour, women in the project area are engaged in
activities such as farming, domestic chores (cooking, looking after the children, fetching water,
washing clothes and collecting firewood among others) while men are involved in farming,
trading, brick making, sand harvesting among others. Security in the area is good.
Structural Amenities to be affected
Although upgrading of Bumbobi-Bubulo-Lwakhakha Road from a gravel road to bitumen was
planned to follow existing alignment, there has been a number of re-alignments in the different
locations of the road which will lead to land loss, loss of residential (both permanent and semipermanent), and commercial houses, business units, shops, kiosks, hedges, strips of land, crops
and trees (including fruit trees). Structures to be affected and their numbers are provided in the
Table below:
A list of affected structures and other property is given in the table
Type of Building/Structure
Permanent Structures
Commercial
Residential
Incomplete
School Blocks
Churches
Mosque
Semi-Permanent Structures
Residential
Kitchen/stores
Other Properties
Pit latrines
No.
347
94
76
3
2
1
317
65
12 + 26 (semi-permanent)
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Type of Building/Structure
Shades
Kiosks
Barbed wire fences
Chain link
Local Hedges
Earth Graves
Cemented Graves
Paved /Concrete yards
Gates
Septic Tanks
Boundary /retaining walls
Water Tanks
No.
14
5
1685.5m2
188.5m2
2573m2
93
35
118.21m2
7
1
98.3m
4
Project Alternatives
The following alternatives were considered:
Alt I Re-gravelling the entire road: This is a cheaper option than upgrading the road to
bituminous standards. However, this alternative is rendered untenable due to a huge
recurrent maintenance cost especially during or after rainy seasons; environmental cost of
obtaining gravel. Additionally, this option has a host of attendant environmental and social
concerns such as land uptake for borrow areas, landscape/ scenic blight due to borrow pits,
erosion and siltation of water bodies, and dust nuisance to the road users and the public.
The Option also yielded Negative Net present Value and economic benefits. Therefore, this
alternative is not tenable considering its cost and recurrent negative environmental and
economic impacts due to reliance on ever increasingly scarce gravel resources.
Alt II Upgrade entire road to bituminous standards using double bituminous surface
treatment (DBST): Although initially expensive, this alternative is sustainable and will lead
to both social and economic exogenous benefits such as surplus crop production and
savings. This option also yielded positive economic benefits. It also offered to be a stronger
pavement with roughness of between 2 & 6 IRI throughout 20 years analysis period.
During the 20 years of the road life, the effects on the environment which occurred during
the upgrading will have recovered and more so, subsequent impacts on the environment
from maintenance activities will not be significant as opposed to the re-gravelling option.
This option creates a robust investment that enhances regional trade of directly Kenya and
Uganda and Gulu-Juba corridor. This is the desired alternative.
Alt III Upgrade entire road to bituminous standards using asphalt concrete (AC).
Both Alt II & III offered to be stronger pavements with roughness of between 2 & 6 IRI
throughout 20 years analysis period. During the 20 years of the road life, the effects on the
environment which occurred during the upgrading will have recovered and more so,
subsequent impacts on the environment from maintenance activities will not be significant
as opposed to the re-gravelling option. This option creates a robust investment that
enhances regional trade of directly Kenya and Uganda and Gulu-Juba corridor. Both yielded
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positive economic benefits. Alternative III however yielded lower internal return rates at
13% compared to 15% for Option II. In view of the above analysis Option III is a less
desired alternative.
Alt IV
“No Project” Scenario: Currently, the existing road is either in a dilapidated
state or of limited capacity and therefore not able to meet current demand for service
provision, latent or otherwise. A key benefit of the road is to support accessibility to markets
in Mbale and Manafwa Districts and enable the East African Community Integration
process and production activities. Additionally, the road provides a strategic link of Eastern
Uganda to Kenya and Gulu-Juba corridor. Without the project, these benefits will be lost.
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Potential Impacts and Mitigation/Enhancement Measures
Phase
Impacts
Positive impacts
Site
Employment
preparation
Opportunities/source of
and
income;
Construction
There will be direct
employment and income from
rental houses
Provision of market for local
commodities like food stones
and their related products,
sand, gravel etc.
Operation and Improved trade and tourism
maintenance
within the region as well as
across the border with Kenya
and
Retention of qualified
personnel and reduction in
labour turnover in local
government offices, health
centres, schools and others
Prevention of Soil Erosion and
Beautification as the area is
prone
Analysis
Enhancement/ Mitigation
Duration of the impact is short term, covers the whole
project area during construction and significance is medium
negative as fewer people will get the opportunity compared
to the lack of employment in the area
-Sensitise communities on available
opportunities
-Affirmative action to provide
employment to women
-Promote labour based road works to
employ unskilled
-Advertise jobs locally to attract skilled
labour resident in the area
Impact will have wide coverage but will be short term, thus
significance of impact is medium
Impact is long term, has wider coverage up to Kenya and Periodic and routine maintenance should
the probability of the impact taking place is high. Therefore be streamlined.
significance of impact is high
Impact is long term, will be localized to areas near the road.
Therefore significance of impact is medium
Impact is long-term, will localized along the road only
therefore significant of impact is medium
xiv
-Involvement of Road Committees
during and after construction
-Involvement of communities to
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Updated Draft Final Report September 2013
Phase
Impacts
Analysis
Enhancement/ Mitigation
continue participating in caring for the
trees after the contractor has left
Installation of road furniture
Appreciation of value of land
and other property
Accessibility to Health
Facilities and schools
Increased Crop Productivity
and Sale of Farm Products
resulting from access to
markets
Negative Impacts
PreSocial expectations generated
by disclosure of information to
construction
the Community.
/planning
Construction
Land acquisition
Solid Waste Generation and
disposal
Impact is long Impact but is localized along the road thus
impact is medium.
Impact is long term limited to land close to the road and
trading centers. Therefore significance of impact is
medium positive
Impact will be long term but will cover only those facilities
that are close to the upgraded road (localized). Significance
of impact will be medium.
Impact is long term, covers the whole project area.
Significance of impact will be high.
It is long term, affects all the people in the communities of
the project area, probability that this impact will happen is
high. Therefore the impact significance is high negative
- Communities be given all the
information about the project
- Continuous sensitization be carried out
- Road safety campaigns should be
carried out before start of construction
The impact is short term, reversible and can be mitigated.
However, it will affect most areas of the project and the
construction activities are expected to generate a lot of
overburden due to cutting of many corners and campsite
activities. Thus significance of impact is expected to be high.
- Use top soil remains for landscaping
Use soil spoil material for rehabilitation
of abandoned borrow pits
-Waste should be sorted into degradable
and non-degradable and put in separate
xv
In Association with
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Phase
Impacts
Potential Contamination and
disruption of water sources
Analysis
Enhancement/ Mitigation
This impact is short term but irreversible where structures
like boreholes (3 boreholes) and pipes have to be relocated,
contamination will localized as it will affect 5 rivers, about
10 streams in different areas most of which are expected to
have culverts and bridges installed. The impact significance
is therefore expected to be medium.
xvi
In Association with
clearly marked dustbins
-Waste management hierarchy of 3 or
4Rs should be included in waste
management.
-Degradable material be disposed off to
disposal areas in Mbale and Lwakhakha
while the non-degradable like metals and
plastic shall be sold off for re-cycling in
Jinja and Kampala
- Water supply pipes should be identified
and relocated together with boreholes
before site clearing and construction is
done.
- Material stock pile should be located
away from the watercourses.
- Maintenance of vehicles and equipment
should be done in designated areas
(workshop) and not in water ways such as
wetlands.
-There should be a provision in the
contractor’s bid for sufficient sanitary
facilities for the contractor workforce
including mobile ones
- Oil interceptor be installed at the
workshop - Oil drums be placed on top
of wooden structures
-Supplementary budget be set aside for
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Phase
Impacts
Analysis
Enhancement/ Mitigation
the rehabilitation of water sources
Impact will affect most areas close to the road but will be
Blocking access roads to
water source, homesteads etc. short –term and can be mitigated.
Drainage Disruption and
Impacts on Wetlands
The probability of this impact taking place is high and if it
happens it causes long-term effects. However it will be
localized to a few areas e.g. Namukhali and Wopondo and
the rivers and streams indicated above. Thus impact
significance is expected to be medium.
Deterioration of Air Quality
It will cover the whole project especially along the road to
be upgraded but will be short term and will be mitigated.
Impact significance is expected to be medium
- The local authorities should be involved
to identify areas where to pile the spoil
materials
- All accesses should be restored as soon
as a section is complete
-Spoil material should not be dumped
flood plain wetlands or
river courses
- Appropriate sizes of culverts should be
installed to provide adequate space for
water flow especially in the wet season
- Where culverts will not be used,
backfilling
should
be
with
hardcore/gravel material instead of soils
to allow water to percolate slowly.
- The site supervisor should be cautious
of the sensitive areas such as wetlands
mentioned in the baseline.
- Speed of vehicles be controlled by use
of
rumble strips/humps, sprinkle water (3-4
times a day) to suppress dust especially in
the dry season
- All trucks carrying the granular material
xvii
In Association with
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Phase
Impacts
Analysis
Enhancement/ Mitigation
Increased noise
Although this impact is likely to affect all people that are
close to the road including schools, it is temporary, shortterm as it will last up to end of construction and will be
mitigated.
Impacts from Bitumen and
road markings
Over all impacts resulting from these activities are expected
to be of medium significance as it is short-term, localized
and heating will be done using boilers and asphalt plants
and the period for road marking is also short. These have
controlled emissions and minimal accidental spillages during
transportation.
xviii
In Association with
should be covered. be covered
- Minimize vegetation clearing around all
work sites including proposed campsite
- Construction equipment and vehicles
should be maintained to minimise
gaseous emissions
- Provision of dust respirator with filters
to employees exposed directly.
-Air quality problems can also be
addressed by tree planting of trees for
carbon dioxide
Sequestration as a long term strategy.
-Schedule noisy construction operations
to be
executed during the day (before 6pm)
- Workers exposed to excessive noise
should have hearing protection (quarry
area)
- Proper maintenance of construction
equipment
- Avoid unnecessary vehicle movements
- Careful handling ensuring that all valves
are always closed before the truck moves
outside its working area to avoid spill
- All workers should be equipped with
nose masks, gloves, overalls, boats, and
other protective wear
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Phase
Impacts
Analysis
Enhancement/ Mitigation
Vegetation Clearing
Although the impact of vegetation clearing is irreversible
and long term the trees can be offset.
Disruption of Animals and
their Habitats
There were no animal species that are endangered,
threatened or rare and that common animals are domestic
animals and most of the habitat disturbance will occur
within the road reserve. The impact is short –term and
localized thus significance of impact is considered minimal.
xix
In Association with
- Should have First Aid Box on work site
where bitumen is being prepared and
used
- Avoid having fire near areas where road
marking is taking place as road marking
coating is flammable.
- Vegetation clearing should be
minimised and restricted to the planned
area of the road;
- Landscaping and re-vegetation
- Project should plan to plant trees at the
boundaries of the road reserve which will
improve aesthetics and mark the
boundaries.
- The project should deal with the owners
of trees as suggested by NFA and
compensate them promptly and or
harvest them for use as timber if mature
-Sensitize the community to tether
animals away from the road reserve
-Signs indicating domestic animals eg
cattle crossing should also be placed in
areas where most animals cross from.
-UWA recommended that construction
workers should be sensitized during
orientation about the presence of these
domestic animals and other animals and
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Phase
Impacts
Analysis
Enhancement/ Mitigation
Decreased Aesthetic value
Impact is short term, localized
Influx of People into the Area
looking for work
leading to increased
pressure on facilities
(health) and resources
(water, food, wood fuel etc
Although the existing communities are highly vulnerable,
the significance of impacts caused by population influx are
considered as medium due to the fact that it will be short
term in nature and reversible since most people will go back
after construction
Increased risk of Diseases
especially HIV/AIDS &
Malaria
For the case of malaria, the impact is short-term but spread
in the project area where stagnant water will form. This
impact is expected to be mainly in trading centres. It is
long-term and irreversible for the case of HIV but can be
mitigated.
xx
In Association with
the strategies to avoid affecting them.
They should further be informed that any
killing of wild animals is illegal and it is an
offence therefore regarded as Poaching
-Planting of trees
-Landscaping and ,
-Grassing of all exposed areas
- Local labour should be given priority
- Bitumen boiling should be done using
acetylene gas instead of firewood.
- Local authorities shall need to be
strengthened.
- Sensitization of communities in
cultural values
- Awareness campaigns should be set
up and
- The project should work closely with
respective government departments, local
NGOs, and/or faith based organizations,
and local communities involved in HIV
and reproductive health
- Mega awareness campaigns on
HIV/AIDS and other STDS should
periodically be organized
-Voluntary Counseling and testing
services to the workers and community
members should constantly be made
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Phase
Impacts
Analysis
Enhancement/ Mitigation
available.
- There is need for continuous
sensitization of the workers and
community members about HIV/AIDS
and other STDs. -Contractor should hire
a Social, Health and Environmental
coordinator.
-The project should put in place
strategies to control malaria such as
distribution of mosquito nets and
sensitization of communities along the
road. This should be done through
Health Centres and Non-Government
Organizations operating in the area.
- There should be provision of first line
treatment for workers and their families.
-The project can also support some of
the health centres along the project area
so as to improve on the service delivery.
- The Project should have its own health
facility, and offer services to its
workforce and their families to reduce
pressure on existing health
Health and Safety of workers
and the community (Accidents
and injuries, respiratory
The impacts are short-term, will cover the whole project -Occupational health and safety measures
area but will be mitigated. Impact significance is medium.
should be followed as provided in
General Specifications for Road and
xxi
In Association with
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Phase
Impacts
Analysis
Enhancement/ Mitigation
Bridges (MoWH&C, 2005): details
provided in the main report
diseases due to dust, noise
nuisance)
Disruption of educational
programmes
Other measures related to the safety of
the community and workers
- Road warning signs, humps should be
installed to minimize speed and reduce
accidents
- Diversion roads should be made and
traffic guides put in place to avoid risk of
accidents to the community.
Constant watering of the road to reduce
dust and related diseases.
- Regulated speed and enforcement of
speed limits for project workers as well as
other drivers to minimize accidents.
- Provide personal Protective Equipment
(PPE) to project workers like masks,
Helmets, Jackets and gloves,
This impact is short term, localized as only 2 schools will -Local authorities to discourage students
lose structures while others will be indirectly affected. The from seeking
impact is reversible and can be mitigated.
employment on the project
- School authorities prohibit students
from getting close to the site.
- Install warning signs in places which are
likely to be dangerous.
- Contractor should ensure that there are
xxii
In Association with
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Phase
Impacts
Impact on Physical Cultural
Resources
No physical cultural sites were
identified within the road
reserve, only some graves were
found
Analysis
Enhancement/ Mitigation
The few circumcision sites were reported to be in the
different hills but the locations are not known as they are
kept a secret by the community until they gain confidence
in any person seeking to know. Although the impact on
these may be long-term, it is expected to be minimal as they
are outside the road reserve except the graves which will be
compensated.
xxiii
In Association with
clear rules
and regulations for site workers
- Compensation /replacement for
damaged school facilities.
-Electing of shields e.g. using iron sheets
so as to minimize disruption of school
activities.
- Circumcision sites although outside
road reserve should further be identified
by the contractor together with the
community to make sure that they are not
affected by activities like gravel extraction
etc.
- Contractor and supervising Consultant
should work with the communities so
that any PCR like sites of cultural
significance which may have been missed
are identified before construction and
avoided.
- Any chance finds should be taken to
Uganda Museum for further scrutiny and
study
- Graves have been evaluated for
compensation in
- The community in conjunction with the
local authorities should be widely
consulted especially during RAP
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Phase
Impacts
Loss of land and
structures including
graves
Impact on agriculture
Impact on Water supply and
sanitation and electricity
Analysis
Enhancement/ Mitigation
preparation on how best to handle the
issue of graves.
The impact is localized within the road reserve, impact is - Compensate for lost land and structures
long-term and irreversible as 117Ha of land will be shall be carried out
permanently acquired in addition to temporary land to be - Resettlement Action Plan (RAP)
acquired. Therefore the significance of impact is high.
spelling out details of compensation and
resettlement has been carried out.
About 117Ha of land will be acquired
and several buildings permanent,
temporary and other structures including
community infrastructure like 4 water
tanks, 2 churches, 1 mosque, 3 blocks of
school etc. will be affected.
The project area mainly depends on agriculture and the
impact will affect all crops and trees on the land to be
acquired. The loss will be permanent thus the significance
of impact is high
The impact on sanitation, water supply and electricity is
short-term, localized and will be easily mitigated. Thus of
medium significance
xxiv
In Association with
All crops that will be damaged have been
valued will be compensated fairly and
promptly.
- Relocation of the public utilities (3
boreholes) should be done to reduce on
public inconvenience with provision of
services (water, electricity among others).
- Budgetary allocation of funds
specifically for repairing the pipelines that
will be damaged during the construction
of the road. The project has to set aside
funds for the repair activities -The repair
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Phase
Impacts
Analysis
Enhancement/ Mitigation
activities will be implemented with the
close monitoring of the district water
office.
- Budgets should also be provided for
alternative water supply facilities for
communities whose facilities will have to
be relocated.
-District Water Office (DWO) and the
communities should be involved in the
relocation exercise.
Climate change impacts on
infrastructure;
- Impacts related to temperature changes are expected to be
minimal, gradual and manageable as the temperature change
in Uganda resulting from climate change is envisaged to be
Extreme
maximum minimal especially considering that the design life for these
temperatures and length of hot roads is not more than 20years where temperature change
spells;
will not be expected to be significant.
Annual rain-fall (reduction);
- Extreme rainfall events, - Frequent cycles of wetting and drying will also limit
influencing flood levels and performance of granular pavement layers. However
potentially
frequency
of although it is long-term and will continue even when the
flooding;
road is completed the impact resulting from climate change
Available
moisture is likely to be minimal as there are very few wetlands which
(evaporation and rates of will keep the water level high for a long time.
rainfall);
- Wet and dry cycles: affecting
water tables and surface and
subsoil inundation
xxv
In Association with
- Frequent cycles of wetting and drying
could warrant the use of more
bound/stabilized materials in pavements
- Pavements are typically designed for a
20 year design life. Under these
timeframes, and in consideration of the
gradual nature of anticipated climate
change effects, it can be expected that
normal maintenance activities and
reconstruction of pavements will allow
management and adaptation to climate
change.
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Phase
Impacts
Analysis
Enhancement/ Mitigation
Cumulative impacts
– In last few years there have
Loss of land to the project may add on what is already being
been landslides especially in
experienced in the region as a result of yearly landslides in
the neighboring district of
the Bugisu region. This is a long term impact as a solution
Bududa causing loss of land,
to the landslides is not yet in place. However this
other property and lives. There cumulative impact is expected to be minimal as project area
may be people who still do not is not directly experiencing the landslides.
have land that are presently
living in Mbale and Manafwa.
Operation and Loss of land rights
Loss of land is permanent however it affects a few people
maintenance
- Loss of livelihoods and
who have land in the strip of land along the proposed road.
violation of traditionally
So significance of impact is expected to medium.
exercised land rights
Increased land conflicts as a
result of increased land value and
attracting other settlers
Impacts related to land conflicts are long-term as wrangles - Consultations and sensitizations of both
resulting from land conflicts in Uganda may cross from the affected and host communities
generation to generation. However it is expected that such should be undertaken prior to allocation
xxvi
In Association with
- Adequate consultation should be carried
out with the respective owners to reach
consensus on the means of compensation
- Prompt and fair compensation for land.
(Cash for land should be avoided).
-There should be a comprehensive plan
for livelihood restoration especially for
the vulnerable households.
-Provision of seedlings for purposes of
replacing affected crops.
-Transition allowance should be provided
to help relocated households survive
during the transition period until the first
harvest of the new crops.
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Phase
Impacts
Analysis
Enhancement/ Mitigation
will be isolated cases and can be mitigated. Thus the impact of new pieces of land.
significance is regarded as medium
Area LC I officials should properly be
educated and updated about the
development taking place in their areas so
that they can inform the communities
about all the planned developments in
their area.
-Affected households should be given an
opportunity to identify their preferred
areas for resettlement.
-Vulnerable groups should be assisted
and consulted throughout the whole
exercise.
Increased accidents as a
The impact is long-term but will be localized affecting - Contract should erect road signs and reresult of a upgraded road
mainly those along and will be mitigated
instate sign posts
- Contractor should sensitize the
community before road handover and
distribute highway cords in schools and
communities
- Humps and ramble strips be
constructed in busy areas like near
markets, schools etc
- UNRA should closely monitor to make
sure that road furniture is always in place
Breakdown of social fabric- This is expected to be localized (mainly in trading centres), Continuous
sensitization
of
the
change in behavior affecting long term but will affect a few people. Significance of communities by the local authorities
the traditional bonds, norms
impacts therefore is expected to be medium.
xxvii
In Association with
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Phase
Impacts
Analysis
Enhancement/ Mitigation
-
A detailed decommissioning plan has
been included in the ESIA report
and
functions of the community,
spread of disease and family
breakdown
Decommissioning
xxviii
In Association with
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project
Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Environmental Hazard Management
Road construction could entail occupational hazards/ risks and accidents especially
involving motorised road construction equipment, asphalt plant and stone quarries.
The following measures are proposed to control this risk:
a. Landslides: Immediate evacuation of all the workers and equipment in the event of
any warning signs of landslides
b. Accidents from equipment: Only trained/ certified operators will operate
motorised equipment.
c. Theft of property: All contractors equipment’s will be stored in one central place
manned by a licensed company guard
d. Blasting explosives safety: During road construction, the contractor will ensure
the following:
All explosives are delivered to quarry sites (under Police escort as Uganda’s security
requirements demand) on the day of blasting and any remnants returned into police
custody after blasting. After each blast, site inspection will be conducted for undetonated explosives.
Advance warning is given to local communities near quarry sites before a blasting
episode.
After each blasting incident, inspection is conducted in communities around quarry
sites to identify any offsite damage to private property, which should be duly and
equitably compensated.
All workers should are adequately protected from risk of fly rock and blasting noise.
Stone blasting is done by only licensed blasters.
e. Risk of burns/ scald at asphalt plant: This risk will be averted by contractors
using only licensed operators following stringent safety guidelines and operation
procedures. Operations involving hot bitumen shall be limited to daytime in
adequate natural light.
d) Fire safety: Fire safety equipment and personnel will be provided in workers’ camp.
Warning signs will be provided at areas of potential fire source, e.g. at fuel storage areas.
e) Medical emergency response: The contractor will have a medical clinic and a
standby vehicle to immediately transport any accident victims to a nearby hospital. First
Aid facilities will be provided on construction sites, equipment yards and in camps.
Monitoring Program
Monitoring of the predicted impacts in the ESIA will occur to check if predicted impacts
have actually occurred and check that recommended mitigation actions have been
implemented and are effective. Monitoring will also identify any unforeseen impacts that
might arise from project implementation. Among the issues to be monitored include the
following: Soil erosion and drainage, waste/ cut to spoil OHS, dust, noise, road safety,
gender equity, HIV/AIDS awareness; contamination at work sites. A provisional sum of
xxix
In Association with
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project
Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
$350,000 has been provided for social-environmental monitoring during project
implementation.
The contractor will be required to oblige by the prepared a stand-alone ESMP linking
environmental and social activities road works in line with guidance issued by UNRA.
The primary oversight to ensure mitigation actions are implemented will rest with
UNRA’s Directorate of Projects working with Safeguards Unit under Directorate of
Planning but District Environmental Officers of Mbale and Manafwa will have
regulatory supervisory and monitoring roles on behalf of NEMA. UNRA will thus
enforce a contract penalty for purposely of ensuring the execution of the proposed
activities in the ESMP through monitoring. UNRA shall require contractors to comply
with this ESMP and assign a fulltime staff (Environmental Officer) to undertake
environmental supervision during construction. UNRA confers full mandate to
supervising engineering (SE) consultant to supervise the road project on a day-to-day
basis. SE overseas work of the contractor through an intermittent (not full-time)
environmental specialist. The Environment Specialist should guide the contractor’s
fulltime Environmental Officer in undertaking own responsibilities, including reporting.
Monitoring will be undertaken by UNRA (Directorate of Projects) and Mbale and
Manafwa District Environmental Officers who represent NEMA at local government
level. Monitoring by NEMA is “third party monitoring” but this is its regulatory mandate
according to Sections 6 and 7 of the National Environment Act (Cap 135) and no funding is
expected from UNRA. Another government agency that may undertake “third party
monitoring” is the Occupational Health & Safety Department in Ministry of Gender,
Labour & Social Development (MGLSD). This unit has the authority to inspect the
contractor’s working facility for compliance with national requirements on safety in
workplaces. It is expected that the Bank (AfDB) will periodically monitor project
implementation to ascertain compliance with requirements of the ESMP.
Monitoring will be undertaken monthly throughout the construction period by site
inspection, review of grievances logged by stakeholders and ad hoc discussions with
potentially affected persons. For each monitoring visit, a discussion with a chairperson of
environment committee of the area’s local council (LC) could provide insight into views
and grievances a given community has about the project.
Detailed monthly monitoring reports shall be compiled by the contractor’s
environmental officer under oversight of the supervising engineer (SE). The reports will
be based on records kept as per requirements of the General Specifications of the Road
& Bridge Works, Section 77 of the National Environment Act Cap 153 and guidance issued
by UNRA. These detailed reports with evidence of compliance shall be prepared and
appended to summary monthly reports shared with AfDB and any interested stakeholder
or lead agency.
A grievance mechanism has been proposed to provide avenues for affected persons to
lodge complaints or grievances against the project or contractors during road upgrade. It
also describes procedures, roles and responsibilities for managing grievances and
resolving disputes. Every aggrieved person shall be able to trigger this mechanism to
quickly resolve their complaints.
xxx
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Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project
Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Public Consultations and Disclosure
(a) Public Consultations
Stakeholder consultations were carried out during the scoping stage and throughout the
ESIA process.
15 Meetings were carried out with different political and technical district local
government officials from the two districts of Mbale and Manafwa and the Sub-Counties
through which the road traverses. 19 community meetings were conducted for the
villages that are located along Bumbobi-Lwakhakha road. Community consultation
meetings were conducted in local languages in consultation with the local leaders in the
different villages within the project area. Five Government agencies responsible for
water, tourism, cultural heritage, wildlife management, forests and petroleum products
management were consulted. Non-Government Organizations including
Nature Uganda, International Union for Conservation of Nature (IUCN) and The Aids
Support Organization (TASO).
The aim of the stakeholder consultations was to provide an overview of the proposed
project and project activities and possible impacts and obtain views from stakeholders on
anticipated benefits, opportunities, and concerns of the project.
Key issues raised from public consultations and proposed actions are outlined in table
below.
Issues raised by Stakeholders Consulted
Stakeholder
Issue
Discussion
Suggested solutions
Damage to property and compensation
Mbale
and Destruction This was a concern raised by all local Manafwa District of property government stakeholders consulted. They feared
Local
that property like buildings, crops, school
Government
playground, fences and other infrastructure
Official s
along the along the road might be destroyed.
-
Compensation
should be fair and
prompt
Valuation
should
take place before
construction
-
Sensitization
of
communities
and
encouragement of
local participation
Lwakhakha
Destruction There was concern that gravity flow scheme Town Council of
water crossing the road would be destroyed. This was
officials.
supply
raised by Lwakhakha Town Council officials.
It was suggested that
the place should be
handled with care so
as not to destroy the
water pipes.
xxxi
In Association with
Uganda National Road Authority
Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project
Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Stakeholder
Issue
Environmental issues
Borrow
pits
Mbale
and Flooding
Manafwa District and
Local Government drainage
Officials
Safety and security issues
Mbale
and Increase in
Manafwa District accidents
and
SubCounty due
to
Local Government overtaking
Officials
and over
speeding
during and
after
construction
Mbale
and
Manafwa District
Local Government
Officials
Increase
in
HIV/AI
DS and
other
STIs
Mbale
and Land
Manafwa District wrangles
and Sub-County
Local Government
Officials
Business and trade
Mbale
and Increase
Manafwa District in
Local Government regional
Officials
trade
Mbale
and Accessibil
Manafwa District ity
to
and Sub-County markets
Local Government
Official s
Mbale
and Employm
Manafwa District ent
Local Government opportuni
and Sub-County ties
Officials
Discussion
Suggested solutions
There was concern that borrow pits where They suggested that such
Gravel and stones are excavated will be often pits should always be
open.
backfilled
after
extraction
of
the
required materials.
It was reported that too much water comes from There should be strong
the mountains and crosses the road especially drainage systems to
during the rainy season.
collect the water and the
water
should
be
channeled to running
rivers.
This was a general issue raised by majority of the Installation of humps
stakeholders. There is fear of increased number and signposts in trading
of accidents during construction and also after centres and near schools.
construction.
This concern was raised by Mbale District
HIV/AIDS Focal Person. There was concern
that the influx of people in the area during
construction will increase the problem of
HIV/AIDS in the area.
It was suggested that
there should be constant
HIV/AIDS awareness
for the workers and
community in general.
It was pointed out that there were several land The project was advised
conflicts in the area and land is considered to be to be very cautious when
an important asset.
dealing with land issues
in the area.
It was expected that there will be increased Project
should
be
regional trade between Uganda and Kenya.
established to increase
regional trade between
Uganda and Kenya.
There is hope that with a good road, there will Ensure a good road is
be easy accessibility to markets and therefore constructed to make
increase in trade.
accessibility to markets
easier and therefore
increase in trade
The issue of job opportunities was raised by First
priority
for
most of the stakeholders. It is expected that employment should be
during construction, there will be increased job given to local people in
opportunities for the local people. It was the
project
areas,
requested that the local people be considered for espellially for unskilled
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Stakeholder
Issue
UNRA, Eastern SocioRegion
issues
Off-shots
Construct
ion
Camps
Warid Telecom
Effects
on masts
Zain Telecom
Ministry of Water Impacts
and Environment, on
Directorate
of wetlands
Environment
Affairs, Wetlands
Management
Department-Luzira
Discussion
jobs especially casual labour jobs.
Consult the political leaders, district officials so
that they are aware of the project
Compensation is likely to be an issue as the road
reserve is 30m
The source of aggregate should come out as well
as concerns with contractors and further
investigations on the options will be undertaken
during the detailed field visits.
Communities should be involved in choosing
where to put the off –shots. Sometimes they
need the storm water in their gardens or in some
of the valleys they may want to use for different
purposes. This will reduce on the impacts of the
storm water (from the off –shots) on the
communities
Choice of location of the construction camps
should
involve
the
local
communities/authorities. This could be located
in an area such that the structures could be used
as a school or any other community activity.
Location of camps for the workers
Extent of impact the project would have on
their masts in the area.
He stressed that any blasting within the vicinity
of the mast would cause vibrations with
implications of distorting transmission, swaying
off and tilting of the towers due to earth
movements.
He finally noted that having to relocate the mast
is an expensive exercise and they would
preferably have it avoided in whatever option
possible.
Zain/Warid asked to be given time to check
with their geotechnical documents to be able to
come up with envisaged implication in case of
rock blasting close to their site.
These areas of wetlands experience floods
during periods of heavy rains. There is need for
raising of the road within these sections.
There is need of finding the way of free flow of
water across the road without damming. On top
of installing culverts, gravel should be graded in
all stretches of wetland areas before putting
tarmac on top. This will enhance free flow of
water across the road through percolation
xxxiii
In Association with
Suggested solutions
labour
Consultations
were
carried out with district
local
and
political
leaders, and ensure
regular
consultation
throughout the project.
All people to be affected
by the project will be
compensated.
Ensure that borrow areas
and quarries to be used
are identified and name
and locations included in
the ESIA report.
Involve the communities
in choosing offshoots
When identifying areas
for location of camps,
involve
the
local
communities/leaders
The quarries to be used
during road construction
should
be
located
relatively far from the
quarries
to
avoid
distorting transmission,
swaying off and tilting of
the towers due to earth
movements. Relocation
of the mast would be
very expensive
Raise the road within
sections with wetlands to
avoid floods
Find the way of free flow
of water across the road
without damming and
grade all the gravel in all
stretches of wetland
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Stakeholder
Issue
Discussion
without necessarily restricting water to particular
flow across the culverts.
The issue of dumping of soil waste creating land
in wetland areas has to be avoided. This she
noted reduces the area of wetlands through
encouraging reclamation by the wetland
encroachers.
All rice growing areas that are in form of valleys
with saturated soils should be taken as wetlands
while taking precautionary cautions of
construction in wetland areas.
Downstream of these wetlands exist springs
with some directly acting as a source of water
for the neighbouring communities. Precaution
should therefore be taken to avoid
contaminating the quality of water through oil
spills and dumping of any sort.
Raised need for closed supervision and/or
monitoring of the works at wetland areas to
minimize silting and avoiding workers
collaborating with the wetland encroachers to
accelerate degradation.
xxxiv
In Association with
Suggested solutions
areas before putting
tarmac on top of the
culverts to enhance free
flow of water across the
road through percolation
without
necessarily
restricting
water
to
particular flow across the
culverts.
-Avoid damping of soil
in wetlands
-Avoid
contaminating
water in the wetlands
through oil spills because
water
used
by
communities
downstream
for
domestic purposes will
be affected.
-Ensure
close
monitoring/supervision
of the works at wetland
areas to minimize silting
and avoiding workers
collaborating with the
wetland encroachers to
accelerate degradation.
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Stakeholder
Directorate
of
Water Resources
Management
Entebbe
Ministry of Energy
and
Mineral
development,
Department
of
Petroleum Supplies
Issue
Water
Regulatio
n
Discussion
In case of abstraction from any water resource,
the permit should be sought from the Water
Resources management.
DWRM has monitoring stations on all the lakes
and Rivers that need to be taken care of during
construction within their vicinity; monitoring
during construction should ensure that these
aren’t tampered with.
NEMA regulations protecting water resources
need to be put up with when it comes to
dumping of waste into water resources.
It was also mentioned that the design team
should present the Water
Resources
Management, department of Regulations with a
sketch of the road network to be worked on
containing list of lakes, rivers and swamps that
are likely to be crossed. This will enable the
department avail the design consultants with the
Hydrological characteristics of these resources;
such as the highest water levels ever reached in
those areas.
The Ground water department could also be
utilized to avail the consultant with information
regarding the water table levels of these low
lying areas.
A senior petroleum expert stressed that in cases
of spillage during oil storage, drums should be
placed in areas that can be easily cleaned and
disposed to designated places approved by
NEMA.
The responsible companies that have been
licensed by NEMA to handle issues related to
disposal of oil related waste should be identified
and given the role of handling all these kinds of
wastes generated from the campsites and the
construction sites.
She also recommended that drums used for oil
storage should be placed on top of wooden
structures during loading and offloading and
these can be kept well for further use to
minimize the extent of spilling oil in several
locations.
All records of major spillages should be well
kept to enable proper monitoring and avoid
unpleasant impacts that could result if no
mitigation measures are put in place after the
spillage
All bitumen should be well stored under proper
precautions with proper supervision and/or
xxxv
In Association with
Suggested solutions
Obtain a permit for
water Abstraction in case
of any abstraction from
DWRM
Ensure that DWRM
monitoring stations on
lakes and rivers in the
project area are not
tampered with.
Comply with available
regulations on protecting
water resources.
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Stakeholder
(b)
Issue
Discussion
Suggested solutions
monitoring
Qualified Environmentalists should be deployed
to ensure proper monitoring for compliance
with all the recommended mitigation measures
during the construction activities.
Public Disclosure
According to the Uganda ESIA guidelines on public disclosure, the ESIS is a public
document that may be inspected at any reasonable time by any person. The guidelines
state that the Authority (NEMA) in consultation with the lead agency shall decide
regions where it is necessary to display the ESIA report to the general public. The
Scoping report of this ESIA was also disclosed to the District Natural resources
committees of Mbale and Lwakhakha and their issues incorporated to this report. The
ESIS was submitted to NEMA for review and approval and it is the decision of NEMA
to carry out public disclosure of the report by placing it public libraries and the
headquarters of the Districts through which the road passes.
Complementary Initiatives
A separate study on resettlement (resettlement action plan, RAP) was conducted for this
road project and measures therein provided for compensation of property to be affected
by the project. Preparation of the RAP has been based on socio-economic surveys, a
census of PAPs undertaken from 1st October 2010 - 9th February 2011 and data
provided by an independent surveying/valuation firm engaged by UNRA. Besides
resettlement, the following initiatives are proposed for the proposed project:
i. HIV/AIDS awareness programs: It is recommended that the project includes
HIV/AIDS awareness and prevention programs for both construction workers and
communities in project areas. Use can be made of NGOs, or CBOs and agencies (e.g.
AIDS Information Center, TASO etc.), which are well established in the project
districts and experienced in this service. Arrangement and cost for this service is
provided for in the ESMP. Long distance truck drivers should be one of the target
segments for HIV/AIDS awareness training.
ii. Tree planting as climate change initiatives: Road construction will entail loss of trees
and these are carbon sinks beneficial to slowing down climate change. This justifies
tree planting along the road reserve as part of road beautification. To ensure that
correct species are planted, this activity should be undertaken by a professional
landscaping entity through an independent bidding process that would ensure best
value and conformity to specifications prescribed by UNRA. This bid should specify
number of trees to be planted, cost, long-term ownership and care.
iii. Gender awareness and mainstreaming: The contractor should undertake sensitization
programs to ensure that men and women equally participate and benefit from the
xxxvi
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project. Participation of women will also require ensuring provisions of facilities and
amenities in workplaces (camps, equipment yard, and worksites). By working with a
competent training entity, capacity building for female road workers should be
considered, if feasible, by the contractor. This has been costed in the ESMP.
iv. Road safety educational campaigns: It is important therefore that upgrade of this road
also undertakes road safety awareness and educational campaigns both during
construction and operation. The first group targeted should be the schoolchildren and
teachers together with District Education Offices. The schools can be provided with
charts and brochures developed by the project. The project should also undertake
road safety training for public transport operators. These are the most prevalent
group of vehicle drivers and major traffic increases on improved roads will most likely
be minibus ‘taxis’ and motorcycles (boda-bodas). By undertaking these road safety
activities, the project will improve overall road safety. Road safety training has been
provided for in the ESMP.
v. Roadside amenities: The project should also be designed to support initiatives such as
upgrading of roadside markets, establishment of rest areas for long-haul truck drivers
across the Uganda These places will offer social amenities, including HIV/AIDS
information infoshops, personal hygiene facilities, sleeping places and parking bays.
UNRA should discuss this initiative with respective district local governments who
would be expected to subsequently own and operate and sustain these facilities.
vi.
There are many protected water sources in use very near the project road. The
Water users expressed worry over loses of their reliable water sources yet there is
limited potential for drilling in the area. It is therefore recommended to hold more
discussions with Water Development Departments of Mbale and Manafwa
regarding these water sources for purposes of planning for their replacement in kind
prior to the actual road construction activities.
Conclusion
A number of envisaged negative impacts of improving the Mbale-Lwakhakha road are
not significant, while others will even be less significant when mitigation measures in this
report are implemented. Some impacts such as land and structures loss due to the road
widening will be permanent. However, to a great extent the road design has followed
existing alignment in most cases; with a few geometric adjustments in the towns and
trading centres. This impact will therefore not be of great impact. Temporary land take
will occur when land is used for borrow pits, quarries and contractor's camps. Land will
also be required for temporary diversions (detours) during road construction.
Considerable quantities of gravel, rock and embankment fill material will be required
during road construction. Borrow pits and quarries might have a diversity of impacts but
these will be assessed independently by the contractors who choose specific sites. Upon
xxxvii
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closure, it will be essential for the contractor to restore to original condition all depleted
borrow pits and quarry sites used during road construction. Construction activities pose a
possibility of contaminating land and watercourses from bitumen, fuel or oil spillage
from construction vehicles and interruption of access to certain services like water supply
and power in areas where these mains will be relocated during road construction. Road
construction traffic will be associated with noise and dust nuisance and possibly
increased road accident risk, especially through settlements and trading centres. Women,
children and elderly and disabled people will be particularly at risk.
When the road is upgraded to bituminous standard, its routine maintenance will have
negligible environmental impacts: indeed less than the equivalent maintenance work
required for the gravel surface road. For instance, there will be no need for borrow pits
for gravel, with associated impacts, or no grading operations associated with dust and
noise pollution. The proposed project offers enormous distance and journey time savings
for traffic to Lwakhakha from Mbale and across Uganda to Kenya via the Eastern route.
Once the proposed project is completed, transport costs and time would significantly
reduce. In addition, the proposed road would support on-going and planned East
African Integration.
Upgrade of the road will entail land take and impact of structures. The project will affect
a total of 1,102 buildings and structures with compensation with a budget of 12.11 billion
UGX. 102 acres of land will be acquired at an acquisition budget of 7.92 billion UGX
among other public utilities that will be affected including Mayenze Police post that will
have to be relocated.
All environmental and social concerns will be mitigated as detailed in the ESMP. A
framework for the implementation and monitoring of the ESMP has been proposed and
budgeted for. Compared to socio-economic benefits of the road project, many of the
negative impacts will be insignificant as long as fair compensation and mitigation actions
are implemented.
xxxviii
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AKNOWLEDGEMENT
The Environment and Social Impact Assessment (ESIA) team wishes to express
gratitude to all the persons who were consulted for their useful contributions that made
the assessment successful. In this regard the following are acknowledged:
 Co-ordination Team at UNRA Headquarters.
 Mr. Adam Matovu, in charge of the Eastern Region.
 Mr. Kiboma Michael, Engineer in Charge of Mbale Roads
 Nuruddin Wajihi, the Team Leader for Feasibility Studies at SMEC
International.
 The political leaders and Technical staff of Mbale and Manafwa Districts;
Rev. Watenga Abedinego-Director of Community Based Services, Christine
Wandeba-Secretary for Gender & Social Services,Muliro Wanga Taribu ,Secretary
for Works, Production & Natural Resources,Mawejje Andrew,CAO,Kiboma
Michael District Engineer,Wandwasi Robert district HIV Focal Person,Duca
Margaret-District Population Officer,Wamayi David, District Planner,Madoyi
Ayub,District Health Inspector

The political and Technical leaders in Manafwa district :Wanakina George
David,District Senior Environment Officer; Gideon Khawuka; District
Community Development Officer;,Nangoli Paul ;Resident District
Commissioner (RDC),Mukhoya Milka;Community Development Officer
Lwakhakha Town Council, Kisogotsi Muhamad; Chairperson, Lwakhakha Town,
Zubairi
Wakhasa;
Chairperson
LC
II
Buhoma,
Wamoka
Abudu;Councillor,Walyanya Sharif;Youth Councillor, Lwakhakha town
council,Nalwanana MaryLwakhakha Town Agent,Kahora Adiya,Lwakhakha
Town
Agent,Nabuzare
Grace;Manafwa
District
Senior
Accounts
Assistant,Nangombe Emma, HMIS Focal Person,,Nandeke Richard;Bubuto Sub
County Office Attendant, Walyamboga Peter,LC III Chairperson, Bugobero Sub
County,Wamono Ben;Chairperson NRM, Bugobero Sub County
 All in leaders and community mebers where meetings were held
National stakeholders
 Mr. Mutemo; Senior Environmental Officer, Ministry of Works,
Transport and Communications
 Dr. Isabirye Martin;Deputy, Project Co-ordinator/ Principal Veterinary
Inspector Regulations;
 Oloya Richard; Civil Engineer Warid Telecom
 Mrs Norah Namakambo; Ministry of Water and Environment,
Directorate of Environment Affairs, Wetlands Management Department Mr. Apollo; Mechanical engineer, Zain Telecom
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TABLE OF CONTENTS
THE STUDY TEAM .....................................................................................................ii
EXECUTIVE SUMMARY ........................................................................................... iii
AKNOWLEDGEMENT ........................................................................................ xxxix
TABLE OF CONTENTS ............................................................................................. xl
LIST OF FIGURES ...................................................................................................xliv
LIST OF TABLES ......................................................................................................xliv
LIST OF APPENDICES............................................................................................. xlv
ACRONYMS ..............................................................................................................xlvi
1.0
INTRODUCTION ............................................................................................. 1
1.1 Background ..................................................................................................... 1
1.1.1
Project objectives ..................................................................................... 1
1.1.2
Scope of Services ..................................................................................... 2
1.2 Justification for the proposed project .............................................................. 2
1.3 Requirements for ESIA ................................................................................... 4
1.4 Study Objectives ............................................................................................. 4
1.5 Environmental and Social Assessment Methodology ..................................... 4
1.0 E ...................................................................................................................... 5
1.51
Impact Assessment Methodology ............................................................ 6
1.5.1
Consultation Process ................................................................................ 7
1.5.2
Public Disclosure ..................................................................................... 8
1.5.3
Report Structure ....................................................................................... 8
1.5.4
Public Hearings ........................................................................................ 9
2.0
PROJECT DESCRIPTION AND ACTIVITIES .............................................. 10
2.1 The Project ((Bubombi- Bubulo- Lwakhakha Road) .................................... 10
2.1.1
Description of the proposed road routing ............................................. 11
2.2 Area of Influence ........................................................................................... 14
2.3 Technical Design, Construction and post Construction Activities ............... 14
2.3.1
Civil Works ............................................................................................ 14
2.3.2
Footpaths, Busbays and Road furniture: ................................................ 15
2.3.3
Camp sites and Workshops .................................................................... 17
2.4 Planned activities........................................................................................... 17
2.4.1
Pre - Construction Stage ........................................................................ 17
2.4.2
Construction phase ................................................................................. 18
2.4.3
Operation and Maintenance ................................................................... 21
2.5 Materials and their Sources ........................................................................... 21
2.6 Project staffing and labour requirements ...................................................... 22
2.7 CONSIDERATION OF ALTETRNATIVES ............................................... 22
3.0
REVIEW OF THE EXISTING POLICIES AND LAWS ................................ 25
3.1 Policy Frame work ........................................................................................ 25
3.1.1
The National Environment Management Policy .................................... 25
3.1.2
Transport Sector Policy ......................................................................... 26
3.1.3
Plan for Modernization of Agriculture (PMA) ...................................... 26
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3.1.4
The Gender Policy, 1997 ....................................................................... 26
3.1.5
National Policy for Conservation and management of Wetlands, 1995 26
3.1.6
Uganda Forestry Policy, 2001 ............................................................... 27
3.1.7
MoWT’s Resettlement/Land Acquisition Framework, 2002 .................. 27
3.1.8
The National AIDS Policy (2004) .......................................................... 27
3.1.9
Road Sub-sector Policies ....................................................................... 28
3.2 Legal frame work .......................................................................................... 31
3.2.1
The Constitution of Uganda, 1995 ......................................................... 31
3.2.2
The National Environment Act, Cap 153 ............................................... 31
3.2.3
The Environmental Impact Assessment Regulations, 1998 ................... 31
3.2.4
The National Environment (Waste Management) Regulations 1999 .... 31
3.2.5
Uganda Wildlife Act Cap 200 ................................................................ 32
3.2.6
National Forestry and Tree Planting Act, 2003 .................................... 32
3.2.7
The Local Government Act, 1995 .......................................................... 32
3.2.8
Land Act, Cap 227 ................................................................................. 33
3.2.9
Land Acquisition Act, 1965 .................................................................... 33
3.2.10 The Access Roads Act, Cap 350 ............................................................. 33
3.2.11 Water Act, Cap 152 ................................................................................ 33
3.2.12 Mining Act, 9/2003................................................................................. 34
3.2.13 The National Environment regulation S.I No. 2/ 2 000 ......................... 34
3.2.14 National Environment (Wetlands, River Banks and lakeshores
Management) regulation S.I No. 2/2000.............................................................. 34
3.2.15 The Roads Act, 1964 (Cap 358) ............................................................. 35
3.2.16 The Occupational Safety and Health Act, 2006 ..................................... 35
3.2.17 Workers’ Compensation Act 2000 ......................................................... 35
3.2.18 The National Environment (Standards for Discharge of Effluent into
Water or on Land) Regulations, S.I. No. 5 /1999. ............................................... 36
3.2.19 Water Resources Regulations, SI No. 33/1998 ...................................... 36
3.2.20 The Historical Monument Act, Cap 46 .................................................. 36
3.2.21 Petroleum Act, Cap 149 ......................................................................... 37
3.2.22 The National Environment (Audit) Regulations, 2006 .......................... 37
3.2.23 Physical Planning Act 2010 ................................................................. 37
3.2.24 The Water (Waste Discharge) Regulations S.I. No. 32/1998 .............. 37
3.2.25 The National Environment (the Control of smoking in public places)
Regulations S.I, 2004 ........................................................................................... 37
3.2.26 The National Environment (Management of Ozone Depleting
Substances and Products) Regulations, S.I No. 63/2001 ..................................... 38
3.3 Institutional Framework ................................................................................ 38
3.3.1
Ministry of Works and Transport, MoWT ..................................................... 38
3.3.2
Uganda National Roads Authority (UNRA) .................................................. 38
3.3.3
Ministry of Water and Environment ............................................................... 39
3.3.4
The Directorate of Water Resources Management (DWRM) ..................... 39
3.3.5
The Directorate of Water Development (DWD) ......................................... 39
3.3.6
The National Water and Sewerage Corporation (NWSC) ........................... 39
3.3.7
National Environmental Management Authority (NEMA) ........................ 39
3.3.8
The National Forestry Authority (NFA) ........................................................ 40
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3.3.9
Ministry of Gender Labour & Social Development ..................................... 40
3.3.10 Town and Country Planning Board ................................................................ 40
3.3.11 Local Administration Structures and Road Committees.............................. 40
3.3.12 Ministry of Tourism, Trade & Industry (MTTI) ........................................... 40
3.3.13 District Land Boards ......................................................................................... 41
3.3.14 Department of Geological Survey and Mines................................................ 41
3.3.15 Permits and Licenses ......................................................................................... 41
3.4 Requirements of International Financial Institutions .................................... 41
3.4.1
ADB Safe Guard Policies....................................................................... 41
3.4.2
The Environment Policy ......................................................................... 42
3.4.3
AfDBs Involuntary Resettlement ............................................................ 42
3.4.4
AfDBs Policy comparison with the Relevant Uganda Legislation ........ 43
3.5 International Environmental Agreements ..................................................... 43
3.5.1
Ratified Conventions .............................................................................. 43
3.5.2
The Ramsar Convention of Wetlands, 1971 ........................................... 44
3.5.3
Stockholm Convention on Persistent Organic Pollutants...................... 44
3.5.4
Strategic Approach to International Chemicals Management .............. 45
3.5.5
United Nations Framework Convention on Climate Change (UNFCCC)
45
4.0
PUBLIC CONSULTATION ............................................................................. 46
4.1 Public Participation Process .......................................................................... 46
4.2 Participation Objectives ................................................................................ 49
4.3 Stakeholder Composition and Analysis ........................................................ 49
4.4 Stakeholder briefings and community consultation ...................................... 57
4.5 Issues raised................................................................................................... 57
5.0
DESCRIPTION OF EXISTING ENVIRONMENT ......................................... 73
5.1 Physical Environment ................................................................................... 73
5.1.1
Geology .................................................................................................. 73
5.1.2
Geomorphology and Soils ...................................................................... 73
5.1.3
Hydrology, Drainage and Water resources ........................................... 74
5.1.4
Climate ................................................................................................... 74
5.1.5
Water quality and existing pollution discharges ................................... 75
5.2 Biological Environment ................................................................................ 75
5.2.1
Flora ...................................................................................................... 75
5.2.2
Fauna ..................................................................................................... 78
5.2.3
Avifauna (Birds) ..................................................................................... 79
5.3 Human / Social – Cultural Environment ....................................................... 80
5.3.1
Human Population ................................................................................. 80
5.3.2
Ethnic composition................................................................................. 82
5.3.3
Migration Patterns ................................................................................ 83
5.3.4
Religious Affiliations............................................................................. 83
5.3.5
Marital Status........................................................................................ 84
5.3.6
Education .............................................................................................. 85
5.3.7
Vulnerable groups .................................................................................. 87
5.3.8
Land Use and Tenure ............................................................................ 88
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5.3.9
Housing and Settlement Patterns ........................................................... 89
5.3.10 Infrastructure ......................................................................................... 90
5.3.11 Education ............................................................................................... 94
5.3.12 Water Supply ......................................................................................... 95
5.3.13 Electricity .............................................................................................. 97
5.3.14 Fuel Stations ......................................................................................... 98
5.3.15 Transport and Communication .............................................................. 98
5.3.16 Employment........................................................................................... 99
5.3.17 Economic Activities ............................................................................. 100
5.3.18 Source of income and expenditure ....................................................... 103
5.3.19 Food security ....................................................................................... 104
5.3.20 Source of Energy and Fuel ................................................................. 104
5.3.21 Cultural Property ................................................................................ 104
5.3.22 Tourism Potential................................................................................. 105
5.3.23 Planned Development .......................................................................... 105
5.3.24 Security ................................................................................................ 105
5.3.25 Gender.................................................................................................. 105
5.3.26 Donor/Government Development Programmes .................................. 106
6.0
EVALUATION OF POTENTIAL ENVIRONMENTAL IMPACTS AND
MITIGATION MEASURES...................................................................................... 108
6.1 Positive Impacts of the Action .................................................................... 108
6.1.1
Preparation Phase/Planning ............................................................... 108
6.1.2. Site Preparation and Construction Stage ............................................ 108
6.2
Negative Impacts ........................................................................................ 113
6.2.1
Preconstruction Phase / Planning ...................................................... 113
6.2.2
Site Preparation and Construction ...................................................... 113
6.2.3
Operation and maintenance/ Post construction stage ......................... 140
7.0
Decommissioning and restoration activities .................................................... 143
7.1
Resettlement Action Plan ........................................................................... 144
7.2 Overall Impact Assessment ......................................................................... 146
7.3
Residual Negative Impacts following Mitigation ...................................... 148
7.4
Environment and Social Mitigation Measures ........................................... 129
8.0
ENVIRONMENTAL MONITORING .......................................................... 142
9.0
CONCLUSION AND RECOMMENDATIONS ........................................... 142
9.1 Conclusions ................................................................................................. 142
9.2 Recommendations ....................................................................................... 143
9.2.1
Institutional Cooperation ..................................................................... 143
9.2.2
Sensitization ......................................................................................... 143
9.2.3
Employment Opportunities ................................................................. 143
9.2.4
Cultural and Archaeological aspects................................................... 143
9.2.5
Water Quality Tests.............................................................................. 143
9.2.6
Planning and Co-ordination with Local Authorities ........................... 144
9.2.7
Resettlement Action Plan (RAP) and Property Valuation ................... 144
9.3 Complimentary Initiatives ........................................................................... 144
9.4 Further recommendations include; .............................................................. 145
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Appendices: .................................................................. Error! Bookmark not defined.
Appendix A: Minutes of Stake holders meetings ........... Error! Bookmark not defined.
Appendix B: List of People Consulted .......................... Error! Bookmark not defined.
Appendix C: Sampled Attendance Lists from the project area ...... Error! Bookmark not
defined.
Appendix D: Summary of selected minutes from the community Meetings............Error!
Bookmark not defined.
Appendix E: Sampled photographs of community sensitisation meetings along the
Project road .................................................................. Error! Bookmark not defined.
Appendix F Terms of Reference ................................... Error! Bookmark not defined.
LIST OF FIGURES
Figure 1.1 Assigning Values to Baseline Conditions ................................................................. 6
Figure 1.2 Evaluation of Magnitude of impacts ........................................................................ 6
Figure 1.3: Overall Impact Assessment ................................................................................... 7
Figure 4.1: Sample Photographs of community meetings .......................................... 57
Figure 5.1: Intrusive granite rocks in Bukemo Village Lwakhakha town council ...... 73
Figure 5.2: Vegetation types along the road ................................................................ 78
Figure 5.3: Reared animals tethered ...................................................................................... 79
Figure 5.4: Storks seen up in the sky in the project area............................................................ 79
Figure 5.5: Ethnic Groups in the Project Area: ............................................................ 82
Figure 5.7: Religious Beliefs along the Project Road .................................................. 84
Figure 5.8: Marital Status of the Population along the road ....................................... 85
Figure 5.9: Distance to the nearest Primary and Secondary Schools .......................... 87
Figure 5.10: Housing in the Project area at Mayenze and Residential Structures in
Namikyelo village .......................................................................................................... 90
Figure 5.11: Butiru Health Centre located along the road ........................................... 91
Figure 5.12: Common diseases in the project area ......................................................... 93
Figure 5.13: Main sources of water supply in the project area .................................... 96
Figure 5.14: Borehole along the road at Bunangabo ................................................... 96
Figure 5.15: Electricity Infrastructure located close to the road .................................. 98
Figure 5.16: Communication means in the project area ................................................. 99
Figure 5.17: Example of tethered animals and crops along the road in the project area .................. 101
Figure 5.18: Petty trade along the road ................................................................................ 102
Figure 6.6.1: Waste Management Hierarchy ............................................................. 115
LIST OF TABLES
Table 2-1: Table showing areas traversed by Bumbobi - Lwakhakha Road ............... 11
Table 2-2: Map showing Bumbobi-Bubulo-Lwakhakha Road with its drainage and
urban centres ................................................................................................................ 13
Table 2-3: Proposed drainage structures Bumbobi- Bubulo -Lwakhkaha ................................. 15
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Table 2-4: Road construction material sources ............................................................. 18
Table 3-1: Permits required by the proposed development ............................................ 41
Table 4-1: Schedule of meetings for Mbale-Bumbobi-Lwakhakha Road ........................ 47
Table 4-2: Analysis of stakeholders – Bubulo-Lwakhakha road .................................... 50
Table 4-3: Issues Raised by National Stakeholders......................................................... 58
Table 4-4: Issues raised by Local Government; District and Sub County Levels ...... 64
Table 4-5: Issues raised by community members ........................................................... 66
Table 5-1: Vegetation types along the proposed road ................................................. 76
Table 5-2: Population by Sub-County in the Project Districts ................................... 81
Table 5-3: Mbale and Manafwa 2012 projected populations .......................................... 81
Table 5-4: Level of Education by Gender.................................................................... 86
Table 5-5: Health Facilities by District........................................................................... 90
Table 5-6: Average crop production .................................................................................... 101
Table 5-7: Occupation by Gender .............................................................................. 103
Table 5-8: Location of wetlands and water sources on Bumbobi –Lwakhakha Road. ................. 106
Table 6-1: Map showing the potential material sources, physical-cultural resources
and borrow areas ........................................................................................................ 136
Table 7--0-1: Decommissioning Plan ........................................................................ 143
Table 7-0-2: Overall Impact Assessment ................................................................... 147
Table 7-0-3 Residual Negative Impacts ..................................................................... 148
Table 7-0-4: Mitigation Plan with Costs .................................................................... 129
LIST OF APPENDICES
Appendix
A:
B:
C:
D:
E:
F:
Minutes of Stakeholder meetings
List of Stakeholders Consulted
Attendance Lists for Community Meetings
Minutes of Community Meeting
Some of the Photographs
Terms of Reference
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ACRONYMS
Acronym
ACAO
AfDB
AIDS
BP
CAIIP
CBD
CBOs
DHO
EIA
INDIA
DIA
EMP
ES
ESIA
ESMP
HIV
HMIS
I&APs
JICA
LC III
LC1
LCV
MP
MT.N
NEMA
NPL
NGOs
OAU
OD
OM
OP
PAP
PEAP
RDC
ROW
SEA
SNO
STD
TC
UETCL
UNECE
Meaning
Assistant Administrative Officer
Africa Development Bank
Acquired immunodeficiency Syndrome
Bank Procedures
Community Agricultural Infrastructure Improvement Program
Convention on Biological Diversity
Community Based Organisations
District health officer
Environmental Impact Assessment
Indirect Impact Area
Direct Impact Area
Environmental Management Plan
Environmental Statement
Environmental and Social Impact Assessment
Environment and Social Management plan
Human Immunodeficiency Virus
Health information Management Services
Interested and Affected Persons
Japan International Cooperation Agency
Local Council three
Local Council One
Local Council Five
Member of parliament
Mobile Telecommunication Network
The National Environment Management Authority
New Plan Limited
Non-Governmental Organizations
Organization Of African Unity
Operational Directives
Operational Manual
Operational Policies
Project Affected People
Poverty Eradication Action Plan
Resident District Commissioner
Right of Way
Strategic Environmental Assessment
Senior nursing officer
Sexual Transmission Diseases
Trading Centre
Uganda Electricity Transmission Company Limited
United Nations Economic Commission for Europe
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Acronym
UNESCO
UNFCCC
UNFPA
UNRA
USAID
UTL
UWA
Meaning
United national Education Scientific
United Nations Framework Convention for Climate Change
Uganda National Family Planning Association
Uganda National Roads Authority
United States Agency for International Development
Uganda Telecommunication Limited
Uganda wildlife Authority
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1.0
INTRODUCTION
1.1
Background
The Uganda National Roads Authority (UNRA) is responsible for managing, maintaining
and developing the national road network across Uganda. UNRA became a legal entity in
2006, but officially began operations on 1st July 2008. Much of the network requires
substantial improvement or development to meet current and forecast traffic demands,
and to promote equal distribution of, and access to economic and social development
across the country. As such the Government of Uganda has committed to fund a
sizeable programme of works in the next few years.
UNRA has plans to develop road networks in different parts of Uganda. This is in
response to its mission “to develop and maintain a national road network, for economic
development needs of Uganda, to the safety of all road users, and to the environmental
sustainability of national roads corridors. This includes the major part eastern Uganda
road infrastructure of which Bubombi- Bubulo Lwakhakha is among.
To achieve this mission, UNRA intends to focus on optimizing the quality, timeliness
and cost effectiveness of its road projects, and to promote the use of innovative and
creative techniques and strategies to optimize the performance of the road network.
UNRA expects the Consultants and Contractors that work for the Authority to adopt
these objectives, to work with UNRA to achieve its mission, and to reflect this in the
preparation of their proposals.
1.1.1
Project objectives
At National level the project objectives are
i)
To promote equal access to economic and social development
opportunities across the country
ii)
To improve the quality of the National Road Network and
improve connectivity to all areas of the country
iii)
To promote the continual improvement of the National Road
Sector in Uganda.
At a local level the project objectives are
i)
To improve access to goods/ passenger transport services and
reduce transport costs along the route
i)
To improve access to social and economic development
opportunities along the route by providing high capacity
infrastructure;
ii)
To ensure no road side communities to be worse off as a result of
road upgrading works.
In line with National Road Development and Maintenance Programme highlighted
above, the Government of Uganda is to finance the upgrading of a number of road
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schemes to bituminous standards of which Mbale(Bubulo)- Bumbobi -Lwakhakha road
is among.
The development is intended to be a high quality that will generate significant benefits in
terms of improving access to the remote areas of region and protecting the environment.
However, this kind of development requires UNRA to undertake an Environmental
Impact Assessment (EIA). The Government represented by the Uganda National Road
Authority (UNRA) therefore engaged M/S SMEC International Pty (SMEC) in
association with Newplan Limited (NPL) to provide the required services.
SMEC and NewPlan are experienced in environmental management and assessment and
are familiar with the Environment and Social Impact Assessments (ESIA) requirements
for road development and projects.SMEC and NewPlan are well known for their
integrity, independence and skill in assisting stakeholders to participate in the ESIA
process. The Consultant has no vested interest in the proposed project and is
independent in terms of the Environmental Impact Assessment (EIA) regulations.
1.1.2
Scope of Services
The project involves feasibility study, including consideration of the alternative routes
and pavement options, environmental and social impact study, road safety, land
acquisition, preliminary design, economic and financial analysis. Services will also include
detailed engineering, design for the approved option; including all necessary data
collection, field surveys and analysis to cover all aspects of detailed design. However, this
report will focus on Environmental Assessments.
Subsequently SMEC and NPL entered into a sub-consultancy agreement in relation to
provision of services under the Environment and Social Impact Assessment (ESIA) as
well as Resettlement Action Plan (RAP) components.
1.2
Justification for the proposed project
The Bubombi- Bubulo- Lwakhakha Road was identified for improvement by the Uganda
Government based on the following considerations:
a) The project road is in a bad condition with potholes, rapid loss of gravel and
scouring of drainage channels. The road alignment and carriage way width are all
below standards and pose danger to driving especially during the rainy season.
b) The road links Mbale town to the people living on the slopes of mountain Elgon.
The area has ample rainfall and fertile volcanic soils that support agriculture as
the main economic activity. The area covered by the project is known for the
production of subsistence crops such as maize, bananas, millet as well as
vegetables (tomatoes, cabbages, onions) and fruits (watermelon, passion fruit).
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c) The Vermiculate Mining project near Busumbu Trading centre is likely to benefit
from the improvement of the Bumbobi-Bubulo- Lwakhakha Road as it will ease
the transportation of this mineral.
d) Mt.Elgon is a hot spot for the tourism industry but this foreign exchange earner
industry is faced by the challenge of lack of good roads that are motorable
throughout the year. The target road is a good link to the Mt. Elgon National
park but is not motorable during the rainy season. The government has therefore
deemed it befitting to upgrade this road from its current state to bitumen
standards. This upgrade may improve the tourist inflow to Mt. Elgon National
park thus enhancing tourist activity and mountain climbing in the area as well as
creating more jobs for the local communities.
e) The proposed road connects Mbale and Manafwa districts to Lwahkakha
Township on the Uganda-Kenya Border. Therefore, upgrading of the road will
lead to an increase in traffic between the Kenya border and Mbale town and
beyond hence a likely increment of trade and other commercial activities in the
area of its influence. The increased inflow of vehicles to transport agricultural
produce will help farmers to transport their produce to the market in and outside
Uganda with ease.
It is for these reasons that UNRA is undertaking the project to upgrade the BubombiBubulo- Lwakhakha road with the aim of improving the transport service for both
goods and passengers as well as reduce transport costs along this route consequently
fostering social and economic development opportunities in the project area by
providing high capacity infrastructure.
However this development is likely to potentially affect structures (within the 30m
proposed road reserve) including permanent, semi-permanent and temporary structures
of mud and wattle with a number of persons facing disruption of their assets. The road
will affect road side economic activities such as markets, shops and kiosks, etc. and other
businesses like ‘Boda boda’ riding.
From the Uganda environment context, the proposed development (Bubombi- BubuloLwakhakha Road) falls under the category of "major infrastructure development
projects" which are listed under the Third Schedule of the National Environment Act,
Cap. 153. Section 2 of the Third Schedule which obliges a developer with a project listed
under it to conduct an EIA before implementation of such a project. Under the same
Schedule, all major roads and all roads in scenic, wooded or mountainous areas are
among transportation projects requiring mandatory Environmental Impact Assessment
to be done before their implementation. In line with all these requirements, this ESIA for
the Upgrading of Bubombi- Bubulo- Lwakhakha Road was undertaken.
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1.3
Requirements for ESIA
According to the ADB’s screening guidelines, major transportation projects, i.e. those
exceeding 50 km and requiring major rehabilitation or upgrading, are classified as
Category I projects which require detailed ESIA investigations. From the ESIA, the road
will potentially affect 667structures (within the 30m proposed road reserve) including
permanent semi-permanent and temporary structures of mud and wattle and a number
of persons will have their assets disrupted. The road will affect road side economic
activities such as markets, shops and kiosks, etc. and other businesses like ‘Boda boda’
riding.
From the Uganda environment context, the proposed development falls under the
category of "major infrastructure development projects" which are listed under the Third
Schedule of the National Environment Act, Cap. 153. Section 2 of the Third Schedule
obliges a developer a project listed under it to conduct an EIA before implementation of
such a project. In line with all these requirements, this ESIA was undertaken for the
Upgrading of Bubombi- Bubulo –Lwakhakha Road which should be approved by
NEMA before implementation.
1.4
Study Objectives
Principally, the main objectives of the ESIA study were:
i)
To describe the key components of the existing environment and social
setting of the road project area.
ii) To identify, analyse and evaluate the type and extent of the potential
environmental and social impacts.
iii) Conduct public consultations with stakeholders on the implications of the
project on their social economic setting;
iv) Propose feasible mitigation measures and strategies to minimize or avoid
adverse environmental and social impacts including monitoring plans for
implementation of the mitigation measures.
v) Prepare an Environmental and Social Management Plan (ESMP) indicating
Institutional roles and resources needs for their implementation.
1.5
Environmental and Social Assessment Methodology
The ESIA methodology will be subject to the EIA flow chart for Uganda illustrated
below:
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DEVELOPE
R
SUBMISSION OF PROJECT BRIEF TO
THE AUTHORITY
S
C
R
E
E
N
I
N
G
SCREEN 1
(ANNEX 2)
WHETHER
PROJECT
IS EXEMPT
FROM EIA
SCREEN 2
(ANNEX 3)
WHETHER
PROJECT
REQUIRES
MANADATORY
EIA FROM EIA
SCREEN 3
(ANNEX 2)
WHETHER
ADEQUATE
MITIGATION
MEASURES
HAVE BEEN
INCORPORATE
D
PROJCET BRIEF FORWARED TO
LEAD AGENCY
AUTHORITY & LEAD AGENCY
CONSULTATI
ON
ON
PROJECT
BRIEF
CERTIFICATE OF APPROVAL OF
EIA
STAKEHOLDER CONSULTATIONS ON
SCOPE
SCOPING
T.O.Rs
1.0
I
S
T
U
D
Y
E
AUTHORITY, LEAD AGENCY &
STAKEHOLDER CONSULTATIONS ON
T.O.RS
REVIEW OF
T.O.RS
EISTUDY AND COLLECTION OF
INFORMATION
PREPARE
EIS
PUBLC & STAKEHOLDER
CONSUL
TATION
S
PUBLC & STAKEHOLDER
CONSUL
TATION
EIS
S
LEAD AGENCY & PUBLIC
COMMENTS & REVIEW
D
E
C
I
S
I
O
N
M
A
K
I
N
G
REVIEW AND
COMMENT ON
EIS
ANY FURTHER STAKEHOLDER
AND LEAD AGENCY COMMENTS
APPROVAL OF EIS
CERTIFICATE OF APPROVAL OF THE
EIA
DECISION ON
PROJECT
RECORD OF DECISION
ACTION BY
DEVELOPER
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1.51
Impact Assessment Methodology
The assessment of impacts was based on a three step procedure making impact
assessment, conclusions and recommendations more objective, easier to conceptualize,
follow and trace back if desired. The core of the procedure was to combine the ‘value’
(step 1) of the affected environment and the ‘magnitude of impacts’ (step 2) to obtain the
‘overall impact assessment’ (step 3).
Step 1.
i)
ii)
Base line data was collected using different methodologies as follows:
Review of existing information
Onsite assessments –this involved site visits to` observe what exists in the
area covering physical, biological and social –cultural issues
iii)
Focus group discussions
iv)
Public /stakeholder consultations – process is highlighted below.
v)
Social surveys by use of questionnaires
vi)
Data analysis
Baseline environmental and social conditions were described in detail and valued on a
continuous scale from ‘low value’ to ‘high value’, which was assigned to the impact zones
and the characteristics thereof. This value was related to international, national or local
guidelines, standards and evaluations. Values were only assigned to elements of the
biological environment such as flora and vegetation, aquatic ecosystem etc. The human
environment aspects were taken to have “high value” but not summed up and visualised
in diagrams.
Value
Low
Medium
High
---------------------------------------------------------------
-----------Figure 1.1 Assigning Values to Baseline Conditions
The second step was to describe and evaluate the magnitude of potential project impacts,
measured in terms of their extent in time and space, the vulnerability of the
environments affected, the reversibility of the impacts and the probability that the
impacts will occur. The magnitude of impacts was evaluated on a scale from ‘high
negative’ to ‘high positive’.
Phase
Magnitude of Impacts
High neg. Medium neg. Little / no Medium pos.
High pos.
-----------------------------------------------------------------------------
-----------------------
Planning
Construction
Operation
Figure 1.2 Evaluation of Magnitude of impacts
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The third and final step combined ‘value’ (step 1) and ‘magnitude of impacts’ (step 2) to
obtain the ‘overall impact assessment’ (step 3). This assessment evaluated the importance
of an impact on a scale ranging from ‘very large negative’ to ‘very large positive.
Step 1: Value
Low
Medium
High
Large positive
Very large
positive
(++++)
Large
positive
(+++)
Step 2: Magnitude of impacts
Medium positive
Medium
positive
(++)
Small
positive
(+)
Step 3:
Minimal / no
Overall impact
assessment
Minimal / no
(0)
Small
negative
(-)
Medium
negative
(--)
Medium negative
Large
negative
(---)
Very large
negative
(----)
Large negative
Figure 1.3: Overall Impact Assessment
1.5.1
Consultation Process
Key stake holders were identified and programmes drawn for individual and
community meetings. Communities were mobilised by the Local Council
authorities of the respective villages while the study team made appointments
with the Local Authorities of the different Districts as well as agencies.
Community meetings were held at the village level at their usual meeting places
and sometimes two villages combined in one meeting.
Views in all meetings were documented and they form part of this report.
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1.5.2
Public Disclosure
During Environment and Social Impact Study (ESIS), the project was discussed
with the local authorities of Mbale and Manafa districts, heads of departments,
District Environmental Committees and other stakeholders. Their views were
captured and included in this report. Once the ESIS is ready UNRA will submit
it to NEMA for review and approval. When the review is completed by NEMA,
EIS shall be a public document and may be inspected at any reasonable time by
any person.. Within two (2) weeks from date of receipt of the EIS, NEMA shall
(if it finds it necessary), publicize receipt of the EIS, identify the concerned
region and stakeholders, the places for inspection of the EIS, shall also make
copies or summaries of the statement available for public inspection.
NEMA shall also send copies of the EIS within 14 days from the date on which
it was received to other relevant agencies and experts for comments. Public
comments and/or objections shall be submitted to NEMA within 3 weeks of the
publication of the Notice.
1.5.3
Report Structure
This report has the following chapters as outlined below:
Chapter 1:
Introduction; Provides a description of the background of the project, the
need for an EIA and the methodology used in the assessment;
Chapter 2:
Project Description; Describes the project location, the area
of influence, the project components, and project technical designs and the
Alternatives considered;
Chapter 3 :
Policy, Legal And Institutional Framework; Presents an overview of the legal
and institutional framework under which this ESIA has been conducted
including national and international EIA study requirements.
Chapter 4 Public Consultation
Chapter4 :
Public Consultations; Provides an overview of public disclosure and
consultation activities undertaken in connection with the EIA study process.
The major concerns raised are dealt with in the Environmental and Social
Management Plan.
Chapter 5 :
Description of The Existing Environment; Synthesizes the study
methodology
Chapter 6:
Evaluation of Potential Impacts and Mitigation Measures; Describes
the potential positive and negative environmental and social impacts
according to their magnitude and presents the anticipated overall of impacts
of the Project. It also lists the measures to be taken to mitigate or
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compensate the environmental impacts during the various stages of the
project phases.
Chapter 7:
Environmental Monitoring; Guidelines to be adopted in environmental
monitoring and management of the project are presented in this chapter.
Chapter 9:
Conclusion and Recommendations; Gives concluding
recommendations on the way forward of the project.
1.5.4
remarks,
Public Hearings
Where NEMA recognizes that it is necessary to further hear the opinions of the
public in concerned areas, it shall, in consultation with the Lead Agency
(developer), hold public hearings on the days contained in a Notice for the public
hearings. The public in the concerned areas, and other interested parties, may
present their opinions at the public hearings from points of view of
environmental conservation and socio-economic considerations. NEMA gives
notice of a public hearing at least 10 days to the meeting and such a notice may
be; posted in or near the affected community, published in a daily newspaper in
an official language, published in a local newspaper in an appropriate language,
and notified to the public through any other suitable media.
The notice shall contain full information about the location, time of the proposed
meeting, and the items to be considered by the meeting; and shall also announce
that no decisions are to be made on matters not so noticed.
The public hearings can be held in the following areas; project site, meeting place
within the lead agencies areas/board room, and any other facility within capacity,
and available for this purpose, and social issues.
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2.0
2.1
PROJECT DESCRIPTION AND ACTIVITIES
The Project ((Bubombi- Bubulo- Lwakhakha Road)
The Bubombi- Bubulo- Lwakhakha Road is a 44.5 km gravel road situated in the districts
of Mbale and Manafwa in the Mt. Elgon region, eastern Uganda. It is among the
National Roads Network that has been identified for upgrading from gravel to high class
bitumen. The full road alignment follows the existing Bubombi- Bubulo- Lwakhakha
gravel road from Bumbobi Trading centre in the Mbale- Tororo Road in Bunghokho
sub-County through the trading centres of Nabumali, Mayenze, Bubulo,Bugobero,
Butiru, Bubuto, Munamba to Lwakhakha Township on the Kenya Uganda border.
Details of other towns through which the road alignment passes and those to be
bypassed are shown below:
p) Km 4+365: Nabumali Trading centre; the existing roundabout has been retained but
widened to control the traffic flow
q) Km 6+500 to 7+100: The existing kink on the horizontal alignment has been
removed and replaced by a straight line.
r)
Km 12+500 to 13+500: Mayenze trading centre; possibility of a by-pass investigated
but the alignment was agreed to be passed through the centre but shifted to LHS to
minimise impacts of structures on both sides
s)
Km 15+000-15+400: Bubulo-Manafwa trading centre; a single curve introduced to
this trading centre to improve the road geometry and avoid the narrow existing road
through the centre
t)
Km 15+800 to 16+600: Bridge over River Manafwa; the alignment has been
modified to improve the approaches to this bridge. Affected structures within
Nabwima trading centre are to be compensated
u) Km 16+900 to 17+100: Kufu trading centre; A horizontal curve has been
introduced at this location to improve the road geometrics
v)
Km 17+800 to 19+200: Alignment improved at Bunangabo area, affected structures
to be compersated
w) Km 21+700 to 24+100: Bugobero trading center; alignment shifted to the RHS to
save more structures on the LHS
x)
Km 25+00 to 25+700: Alignment shifted to the LHS to save many structures on the
RHS
y)
Km 29+300 to 30+200: Realignment carried out at this section
z)
Km 33+500 to 34+800: realignment to avoid congested Bubutu trading center
aa) Km 37+200 to 37+800: Geometric improvements at Bumulekei trading center
10
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bb) Km 39+600 to 40+400: Munamba II bypass alignment passed on the RHS to
improve geometry and minimise compensation
cc) Km 40+700 to 41+800: Bukhomeli bypass; alignment shifted to the LHS
minimising compensation
dd) At Lwakhakha town, (km 44+200 to 44+672) centreline shifted to the LHs
minimising structural destruction on both sides of the town
This road connects to several districts in eastern Uganda and these include among others
Butaleja and Tororo, and provide an alternative route to the border with Kenya.
The Project road is in a fair to poor condition with defects including, loss of gravel,
potholes, blocked drainage channels and culverts.
2.1.1
Description of the proposed road routing
The proposed route covers 44.5 km along the existing Mbale-Lwakhakha road. A ROW
of 30 m will be applied for the entire road with carriageway of 7m.
Intersections/junctions have been proposed as per the design manual guidelines with
segregated 2m wide footpaths in the trading centres. Service roads and 2m wide
pedestrian footpaths have also been proposed at the trading centres of Mayenze,
Bugobero and Sihana and Lwakhakha. Bus bays will be provided at all trading centers
near institutions such as schools and near major junctions. The road lies within a
predominantly agricultural area. Figure 2-2 below shows the proposed road route for
upgrading while table 2-1 shows areas traversed by the road.
Table 2-1: Table showing areas traversed by Bumbobi - Lwakhakha Road
District
Sub-county
Mbale
Bumbobi
Busoba
Major Trading
Centres
Nabumali Township
Nyondo
Manafwa
Villages
Masalile, Lukii, Bukhumeka
Bubetsye central, Nabumali township,
Bumuyelelo upper, Buwamalelo,
Nashikaka, Siyantsa, Nakhaboko.
Nakhaboko, Muyekhe, Bufukhula.
Bushiende
Mulatsi
Wapondo.
Manafwa Town
Council
Khabutola
Mayenze
Bubulo
Kufu
Sibanga
Kabale
11
In Association with
Nabikhoso B, Mulatsi, Namala,
Nabikhoso B, Mulatsi, Shikoye,
Wapondo, Bumakika, Lutembete,
Shiyantsa, Buyaka B, Namikyelo.
Buwere A, Buwere B, Namakese,
Muririnyi, Bumulyanyuma, Nabwima.
Namawanga, Buwerwe, Buwatsosi,
Bunambale, Buwebele, Bumutola,
Bunangabo I, Kubuye, Bumatola I,
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District
Sub-county
Major Trading
Centres
Villages
Bumurumu I, Mutala, Mutoto, Kabale.
Bugobero
Nakhupa
Bugobero
Bukhofu / Sisuni
Namaloko
Butiru
Butiru Township
Busumbu.
Bubutu Township
Nemba
Bubutu
Bumwoni
Munamba,
Bukhomeli
Lwakhakha Town
Council
Sikhana
Lwakhakha Town
Council
12
In Association with
Bunabiro, Bumateyo, Bunangabo II,
Bunangabo I, Buwafutu, Bumurumu II,
Kiwata, Butumwa I, Butumwa II,
Bumufumi, Bukusu, Salosalo, Nambale,
Nabikulu, Manyali, Busangayi III.
Buwalimbwa, Bukhonzo, Buwanyama,
Bukhisa.
Buwasibi, Bumuketsi Bumulekhwa,
Buwafula, Buwamalelo.
Butsekeleyi, Bumukhuyu, Buwetsala,
Bumahafu, Bumuyonga, Bumandali,
Buwangolo, Busiwuma, Bumusomi,
Bumatanda, Buwandyambi, Bumulika,
Busiemba, Bumalaga, Bumulegi.
Buyasele, Bukibumbi, Bukhomeli,
Bulyuli, Nabunulu.
Lwakhakha B, Nabutiti cell, Lwakhakha
Central, Bamboo cell, Mvule cell, Mango
cell, Market cell, Kibayi cell, Lwakhakha
north cell, Sikhana A, Bukemo A,
Bukemo B, Bulyuli Cell, Senior quarters,
Rock Cell, Butemulani II A, Kibayi.
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Bumbobi
Table 2-2: Map showing Bumbobi-Bubulo-Lwakhakha Road with its drainage and urban centres
13
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Within the road reserve are several permanent residential and commercial buildings.
There are built up brick fences and live planted fences around the residential buildings.
The road as it is today, even when properly rehabilitated is destroyed much faster due to
the frequent rains that cause erosion of the road surface. The proposed bitumen road will
have good drainage.
2.2
Area of Influence
This is defined as the area that will be affected by the project development. The zones in
this area have been defined based on the intensity of the impacts. These were identified
under the Direct Impact Area (DIA) and Indirect Impact Area (INDIA).The DIA is an
area that will have a direct impact from the project activities. The key DIA areas include:
the road reserve, the camp sites (temporary), the road diversions, the borrow pit areas
proposed in 10 locations, the quarry site proposed at 1site (but others to be identified)
and soil disposal sites like the abandoned existing borrow pits as well as the valley dam
that is likely to receive storm water from offshoots.
The INDIA refers to areas that are surrounding the project area that may not be directly
affected by the project, but may be influenced by human activities anticipated after the
project has commenced. These areas include: the local communities along the road
reserve on either side of the road, the rivulets and rivers on which bridges are to be
constructed.
2.3
2.3.1
Technical Design, Construction and post Construction Activities
Civil Works
The following principles were adopted during selection of the appropriate alignment for
the design:
a) The project road has been designed to be upgraded to bitumen standard with
7.0m carriage way and 1.5m wide shoulders on both sides,
b) The road geometrics will be improved as per design requirements and
horizontal/ vertical curve improvements has been suggested. The improvement
will be within the proposed Right of Way of 30m and more or less the existing
alignment has been followed. This means that more land will be required for
this expansion due to geometric and safety requirements as well as to
accommodate future infrastructure.
c) The vertical geometry will also be improved by readjusting the filling and
cutting of the soil,
d) Provide stone masonry drains in cut areas for road side drainage and
e) Rectangular reinforced concrete paved side ditches with cover at selected
positions as standard for all the towns and trading centres in the entire project
road
f) Design Speed; The road has been generally classified as flat and having gradient
not exceeding 5.5%. The design speed of 90km/hr has been recommended
with regulated speed of 50km/hr for the trading centres for pedestrian safety.
These will be regulated at the trading centres using traffic signs.
14
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g) Service roads have been proposed at the trading centres of Mayenze,
Bugobero and Lwakhakha to minimise conflicts between traffic and the local
transports
2.3.2
Footpaths, Busbays and Road furniture:
Segregated 2m wide footpaths/cycle paths are proposed at trading centres with high level
of non-motorised traffic (NMT) and pedestrian traffic. Bus bays will be provided at all
trading centres, near institutions and at major junctions Bridges and Culverts
A total of 25 pipes and 8 box culverts have been proposed.
a) The project road has 3 existing bridges and 47 concrete/metal pipes and 5 box
culverts pipe culverts,
b) Two of the existing bridges will be replaced with new structure and additional
bridges are proposed and
c) All the existing pipe culverts will be replaced with pipe/slab culverts and 47
new culverts have been proposed.
Structures: The proposed road requires the construction of new bridges and drainage
structures. The location and type of structure are indicated in table below. In terms of
recommended structures, a total of 61 piped culverts, 7 box culverts and more than 10
were identified for the entire project including 4 existing once.( Page 38 of the rev Jan
2012 design report)
Two of the existing bridges will be replaced with new structures and additional bridges
are proposed for the others A Camp sites and workshops will be established on at least
three sites yet to be identified.
Table 2-3: Proposed drainage structures Bumbobi- Bubulo -Lwakhkaha
Proposed type structure
13 larger pipes
1 larger pipe
1 box culvert
Location
(chainage)
0+025 - 5+095
5+320 – 5+558
6+050 – 6+800
Name of
Village
Bumbobi
Nabumali
Shikoye
1 larger pipe
1 box culvert
2 larger pipes
1 larger pipe
1 larger pipe
Leave existing Bridge
1 box culvert
1 box culvert
7+880 – 10+110
11+150 – 11+220
11+700 – 12+900
13+300 – 13+350
13+820 – 13+950
14+110 – 15+650
16+130 – 17+900
19+100 – 23+950
Shikoye
Wapondo
Kuboda
Mayenze
Mayenze
Bubulo
Nbwima/ Kafu
Bunagabo/
Bugobero
15
In Association with
Status / Existing
structure(s)
13 pipes
2 pipes
2 pipes, 1 box
culvert
6 pipes
1 pipe, 1 box culvert
2 pipes
3 pipes
2 pipes
5 pipes, 1 bridge
4 pipes, 1 bridge
8 pipes
Uganda National Road Authority
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3 box culverts
2 pipe, 1 box culvert
1 larger pipe
1 larger pipe
Repair Existing Pipe
Bridge existing opening
adequate
1 large pipe
Bridge existing opening
adequate, 1 large pipe
24+500 – 28+550 Bugobero/
Namalogo/
Bukofu
28+920 – 33+100 Busumbu/
Butiru
33+690 – 34+120 Bwasimbi
34+300 – 35+350 Bunabwala
36+000
Butiru
36+490 – 38+790 Munambai/
21 pipes
38+890 – 39+640 Murwanda
40+650 – 42+920 Munamba II
2 pipes
6 pipes, 1 Slab
Bumulekei/ Namunyiri
16
In Association with
8 pipes
3 pipes
2 pipes, 1 Slab
1 pipe
3 pipes, 1 compo
Uganda National Road Authority
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2.3.3
Camp sites and Workshops
These will be temporary land takes. It is expected that, the Contractor will establish
camp sites along the road sections. In general, a camp site will require approximately 1-2
hectares of land. The Contractor will enter formal lease agreements with the landowners
prior to the construction of the camp sites. In setting up construction camp sites,
consideration will be given to water availability, waste management, security in the camp
site, and access routes and land to rent
The camps and works are expected to be located at the same site. The proposed camp
sites are yet to be identified.
The campsites will consist of, water supply structures, workers housing, sanitation
facilities and access roads. The Contractor will provide their own water either by
constructing bore holes or getting water from the nearby source like water springs,
various streams or connecting to the existing water supply gravity water schemes.
2.4
Planned activities
The project activities include those during the pre-construction (setting up servitudes
and site camps before construction), construction and operational phases of the
proposed Bumbobi- Bubulo Lwakhakha road development. Each activity has potential
impacts on the environment.
2.4.1
Pre - Construction Stage
Setting out (Demarcation of Road Reserve) and Site clearing (including Access Roads)
a)
Surveying: all sections of the proposed route have been surveyed using aerial
survey and detailed surveys to mark off the project corridor on ground shall also
be carried out,
b)
Clearing and grubbing: the removal of all vegetation and topsoil in preparation of
stable foundations for new construction works as well as along proposed access
routes and in areas set aside for construction camps,
c)
Topsoil stripping: topsoil within the servitudes will be stripped and stockpiled or
removed,
d)
Access road construction: this will involve the construction of the various roads
required to access the construction areas, construction camps and other surface
infrastructure sites.
Transport of Material to Site
Road transport: materials sourced outside of the study area will be transported to
the construction site by road. The Bumbobi – Bubulo- Lwakhakha Road and
other access roads will be utilized as a means of delivering these materials to site,
with potential impacts on the transport infrastructure and road users in the
region.
Establishment of Construction Camps
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Construction of temporary camps: these will be established by the contractor,
and involve clearing of the vegetation, fencing of camps and the construction of
houses, workshops, store-rooms and vehicle parking areas. The camps will be
electrified and ablution and potable water provided. The exact number and
location of these camps has not been determined yet. An Environmental
Management Plan (EMP) will be compiled as part of the EIA, which will describe
parameters to be considered.
Establishment of Crusher plants
During the detailed assessment stage, the engineering consultants shall identify
the possible need for a crusher plant to crush rock obtained from road cuttings
to be used for the construction of pavement layers. The responsibility for the
establishment and operation of crusher plants will lie with the contractor, who
will be required to follow the environmental and mining guidelines and
regulations.
2.4.2
Construction phase
Earth Works
Cuttings: Cuttings will be initiated using bulldozers and back actors to remove
the softer material
Blasting: Drilling and blasting will occur where rock is encountered that cannot
be ripped. There quite a number rocks within the vicinity of the road.
UNRA will take responsibility for property protection although the appointed
contractor will also be responsible for issues that are clearly indicated in their
contract documents.
Borrow pit and Quarry Establishment
Existing borrow pits along the route will be used. New borrow pits may have to
be established where existing borrow pit material is not suitable or enough.
Designated borrow pit areas will be identified once detailed design work has been
carried out on the proposed project. The establishment of borrow pits will be
done in consultation with the District Environment Officer and the Community
however a project brief will be prepared and submitted to NEMA for Approval
before extraction of construction material. In cases of Quarries identified for
gravel extraction, an Environmental and Social Impact Assessment shall be
undertaken forwarded to NEMA for Approval.
Borrow pit and quarry establishment: There are a number of sources of
materials for the construction of the road. These are located in various places as
described in the table below.
Table 2-4: Road construction material sources
No
Village
Location
(Chainage)
Chain
18
In Association with
Side of the Road
Type of Material
Status
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No
Village
1. Bukomo village
2. Namihoma Sand Mining
3. Bumuyonga
Gravel
village, Bumuruka parish
pit
Kisokoti Balaki
Bumusomi parish, Bubuto
Sub county
Location
Chain
(Chainage)
Ch 43+000
Side of the Road
Type of Material
Status
Left
Granite rock
New Rocky quarry
Ch.42+200 off set
30m
Left
Sand mining
Existing and extendable
Right
Sandy
gravel
Exiting and extendable
Ch.36+900 off set
1.9 km
Ch. 34+300 off
set 50 Km
Left
a.
Rock
Rock Granite
New
Gravel
Existing
4. Busumbu Gravel pit Busubu
Village
29+600
5. Buwelele
Ch .20+300 off set
600 m
Right
Clayee gravel
Existing
6. River Lisi for Sand and gravel
Ch.19+400 off set
19
Left
Sand , gravel and
Existing
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No
Village
Location
Chain
(Chainage)
about 7km from
Bububulo TC
Side of the Road
Ch. 18+300 off set
3.6 km
Right
Sandy Lateritic
Rock gravel
8. Bukiende Village
Ch. 7+300 off set
5.0 km
Left
Lateritic silt
gravel
9. Bwalula in Bubulabe Parish
Ch. 4+400 off set
3.0 km
Right
Rock/Granite
Existing
10.Gravel pit in Bubirabi village
Ch. 2+000 offset
2.7km
Left
Lateritic
Gravel
Existing
7. Bwatogo
Bududa
on the road to
20
In Association with
Type of Material
Status
water
silty
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No
Village
11.Kachonga Granite Rock,
Mazimasa in Buttleja District
12.Gravel Pit at Nambala in
Maweyo, Subcounty Butaleja
District
Location
Chain
(Chainage)
Ch. 2+000 off set
7.7
Ch. 1+000 off set
8.5 Km
Side of the Road
Type of Material
Status
Rock Granite
New
lateritic
gravel
silt
Existing
expandable
Road Construction
Road construction activities such as earthworks, the construction of pavement
layers (preparation of sub-base, surfacing, drainage structures (culverts, side
ditches and offshoots), bridge structures and ancillary works) are foreseen for this
project. The work will be done in accordance to the Ministry of Works Housing
and Communication standard specifications for Road and Bridge Works.
Road furniture including; Road marking, Sign posts, warning signs and Guardrails
for safety of the road users shall be put in place when construction has been
completed.
Site Cleaning and Rehabilitation
Site cleaning and rehabilitation involves removal of structures of the camp site,
waste material generated during construction, regressing and replanting of the
exposed areas. All waste material must be removed from site and disposed off
appropriately once construction is complete. If the location of some of the
structures was agreed upon with the local authorities and the communities, some
structures can be left to benefit the farmers or be used as community school etc.
2.4.3
Operation and Maintenance
This activity will mainly include, de-silting of side ditches, shoulder recharging and resurfacing.
2.5
Materials and their Sources
The materials required for the project are as follows
i.
Soil- for filling will be mainly sourced through cut material received from
21
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and
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ii.
Road cut material and partially from borrow areas. The borrow areas are
along the project road provided in table2-1.below.
iii.
Natural gravel – for sub-base of pavement will be sourced from borrow
areas indicated above and more that are likely to be identified in future.
iv.
Crushed rock – will be required for base and surface bituminous courses
and concrete works. The rock will be procured from identified quarries where
stones will be crushed to provide stone products.
v.
Sand- will be required in road and concrete works
vi.
Cement- The cement will be used mainly for concrete works.
vii.
Steel- The steel will be required mainly for structure work and will be
imported
viii.
Bitumen- will be required for bituminous surface and will be imported
ix.
Potential stone quarries are yet to be identified and will be used to
produce rock materials for the road construction.
2.6
Project staffing and labour requirements
The contractors will be required to hire local labour for the casual jobs. Labours laws of
Uganda such as the employment Act (2006), the employment regulation 1977, the
workers compensation Act 2000, Labour Disputes (Arbitration Settlement) Act 2006,
Labour Unions Act 2006 and the Employment Act 2006 will be observed. It is expected
that during construction many people will benefit from direct labour working on the
road sites and will be engaged in the various economic activities such as catering and
hospitality that will be divided by the construction workers.
It is UNRAs policy to avoid misdistribution of such benefits by encouraging local people
especially women to take part in running small scale and micro-economic ventures.
2.7
CONSIDERATION OF ALTETRNATIVES
The analysis of alternatives is part of the ESIA process and is done to ensure that the
best among all possible options is selected. In this road project, the concept of project
alternatives has been considered in line with the feasibility study and the opinions of the
stakeholders considered from national to villages level. Four alternatives are selected and
analysed as follows:
Alt I Re-gravelling the entire road: This is a cheaper option than upgrading the
road to bituminous standards. However, this alternative is rendered untenable due to
a huge recurrent maintenance cost especially during or after rainy seasons;
environmental cost of obtaining gravel. Additionally, this option has a host of
attendant environmental and social concerns such as land uptake for borrow areas,
landscape/ scenic blight due to borrow pits, erosion and siltation of water bodies,
and dust nuisance to the road users and the public. The Option also yielded
Negative Net present Value and economic benefits. Therefore, this alternative is not
tenable considering its cost and recurrent negative environmental and economic
impacts due to reliance on ever increasingly scarce gravel resources.
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Alt II Upgrade entire road to bituminous standards using double bituminous
surface treatment (DBST): Although initially expensive, this alternative is
sustainable and will lead to both social and economic exogenous benefits such as
surplus crop production and savings. This option also yielded positive economic
benefits. It also offered to be a stronger pavement with roughness of between 2 & 6
IRI throughout 20 years analysis period. During the 20 years of the road life, the
effects on the environment which occurred during the upgrading will have
recovered and more so, subsequent impacts on the environment from maintenance
activities will not be significant as opposed to the re-gravelling option. This option
creates a robust investment that enhances regional trade of directly Kenya and
Uganda and Gulu-Juba corridor. This is the desired alternative.
Alt III Upgrade entire road to bituminous standards using asphalt concrete
(AC). Both Alt II & III offered to be stronger pavements with roughness of
between 2 & 6 IRI throughout 20 years analysis period. During the 20 years of the
road life, the effects on the environment which occurred during the upgrading will
have recovered and more so, subsequent impacts on the environment from
maintenance activities will not be significant as opposed to the re-gravelling option.
This option creates a robust investment that enhances regional trade of directly
Kenya and Uganda and Gulu-Juba corridor. Both yielded positive economic
benefits. Alternative III however yielded lower internal return rates at 13%
compared to 15% for Option II. In view of the above analysis Option III is a less
desired alternative.
The alternative of the project without climate change impacts vs the project
with integrated adaptation measures for climate change. The Road project
without climate change impacts would be a cheaper option compared to the one
with integrated adaptation measures for climate change. This is considering that
climate change is straining economic and Social Infrastructure and land productivity
and threatening rural livelihoods, with adverse implications for water, food and
energy security.
It should be noted that technonology, construction techniques, phasing and
schedule, and operating, and maintenance procedures will be subject to the special
specifications of the contractor.
Alt IV
“No Project” Scenario: Currently, the existing road is either in a
dilapidated state or of limited capacity and therefore not able to meet current
demand for service provision, latent or otherwise. A key benefit of the road is to
support accessibility to markets in Mbale and Manafwa Districts and enable the East
African Community Integration process and production activities. Additionally, the
road provides a strategic link of Eastern Uganda to Kenya and Gulu-Juba corridor.
Without the project, these benefits will be lost.
NB: In all options the existing road alignment has been maintained. This is to avoid
disturbance of more people. The settlements in the Elgon area are such that it is
over populated and the population is more agricultural dependant. So going with the
23
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existing alignment will reduce the Social-environment disturbance and avoid the
impact of threating the people’s food security.
24
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3.0
REVIEW OF THE EXISTING POLICIES AND LAWS
The proposed Bumbobi- Bubulo –Lwakhakha road is the type of project that is under
obligation to comply with all Ugandan legal requirements. Different laws and legal
instruments related environmental and social issues will apply. A number of key
institutions and stakeholders will be involved at all stages of conducting an
Environmental and Social Impact Assessment (ESIA). Among these institutions is the
National Environment Management Authority (NEMA), the “principal agency”
mandated under the (National Environment Act Cap 153) to coordinate and manage all
environmental issues. Coordination and management of environmental issues at the
district is the responsibility of the environmental; committee.
Whereas NEMA has the full responsibility of coordinating environment issues in
Uganda, the key stakeholder in the project (UNRA in this case) must ensure that
environmental and social impacts assessments for the road projects are adequately
conducted with all impacts associated identified, mitigation measures suggested and
adequately planned to ensure the project construction and operation is legally and
environmentally compliant. It will also be the responsibility of UNRA that an
appropriate Environment and Social Management plan ( ESMP ) is adequately prepared
to ensure that all environmental and social concerns associated with the project at all
levels are properly addressed.
3.1
Policy Frame work
The key policies applicable to the environmental and social management associated with
the upgrading of the proposed Bumbobi- Bubulo –Lwakhakha road include but are not
limited to the following;
3.1.1
The National Environment Management Policy
The National Environment Management Policy for Uganda seeks to meet the following
objectives:
i)
Enhance the health and quality of life of all people in Uganda and
promote long-term, sustainable socio-economic development through
sound environmental and natural resource management and use;
ii)
Integrate environmental concerns in all development policies, planning
and activities at national, district and local levels, with full participation of
the people;
iii)
Conserve, preserve and restore ecosystems and maintain ecological
processes and life support systems, especially conservation of national
biological diversity;
iv)
Optimise resource use and achieve a sustainable level of resource
consumption;
v)
Raise public awareness to understand and appreciate linkages between
environment and development; and
vi)
Ensure individual and community participation in environmental
improvement activities.
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3.1.2
Transport Sector Policy
The Transport Sector Policy aims at providing strategic support and linkage to the
Government declared Poverty Eradication Action Plan (PEAP) under Pillar II that seeks
to enhance production. One of the policy implications of PEAP is to remove constraints
from the agricultural sector where the most poor are self-employed. One of the ways of
removing constraints is improving transport.
Furthermore, to give transport modal linkage, the sub-sector has four supplementary
policies of which one is on the environment which provides that, the government will
ensure an optimum and sustainable road network and bridge stock that balances traffic
needs against safety and environmental demands.
3.1.3
Plan for Modernization of Agriculture (PMA)
The plan for Modernizing of Agriculture is one of the government’s strategies under the
Poverty Eradication Programme (PEAP) aimed at eradicating poverty through increased
production thus ensuring that there is enough food for all the people at all times. The
Bumbobi- Bubulo –Lwakhakha road currently a gravel road of about 6 metres wide
serves a rich agriculture hinterland and aids in the transportation of agricultural produce
to the markets dotted in many of the growth centres. The road with of 6 metres between
the drains is sometimes rehabilitated but it gets degraded faster during the rainy season
hence making transportation of produce very difficult leaving heavy trucks stranded for
days. Improvement of this road therefore will be necessary in planning for increased
agricultural production.
3.1.4
The Gender Policy, 1997
The overall goal of this policy is to mainstream gender concerns in the national
development process in order to improve the social, legal conditions of the people in
Uganda and in particular, the women. This policy has a bearing on the project in terms of
the requirements to safeguard the interests of female headed households that are likely to
be among the Project Affected Peoples (PAP). Other issues for mainstreaming include
employment.
3.1.5
National Policy for Conservation and management of Wetlands, 1995
Wetlands cover over 10% of Uganda’s total land surface area and provide a wide variety
of biophysical and socio-economic functions. However, these benefits are in jeopardy
due to poor management practices of wetlands. The Government of Uganda adopted a
National Policy for the Conservation and Management of Wetland Resources to
promote the conservation of wetlands in order to sustain their values for present and
future well being of the people. One of the strategies of this policy is to carry out
Environmental Impact Assessment on planned developments that are likely to impact on
wetlands as is the case in this project where the road proposed for upgrading will cross
river Sironko, several streams and flood plains.
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3.1.6
Uganda Forestry Policy, 2001
Uganda's first forestry policy was written in 1929 but has undergone a series of changes
since then, alternating between stricter conservation on the one hand and more liberal
economic use of forest resources on the other hand.
The last policy review was in 1988, but this contained limited guidance on principles and
strategies for implementation, on forestry outside the gazetted reserves, and on the
balance between production and conservation. It was also silent on the roles of
government, the private sector and rural communities in forestry, and the linkages with
other sectors and land uses.
Wider policy and legal changes: there have been a number of recent national and
international commitments that affect forestry. National policies and laws have been
introduced to change environmental and governance practices and the government has
signed international obligations to new conservation and trade practices. It was therefore
found necessary for the new policy to be put in place, thus the Uganda Forestry Policy,
2001. The Forestry Policy, 2001 guided by principles that build on the government's
national development priorities of poverty eradication and good governance. The
proposed Bumbobi- Bubulo –Lwakhakha road traverses through areas with trees
(Eucalyptus, Grevellea sp. etc) that have been planted by individuals.The above principles
will therefore be applicable at different stages of the project.
3.1.7
MoWT’s Resettlement/Land Acquisition Framework, 2002
This provides for the following;
i.Compensation should be aimed at minimising social disruption and assist
those who have lost assets as a result of a road project to maintain their
livelihoods. In accordance with Ugandan Laws and Standards, the
disturbance allowance is to be provided to assist the project affected
individuals or family to cover costs of moving and locating to a new holding.
ii.Community infrastructure must be replaced and ideally be improved in
situations where it was deficient. This includes installation of sanitary
facilities, electricity generation systems, road links and provision of water.
3.1.8
The National AIDS Policy (2004)
This provides overall policy framework for national HIV/AIDS response. The National
Policy on HIV/AIDS recognises special groups, which include migrant workers. The
Policy recommends the need to identify strategies to address migrant workers in view of
the challenges posed by mobility and vulnerability to HIV. This is in line with the
Constitution of the Republic of Uganda, 1995 Article 39. This Article creates the right
to a clean and healthy environment, implying that workplace safety and health (including
prevention of HIV infection), is a basic right of every citizen. Under its General
Objective XIV, the State is committed to fulfilling the fundamental rights of all
Ugandans to, among others, social justice and economic development and shall, in
particular, ensure that all developmental efforts are directed at ensuring the maximum
social and cultural well-being of the people. A number of workers will be expected to
come to the project area during construction and these are likely to be exposed to an
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environment that encourages the spread of HIV /AIDS. The strategies to fulfil the
objective of this policy will need to be incorporated in project during the planning
process.
3.1.9
Road Sub-sector Policies
Gender Policy Statement
The
MoWT
recognises
that
women
and
men
have
different
travel and transport needs and that these differences can affect the way in which they can
access opportunities in the sub-sector. The Ministry also recognises that women
experience a heavier travel and transport burden than men. This results in women facing
many more trade-offs than men and restricts their economic choices as well as the
enhancement and exercise of their capabilities, thus worsening their poverty.
In view of the above, the MoWT has prepared this Policy Statement for the roads subsector to ensure that gender is explicit at institutional and operational levels including
phases of roads sub-sector policy formulation, programming, identification, design,
appraisal, implementation, monitoring as well as evaluation.
Guidelines for mainstreaming gender into the sub-sector have been developed to
translate this Policy Statement into action at the planning as well as the project levels.
The overall objective of this Policy is to strengthen the sub-sector’s contribution to
poverty eradication through providing an enabling environment where women and men
participate in, and benefit from, developments in the sub-sector in an equitable manner.
The purpose of the Policy is to institutionalise a gender perspective in the roads subsector institutions, and the operational and regulatory frameworks.
The specific objectives of the Gender Policy Statement are to:
i)
promote gender-responsive sub-sector policies, programmes and plans;
ii)
promote gender-responsive service delivery;
iii)
enhance equality of opportunities between women/girls and men/boys in the
sub-sector;
iv)
commit adequate resources to gender-responsive activities in the sub-sector;
and
v)
strengthen the capacities of sub-sector institutions, partners and service
providers to mainstream gender.
HIV/ADS Policy Statement
MoWT is committed to mainstreaming HIV/AIDS into its sector policies,
programmes, projects and strategies, and to mobilising and ensuring availability and
appropriate management of resources for HIV/AIDS activities as stipulated in the
UNAP.
MoWT is also aware that, some sub-sector activities contribute to the transmission of
HIV/AIDS, while others directly or indirectly contribute to the fight against AIDS. The
Ministry will therefore use its comparative advantage of the road network and transport
services to increase access to HIV/AIDS prevention, care and mitigation services.
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MoWT has also put in place measures to mitigate the impact of HIV/AIDS that can
affect the course of development efforts in the sub-sector. The Ministry will in addition ,
provide resources to implement interventions that are essential for reducing the spread
of HIV/AIDS which private individuals or firms do not have sufficient incentive to
finance.
The Ministry will design programmes and activities that contribute to the achievement of
the goals of the NSF, monitor and evaluate the programmes in accordance with the
NAMEF and adopt a multi-sectoral approach under the coordination of the UAC.
Ministry will regularly review and update the Policy Statement to align it with the revision
of the National HIV/AIDS Policy Framework (NAPF) and as more facts about the
disease are discovered.
The Policy Statement provides the operational framework for mainstreaming HIV/AIDS
into the sub-sector. It will guide the stakeholders in the development of all types of roads
as well as means of transport.
The policy statement therefore has the following Goal and objectives
The overall goal of the roads sub-sector Policy Statement is to guide the mainstreaming
of HIV/AIDS activities so as to reduce the prevalence of HIV infection, provide care
and support to the infected and affected and to mitigate the effects of the pandemic in
the sub-sector. The aim is to institutionalise HIV/AIDS in the roads sub-sector
institutions, and in the operational and regulatory frameworks.
They include:
(i)
(ii)
(iii)
To reduce the vulnerability and risk of HIV transmission in the roads subsector;
To mitigate the effects of HIV/AIDS in the roads sub-sector; and
To improve the sub-sector’s capacity to respond to HIV/AIDS pandemic.
Policy Statement for People with Disabilities and Elderly Persons (Dec. 2006);
The current road design standards and specifications do not adequately cater for the
needs of the People with Disability (PWD) and EP which include lack of ramps and
slabs, improper use of pedestrian walkways, lack of pedestrian facilities, lack of
appropriate road signs, inadequate road maintenance, and limited involvement of the
PWD and EP in the Road Sub-Sector.
Issues affecting PWD and EPs include unaffordable public transport, limited access to
public transport; and road safety concerns, ignorance of the white cane, obstacles on the
road; and inadequate provisions of assistive devices, lack of communication; lack of
shades, unfriendly road infrastructure and social exclusion.
The overall goal of this policy is to plan, develop and maintain adequate and effective
road infrastructure and facilitate provision of safe, efficient and effective road transport
services that incorporate concerns of the People with Disabilities and Elderly Persons.
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The objectives of this is are to provide improved accessibility to the road infrastructure,
Increasing participation of the PWD and EP in the construction and maintenance of
roads, Ensuring improved accessibility to the road transport services by the PWD and
EP and Increasing awareness and education campaigns towards the needs of PWD and
EPs.
Occupational Health and Safety (OHS) Policy
Occupational health and safety is concerned with addressing the problems of workers in
work environments by reducing the incidence of work-related hazards, injuries and
illnesses.
In the roads sub-sector, the work environment encompasses office premises, road
construction sites, mechanical workshops, road surfaces and other auxiliary premises as
well as the use of roads during transportation of passengers and goods. Each of these
work environments faces different hazards which vary in nature and magnitude.
Transport and construction workers as well as road users are vulnerable to a number of
occupational accidents, injuries and diseases whose causes range from physical, chemical,
biological, mechanical to ergonomic risk factors. These factors are attributed to the use
of new technology, hazardous chemicals and a wide variety of materials and equipment
which expose workers to excessive heat, noise, dust, organic solvents and other
chemicals, sometimes leading to back injuries, musculoskeletal diseases and stressinduced illnesses. Women, children and migrant works (including IDPs) work in stone
quarries and other conditions which are characterised by long hours, low pay,
occupational hazards and physical and psychological abuses.
In order to address the above concerns, MoWHC has prepared a Policy Statement
committing the government to reducing work-related injuries and illnesses and to
improving the well-being as well as the quality of the work environment for the workers
and other affected persons. The purpose is to protect workers and other persons from
hazards and risks emanating from sub-sector activities in order to improve the well-being
and quality of the work environment.
The Policy Statement seeks to:
a) Provide and maintain a healthy work environment and safe systems of work.
b) Institutionalise OHS in the sub-sector policies, programmes and plans.
c) Promote efficient road safety management practices.
d) Contribute towards safeguarding the physical environment.
The OHS Policy Statement is guided by the Constitution of the Republic of Uganda and
other global, national and sectoral regulations and policies. The Statement also takes into
recognition of the PEAP, the Social Sector Development Investment Plan (SDIP), the
Transport Sector Policy and Strategy Paper, and the Health Sector Strategic Plan, all of
which, aim improving the quality of life for all Ugandans in their living and work settings.
Guidelines for mainstreaming OHS in the sub-sector have been developed to translate
this Policy Statement into action at the planning as well as the project levels. The
mainstreaming of OHS will form part of the planning process of the Bumbobi Lwakhakha road project.
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3.2
Legal frame work
The key laws applicable to the environmental and social management associated with the
upgrading of the proposed Bumbobi- Bubulo –Lwakhakha road include but not limited
to the following;
3.2.1
The Constitution of Uganda, 1995
Article XIII of the constitution indicates that it is the State’s the obligation to protect
important natural resources on behalf of the people of Uganda. Article XXVII stipulates
the need for sustainable management of land, air and water resources, Article 237 on
Land ownership provides that Land in Uganda belongs to the citizens of Uganda and
shall be vested in them in accordance with the land tenure systems provided for in this
Constitution. Article 242 highlights land use in which Government may, under laws
made by Parliament and policies made from time to time, regulate the use of land and
Article245 among others concerning Protection and preservation of the environment
from abuse, pollution and degradation as well as managing the environment for
sustainable development; and promoting environmental awareness.
3.2.2
The National Environment Act, Cap 153
The National Environment Act, Cap 153 contains provisions for environmental
management and protection including the need to carry out an Environmental Impact
Assessment (EIA) studies in connection with some categories of projects that are likely
to have significant impacts on the environment as contained in its Third Schedule. This
act also provides for the implementation of the International Conventions ratified by
Uganda. Road projects are listed under this category and are therefore required to be
preceded by EIA.
3.2.3 The Environmental Impact Assessment Regulations, 1998
The National Environment Management Authority (NEMA) issued Environmental
Impact Assessment Regulations, S.I. No. 13/1998) for conduct EIAs, which are now
part of the Environmental Legislation of Uganda. The actual implementation of the EIA
process remains a function of the relevant line ministries and departments, the private
sector, NGOs and the general public. Part I-V of the EIA Regulations describes the
process of preparing environmental impact statement.
Furthermore, regulation 31 provides for self-auditing and section1stipulates that the
developer is responsible for compliance to the measures provided in EIS. Section 2 of
the same regulations requires that an initial audit be carried out within not less than 12
months after commencement and the audit shall be carried out by qualified persons
approved by the Executive Director for the purpose. An audit report shall be prepared
and submitted to the Executive Director.
3.2.4
The National Environment (Waste Management) Regulations 1999
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These regulations apply to all categories of hazardous and non-hazardous waste, storage
and disposal of hazardous waste and their movement into and out of Uganda and to all
waste disposal facilities, landfills, and sanitary fills and to incinerators.
The regulations also describe issues such as sorting and disposal of domestic waste,
cleaner production methods, application for licenses for transportation and storage of
waste, packaging of waste and powers of environmental inspector among others. It also
highlights Waste Management Hierarchy. Road construction is expected to generate
waste of different types and the handling of these wastes has to follow the regulations.
Hazardous waste such as used oil should be stored in specially designed facilities for that
purpose and licensed by NEMA. Transportation of such waste should also be licensed by
NEMA.
3.2.5
Uganda Wildlife Act Cap 200
The Uganda Wildlife Policy formed the basis for the enactment of the Uganda Wildlife
Act, Cap 200 and the establishment of the Uganda Wildlife Authority (UWA) as a
mandated agency to manage all matters of wildlife in Uganda. The purpose of this Act is
to promote the conservation and sustainable utilization of wildlife throughout Uganda so
that the abundance and diversity of their species are maintained at optimum levels
commensurate with other forms of land use. Also, the Act puts emphasis on public
participation in wildlife management. The development of the road may increase the
number of visitors (good and bad) accessing the Mt. Elgon National park. The bad
visitors may use this road to access the National park for its biodiversity resources.
The Act requires an Environment Impact Assessment (EIA) to be carried out for
projects that may have a significant impact on wildlife. Therefore since the planned road
project may have low impacts but need to be highlighted just in case the road is being
used to encroach on the protected areas resources.
3.2.6 National Forestry and Tree Planting Act, 2003
The National Forestry and Tree Planting Act 2003 is the main law that regulates and
controls forest management in Uganda by ensuring forest conservation, sustainable use
and enhancement of the productive capacity of forests, to provide for the promotion of
tree planting and through the creation of forest reserves in which human activities are
strictly controlled.
Section 38 of this act, provides for an environment impact assessment to be undertaken
for an activity that may have significant impact on a forest.
The road reserve has eucalyptus woodlots; Grevellea woodlots that need preservation
.Therefore this Act will be very relevant to this project as the natural forest constitutes
the major component of the park.
3.2.7 The Local Government Act, 1995
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This Act provides the legal foundation of the Government Policy on decentralization
and devolution of functions, powers, and services to Local Governments. Under this
Act, district and lower local councils are given the responsibility of managing their
natural resources including the environment at the local government level. Thus, local
governments will be involved in issues of land acquisition, compensation and
environmental monitoring and compliance in this project.
3.2.8 Land Act, Cap 227
This Act makes provision for the procedures and method of compulsory acquisition of
land for public purposes whether for temporary or permanent use. The Government or
developer is to compensate any person who suffers damage as a result of a project
development. The Law provides the legal basis for Land Tribunals that deal with land
acquisition cases and land disputes in Uganda. Land acquisition is expected especially due
to road widening.
3.2.9 Land Acquisition Act, 1965
This Act makes provision for the procedures and methods of compulsory acquisition of
land for public purposes whether for temporary or permanent use. The Minister
responsible for land may authorise any person to enter the land, survey the land, dig or
bore the subsoil or any other thing necessary for ascertaining whether the land is suitable
for a public purpose. The Government or developer is to compensate any person who
suffers damage as a result. The Act requires that adequate, fair and prompt compensation
is paid before taking possession of land and property. Dispute arising from the
compensation to be paid should be referred to the court for decision if the Land
Tribunal cannot handle. A road reserve of 50 m wide along the 37.7 km stretch is
expected be acquired; thus this Act will be applicable to the planned upgrading of
Bumbobi- Bubulo –Lwakhakha gravel road to Class II Bitumen.
3.2.10 The Access Roads Act, Cap 350
The Act seeks to ensure that a private landowner/developer who has no reasonable
means of access to public highway may apply for leave to construct a road of access to a
public highway. The Act establishes a mechanism of applying for an access road to
public highway and a legal regime to ensure the safety of the neighbouring environment.
The Act permits the owner of any land over which an access road is to be constructed to
be paid compensation in respect of the use of land, the destruction of crops or trees and
other property on the land.
The Act also highlights provisions for grievance resolution between the developer and
owner of land over which the access is to be constructed by applying to magistrate’s
court for leave to construct a road of access. There are some access roads that join this
Bumbobi- Bubulo –Lwakhakha road thus this Act will be applicable.
3.2.11 Water Act, Cap 152
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According to Part II (Water Resources) of the Water Act, the Minister and the Director
are responsible for the implementation of this Act which provides for the use, protection
and management of water resources and supply, provide constitution of water and
sewage authorities as well as facilitating devolution of water supply and sewerage
undertakings.
Part I Section 4(1) of the Act spells out the objectives which include {a (ii)} the
coordination of all public and private activities which may influence the quality, quantity,
distribution, use or management of water resources.
Part I Section 6 (1) stipulates that notwithstanding any other law to the contrary, no
person shall acquire or have a right to; (a) Use any water (b) Construct or operate any
works; or (c) cause or allow any waste to come into contact whether directly or indirectly
with any water, other than under the provision of this Part of the Act.
There are number of stand taps, boreholes and protected springs along the proposed
road some of which are really very close to the road. This Act will therefore be relevant
to this project to allow for the orderly development and use of water resources.
3.2.12 Mining Act, 9/2003
The Uganda Geological Survey and Mines Department is responsible for the
implementation of the Mining Act, 9/2003 which establishes the framework for the
utilization of mineral resources in Uganda. Application and granting of a mining lease is
also provided for in Section 40, 41 and 42 of the same Act. Section 14 (2) provides for
the health and safety of persons employed in the mine while the rights of owners or
lawful occupiers of land on which the powers of the Commissioner are exercised for
prospecting, exploration are also preserved under Section 14 (3) of this Act .
Section 82 of the Act entitles the owner or lawful occupier of any land subject to a
mineral right to claim fair and reasonable compensation from the holder of such mineral
right for any disturbance of the rights of such owner or occupier, or for any damage
done to the surface of any such land as a result of the mineral holder’s operations.
Part XI of the Act, incorporating Sections 108 to 112, on the other hand, contains
provision relating to the protection of the environment in accordance with the
requirements of the National Environment Act, Cap 153.
In this project there will be need for stones in the construction of Bumbobi- Bubulo –
Lwakhakha road and these will be sourced from quarries yet to be identified. Since
stones are categorized as industrial minerals; there is therefore need to highlight the
section of the Mining Act that will be applicable in this project. Mining, including
quarrying and opencast extraction of stone aggregates sand and gravel are listed in
section 6 of this schedule and require compliance with the EIA process.
3.2.13 The National Environment regulation S.I No. 2/ 2 000
This regulation provides that any person carrying out a regulated activity as stipulated in
the Second Schedule shall make an application to NEMA and obtain a permit. Second
Schedule (8) lists construction of transport and communication facilities as one of
regulated activity and requires a permit.
3.2.14 National Environment (Wetlands, River Banks and lakeshores Management) regulation S.I
No. 2/2000.
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This regulation provides that any person carrying out a regulated activity as stipulated in
the Second Schedule shall make an application to NEMA and obtain a permit. Second
Schedule (8) lists construction of transport and communication facilities as one of the
regulated activities that require a permit. Regulation 17 highlights the duty of the land
owner or user neighbouring the wetland and indicates that any person who fails, neglects
or refuses to protect the wetland commits an offence. In this case, this will be applicable
to the Contractor and UNRA. Although most of the wetlands have been degraded and
only relics are remaining along this route they have to be treated like any other wetland.
3.2.15 The Roads Act, 1964 (Cap 358)
Section 3 of the Roads Act declares a road reserve as an area bounded by imaginary lines
parallel to at a distance of no more than fifty feet from the centre line of any road. The
proposed road reserve of 18m is within the prescribed distance. Section 4, further
prescribes that, the road reserve should be clear. It prohibits erection of any building or
planting of any tree or permanent crops within the road reserve except with a written
permission of the Road Authority. Any person who commits this offence will have the
road authority write a notice to him requiring him to pull down buildings, cut down
/uproot trees or crops, alter road entrance or close the means of access (section 6). In
this Project, this section of the Road Act will be applicable once the road reserve is
acquired.
3.2.16 The Occupational Safety and Health Act, 2006
This is a two way Act: It obliges employers to protect their workers and charges the
employees to take responsibility of their safety while at work. The Act is concerned of
not only the work area but also its immediate environment.
According to section 13 (1)a of the Occupational Safety and Health Act, it is the
responsibility of an employer to take as far as reasonably practicable, all measures for the
protection of his or her workers and the general public from the dangerous aspects of
the employer’s undertaking at his or her own cost.
Section 19 (2) further spells that it shall be the duty of an employer to ensure that
Personal Protective Equipment provided under sub section (1) is used whenever it is
required. This Act is of relevance to this project road during its implementation to
guarantee the safety of all the workers that will be involved in the project and even the
surrounding community members of the respective communities.
Section 40 requires that the owner of premise services the Commissioner a notice in a
format prescribed in Schedule 3 of this act in not less than one month before occupying
or using the premise. Section 41 further stipulates that such work place shall be issued
with certificate of registration by the Commissioner after appropriate fees have been
paid. The certificate has to be in a format prescribed in Schedule 4 of this act. Section 41
also indicates that the Commissioner shall require the occupier of the premise sets up
Safety Committee where applicable with 6 months from the time of occupying registered
workplace.
3.2.17 Workers’ Compensation Act 2000
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The Act Provides for compensation of workers for injuries suffered and scheduled
diseases incurred in the course of their employment.
The Act further spells out degrees of compensation depending on the levels of
incapacitation, calculation of respective earnings, medical examination and treatment of
workers, agreement as to compensation by the worker, power of court to submit
question of law, determination of claims and decisions of the court concerning the
treatment of medical reports as well as procedures relating to claims.
This Act is applicable to this project to deal with issues likely to accrue from accidents
while at work.
3.2.18 The National Environment (Standards for Discharge of Effluent into Water or on Land)
Regulations, S.I. No. 5 /1999.
Regulation 3 stipulates that standards for effluent or waste water before it is discharged
into water or on land shall be as prescribed in the schedule of these regulations. Part 2 of
regulation 3 also indicates that the Executive Director or his authorized representative
may issue guidelines and recommend methods of discharge to ensure assimilation by
water or land. Regulation 5 indicates that failure to comply with regulation 3 attracts
imprisonment on conviction for a term not exceeding 18 months or a fine of not less
than UGX 180,000 and not exceeding UGX 18 million and the Executive Director can
give directions on how to mitigate the damage.
Effluent or waste water is expected from worker’s camps and workshop areas which
makes this regulation relevant to this road project.
3.2.19 Water Resources Regulations, SI No. 33/1998
Section 10 part 1 a) of these regulations stipulates that any person who occupies land,
on or adjacent to which,
i)
there is motorized water pump which, whether temporarily or permanently,
pumps water from a bore hole or water way;
ii)
there is a weir, dam , tank or other work capable of diverting or impounding an
inflow of more than 400 cubic metres in any period of 24 hours;
iii) there are works for non-consumptive uses,
Shall register the works and the use of water with the Director. During
construction of this road, it is envisaged that a lot of water will be required
especially at the campsite and for dust suppression. This regulation therefore will
be applicable.
3.2.20 The Historical Monument Act, Cap 46
This is an act to provide for the preservation and protection of historical monuments
and objects of archaeological, paleontological, ethnographical and traditional interests
and for other matters connected therewith. What is included in the terms used above is
included in section 1 of this act. Section 8 of this act specifies acts that are prohibited.
Section 11stipulates that any discoveries of the objects made that are considered to be of
importance according to this act shall be reported to the conservator of antiquities or
district commissioner or the curator of the museum within fourteen days.
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Any person who contravenes any of the conditions issued under this act commits and
offence and this attracts a fine as stipulated in section 19 of this act. Road construction is
usually associated with a lot of excavations, gravel and rock mining activities which may
affect monuments where they exist. Within the project area, there are cultural sites for
ritual circumcision ceremonies of the Bagisu people. Thus these will need to be
protected according to the act.
3.2.21 Petroleum Act, Cap 149
According to section 2 of the Act, petroleum shall not be imported, unloaded,
landed, transhipped, or transported except in accordance with the provisions of
the rules (section 3) under this act. Any person who contravenes the rules specified
in section 3 commits an offence as described in section 4-6. Penalty for
contravention of these rules is provided for in section 9 of this act. During
construction, petroleum products will be needed as a source of energy and
therefore will be transported and stored in the project area. This act therefore will
be relevant.
3.2.22 The National Environment (Audit) Regulations, 2006
Regulation 3 indicates that an environmental Audit is required and should be enforced as
stipulated in section 3 (3) © and section 22 of the National Environment Act Cap 153.
Regulation 4 requires that a person to carry out this audit should duly be certified and
registered in accordance with the National Environment (Conduct and Certification of
Environmental Practitioners) Regulations, 2003. Furthermore, regulation 14 provides for
the manner in which the environmental inspector may carry out an enforcement audit.
Road construction is likely to have significant impacts on the environment especially
quarrying activities and excavations. Audits may be required as construction is going on.
3.2.23 Physical Planning Act 2010
According to section 3 of the Physical Planning Act, 2010, the entire country is declared
a planning area. This indicates, that construction of the Bumbobi-Lwakhakha road will
have to comply to any detailed plans and action plans of areas in which this road passes
as indicated in Third Schedule of this Act.
3.2.24 The Water (Waste Discharge) Regulations S.I. No. 32/1998
Regulation 3 gives the standards for treated effluent or waste before discharge into waste
or on land which is as provided in Section 25 of the National Environment Act, Cap 153.
No person will discharge effluent contrary to the standards unless he or she has secured
a waste discharge permit in the format specified in the First Schedule of this act. Fees to
be paid by the holder of the waste discharge permit are specified in Regulation 18.
Penalty for contravention of regulation 3 is provided in Regulation 21. During
construction, it is expected that liquid waste will be generated at workers camp and
workshop areas. This regulation therefore will be applicable.
3.2.25 The National Environment (the Control of smoking in public places) Regulations S.I, 2004
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The Regulations emphasize the right to clean and healthy smoke free environment. The
regulations are in line with section 107 of the National Environment Act, Cap 153 which
gives provisions of the requirements under these regulations. Furthermore the
regulations give a list of Public places in which smoking is prohibited, and a list of Public
places in which smoking is restricted. The areas where smoking is prohibited include;
Offices, office buildings and work places including individual offices, public areas,
corridors, lounges, eating areas, reception areas, lifts, escalators, foyers, stairwells, toilets,
laundries, amenity areas;. Construction sites are usually characterized by eating places at
workers camps, workshops, work sites, offices, toilets and others. These regulations will
therefore be applicable to this project.
3.2.26 The National Environment (Management of Ozone Depleting Substances and Products)
Regulations, S.I No. 63/2001
This law was formulated in response to the Vienna Convention for Protection of Ozone
Layer of which Uganda is a signatory. Details of the Convention are discussed under
section 3.4.3, International Agreements. According to this regulation section 3, this law
seeks to:
 Regulate the production, trade and use of controlled substances and products;
 provide system of data collection that will facilitate compliance with relevant
reporting requirements under the Protocal.
 Promote the use of ozone friendly substances, products, equipment, technology
and;
 Ensure the elimination of substances and products that deplete the ozone layer.
Schedule one and two of this law gives a list of Controlled Products (Greenhouse
gases) and Controlled substances (Ozone depleting substances) and Prohibition
dates respectively.
A number of construction equipment will be used during construction and these usually
use CFCs and HCFC which are ozone depleting substances and use of high efficiency
equipment will reduce this amount used. Thus this law is applicable to the upgrading of
this road just like in any other road infrastructure development.
3.3
Institutional Framework
3.3.1
Ministry of Works and Transport, MoWT
The Ministry of Works and Transport will be the lead Ministry for this project. It is
charged with the responsibility of policy formulation in the transport sector in Uganda
and sets standards in the sector.
3.3.2
Uganda National Roads Authority (UNRA)
Uganda National Roads Authority (UNRA) was established by The Uganda National
Authority Act,
No. 15 of 2006 and became operational on 1st July 2008. The mandate of UNRA is to
develop and maintain national road system, advise Government on general roads policy
and contribute to addressing transport concerns. In this project UNRA is the developer
but also an agency under the ministry of Works and Transport as it manages national
roads infrastructure and is responsible for mitigation of impacts associated with road
development. As a developer on the other hand, UNRA is required to comply with
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national environmental laws including undertaking EIA for road projects. UNRA, a
semi-autonomous agency under the Ministry of Works and Transport will be responsible
for implementation of the project.
3.3.3
Ministry of Water and Environment
Ministry of Water and Environment (MWE) is responsible for ensuring sound
environmental management that in turn ensures that there is sufficient water for
domestic, agricultural and industrial uses. MWE has the responsibility for setting national
policies and standards, managing and regulating water resources and determining
priorities for water development and management.
3.3.4
The Directorate of Water Resources Management (DWRM)
The Directorate of Water Resources Management (DWRM) under MWE is the lead
agency responsible for water resources management in Uganda. Its key functions include;
provision of water resources related advisory services to the government, private sector
and NGOs at the national and local levels; regulation of water resources through issuing
water use abstraction , wastewater discharge permits, wastewater discharge, hydraulic
works construction, borehole drilling and easement certificates; water resource
monitoring and assessment and Integrated Water Resources Management (IWRM)
activities. The Directorate comprises three departments namely Department of Water
Resources Monitoring and Assessments, Department of Water Resources Regulation and
Department of Water Quality Management. Aspects of water quality will be part of this
project.
3.3.5
The Directorate of Water Development (DWD)
The Directorate of Water Development (DWD) under MWE is the lead agency
responsible for coordinating and regulating all water supply and sanitation activities. It
provides technical support services and capacity development to local governments and
other service providers. DWD comprises three Departments; Rural Water Supply and
Sanitation; Urban Water Supply and Sanitation and Water for Production. DWD will
therefore be relevant to the project at Mbale-Manafwa areas. There are several water
sources along the road that will be affected by the construction activities.
3.3.6
The National Water and Sewerage Corporation (NWSC)
NWSC is a parastatal that operates and provides water and sewerage services for 23 large
urban centres across the Country. NWSC’s activities are aimed at expanding service
coverage, improving efficiency in service delivery and increasing labour as well as
ensuring the quality of water supplied its customers.
3.3.7
National Environmental Management Authority (NEMA)
The National Environmental Act provides for the establishment of NEMA as the
principal agency responsible for coordination, monitoring and supervision of
environmental conservation activities.
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NEMA is under the Ministry of Water and Environment (MoWE) but has a crosssectoral mandate to oversee the conduct of Environmental and Social Impact
Assessments (ESIAs) through issuance of ESIA guidelines, regulations and registration
of practitioners. It reviews and approves Environmental Impact Statements (EIS) in
consultation with any relevant lead agencies.
NEMA works with District Environment Officers and local environment committees at
local government levels who also undertake inspection, monitoring and enforce
compliance on its behalf. In Government ministries, NEMA works with Environmental
Liaison Units to ensure that they effectively incorporate environmental issues in their
activities, policies and programs.
3.3.8
The National Forestry Authority (NFA)
NFA is responsible for sustainable management of Central Forest Reserves (CFRs),
supply of seed and seedlings, and provision of technical support to stakeholders in the
forestry sub-sector on contract. NFA is a semi-autonomous business entity and generates
most of its own revenues and finances its activities, i.e. NFA’s support is contingent
upon payment for its services. Any intervention proposed to plant trees to mitigate
project impacts will be done under the guidance of NFA.
3.3.9
Ministry of Gender Labour & Social Development
The Ministry is enjoined to operationalize Chapter 4 of the Constitution (Articles 31-42),
which focus on affirmative action and promotion of fundamental human rights of the
people of Uganda. The Department of Occupational Safety and Health in the Ministry is
responsible for inspection of workplace environment to safeguard occupational safety,
rights of workers and gender equity.
3.3.10 Town and Country Planning Board
The Constitution of the Republic of Uganda provides for the formation of the Town and
Country Planning Board that should plan and oversee orderly progressive development
of land in towns and rural areas. Hence Mbale and Manafwa towns are key institutions in
this project.
3.3.11 Local Administration Structures and Road Committees
The proposed project road falls within jurisdiction of Mbale and Manafwa Districts. A
district is headed by a Chairman Local Council Five (LC5) who is the political head and
Chief Administration Officer, the technical head of district administration. Technical
District personnel directly involved with the project include Environmental Officer,
District Planner, Community Development Officer, District Director of Health Services,
Wetlands Officer, Forestry Sector Manager, Agricultural Officer, District Water Officer
and District Engineer. In addition, under MoWT there is provision for establishment of
road committees that will be activated to sensitize communities about benefits of road
development including participation in compensation matters and grievances,
environmental monitoring and HIV/AIDS awareness.
3.3.12 Ministry of Tourism, Trade & Industry (MTTI)
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Archaeologists from the department responsible for museums and monuments in this
Ministry would be useful in monitoring road project construction activities, especially
excavations at borrow sites to ensure that chance finds or artifacts of cultural significance
such as circumcision sites are not destroyed.
3.3.13 District Land Boards
The district land board is responsible for land allocation at local government level and
setting compensation rates for crops and structures within District.
3.3.14 Department of Geological Survey and Mines
The Department of Geological Survey and Mines controls the mining sector (including
stone quarrying) through the Mining Act.
3.3.15 Permits and Licenses
A list of permits and licenses necessary for execution of the project are indicated in table
4-5.
Table 3-1: Permits required by the proposed development
Permit
Environmental
Approval EIA
certificate
Water abstraction
permit.
Issuing Agency
NEMA
Petroleum
construction permit
and petroleum
operating license
Petroleum Supply
Department
Ministry of Energy
and mineral
development
NEMA
Hazardous waste
storage,
transportation and
disposal license
3.4
WRMD
Use
Approval
commencement of
the EIA study
Abstraction of water
during road
construction for
domestic (camp)
Dispensing
petroleum fuel
during road
construction
Responsibility
UNRA
On-site storage of
used waste such as
used oil
Contractor
Contractor
Contractor
Requirements of International Financial Institutions
3.4.1 ADB Safe Guard Policies
The ‘Environmental and Social Safeguard Policies’ of the African Development Bank
(AfDB) consist of: Environment Policy, Operations Manual and Guidelines; Policy on
Involuntary Resettlement and Policy on Indigenous Peoples. Some of these policies are
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likely to be triggered by the proposed upgrading of Bumbobi-Bubulo–Lwakhakha. Some
of the Safeguards are presented below.
3.4.2 The Environment Policy
The policy is grounded in ADB’s Poverty Reduction Strategy that recognises that
environmental sustainability is a prerequisite for pro-poor economic growth and
efforts to reduce poverty. It is derived from ADB’s Long Term Strategic
Framework
(2013-2022)
that includes environmental sustainability as one of its crosscutting themes.
The Environment Policy Addresses the following main challenges:
i) Need for environmental intervention to reduce poverty
ii) Need to main stream environmental consideration into economic growth
and development planning
iii) Need to maintain regional and global life support systems
iv) Need to work in partnership with others
v) Need to further strengthen the processes and procedures for addressing
environmental concerns in ADB’s own operations.
The procedural and substantive elements of ADB’s environmental assessment
requirement are described in detail in Integrated Environmental Impact
Assessment Procedures. The procedures highlight the various steps that are
followed to assess environmental and social risks and benefits along the project
cycle Guidelines, October 2003.
ESAP will helps accelerate the goals of
promoting sustainable development in Africa region.
Furthermore, ADB has in place Environment policy (February, 2004) that brings
out the need for a greater focus on pro-poor growth policies and programmes to
counter unacceptable impoverishment rates; rapid progress in the inevitable
integration of Africa in the globalization process; and the need for an improved
governance with a clearer commitment of the majority of African governments
to provide the necessary leadership for sustainable development.
The Environmental policy has the following key environmental issues:
i)
ii)
iii)
iv)
v)
vi)
vii)
viii)
ix)
x)
Reversing land degradation and desertification
Protecting the coastal zones,
Protecting global public goods,
Improving public health
Enhancing disaster management capabilities
Promoting Sustainable Industry, Mining and Energy Resources
Improving urban environmental management,
Environmental governance,
Institutional and capacity building
Increasing awareness and, stakeholder participation
3.4.3 AfDBs Involuntary Resettlement
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ADB’s Policy on Involuntary Resettlement was adopted in and became operational in
January 1996. This policy was up dated in November 2003 after incorporating in lessons
learnt.
The policy requires that involuntary resettlement be an integral part of project design,
dealt with from the earliest stages of the project cycle. In general the policy has been
developed to address involuntary physical displacement and/or loss of other economical
assets of people caused by Bank-financed projects and programs. The policy is intended
for the executing agencies in the borrower countries and for Bank staff involved in
identifying, preparing, and appraising projects that involve involuntary resettlement. The
policy specifically aims to
i)
Avoid involuntary resettlement wherever feasible
ii)
Minimize resettlement where population displacement is unavoidable by
exploring viable project options.
iii)
The policy also provides for individual or communities in case of loss of
land, means of livelihood, social support systems or way of life they should be
Compensated for lost assets and loss of income and livelihood
iv)
Assisted for relocation
v)
Assisted so that their economic and social future will generally be at least as
favourable with the project as without it
vi)
Provided with appropriate land housing infrastructure, and others.
3.4.4 AfDBs Policy comparison with the Relevant Uganda Legislation
According to the AfDB’s environmental categorisation, rehabilitation or upgrading of
major transportation projects (i.e. those exceeding 50 km), is classified as Category I
undertaking which requires detailed ESIA studies. Similarly, according to Third Schedule
of the National Environment Act, Cap. 153 (Section 3a: “all major roads”, and Section
3b: “all roads in scenic, wooded or mountainous areas”), Ugandan environmental laws
and regulations, require road projects to undertake a full EIA. Furthermore, AfDB’s
Involuntary Resettlement Policy requires that a full Resettlement Action Plan (RAP) be
prepared if number of project affected persons (PAP) exceeds 200 people.
3.5 International Environmental Agreements
Uganda has signed and/or ratified a range of international agreements relating to the
environment, both regionally and globally. The National Environment Act Cap 153
provides for the implementation of the International Conventions on Environment
ratified by Uganda. The relevant conventions for the upgrading of Bumbobi –
Lwakhakha are discussed below
3.5.1 Ratified Conventions
Those ratified include:
i)
the RAMSAR Convention on Wetlands of International
Importance, UNESCO
ii)
the Convention concerning the Protection of the World Cultural
and Natural Heritage (World Heritage Convention) – UNESCO;
iii)
the Convention on Biological Diversity (CBD) – United Nations;
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iv)
v)
vi)
vii)
viii)
ix)
the African Convention on the Conservation of Nature and
Natural Resources – OAU;
the Convention for the Protection of the Ozone Layer and its
Montreal Protocol;
the Convention on the Control of Trans-boundary Movements of
Hazardous Wastes and their Disposal (Basel Convention);
the Bamako Convention on the Ban of the Import into Africa
and the Control of Trans-boundary Movement and Management
of Hazardous Wastes within Africa – OAU;
the Framework Convention on Climate Change– United Nations;
the Convention relating to the Preservation of Flora and Fauna in
their Natural State.
Although all of the above have some relevance to the project, those to be taken into
account with the upgrading of Bumbobi – Bubulo –Lwakhakha are the ones discussed
below.
3.5.2
The Ramsar Convention of Wetlands, 1971
This an international treaty for the conservation and sustainable utilization of wetlands
that is to stem the progressive encroachment on and loss of wetlands now and in future
recognizing the fundamental ecological functions of wetlands and their economic,
cultural scientific and recreational value. Uganda has about 9 sites.
In 2006, Uganda added nine wetlands to the List of Wetlands of International
Importance designated under the RAMSAR Convention, bringing the national total to 11
sites covering a total of 354,803 ha. This was a demonstration of Uganda’s commitment
to the RAMSAR Convention on wetlands on international importance.
3.5.3
Stockholm Convention on Persistent Organic Pollutants
Article one has the objective of protecting human health and environment from
persistent organic pollutants as highlighted in the Principle 15 of the Rio Declaration on
Environment and Development. Measures to reduce or eliminate releases from
intentional production and use are set forth in article 3 of this convention; those for
unintentional production are in article 5 while those measures regarding releases from
stockpiles and wastes are provided for in article 6. Unintentional POPs are expected
from Asphalt plant and open burning of waste in the camps. Some materials used in road
construction like tar (or bitumen) consist of Polycyclic Aromatic Hydrocarbons (PAHs)
and are classified as Persistent Organic Pollutants (POPs) under UNCECE POPs
protocol. According to UK Environmental Agency, some PAHs can cause cancer and
genetic damage. Use of concrete blocks should be considered instead of bitumen.
PAHs are also released in vehicle exhaust gases as a result of incomplete combustion of
fuels. The Contractor will need to use machines that are equipped with combustion
devices such as burners, and internal combustion engines to improve quality of
combustion (Source:Wikipedia).
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3.5.4
Strategic Approach to International Chemicals Management
Strategic Approach to International Chemicals Management (SAICM) is a policy
framework to foster the sound management of chemicals is a policy framework to foster
the sound management of chemicals. SAICM was adopted by the International
Conference on Chemicals Management (ICCM) in February 2006 in Dubai, United Arab
Emirates. The overall objective of the Strategic Approach is to achieve the sound
management of chemicals throughout their life-cycle so that, by 2020, chemicals are used
and produced in ways that lead to the minimization of significant adverse effects on
human health and the environment. According to the strategy, this will be achieved
through risk reduction, knowledge and information, governance, capacity-building and
technical cooperation and illegal international traffic.
During road construction and maintenance different types of chemicals are used and
include but not limited to bitumen, cement, Lime and thinner. It therefore imperative
that this strategy is put into consideration especially during construction and
maintenance.
3.5.5
United Nations Framework Convention on Climate Change (UNFCCC)
The Convention on Climate Change sets an overall framework for intergovernmental
efforts to tackle the challenge posed by climate change. It recognizes that the climate
system is a shared resource whose stability can be affected by industrial and other
emissions of carbon dioxide and other greenhouse gases. The convention encouraged
industrialized countries to stabilize greenhouse gases while the Kyoto protocol commits
them to do so.
Uganda signed the convention in June 1992, ratified it Sept. 1993 and its enforcement
was March 1994. As already discussed under section 4.4.3 (Convention for the
protection of Ozone layer and its Montreal Protocol), greenhouse gases are gases in an
atmosphere that absorb and emit radiation within the thermal infrared range and greatly
affect the temperature of the Earth. Carbon dioxide is one of the main greenhouse
gases and is expected to be released from road construction vehicles and equipment.
Thus UNFCCC will be relevant to this project.
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4.0
4.1
PUBLIC CONSULTATION
Public Participation Process
Emphasis has been placed on a fully-inclusive, open and transparent public
participation process and the transfer of information regarding the proposed
upgrading of the road to interested and affected persons (I&APs). The provision
of sufficient and useful information on an on-going basis to I&APs to allow them
to participate in the project and offer comments is a cornerstone of this
Environmental Assessment process.
The process of stakeholder identification was a combination of both snowball and
purposive methods. This started in December 2009 but most activities were in
May 2010 Appointments for meetings with the different stakeholders were
arranged a few days prior to the meetings. However, in some cases impromptu
meetings were carried out.
Meetings were carried out with different district officials from the two districts of
Mbale and Manafwa and 3 Sub Counties through which the road traverses. About
15 interviews were held with different local government officials, the minutes of
which are attached as Appendix A. For all stakeholders consulted, an interview
guide was used. All meetings for the above stakeholders were carried out at their
respective offices.
Community meetings were conducted throughout the project area from the 1st to
9th May 2010 for the villages that are located along Bumbobi-Lwakhakha road. In
addition, community members from other villages were also encouraged to
participate as they are also indirectly affected by the road. A total number of 19
community meetings were held throughout the project area. The Sub County and
LC I officials helped in the selection of appropriate dates and venues and also
mobilization for the different villages along the project area. The table below is a
schedule of meetings held with the communities. Community meetings were
scheduled about a few days prior to the actual meetings to give the community
ample time to plan their activities around the meetings. However, in some cases
impromptu meetings were carried out especially for community members who
complained that the agreed venues for meetings were far from their homes and
for business communities especially those in trading centres who couldn’t travel to
the agreed venues for the community meetings.
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Table 4-1: Schedule of meetings for Mbale-Bumbobi-Lwakhakha Road
Date
District
Sub-county
Village
1/05/2010
Mbale
Bungokho
Masalile, Bukhumeka II, Luki
Nyondo
Muyekhe, Bufukhula upper
2/05/2010
Bushiende
Busoba
Nyondo
3/05/2010
4/05/2010
Bushiende
Manafwa Manafwa Town Council
Khabutola
Manafwa Town Council
Manafwa Town Council
Bugobero
Butiru
Time
09:00am
11:00am
Buyaka B, Bumakika I, Lutembete, Namikyelo, 02:30pm
Wapondo,
Nabumali town,
11:00am
Bumuyelelo I, Bumuyelelo II, Nashikaka,
Bunywaka, Nakhaboko, Bubetsye lower
Bufukhula lower
1:00pm
Mulatsi, Shikoye, Shiyatsa, Nabikhoso
Buwere, Butsema,
Buwatsosi, Bunangabo I, Khabutola, Bumufuni,
Busangayi, Buwambale, Buwebele, Buwamara.
Nabuyima,Bumwangu
Meeting flopped and rescheduled for
6th/05/2010 at 2:00pm
Manyali,
Katanga,
Bunanyama,
Bukusu,
Nambale, Bumalugu, Bumurumu, Salosalo,
Butumwa I & II, Nabikulu, Buwafutu, Bunabiro,
Khabungu, Bunangabo I & II Bumateyo.
In Association with
Bumbobi Catholic Church
Muyekhe
Wapondo
Village
Nabumali
Corner
Mitolotolo Club
03:20pm
10:00am
1:00pm
Mulatsi S.S
Mayenze Cath.Church
Khabutola Sub-county
3:40pm
10:00am
Bumwangu
Bubulo Redcross grounds
12:00pm
Bugobero
Growers
Cooperative Society
Bunambwila, Bumulekhwa, Sukuru, Busilali, 2:00pm
Buwanyera, Buwafula, Buwamalero
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Date
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0
District
Sub-county
Butiru
Village
Bumuketsi, Buwamalelo, Buwafula
Bubutu
Bumandali, Bumatanda, Busiwuma, Buwambwa, 1:00pm
Busimawolya, Bubutu T/C, Buwangolo, Bukibeti
Buyasele, Bukibumbi, Bumahafu, Bukitongo, 2:00pm
Bumusomi I & II Bukhomali, Bulyuli,
Bumwoni
6/05/2010
Lwakhakha
Council
Town Lwakhakha A, Lwakhakha
Lwakhakha Town council
Manafwa Town Council
7/05/2010
Sisuni
Bubutu
9/05/2010
Manafwa Bubutu
Bukeemo,
Venue
Busumbu Corner
Bubutu Subcounty Hqtrs
Buyasele Church
Lwakhakha Town council
11:00am
Bumulyanyuma,
Muririnyi,
Bumulekwa,
Towncouncil
3:30pm
Namaloko, Bukhonzo, Buwalimbwa, Buwanyama 10:00am
lower
Bufumbula, Buwangolo, Bumalanga, Kisokoti.
12:00
noon
Bumahafu, Buwetsalo
12:45pm
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Time
10:30am
Bubulo Redcross Centre
Namaloko T/Centre
Kawempe
Bumahafu
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An average of 86 participants turned up for each community meeting of which
only about 16% of the participants were women. Some of the reasons given for
the low turn up of women included; women are the major cultivators of crops
and were most of the time in the gardens, women remained behind to do the
domestic chores and women did not own resources or assets so their
contributions were not considered important by the men.
4.2
Participation Objectives
The objectives of stakeholder participation included the following;
 To provide sufficient, accessible and objective information to all
stakeholders and interested parties that will assist them to participate in
the whole process of the project.
4.3

To get views from stakeholders on anticipated benefits, opportunities,
concerns and suggestions on how best to mitigate them and different
aspects of the community in regard to the project.

To introduce the project to all stakeholders and prepare communities for
what will be happening in the near future.

To create an enabling environment through which the project will
smoothly operate in friendly co-existence with other stakeholders

To collect all relevant information about the trends, practices and norms
in the project area within which the project will operate
Stakeholder Composition and Analysis
The first step in the participation was to identify key stakeholders. Table 5-2
below shows the composition of key stakeholders identified and an analysis of
their relevance to the project, the opportunities they come with, the threats from
these stakeholders to the project and how they can be linked or utilized by the
project.
A full list of all stakeholders consulted is attached as Appendix B
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Table 4-2: Analysis of stakeholders – Bubulo-Lwakhakha road
Stakeholder
Relevance
National Stakeholders ( Line Information on national
Ministries, NEMA
policies
and
guiding
principles in relation to road
development
UETCL/UMEME
Existence of transmission
lines along the road that is
likely to require relocation.
District Political Leaders (RDC,
LC V Chairperson, District
Councillor/Secretary
for
Education
and
Health,
councillor in charge of technical
services)
These
are
leaders
representing
the
communities that are going
to be affected by the road
project.
Opportunity
Threat
Technical support in
the
relocation
of
transmission
and
distribution lines along
the road.
Political
support,
willingness from RDC
and LC V offices to
support road project to
ensure safety of all
involved.
They are accountable for
development in their areas Security
of jurisdiction.
place
systems
This category of stakeholders can
take on the responsibility of
relocating
the
transmission/distribution lines along
the proposed roads, if necessary
Sabotage
/Political Mobilisation of communities for
interference/ in the process compensation.
of project implementation
Attend meetings on sensitisation,
land and compensation.
Share information on compensation
modalities.
awareness
creation
Can use the police bases at the sub
county for community policing and
security in the project area
source
50
In Association with
and
Relocating
electricity
infrastructure may take a
long time and result into
project delays.
Have joint
meetings.
Responsible for security
within the area of operation.
Overall overseers of the
planning for development in
the districts and therefore
require information for
planning purposes.
District Technical Officers and These are responsible for Vital
in
Linkages/Involvement
Give
guiding
policies
government regulations
Witnessing the land acquisition and
compensation processes.
of District personnel may be For purposes of facilitating the
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Stakeholder
sub county staff (Planner,
Environment Education, Water,
Fisheries, Engineer, Nursing,
Health Inspector, Community
Development, Production, Sub
County Chief, CDA, HA,
HIV/AIDS Focal Persons)
Relevance
district plans.
Opportunity
information about the
population, trends and
The environment office is other dynamics within
directly responsible for the project area
environment management at
the district level
Can be utilised as the
contact persons in the
Responsible for the planning project area
and development of the
necessary infrastructure in Their structures at the
the districts including roads, lower
local
Health, water supply and government can be
schools.
utilised
in
the
mobilisation
of
Responsible
for
the communities for the
coordination of all other good of the project.
development
projects/programs
within Can be used in the
their respective sectors but follow
up
and
under the management of supervision
of
other stakeholders including community and noncentral government and non- technical programs
governmental organisations
(NGOs)
Can come up with
proposals on how to
mitigate the impacts on
water sources.
51
In Association with
Threat
busy to participate.
Linkages/Involvement
process of information among
stakeholders, district officials can
Since it is a central participate in project progress and
government road, interest in site meetings.
participation
may
be
limited.
Can take up the role of liaising with
the local communities since they are
Time wastage due to the based on ground.
poor work ethics and the
busy schedules.
Through the Environmental Officer,
districts can take on the role of
Poor quality results due to environmental monitoring under the
poor
work
ethics, supervision of the Consultants
inefficiency and attitude
exhibited in the lack of self- Through the Districts procurement
motivation.
entity,
procurement
of
subcontractors can be fastened as it is
Intense
supervision easier to get an already existing prerequired which sometimes qualification list.
results
into
high
administrative costs
Collaborate with existing health
centres through the District Health
Corruption tendencies as is Office and the HIV Focal Person to
the case with most public offer HIV/AIDS VCT, family
offices.
planning services and other medical
Lack of a mechanism for services especially emergency help to
public complaints and road workers.
feedback
Contract supervision can be done
jointly by district to ensure that
opened up areas are restored.
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Stakeholder
Relevance
Opportunity
Threat
Linkages/Involvement
Through
the
Community
Development Office, mobilisation of
communities can be jointly handled.
HIV/AIDS awareness campaigns
can be jointly done with the HIV
Focal Person at the district level.
Community (Residents)
villages along road
in They are regular users of the Own
land
for
road – transport.
expansion of road
Road traverses a rich
They
live
in
the agricultural hinterland
neighbourhood of the road. which could be a
source of food for
They will directly be affected road workers and other
people – the dust, land, stakeholders.
crops, businesses, residential
and commercial structures.
Can help in spreading
information
from
Will provide casual labour sensitisation meetings
for road project
to those who do not
attend.
Have information on land
owners.
Can provide labour
particularly unskilled
Good source of information labour
on the trends and dynamics
within the project area.
Raw
Materials
–
rocks/stones, water,
gravel and food.
52
In Association with
Project delays due to
landlords
unwilling
to
vacate in time even after
being compensated
Continued involvement of affected
community members and institutions
for purposes of information sharing
Key informants to good sources of
materials, trends and dynamics in the
Misinterpretation of project project area.
intentions and therefore
sabotage which eventually Community policing.
results into project delays.
Casual labourers.
There is a possibility of
local dealers conniving with Key informants on the norms and
the contractor employees in practices of the residents within the
a bid to steal project project area.
materials including fuel and
cement.
Employment of casual
labour not spread along
entire road stretch may
cause disgruntling.
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Stakeholder
Relevance
Opportunity
Threat
Linkages/Involvement
Riots/demonstrations as a
result of contractor not
being sensitive with people
issues.
Conflicts
as
regards
property ownership which
might delay the project
Impersonation
Taxi drivers, motorcycle riders They are road users
Assistance
in They
might
interrupt Can be used in mobilisation
and cyclists
information transfer
project activities especially Good channel for information
Directly affected by road
during the construction transfer and sharing
works.
Proposals on safety phase in a bid to fulfil their
measures
day to day activities.
Their business is likely to be
negatively
disrupted
Can
easily
mobilise
particularly
in
the
themselves into a riot/
construction phase.
demonstration if sensitive
issues are not well handled.
Potential market for stolen
project materials
Roadside Stalls/Markets
Might not respect road
safety measures in place
leading to accidents
These conduct business Provide
data
on Loss of business and Good tool to be used in community
along the road which will be business patterns and disruption
of
project policing.
disrupted.
operations along road
activities
during
construction.
Offer good potential for information
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Stakeholder
Shop owners
Health Centres
Relevance
Opportunity
Use the road for accessing Provide information
their business joints – stalls. on how they can best
co-exist
with
the
Likely
to
be project
particularly
displaced/affected by road during construction
project – increased dust
diversions, construction of Source of information
access culverts and roads
on
the
trends,
dynamics and security
They are accident prone as in the project area
they operate very close the
road.
Road users (Transportation Provide goods and
of their merchandise)
services to project
workers.
Being located near the road,
they might be both directly
or
indirectly
affected
through loss of property and
customers
To provide data on common
diseases in the area
To provide statistics on
HIV/AIDS prevalence in
Linkages/Involvement
transfer and information sharing in
Have potential to organise the project area
riots and demonstrations if
issues affecting them are
not well handled.
Can facilitate the stealing of
project materials by being
the market for stolen goods
Have
potential
to
demonstrate against project
activities if sensitive issues
(access and management of
They are an important dust) affecting them are not
tool in information well handled.
transfer and sharing
Closeness of health Health centres may not be
centres to road means well
equipped
(staff,
they can be easily laboratories,
medicines,
accessed
for testing kits) to handle all
emergency and any cases that they may receive.
medical help.
Staff
might
not
be
Health centre staff are competent
enough
to
trained in HIV/AIDS handle emergency and
and management of complicated cases.
other communicable
54
In Association with
Threat
Tap on business opportunities as
they arise especially selling of
cold and hot beverages.
Use their premises for displaying
Information and Education
materials like posters.
Collaboration with health facilities in
offering emergency medical services.
Could also be used as VCT centres
for road workers.
Staff could be used in offering
sensitisation campaigns for STDs
including HIV/AIDS.
Existing health centres could be used
as first aid centres
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Stakeholder
Relevance
the area
Opportunity
diseases
Threat
Linkages/Involvement
Could offer health care
services to the contractor
during the construction
phase.
Proposals on coexistence
with the project during the
construction phase
NGOs and CBOs
Good
Generally work very closely skills
with communities
Good source of information
on people
Schools
Existence of schools along
the road
Students represent
a
significant percentage of the
road users along the road
Proposals
on
coexistence
mobilisation May not have time to NGOs can be used for mobilisation
participate in road project.
and sensitisation of communities.
Some areas along the road Good channel of information
may
not
have transfer and sharing
NGOs/CBOs working in
their communities.
Have the capacity to offer certain
services like awareness campaigns,
Sometimes some NGOs are promotion of vegetation restoration
just brief case companies through tree planting.
who actually do nothing on
ground
Play grounds have the Disruption
of
school Schools can offer parking space to
potential of being used activities
the road project.
as overnight parking
spaces for project Unwillingness of schools to Avenue through which road safety
machines
and lease or share adjacent land campaigns can be conducted.
equipment
to road project
Students are a vital channel of
information transfer and sharing.
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Stakeholder
Relevance
Opportunity
with the project during the
construction phase
Threat
School
property
(land,
structures,
fences,
playgrounds)
might
be
affected.
56
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Linkages/Involvement
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4.4
Stakeholder briefings and community consultation
A brief description of the proposed project was presented in the local language of
the area that is, Lumasaba (Lugisu) to the communities. The aim of the
presentation was to provide a brief outline of the proposed project and project
activities including EIA process, and to encourage the community to be
cooperative and to participate in the different stages of the project.
Information presented included Project Activities which entailed the following;
Community Sensitization meetings, Environmental Assessment, Geotechnical
investigations/test pits, land survey, Design and tender documentation,
procurement of Contractors and construction.
A discussion then followed whereby the communities were asked to submit any
issues and /or concerns. Photographs of such meeting are shown in figure 4-1
below). The table below shows a summary of the issues raised. Attendance lists
are attached as Appendix B & C. Minutes of the various meetings are attached
as Appendix A & D while photographs of community meetings are attached as
Appendix E.
Meeting at Bugobero Cooperative (4/5/10)
Meeting at Bumahafu (5th May 2010)
Figure 4.1: Sample Photographs of community meetings
4.5
Issues raised
During the consultations, several issues/concerns were raised which include the
following. The Tables 4-4, 4-5 and 4-6 below show the different issues raised by
the different stakeholders in the area.
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Table 4-3: Issues Raised by National Stakeholders
Name
Mr. Mutemo
(16th Feb.10)
Oloya
Richard (4th
march.10)
Designation
Senior
Environmental
Officer, Ministry of Works,
Transport
and
Communications
Issues raised
Officials were briefed about the road upgrading projects in Lot E and they made the
following comments:
 Suggested that programme of re-planting trees for purposes of beautification and marking
road reserve should be seriously considered. He further suggested that Road User
Committees which are most times existing at the grassroots level should be involved in
Tree clearing:
replanting. These committees could be facilitated to take up these roles of both planting
Implementation
and maintenance since they will be remaining around other than the contractor who
plants and goes.
Off-shots:
 Communities should be involved in choosing where to put the off –shots. Sometimes
they need the storm water in their gardens or in some of the valleys they may want to use
for different purposes. This will reduce on the impacts of the storm water (from the off –
shots) on the communities.
Construction Camps:
 Choice of location of the construction camps should involve the local
communities/authorities. This could be located in an area such that the structures could
be used as a school or any other community activity
Civil
Engineer
Warid  The official was concerned about what extent of impact the project would have on their
Telecom
masts in the area.
 He stressed that any blasting within the vicinity of the mast would cause vibrations with
implications of distorting transmission, swaying off and tilting of the towers due to earth
movements.
 They were going to do their preliminary surveys as they wait for the final road designs to
determine what would be done.
 He finally noted that having to relocate the mast is an expensive exercise and they would
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Name
Designation
Mrs Norah
Namakambo
(4th
March,2010)
Ministry of Water and
Environment, Directorate of
Environment
Affairs,
Wetlands
Management
Department-Luzira.
Mr. Apollo ZAIN TELECOM
Mechanical
engineer.
10th
Issues raised
preferably have it avoided in whatever option possible.
 These areas of wetlands experience floods during periods of heavy rains. She therefore
noted the need for raising of the road within these sections.
 She emphasized the need of finding the way of free flow of water across the road without
damming. She pointed that on top of installing culverts, gravel should be graded in all
stretches of wetland areas before putting tarmac on top. This will enhance free flow of
water across the road through percolation without necessarily restricting water to
particular flow across the culverts.
 The issue of dumping of soil waste creating land in wetland areas has to be avoided. This
she noted reduces the area of wetlands through encouraging reclamation by the wetland
encroachers.
 What was also noted was that all rice growing areas that are in form of valleys with
saturated soils should be taken as wetlands while taking precautionary cautions of
construction in wetland areas.

Downstream of these wetlands exist springs with some directly acting as a source of water
for the neighbouring communities. Precaution should therefore be taken to avoid
contaminating the quality of water through oil spills and dumping of any sort.

Raised need for closed supervision and/or monitoring of the works at wetland areas to
minimize silting and avoiding workers collaborating with the wetland encroachers to
convert accelerating degradation.
The team had worries to do with masts foundation but no impact was envisaged on
transmission.
They also expressed worries of the cost implication in case of the need of relocation and


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Name
March,2010
Designation
Ms
Sylivia Directorate
Nanyunja,
Resources
Hydrologist
Entebbe
Ms
Aguti Ministry
Carolyne
Mineral
of
Issues raised
would prefer the alternative of avoiding as much as possible to relocate.
 The team then asked to be given time to check with their geotechnical documents to be
able to come up with envisaged implication in case of rock blasting close to their site.
They then promised get back to the consultant by mail regarding this.
of
Water  A senior hydrologist at the Directorate Water Resources Management
Management  Emphasized that incase of any abstraction on any water resource, a permit of abstraction
should be thought from the Water Resources management.

She also pointed that DWRM has monitoring stations on all the lakes and Rivers that
need to be taken care of during construction within their vicinity; monitoring during
construction should ensure that these aren’t tampered with.

NEMA regulations protecting water resources need to be put up with when it comes to
dumping of waste into water resources.

It was also mentioned that the design team should present the Water Resources
Management, department of Regulations with a sketch of the road network to be worked
on containing list of lakes, rivers and swamps that are likely to be crossed. This will enable
the department avail the design consultants with the Hydrological characteristics of these
resources; such as the highest water levels ever reached in those areas.

The Ground water department could also be utilized to avail the consultant with
information regarding the water table levels of these low lying areas.
Energy and 
development,
A senior petroleum expert stressed that in cases of spillage during oil storage, drums
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Name
Designation
Department of
Supplies
Petroleum
Issues raised
should be placed in areas that can be easily cleaned and disposed to designated places
approved by NEMA.

The responsible companies that have been licensed by NEMA to handle issues related to
disposal of oil related waste should be identified and given the role of handling all these
kinds of wastes generated from the campsites and the construction sites.

She also recommended that drums used for oil storage should be placed on top of
wooden structures during loading and offloading and these can be kept well for further
use to minimize the extent of spilling oil in several locations.

All records of major spillages should be well kept to enable proper monitoring and avoid
unpleasant impacts that could result if no mitigation measures are put in place after the
spillage

All bitumen should be well stored under proper precautions with proper supervision
and/or monitoring

Qualified Environmentalists should be deployed to ensure proper monitoring for
compliance with all the recommended mitigation measures during the construction
activities.
The
Ministry of Trade and 
Conservator Industry, Uganda National
History and Museum
Archaeology

She pointed out that not all the physical-cultural and palaeontology information is
captured on their database.
It is important to always brief all the workers prior to the commencement of the work
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Name
Designation
at
the
Uganda
National
Museum
Issues raised
regarding the Archaeological values of certain cultures and to ensure they are maintained
and/or replaced where they are affected in any way during the road works.

The elderly stakeholders from the project areas should always be called to such briefing
meetings to point out areas that are of historical value to avoid upsets at the later stage.

In that regard, she recommended that any “chance finds” relics should always be reported
to be the Archaeologist who will deliver them to the museum for further investigation.
David
Ministry of Gender, Labour 
Mugisha,
and Social development,
Principle
department of OHS
Occupational
Hygienist

Principal Occupational Hygienist at the ministry elevated the need for inspection of all the
statutory equipments to be used prior to the commencement of the construction
activities. He also stated that these will need to be periodically inspected to ensure their
safety for the workers.
He also pointed that it is the responsibility of the ministry to assess the workers state of
incapacity in case of accidents to enable them process their compensation from the
insurer

All the workers should be registered and forms to be provided by the department of
Occupational Health and Safety should be filled for all the daily minor injuries occurring
at the site for easy reporting as and when they happen.

Prior to the commencement of the project it should be registered with the department
giving its description for easy supervision and monitoring of its compliance to the labour
laws.
Mr.
Obed Plantation
Development Areas that do not have NFA designated reserves should be handled with care through
Tugumisirize Specialist at the National consultation and agreements with the private owners. Where such trees do not belong to any
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Name
M/s Justine
Namara,
21/06/2011)
Mr. Richard
Kapere
Designation
Forestry Authority (NFA)
Issues raised
person, a plan should be put in place to ensure that seedlings are planted to replace those cut
while expanding the road.

Uganda Wild life Authority,
The officials acknowledged that the road does not pass in any of the Uganda Wildlife
Senior
Planning
& Authority (UWA) reserve areas.
Environmental
Impact
Assessment Officer
The officials highlighted that all categories of animals whether within UWA reserve areas or
spread out in the communities are within their responsibility to ensure that they are protected.
Senior
Planning
& They therefore emphasized that workers have to be sensitized that any killing of animals is
Environmental
Impact illegal and it is an offence therefore regarded as Poaching.
Assessment Officer
Mr. John
Masereka
Senior
Community They also pointed out that areas that are identified as rich in animals, the design should take
Conservation Officer
into consideration speed reduction techniques to avoid speed kills when the improved roads
become operational.
Senior Coordinator, Planning
Mr. Edgar & EIA Officer
There is also need to categories the type of animal species identified, this is to make sure that
Buhanga
rare and endemic animal species are not interfered with and/or can be transferred for
conservation elsewhere.

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Table 4-4: Issues raised by Local Government; District and Sub County Levels
Issue
Discussion
Damage to property and compensation
Destruction of property This was a concern raised by all local
government stakeholders consulted.
They feared that property like buildings,
crops, school playground, fences and
other infrastructure along the along the
road might be destroyed.
Destruction of water There was concern that gravity flow
scheme crossing the road would be
supply
destroyed. This was raised by
Lwakhakha Town Council officials.
Suggested solutions
-
Compensation which should be fair and prompt
Valuation should take place before construction
Sensitization of communities and encouragement of local
participation
-
It was suggested that the place should be handled with care so
as not to destroy the water pipes.
Environmental issues
Borrow pits
There was concern that borrow pits They suggested that such pits should always be backfilled after
where Gravel and stones are excavated extraction of the required materials.
will be often open.
Flooding and drainage
It was reported that too much water There should be strong drainage systems to collect the water and
comes from the mountains and crosses the water should be channelled to running rivers.
the road especially during the rainy
season.
Safety and security issues
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Issue
Increase in accidents
due to overtaking and
over speeding during
and after construction
Discussion
This was a general issue raised by
majority of the stakeholders. There is
fear of increased number of accidents
during construction and also after
construction..
Increase
in This concern was raised by Mbale
HIV/AIDS
and District HIV/AIDS Focal Person. There
other STIs
was concern that the influx of people in
the area during construction will increase
the problem of HIV/AIDS in the area.
Land wrangles
It was pointed out that there were
several land conflicts in the area and
land is considered to be an important
asset.
Suggested solutions
- Installation of humps and signposts in trading centres and near
schools.
-
It was suggested that there should be constant HIV/AIDS
awareness for the workers and community in general.
The project was advised to be very cautious when dealing with land
issues in the area.
Business and trade
Increase in regional
It was expected that there will be increased regional trade between Uganda and Kenya.
trade
Accessibility to markets
There is hope that with a good road, there will be easy accessibility to markets and therefore increase in
trade.
Employment
The issue of job opportunities was raised by most of the stakeholders. It is expected that during
opportunities
construction, there will be increased job opportunities for the local people. It was requested that the local
people be considered for jobs especially casual labour jobs.
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Table 4-5: Issues raised by community members
Issue
Discussion
Destruction
of This was a general concern throughout the project area. The
structures, vegetation, communities feared that there will be destruction of property
crops and trees along like mahogany trees which were planted by Kakungulu along
the road, buildings, crops, other types of trees, electricity
the road
transmission lines, water sources and fences which are near
the road.
Suggested solution
They Suggested that there should be
compensation for whatever will be affected
before the project commences and people with
crops within the road reserve should also be
compensated.
They further suggested that repairs be made to
The community also feared that there will be ground the structures that will get cracks as a result of
vibrations by heavy machines will affect people with diseases the heavy machinery and people with heart
like heart attack and cause cracks to structures near the road related ailments should be catered for.
which are not strong.
Community members proposed replanting of
Locals were also concerned about hunger and famine that the same type of trees and grass after
might be caused as a result of cutting down crops.
construction.
The
business
community
members
feared
that
they
will
be
Business communities suggested that there
Displacement
and
forced
to
go
to
other
places
which
they
are
not
used
to
and
should be interference allowance and
disruption in businesses
getting new customers for their businesses would take a very compensation made promptly and fairly to
long time thus affecting their business.
enable them get time to construct of new
structures before the old ones are demolished by
The people with commercial structures in trading centres the project.
feared that their businesses will be interfered with.
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Issue
Discussion
of There was a general concern and people feared that the width
of 30m would affect most trading centres. Community
members were concerned about the 30m width they pointed
out that they have been following guidelines of 10m and 15m
from the centre of the road for feeder roads and high way
roads respectively. They feared that people who had
businesses in the trading centres would lose their businesses.
Suggested solution
The community suggested that the 30m width
be reduced to 30m to reduce the destruction of
most trading centres.
Compensation
The compensation issue was critical in all meetings. The
members feared that those who are currently in the road
reserve might not be compensated at all.
They also feared that in case of damage to structures and
accidents, the affected people might not be compensated or
even given treatment.
A case in point was Lwakhakha road expansion whereby
people’s structures were demolished within one week notice
and no compensation was done to date.
They suggested that whoever is affected in any
way by the project be compensated in a
transparent manner.
They further suggested that payments should be
made to affected people in their respective
villages rather than telling them to go districts.
The fear with the district is that they have
always cheated them.
Under
payment/compensation
The community members expressed fears of under payment They requested to be compensated fairly and
for the affected property as the package might be smaller than promptly before commencement of the project
what they invested in their property especially buildings as to enable them relocate their families in time.
most of them are permanent. They feared that the
compensation money might not enable them set up new
permanent structures.
Un-surveyed land
The communities expressed concern about unregistered land They requested the government to compensate
and land without titles that they might not be compensated yet everyone even when they don’t have land titles.
Displacement
Trading centres.
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Discussion
Suggested solution
customary land ownership is the common land tenure system
in the area.
Accidents
Increase in accidents to both human beings and animals as a
result of speeding and reckless driving during and after
construction were a general concern by all stakeholders
throughout the project area. Also, another point of concern
was sharp corners currently along the road which have led to
many accidents.
Theft and robbery
Community members were worried that there will be an They proposed police posts in all major trading
increase in theft and robbery. They feared highway robbers centres.
will be attracted to the road due to its smoothness. They
further noted that due to the influx of people in the area,
criminals might get a chance of settling in their area.
Uncovered
sites.
excavated Community members feared that there will be environmental
degradation if excavated sites and pits for extraction of
materials like Gravel and aggregate are left uncovered. They
gave an example of such sites along Butiru – Lwakhakha road.
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They proposed that humps be constructed in
trading centres, near schools and points where
animals cross from.
It was further suggested that pedestrian and
cyclists lanes be provided to help reduce the
number of accidents.
Signposts, zebra crossings and roundabouts in
different places were also suggested.
The use of traffic police after construction and
paving off sharp corners were also suggested.
The community suggested that the terms of the
contract should strictly be followed and guided
by environmental issues and regulations.
There should also be maximum monitoring of
the construction works by UNRA so that the
procedures are followed.
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Issue
Dust
Discussion
The community feared that there will be an increase in dust
and dust related diseases like flu, cough and eye problems.
This was a general concern raised throughout the project area.
Suggested solution
The community suggested that the contractor
should water the road during construction
period to reduce the dust.
Noise and vibrations
There was concern that there will be a lot of noise during The members suggested that emergency clinics
construction due to the heavy trucks and machines used. This should be put in place to carter for this.
would affect people with heart related diseases and pregnant
mothers as might lead to miscarriage.
Blockage of entrances
There was a major concern about contractors opening up
drainage channels directing to peoples homes and heaping soil
at entrances of people’s homes, access roads and social
facilities like hospitals and schools which leads to
inaccessibility to these places.
The community members suggested that
workers should endeavour to unblock these
entrances and put culverts to make it easy for
the people to access the facilities.
Destruction of water Destruction of water sources was a general concern The community suggested that new water
throughout the project area that the water sources like sources should be provided for them before
sources
boreholes, protected and unprotected springs, earth dams and construction begins.
protected wells which are found along the road and are used
by the community will be destroyed leading to a problem of
water in the area.
Disruption in electricity There was concern of the destruction of electric poles and They suggested that the electric be relocated
transformers in areas which have power transmission lines before construction to minimize the period of
supply
along the road that will lead to cut off in electricity supply, no power blackout.
thus, disruption in businesses such as grain grinding mills and
welding plants. This concern was raised by communities
mainly in trading centres with electric supply.
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Issue
Diseases
Discussion
The community fears that contractors and their workers will
bring different infections especially sexually transmitted
infections and Aids thus leading to an increase in the
HIV/AIDS prevalence rate in the area. This was raised in all
community meetings.
The residents also feared that there will be an increase in heart
related diseases such as high blood pressure due to vibrations
and noise caused by heavy machines.
Throughout the project area, there was concern that the
construction workers might seduce the local people’s wives
and disorganize their families as they usually tend to have
more money than the local people.
Defilement
elopement
Reduction in
related diseases
The community members feared that school going girls will
be seduced by road workers who might impregnate them and
leave them behind for the parents to bear the burden of
looking after them and the children they will bear. They feared
that in addition to contracting of diseases especially STIs, their
education and future would be in question.
and This was a general issue raised by most communities. They
feared that the project workers might defile their daughters
and in some cases elope with them.
dust The community members said that there will be a reduction in
dust related diseases as compared to now due to a reduction in
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Suggested solution
The community members suggested that the
government should request the contractor to
employ local people in the project area especially
for non-technical assignments. This will reduce
on the number of workers to be brought from
other areas.
They proposed that the contractor should come
along with medicines and other healthcare
facilities like first aid kits to give to cater for
people with high blood pressure.
The community suggested that the workers
should come with their wives and also should
look out for single women.
The community members proposed that LC I
officials should form a road committee with
some members to act as security and spies as
regards this problem. They vowed to deal with
the culprits in accordance with the area laws that
will prevail at the time.
They warned the workers to be careful in their
activities as community members will arrest and
prosecute the offenders
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dust as a result of the tarmacked road.
Cutting of sharp corners Residents of Khabutola, Bugobero, Bubutu and Bumoni
pointed out that there was need to cut sharp corners along the
road which have contributed to the number of accidents in
different areas.
Market for produce The issue of market was raised throughout the whole project
and boom in businesses area. The community revealed that it expects to get market for
agricultural products like matooke, beans, maize, irish
potatoes, cassava, millet etc as more people and many cars will
be using the road. The community members also expected
roadside business to increase and improve. The community
also expects to sell raw materials like Gravel, sand and
aggregate and bricks.
Increase in value of The community members expressed hope that after
construction there will be an increase in the value of land
land
especially plots along the road.
Reduction in transport The community expressed optimism that after road
costs
construction there will be a reduction in transport costs as
compared to what is being charged today. They attributed to
the expected influx of cars in the area due to the good road.
Easy transportation
The community members believe the upgraded road will ease
their means of transport. They further said that transportation
of the sick and expectant mothers to major hospitals will be
quicker and easier. They said that the number of deaths
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Suggested solution
They residents proposed cutting of the sharp
corners and creating round about where
necessary.
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especially those related to poor transport means will be
reduced.
Employment
opportunities
This issue was raised by all communities consulted. They said
that they expected to get employment opportunities during
the construction phase. They therefore requested the project
implementers to give the local people first priority for
employment.
Discipline
cooperation
and Another concern raised by many of the communities was that The community members said that they would
contractors are usually ill mannered, rude and uncooperative like the contractor and workers to cooperate
which might lead to a lot of problems in the areas.
with them.
The communities further cautioned the construction workers
against moving late in the night say beyond 11:00pm, fighting,
quarrelling and over drinking.
They further revealed that greeting was part of their culture
and requested contractors to respect this value.
Government
tricks
political The community members expressed concern that this might The community proposed that the road be
be a political ploy to trick people to vote for the NRM started upon immediately.
government in the 2011 elections.
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5.0 DESCRIPTION OF EXISTING ENVIRONMENT
5.1
Physical Environment
5.1.1
Geology
The Bubombi – Bubulo – Lwakhakha road is located in the districts of
Mbale and Manafwa districts which are mainly underlain by tertiary to
cretaceous carbonites dominated by Crystalline Precambrian basement.
Pre-Cambrian rock system and the Cainozoic rock formations. The preCambrian rock system is mainly wholly granitised or high to medium
metamorphosed formations consisting of undifferentiated gneisses and
elements partly granitised and metamorphosed formations (DOER
2004).There are few areas of intrusive granite and granitoid gneisses and
these are mainly in Bukemo Village Lwakhakha town council and Kisokoti
village in Bumusani Parish , Bubuto Sub county(Fig 5-1) . There are also
cainozoic formations consisting of pleistocene to recent sediment, alluvium
deposits in the flood plain areas.
Figure 5.1: Intrusive granite rocks in Bukemo Village Lwakhakha town council
5.1.2
Geomorphology and Soils
The Bubombi – Bubulo – Lwakhakha road lies in the area with
geomorphological features identified with the rocks of eastern up warp,
remnants of low land surface and remnants of volcanic activity. Almost the
whole of Bukiende Sub County is located in areas of infill associated with
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cainozoic rocks composed of sandy loam soils (lacustrine deposits) of the
flood plain. Most areas of Bugobero, Bubuto and Bumusani sub counties
are also associated with rocks of eastern upward have predominant lateritic
rocks which have been exposed in places where soil erosion has been
rampant.
In general, the sub countries of Mbale district have sandy loams of medium
fertility and support the growing of crops such as maize, coffees, Banana
while the soils in the raised areas have lateritic loams and support the
growing of bananas coffee, cassava,sweet potatoes and millet. In most of
the wetlands such as Namekhalia in Butiru sub county, Manafwa district
the flood plain (between Wopondo trading centre and Shikoye village) in
Mbale District have hydromorphic alluvial sand deposits with thin layer
of silt loam underlain with clay supporting the growing of crops such as
rice , sugar cane , millet , rice and maize. The narrow river valleys have sand
deposits.
5.1.3
Hydrology, Drainage and Water resources
Mbale and Manafwa districts are endowed with surface water mainly in
form of rivers and streams. The project areas is drained by three big rivers
of Manafwa Lwakhakha and Nankwasi all draining from the Mount Elgon
catchment area and these rivers are associated with the Lake Kyoga basin
through the Mpologoma river . These rivers have all been farmed up to the
very edges and are coloured brown due to soil erosion during the rainy
seasons. According to observation and information gathered from the local
people some the streams and rivers burst banks and cause floods during the
wet season but contain little flow or no flow at all during the dry season.
Siltation as a direct effect of the catchment area degradation is a common
phenomenon in these rivers and streams and makes the water turbid and
brownish in colour speciality during the wet season. In some communities,
rivers and streams are the main source of water for drinking, bathing and
washing.
Other sources of water include under ground water represented by the
numerous boreholes and protected springs the project area, rain water
harvesting and gravity water especially in Lwakhakha, Bubulo, Makenze and
much of Bugaborero
The quality of the water in the stream and rivers is compromised due high
levels pollution stemming from catchment degradation, poor sanitation and
waste management in community adjacent river banks, dumping of residues
from distillation of potent gin (crude waragi) distillation, car washing bays and
poor agronomic practices.
5.1.4
Climate
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The project is located in an area described as generally wet for about 8-9
months in year. The meteorological data available indicate that the areas of
the two district covering the project area receives about 1,191 mm per annum
experiencing a bi-modal type of rainfall with heaviest amount of rainfall
occurring in March-July and the last in August-September. There is a short
dry season between the two seasons, and a long dry period between January
and March. The district’s climate is generally influenced by the Mt. Elgon
ranges and experiences very low temperatures in areas with high altitude.
5.1.5
Water quality and existing pollution discharges
Surface water samples will be recovered from the 4 bridges to be worked,
protected springs affected and water sources identified for extraction of water
for the road works. The samples will be taken to the National Water and
Sewerage Corporation Central laboratories for analysis to determine their
baseline water quality conditions. These will be used as baseline for
monitoring of the impacts of the road works on the general environment and
water in particular.
5.2
5.2.1
Biological Environment
Flora
The vegetation of the project area falls under one major ecosystem (the agroecosystem) which consists of planted woodlots, agriculture, domesticated
plants and exotic species. This secondary vegetation has emerged as a result of
anthropogenic activities crop growing, settlement and cutting trees for
charcoal making. The major wetlands crossed by the proposed road have
been transformed and the major vegetation there in is associated with crops,
tree and remnants of the original vegetation in few areas.
In this section the vegetation of the whole stretch of the road from
Bumbobi through Bubulo to Lwakhakha on the Kenya Border has been
discussed but mainly concentrating on the proposed road reserve and the
neighbourhood.
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Table 5-1: Vegetation types along the proposed road
Stretch
Sub counties
Bumbobi - Nabumali TC
Bunghokho
Nabumali TC
with Manafwa
Border
Mbale – Manafwa Border
to Bubulo TC
Bubulo
TC
to
Namakhalia wetland
Namekhalia wetland
Lwakhakha
to
Vegetation type
Crops: bananas intercropped with coffee, cassava and maize.
Trees: Sena siamea (Blackwood Cassia), Grevellea sp , Luceane luciphocola Markhamia
lutea , Eucalyptus and Jacaranda , Albizzia correhrea, Tamarindus indica. Shrubs consist
of Tithonia sp , Thevetea sp
Wetland: in Bumuyelo seasonal wetland are remnants of Cyperus latifolius otherwise
common plant is rice.
Bukyiende and Busoba Crops: Sweet potatoes, bananas cassava beans, maize millet, rice, sugar cane .
Planted Trees : Teminalia Teak tree Grevellea sp and Eucalyptus woodlots Albizzia
correhrea, Sycomore figs shrubs consist of Tithonia sp , Thevetea sp
Wetland: Flood plain with several streams (e.g. Namiri, Makhuba, Matibo) and
wetland vegetation completely transformed for rice growing.
Manafwa Town council Crops: Sweet potatoes, bananas cassava beans, maize,
Trees: Delonix regia. Shrubs consist of Tithonia sp , Thevetea sp
Bugobero, Butiru
Crops: Bananas, Beans , Ground nuts, Sweet potatoes, cassava beans, maize , Sugar
cane and Rice in the wetland
Trees : Eucalyptus woodlot, Khaya ,Mahogany , Eucalyptus , Fruit tree ( Mangoes,
Ovacado), Teminalia Teak tree Grevellea sp and Eucalyptus woodlots , Barkcloth fig
Albizzia correhrea, Sycomore figs. Cypress and remnants of the original vegation
comprised of acacia and combretum (Shibanga village).Shrubs consist of of
Tithonia sp , Thevetea sp
Wetland: In Namekhalia wetland are remnants wetland vegetation consisting of
Typha australis, and phragmites . Wetland converted to Sugar and Rice growing.
Butiru,
Bubutu
, Crops: bananas Sweet potatoes, cassava, beans, maize ,onions, Millet,
Bummoni Lwakhakha Trees : Elgon teak , Khaya ,Mahogany , Eucalyptus in woodlots, Markhamia sp,Fruit
Town council
tree( Mangoes, Jack fruit) Grevellea sp and Eucalyptus woodlots Bark cloth fig
Albizzia sp, Sycomore figs, acacia and combretum sp Ficus ovata. Shrubs include; Tithonia sp
and , Lantana camara
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Most of the different vegetation mentioned in the table above and tree types
mentioned above were found in the whole stretch. Most of the fences on
households along the road are made of live plant material dominated by Kei
apple thorn and Thevetea species. The road edges in areas with raised terrain and
with poor soils has grasses characterised by Hyparrhenia filipendula and Setaria trinervia,
and some remnants of the endemic trees species such as Acacia, Combtretum and
Albizzia
The common vegetation types are shown in Fig 5-2 below
Notive Grevellia and Ucalyptus trees in the rivulate
wetland adjacent to the road
A Stand of Terminalia trees planted by the road side in
Shikoye village, Bukyiende Village . Notice few tree of
Cassava
A hedge of Kei apple. Notice ornamental trees dominated
by Cassia
Millet grown in the raised areas of the project. Acacia
and Albizzia in the background are the common tree
species
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Banana growing is common
Ornamental trees such as Cypress are common as
hedge or compound trees
Namekheha wetland. The entire wetland has been
converted for the growing of rice and Sugar cane
Sugar cane along the Banks of River Manafwa
Figure 5.2: Vegetation types along the road
5.2.2
Fauna
Mt. Elgon National park is far away from the project area and therefore the
project has no known big game. However, there are some animals that have been
reported to exist around banks of the streams and swamps and these include
monkeys, snakes, toads, frogs and lizards. Other animals reported to exist along
the proposed project are those that have adapted to post and cultivated habitats and
these include edible rats, moles and squirrels and common rats (Ratus ratus).The
moles and common rats were reported to be common vermins in cassava and
potatoes gardens.
Among the domestic animals are cows, goats and these are tethered on ropes and
some are under the zero grazing system. The other common animals kept are pigs
and chicken.
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Figure 5.3: Reared animals tethered
There are no endangered, threatened or near threatened wildlife in the area were
found in the area.
5.2.3
Avifauna (Birds)
From observations, the common birds in the project area are those adapted to
wetlands and cultivated or modified ecosystem. Several birds’ species were
encountered during the field survey and include among others weaver birds, A few
wetland birds were also reported by the community to exist in the wetland and
others included crested crane, ibis, among others. Other birds included the Black
headed heron (Ardea melanocephala) , African pied Wagtail (Motasilla aquimp) and the
storks (Figure 5-4).
Figure 5.4: Storks seen up in the sky in the project area
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Mbale and Manafwa districts shares on Mt. Elgon national parks. The national
park has a rich a rich variety of vegetation that varies with altitude. The
vegetation diversity of the park includes; Bamboo, Giant podocarpus, Juniper and
Elgon olive trees cedar Juniperus procera,pillarwood Cassipourea malosana, elder
Sambucus adnata, pure stands of Podocarpus gracilior and many orchids. The faunal
species there in include; Elephants and buffalos found on the lower slopes. The
park is also home to a variety of small antelope and forest monkeys, including the
Black-and-white Colobus and Blue Monkeys. Over 300 birds can also be found
in the area, including the endangered Lammergeier, African Goshawk, and Weaver
birds. These faunal and floral varieties plus the a variety of scenery including
cliffs, caves, waterfalls, gorges, and the mountain peaks for make tourism an
important activity in the districts. However this protected area is not close to
the project site.
5.3
Human / Social – Cultural Environment
The human environment forms an important part of an EIA study. Humans
have significant impacts on the surrounding natural environment and an EIA
must examine these interactions in order to determine the extent of the project
impacts and mitigation measured concerning socio economic, cultural and health
issues.
This chapter is based on the baseline studies carried out in the period April to
May 2010 in the project area as part of the socio economic, health and cultural
studies. The studies were done through consultations with the local authorities,
communities, institutions, household interviews, observation and literature
review. The tools of data collection included an interview guide and in-depth
questionnaires.
5.3.1
Human Population
The 2002 Uganda Population and Housing Census estimated the population of
Mbale District to be 718,2401 of which 365,686 were females and 352,554 with
an average household size of 4.4 persons. However, after the split of the district
into 3 other districts of Manafwa, Bududa and Sironko, the total population of
Mbale District was estimated to be 332,200 and that of Manafwa was 118,000
making a total population of 450,200 for the two districts. The total population
of the 9 Sub Counties through which the road traverses is about 156,766 people
with the female population slightly higher than that of the male population as
indicated in Table 5-2. In terms of composition, the 2002 Census further revealed
that 55% of the population was children below the age of 18 years.
1
Sironko, Bududa and Manafwa were part of Mbale District at the time of the census.
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Table 5-2: Population by Sub-County in the Project Districts
District
Mbale
Manafwa
Sub
county
Bungokho
Nyondo
Busoba
Bushiende
Manafwa
Town
Council
Khabutola
Bugobero
Sisuni
Butiru
Males
Females
Total
15,125
NEW*
12,879
11,397
7240
15,539
30,664
13,333
11,849
7842
26,212
23,246
15082
14084
29341
16754
79,401
32221
156,766
NEW*
15257
NEW*
15467
77,365
Source: The 2002 Housing and Population Census: Mbale District Report and Manafwa District
Health Plan Report 2010-2011.
*Newly Created Sub Counties
The 2012 projections for the towns traversed by the project road are indicated in table 5-3
indicating populations and projections for the towns of Mbale, Manafwa and Lwakhakha.
Table 5-3: Mbale and Manafwa 2012 projected populations
Name
Adm. C Cf 1969-08-18
C Cf 1980-01-18
C Cf 1991-01-12
C Cf 2002-09-13
C P 2011-07-01
Lwakhakha EAS
...
...
...
7,916
10,700
Manafwa
EAS
...
...
...
11,735
15,800
Mbale
EAS
23,544
28,039
53,987
71,130
91,800
Source: http://www.citypopulation.de/Uganda-Cities.html
The results from the socio economic survey, the majority (90.6%) of the
households along the project road were headed by males and only 9.4% were
headed by females. The average household size was 5.9 persons. This was
attributed to the high internal birth rate and extended families.
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As regards age, the results show that the mean age of household heads along the
project road is 46 years with the majority (84.4%) falling in the age group of 1864 years and 15.6% lying in the age group of 65 years and above. The results
imply that the population in the project area is highly commendable for
employment as the majority is still in the productive stage. However, it should
also be noted that there are vulnerable groups in the project area like the elderly
that might need special attention especially when making decisions regarding
them or the community as a whole.
5.3.2
Ethnic composition
The 2002 Uganda Population and Housing revealed that 83.7% of the population
in the two districts belonged to the Bagisu tribe also known as Bamasaba and the
major language is Lugisu (Lumasaba). Other tribes in the area include Banyole,
Iteso, Basoga, Bagwere, Japhadhola and Baganda.
Likewise, along the project area the major ethnic group and language was Bagisu
(Bamasaba) and Lumasaba respectively which comprised of 99.3% of the
population (Figure 6-5). However, it was noted that towards the border of
Uganda and Kenya, there was mixture of tribes and this was attributed to trade
which is a characteristic of most border towns in the country. It should however,
be noted, even at the border town and across the border, the main language used
is still Lumasaba and not Kiswahili like many other border towns across the
country. Other tribes included Baganda, Iteso, Bagwere and Basoga.
Figure 5.5: Ethnic Groups in the Project Area:
The results indicate that the community along the road is homogenous with
similar cultural values and norms. However, the minority of the tribes should be
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taken into consideration by the project planners when making decisions regarding
the community.
5.3.3
Migration Patterns
From consultations with the local authorities in the two districts, it was revealed
that there is minimal migration into and out of the districts. The majority of the
population belongs to the Lumasaba tribe. However, the few tribes that have
settled in the area that is, Banyole, Bateso, Basoga, Bagwere and Baganda are as a
result of the prevailing peace, presence of volcanic fertile soils, reliability and
plenty of rainfall and trade. Rural urban migration is also minimal as the majority
(over 90%) of the population in both districts lives in rural areas. The trend is the
same along the project road.
5.3.4
Religious Affiliations
The majority of the population in the two districts belongs to the Anglican
religion, followed by Catholic and Moslem religions respectively. Other religions
in the area include Seventh Day Adventism, Born Again and some of the people
do not belong to any religious group. These religions were also reported to be
present along the project.
Similarly, the results from the socio economic survey indicated that the (89.6%)
of households along the project road belong to the Protestant faith, followed by
Catholics (18.8%), Muslims (3.5%), Seventh Day Adventists (2.1%), traditional
beliefs (0.3%) and other religions (4.5%) like Born Again and atheism (no belief).
Figure 5-6 below shows the religious distribution in the project area. During
project implantation
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Figure 5.6: Religious Beliefs along the Project Road
5.3.5
Marital Status
The results from the socio economic survey indicate that the majority of the
households (71.5%) along the road the two districts are married with one spouse
and 13.9% are married with more than wife, 5.6% are widowed, 5.6% are single
and 3.5% are either divorced or separated. The above results imply that the
marriage institution is still highly respected in the area and should therefore be
safeguarded through sensitization of workers against engaging in sexual
relationships with married women.
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Figure 5.7: Marital Status of the Population along the road
Upon further analysis, it was revealed of the female headed households 92.6%
were unmarried that is, 51.9% were widowed, 22.2% were single, 18.5% were
separated or divorced and only 7.4% were married. The implication is that there
are vulnerable groups of people in the project area whose views and ideas should
be considered when making major decisions concerning the community. In
addition, the nature of the above population also implies that it is highly
vulnerable to behavioural change especially in sexual behaviour. Continuous
sensitizations as regards behavioural change and risky sexual behaviour should be
emphasized especially during the construction phase.
5.3.6
Education
The literacy rate of the population aged 10 years and above in Mbale District
was 67% respectively which is slightly lower than the national rate of 68%. (2002
Population and Housing Census, Mbale District Report).
According to the results from the socio economic survey of households in the
project area the majority of the households (62.8%) did not exceed primary
level, 7.3% did not attain any education, 27.5% went up to secondary level, 8%
attained tertiary or vocational education and 1.7% attained other levels of
education like university.
Upon further scrutiny, the results reveal that women in the project area also did
not go far in education with the majority (81%) having attained primary level of
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education, 7% did not attain any education and only 11% reached secondary
level. It was also revealed that 17.5% of households in the project area could
neither read nor write and out of these 26% were women. The Table 5-4 shows
the levels of education among household heads in the project area.
Table 5-4: Level of Education by Gender
Gender of Household Head
Level
of
Education
Male
Male
Female
Percentage
None
19
7.3
2
Lower primary 34
13.0
10
(P1-P4)
Upper Primary 104
39.8
12
(P5-P7)
O-Level
63
2
24.1
A-Level
13
1
5.0
Tertiary
23
8.8
Others
5
1.9
261
100
27
Total
Total
Total %
Female
Percentage
7
37
21
44
7.3
15.3
44
116
40.3
7
4
100
65
14
23
5
288
22.6
4.9
8.0
1.7
100
The above results indicate that the general literacy levels within the project area
are very low. Out of the households interviewed 10.3% admitted that they had
household members who were of school ageing age but did not go to school.
84.8% of these said that the children had never enrolled in school and 15.2% said
that they had enrolled but later dropped out of school. Some of the reasons given
for the above scenarios included lack of money to pay school fees and to buy
scholastic materials, lack of interest from the child and sickness among others.
The methods of information dissemination should therefore be pedagogical in
nature and should use more of illustrations and verbal approaches than written
text.
As regards distance, the majority of the households (56.9%) travel a distance of
500m – 1km to the nearest primary school, 26.9% travel more than 1km to reach
the nearest primary school while only 16.2% travel less than 500m to the nearest
primary school. The results further revealed that the majority (48.4%) travelled a
distance of more than 1km to the nearest secondary school, 41.6% travelled
between 500m – 1km while 10% travelled a distance of less than 500m to the
nearest secondary school. The results therefore partly explain why there are low
secondary levels of education in the project area.
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Figure 5.8: Distance to the nearest Primary and Secondary Schools
However, it was revealed that some of the household members within the project
area (14.5%) had acquired some vocational skills like carpentry, bricklaying,
masonry, catering, driving, engineering and mechanics repair among others.
Much as the communities did not go high in formal education, it was established
that at least of them obtained some vocational skills. From the interviews, 21.7%
of the households said that at least one of their household members had received
training in vocational skills like, metal fabrication, construction, Traditional Birth
Attendance, engineering and record keeping among others.
The implication of the population’s educational levels to the project is that there
is limited highly skilled population in the area and therefore the majority can
work mainly as casual labourers. However, the few who have skills should be
given the opportunity to compete for the jobs that require skills.
5.3.7
Vulnerable groups
According to the 2002 Population and Housing Census Analytical Report on
Gender and Special Interest Groups, there are over 15.3% orphans, 8.1% child
mothers, 3.9% idle youths and 12.7% people with disabilities in Eastern Uganda.
According to 2002 Uganda Housing and Population Census, 9% of the Children
in Mbale District were orphans and vulnerable. In Manafwa district 10,742
children were reported to be orphans (Manafwa District Five Year Orphans and
Other Vulnerable Children Strategic Plan Report – 2007-2012). The high number
of orphans and vulnerable children was attributed to HIV/AIDS, poverty,
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conflicts (especially cattle rustling), natural disasters (particularly floods and
landslides) and harmful cultural festivities (like circumcision) among others.
From consultations with different stakeholders in the project area, it was revealed
that vulnerable groups along the road include female headed households,
orphans, the elderly and people with disabilities among others.
The results from the socio economic survey indicated that in the project area
there were 9.4% of the households that were headed by females, 15.6% were
headed by the elderly that is, 65 years and above and 11.7% of the households
reported to have a disabled person in their households.
The vulnerable groups face a number of problems which include; heavy
workload on women, low level of participation in decision making, lack of
ownership of resources, high levels of girl child school dropouts, early marriages
for girls, abuse and neglect of orphans, discrimination against and marginalization
of people with disabilities, low incomes and thus high levels of poverty, high
levels of illiteracy among others.
5.3.8
Land Use and Tenure
Land Tenure
Much of the land in Mbale and Manafwa districts is under customary land tenure
system. According to the District Environmental Profile Mbale District (1999),
about 90% of the land holdings in the district are under customary tenure while
the remaining 10% is under leasehold and freehold tenure systems. Customary
land tenure system is a system of land tenure under which the right over land is
regulated by local customs. Typically, the land is held in trust of a clan and
members of that clan may occupy portions of it on family lineage and inheritance
basis. Freehold is most common in urban centres while leasehold is most
common in Mbale Municipality.
Along the project road, it was reported that customary land tenure was the most
common in the area.
From consultations with the district authorities of the two districts, it was
reported that there were many land conflicts in the area. It was further revealed
that over 90% of the cases reported at the authorities were of land conflicts. The
high number of conflicts was attributed to the fact that land was becoming scarce
in the area due to the increasing population.
The results from the socio economic survey revealed that 96.5% of the
households along the project road own land and only 3.5% do not own land. Of
the female headed households, the results indicate 80% do not own land and
20% do own land. The implication is that there are vulnerable groups in the
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project area who would need to be taken into consideration when making
decisions especially during the Resettlement Action Plan.
Land Use
Along the project road, the land is comprised of farmlands, residential
settlements, commercial structures, trees, swamps and rivers. Land is also used
for civic centres like hospitals, schools and local government offices. The trading
centres through which the road traverses are more of rural without electricity
supply therefore industrial activities are at the minimum. In terms of farm use
along the road, main crops cultivated include bananas, sweet potatoes maize,
cassava, yams, millet and green vegetables among others.
The results from the socioeconomic survey indicated that the average land size
owned in the project area was 1.5 acres with the lowest being 0.25 acres and the
highest 15 acres. The majority of the households (48.2%) owned less than 1 acre,
36.8% owned 1-2 acres, 10% owned 2-4 acres and only 5% owned 5 or more
acres. The results indicate that there is scarcity of land in the area and therefore
land is considered as a very important asset by the people. The project planners
should therefore put this into consideration when making decisions regarding
land.
5.3.9
Housing and Settlement Patterns
The results from the 2002 Population and Housing Census reveal that majority of
the households (89.2%) in Mbale and Manafwa Districts were located in rural
areas as compared to their counterparts in urban areas (10.8%). The results
further revealed that the majority (84.6%) of the people in Mbale and Manafwa
Districts were staying in temporary houses and only a few (9.7%) were living in
permanent structures while 5.7% were staying in semi permanent structures.
Along the project road, settlements are linear especially in trading centres. Most
of the structures are either residential or commercial buildings(Figure 5.9) and
these include; shops, eating places, bars, mills among others. In rural areas,
settlements are scattered from each other hence making the provision of social
services to these households difficult. It was noted that in some trading centres,
structures were built in the road reserve (Figure 6-9 on the left hand side). A case
to note is Mayenze and Manafwa trading centres whose structures were
constructed in the road reserve.
The majority of the households (66.3%) owned semi permanent structures,
10.1% owned temporary houses while 23.6% owned permanent structures.
Permanent structures were mainly observed in a few trading centres like Manafwa
trading centres. 97% of the households owned the structures while 3% were
renting.
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Figure 5.9: Housing in the Project area at Mayenze and Residential Structures in
Namikyelo village
5.3.10 Infrastructure
Health
Health Infrastructure
The two districts of Mbale and Manafwa have quite a number of health facilities
which are owned by the government and Non-Government Organisations as
indicated in the Table below.
Table 5-5: Health Facilities by District
District
Referral Hospital
HC IV
HC III
HC II
Hospital
Public NGO Public NGO Public NGO Public NGO Total
Mbale
1
1
2
16
17
37
Manafwa
1
1
12
1
3
5
23
Source: Manafwa District Health Plan 2010-2011; Mbale District State of Environment
Draft Report 2008
Along the project road about 7 health facilities were cited and these included
Bugobero Health Centre IV, Bubulo-Walanga CDU Health Centre and Butiru
Health Centre III (figure 6-9). Most of the Health Centres’ buildings were in
good condition.
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Figure 5.10: Butiru Health Centre located along the road
According to the socio economic interviews, the households along the project
road go to Bugobero HC IV, Bubutu HC III, Bubulo HC III, Busiu HC III,
Bushikori HC, Nesasa Health centre III for treatment. Other health units include,
Lwangoli Health Centre II, Walanga Health Centre, Wangusi Health Centre, Sira
Health Centre among others while some households said they went to private
clinics for treatment.
The referral hospitals mainly used by the households along the project road
include Mbale Hospital and Tororo Hospital.
Health Service Delivery
According to Manafwa Health District Plan 2010-2011, the staffing levels of the
health facilities in the district are at only 50% with only 2 Medical Doctors in the
district thus indicating inadequate health personnel for the numerous patients
that seek health services.
In Mbale District, staffing stands at 65% and this was partly attributed to non
response of candidates to advertised posts. From consultations with the health
facilities personnel, it was revealed that like most government health facilities in
Uganda, the health facilities in Manafwa and Mbale were characterized by
inadequate personnel, inadequate drugs, inadequate equipment, lack of
accommodation for health staff among others thus poor services to the people.
Services offered by the health units within the project area include Outpatient
Departments, Inpatient Departments, Antenatal and Maternity, Laboratory,
Dental, HIV/AIDS Counseling and Testing, Minor Surgery, Immunization
among others. Theatre services are offered by Mbale and Tororo Hospitals.
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As regards distance, the results from the socio economic survey indicate that
31.7% of the households travel a distance of 500-1km to reach the nearest health
centre, 29.6% travel 1-3kms, 25.1% travel 3-5kms, 5.6% travel 6kms or more in
search of health services while only 8% travel a distance of less than 500m. It was
further revealed that 94% of the households travel a distance of 6kms or more to
the nearest referral hospital.
From interviews with the health facilities in the project area, it was revealed that
on average each Health Centre was meant to serve 1 Sub County. However,
practically, this was not the case as patients came from different Sub Counties in
search of health services.
On average each health unit within the project area has 16 staff members with
the lowest having 8 members and the highest having 24 staff members. On
average the health facilities handled 10,129 patients 2009 implying that the
average number of patients received per month was about 844.
The majority of the health facilities (60%) interviewed said that the staffing levels
were inadequate, 20% said that they were adequate and 20% said that they
average. As regards facilities like drugs, equipment and structures, 60% of the
health facilities interviewed said that they were inadequate and 40% said that they
were average. The inadequacy of the facilities was attributed lack of electricity,
lack of new modern equipment, insufficient supply of drugs, and lack of safe and
clean water for the health units among others.
The above results imply that the health facilities and services in the project area
are not sufficient to handle additional patients most especially in the construction
phase. The project should therefore properly plan for provision of health services
to its workers so as not to increase pressure on the existing health services.
Diseases
According to the District Health and Management Information System Reports
of the Mbale and Manafwa Districts, the most common diseases in the area are
malaria, respiratory conditions (flu, cough, and pneumonia), diarrhoea, dysentery,
cholera, sexually transmitted diseases like Syphilis, Gonorrhoea and HIV/AIDS,
skin infections, worm infestations, trauma, measles, anaemia and eye infections.
The HMIS Report of Manafwa District revealed that in 2008/2009, 1,062 cases
of dysentery and 13 cases of cases of cholera were diagnosed and treated in the
outpatients department. It further revealed that 347 cases of dysentery and 109
cases of cholera were admitted in the various health facilities of Manafwa
District.
As regards the project area, the results from the interviews indicate that malaria is
most prevalent disease (26.2%) followed by cough (22%), water related diseases
like diarrhoea, bilharzia (13.7%), intestinal infections (9.7%), skin diseases (7.6%),
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ulcers (6.6%), respiratory infections (5.5%), STDs that is, syphilis, gonorrhoea
and HIV/AIDS (4.8%), burns (1.9%) and other diseases like high blood pressure,
diabetes, joint pains dental infections among others account for 1.9%.
In addition, through consultations with the local authorities it was revealed that
cholera and dysentery diseases usually broke out at the onset of rains especially in
Manafwa District. The outbreaks of the diseases were mainly attributed at the
poor levels of sanitation in the area.
Figure 5.11: Common diseases in the project area
HIV/AIDS
HIV/AIDS still presents a serious threat to socio economic development of the
two districts. According to the Mbale District HIV/AIDS Status Report
(2008/2009), the HIV/AIDS prevalence rate in the district is 7.2% which is
much higher than the national prevalence of 6.4%. In Bushiende and Bunghoko
Sub Counties, the prevalence rate of the disease was reported to be 11.4% and
10.7% respectively. HIV/AIDS infections in Mbale community are greatly
attributed to heterosexual contact with infected persons and mother to child
transmission and a smaller percentage through other means. According to Mbale
District Health Management and Information Systems Annual Report (20082009), 991 new cases of HIV/AIDS were reported in the district in that period.
In Manafwa District, the District Community Development Officer of the
district revealed that the HIV/AIDS prevalence rate in Manafwa was 6.4% which
is comparable to the national rate. Similarly, in Manafwa District, the main cause
of HIV/AIDS is through sexual relations and contact with the infected person.
In both districts, the prevalence of the disease was reported to be more in
married couples and people in long term relationships.
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As regards HIV/AIDS services and awareness in the two districts, it was revealed
that several organizations like TASO, Aids Information Centre, Uganda Women
Concern Ministry, Bushikori Children’s Foundation, Childfund, Red cross, JCRC,
World Vision among others provided services like HIV/AIDS counseling and
testing, distribution of condoms, ARVs distribution, basic HIV/AIDS education
through provision of HIV/AIDS pamphlets among others.
During the construction stage, there is usually an influx of people in the area due
to the employment opportunities offered by the project. A major road
construction project site can have far reaching impacts on the surrounding
communities resulting from increased trade, migrant labour and mobility of
populations, which all lead to the rise of HIV/AIDS prevalence rates. It is also
likely that due to improved incomes, there will be a higher probability of
engaging in risky sexual behaviours by the workers with the communities.
Further still, the construction activities might lead to creation of stagnant water
thereby providing breeding places for mosquitoes which in turn will lead to
increased malaria cases in the area. The project should therefore put control
measures in place to guard against the increase of the diseases in the area.
Disability
According to the results from the socio economic interviews with households
along the project road, 11.7% reported to have at least a disabled person in their
household. The main causes of disability among members of the households
included accidents, acute malaria, polio and birth defects. The common types of
disability include physical lameness, dumbness and deafness. When making
major decisions regarding the community, the project should also put into
consideration the disabled so that they do not feel discriminated.
The results imply that among the road users, there will be people with
disabilities who are also intended beneficiaries of the road. The project should
therefore put in place provisions for crossings especially in busy places for such
people.
In general, the population in the project area is highly vulnerable.
5.3.11 Education
Educational Infrastructure and service delivery
In terms of educational facilities, Mbale district is said to have the highest
number of institutions in the region. Among the institutions the district boasts of
are universities such as Uganda Christian University- Mbale branch (UCU),
Islamic University in Uganda (IUIU), Mbale Nursing Institute among others. The
district also boasts of a number of primary and secondary schools both private
and government.
According to a report on The School Quality Improvement Program in Mbale
District (2008), Mbale district Local Government has a total enrolment of 72,797
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pupils of which 35,650 are boys and 34,147 girls. Manafwa district enrolment is
estimated at 115,738 both in primary (108,300) and secondary (7,438) school.
Both districts are faced with a problem of low completion rates which is
attributed to the following factors; poor school management and administration,
high ratio of pupil to instructional materials, low school attendance rates, high
dropout rates and class repetition, poor hygiene and sanitation, low completion
rates (58%) especially for the girls and disabled, low parental
support/involvement in education often emanating from parental illiteracy,
negative cultural practices including gender discrimination of girl children, early
marriages, circumcision, high pupil to school facilities and infrastructure ratio
among others.
Along the project road, there were about 8 educational institutions that were
observed to be near the road and these include Zion Primary School, Mulatsi
Primary School among others. The schools had both permanent and semipermanent buildings.
From the interviews with the institutions, it was revealed that the average number
of teachers in the institutions is 14 with the lowest having 11 and the highest 17
teachers. The average number of pupils in an institution is 870 pupils with the
lowest having 700 pupils and the highest having 1,045 students.
As regards staffing, 50% of the institutions said that they did not have adequate
staff to cater for the large number of students and 50% said that the staffing
levels were average. Some of the reasons given for inadequacy of staff included
lack of staff houses, lack of electricity among others. This clearly indicates that
the children within the project area do not get the best education and can
therefore not compete favourably with urban schools. In general therefore the
status of education is poor and therefore an issue in the community, thus of high
value.
5.3.12 Water Supply
The Uganda National Water and Environment Sector Performance Report
(2009) reveals that safe and clean water coverage in Mbale and Manafwa by the
year 2009 stood at 57% for each district and the functionality rate was 94% in
Mbale and 89% in Manafwa District. The safe water coverage is much lower than
the national coverage of 64%.
In the two districts, the safe water supply technologies include Gravity Flow
Schemes, protected spring wells, boreholes and shallow wells predominantly in
the rural areas while the municipality and some areas have pipe lines and are
supplied by piped water from NWSC.
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The results from the socio economic interviews of the households along the road
show that the majority of the respondents (51.9%) use boreholes as their main
source water, 38.7% protected springs/wells, 4.5% rainwater harvesting, 3.1%
stand posts or gravity flow schemes, 0.7% unprotected springs, 0.7% river, lake
stream or swamp and 0.3% from valley tanks/dams. The figure below shows the
different sources of water used by households in the project area.
Figure 5.12: Main sources of water supply in the project area
A few water sources were cited along the road and these included about 8
boreholes at Bunangabo, Butema village among others (figure 6-13). In addition,
gravity flow scheme pipes were reported to be crossing the road in Lwakhakha
Town Council and Nabumali Trading Centre. See table 6-7 showing water
sources and associated wetlands.
Figure 5.13: Borehole along the road at Bunangabo
The main uses of water include domestic uses like drinking, cooking, bathing and
washing. Other uses of water include brick making, watering animals, fish
farming, agricultural use/irrigation and brewing. On average 5 (five) and 3 (three)
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20-litre jerry cans are used every day by households for domestic use and other
uses respectively.
In terms of water quality, the households perceive their water sources to be good
in terms of taste, smell, colour and hardness. The project should therefore ensure
that levels of water contamination from the project activities are minimized.
Sanitation
From consultations with the local authorities, it was revealed that the latrine
coverage in Manafwa District was far much lower than that of Mbale District and
this was also seen as a contributing to the cholera outbreaks in Manafwa Districts
in the rainy seasons.
Most of the households interviewed along the road said that they had toilets and
the most common type of toilet possessed by the households is pit latrines.
Other types of latrines include shallow pits.
As regards waste disposal the majority of the households said that they burn,
scatter in gardens and others use it as composite manure.
5.3.13 Electricity
Mbale and Manafwa districts are connected to the national grid from the Owen
Falls Dam in Jinja. Most of the areas within and outside Mbale town are
connected to the power grid. Manafwa district as well is connected to the grid
from Mbale. However, along the project area electricity supply was lacking in
most of the villages of Manafwa district such as Bugobero, Butiru, Bubutu and
Lwakhakha town council among others.
The socio economic results indicate that the majority of the households along the
project use firewood, charcoal and paraffin for their lighting and cooking energy
needs. A very small section of the households use electricity or gas for their
energy needs.
It was also noticed that there were electric poles and transformers close to the
road reserve in some sections of the road as indicated in the figure below.
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Transformer in Bunghokho Sub County.
Electricity Lines in Nabumali Trading Centre
Figure 5.14: Electricity Infrastructure located close to the road
5.3.14 Fuel Stations
Along the Mbale-Bubulo-Lwakhakha road, there was one fuel station cited to be
very near the road and might be affected by the proposed 30m width of the road
and the road reserve. This fuel station is located in Bubulo Town Council.
5.3.15 Transport and Communication
The current state of the road can be described as poor with several potholes and
poor drainage systems. In addition, it is slippery and muddy especially in the rainy
seasons coupled with streams crossing some sections making it impassable. As
result of the poor state of the road, several problems are faced by the users which
include passengers spending a lot of time on the road before reaching their
destination, frequent breakdowns of vehicles, high maintenance of vehicles,
accidents among others
The major means of transport in the area are commuter taxis, Boda boda cyclists,
bicycles, trucks carrying sand and aggregates, trailers carrying goods to and from
the Kenyan border, salon cars and walking. During the District consultations, it
was emphasized by the district officials that due to the numerous fuel tanks
heading to Northern Uganda and Sudan, the road was currently characterized by
heavy traffic.
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Commuter taxi on its way to Mbale Telecom Masts at Lwakhakha Township
Figure 5.15: Communication means in the project area
The communication network within the project area is fairly good. MT.N, Zain,
Warid, Orange and UTL and Safaricom across Kenya boosters have been
erected. However, in some sections of the road towards Lwakhakha Town
Council, Warid Telecom Network is not clear and sometimes cannot be accessed.
A number of radio stations and TV channels exist such as Open, UBC TV, UBC
Radio, WBS, and NTV Another means of information accessibility by the people
in the area is through word of mouth from other community members or local
leaders especially the LC I Chairpersons of the different villages. Internet can
mainly be accessed through Mbale town. It was also noted that telecomunications
infrastructure is not close to the road.
Results from the socio economic surveys indicate that 54.6% of the households
in the project area said that they owned a telephone and 45.4% did not. When
asked about the different ways in which they accessed information, 20% of the
households said that they accessed it through a neighbour, 19.3% through radio,
19% at places of worship, 17.3% at community meetings, 11.4% through
telephones, 7.4% through newspapers, 3.2% through television and other ways
like the internet (0.2%). The project should therefore utilise the means of
information accessibility mostly used by the community for proper and effective
information dissemination.
5.3.16 Employment
The 2002 Population and Housing Census results show that only 10% of the
population aged between 15-49 years in Mbale and Manafwa districts were paid
employees. The report further revealed that 40% of the economically active
population was working as unpaid family workers.
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Along the project area, the main employment opportunities are limited farming.
According to the results from the socio economic survey, 12.5% of the
households were salaried workers. Paid employment in the two districts is mainly
at the various local government offices, schools, health facilities and in NonGovernmental Organizations. In addition, Mt. Elgon National Park has potential
to provide employment opportunities as tourism develops.
During community consultations, the road project was looked at as a source of
employment for the community especially during the construction phase.
However, based on the low educational levels of the majority of people in the
area, most of them can only be employed as casual labourers. The employment
opportunities are therefore regarded as of high value since they are not easy to
come by in the area.
5.3.17 Economic Activities
Agriculture
Subsistence agriculture is the main economic activity engaging over 77% of the
population in Mbale District. Likewise agriculture is the backbone of Manafwa
district as 95% of the population is engaged in the activity. The fertile volcanic
soils and the abundant rainfall ensure ample yields of both cash and food crops.
The major food crops grown include maize, rice, bananas, cassava, sweet
potatoes and beans. Cash crops include; coffee, cotton and sugarcanes. However,
with interventions of the NAADS program, there is a shift toward
commercialized agricultural production of high value crops of carrots, Irish
potatoes, horticultural crops in hilly area, rice, maize and groundnuts in low land
areas with other horticultural crops. Farming is carried out mostly on small family
holdings using family labour as common input. Agricultural production is mainly
subsistence oriented with minimal levels of monetisation.
The socio economic results indicate that 68.1% of the households were engaged
in farming and the above mentioned crops were grown in the project area. Out
of these 50.1% were engaged in crop farming.
Livestock farming in both districts is at small scale due to mountaineous nature
of the area and also due to inadequate land available. The results from the socio
economic survey indicate that of those households engaged in farming, 32.2%
were engaged in animal husbandry.Types of animals reared include cattle, goats,
sheep and chicken From consultations with the Mbale District Chief
Administrative Officer, it was revealed that at least each household had one
animal. It was observed that most of the animals reared were tethered as most
areas are cultivated .
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NAADS gives piglets to beneficiaries at
Bunangabo (6th May 2010)
Maize garden along the road (6th May 2010)
Figure 5.16: Example of tethered animals and crops along the road in the project area
As regards crop production, table 5-5 summarises the average crop production
per season and average income for the different crops as reported by the
population along the project area under study.
Table 5-6: Average crop production
Type of crop
Coffee
Sugarcane
Maize
Millet
Beans
Ground Nuts
Bananas
Cassava
Sweet Potatoes
Tomatoes
Onions
Rice
Average Quantity
Produced
per
season
130 bags
143 stems
504 kgs
5292 kgs
474
180 kgs
63 bunches
99 sacks
31 sacks
53 kgs
25 sacks
261 kgs
Percentage of Annual Income
population
obtained
per
crop
25.0
401,314
1.0
147,500
51.4
261,868
5.2
122,000
52.4
279,631
3.5
385,000
13.5
178,241
9.4
146,316
4.9
204,333
2.1
658,750
2.8
910,000
3.1
347,222
As regards marketing of agricultural products, the majority of the households
(45.1%) sell their produce at the local trading centre, 21.4% sell through local
produce buyers (middlemen), 21.4% sell from their farm gates, 3.9% take their
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proeuce to far towns, 1.5% sell at village markets and 0.5% sell at border
markets.
According to the results, 48.6% travel a distance of less than 500m to reach the
main marketing point, 33.3% travel 500-1km and 18.1% travel more than 1km to
reach their main marketing point.
Several challenges faced during marketing of produce were highlighted and these
include poor roads, cheating by the middle men and other buyers, fake and faulty
weighing scales, high transport costs, lack of enough buyers, poor storage
facilities and fluctuations of prices among others.
Trading
Small scale industries and businesses are a common activity for the people living
in the trading centres. The socio economic results showed that 6.6% of the
households along the road were engaged in trade. Trade and businesess include
retail shops, carpentry, maize mills, restaurants, sale of fish, sale of agriculture
produce like vegetables, tomatoes, bananas among others. Some of the products
are sold from roadside markets along the road. The markets have specific days in
both districts and these include Nabumali market which is a daily market,
Lukhonge-Shikoye which is on every Thursday among others.
Brickmaking making, stone quarrying and sand harvesting are common economic
activities in Manafwa district.
Bodaboda riding was a common activity in both districts especially in trading
centres. Bodaboda stages were mainly noticed under big trees in trading centres.
Roadside fish selling at Lwakhakha Town Council
Figure 5.17: Petty trade along the road
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5.3.18 Source of income and expenditure
The results from the socio-economic baseline survey indicated that the main
source of income for most of the households (68.1%) is farming, civil service
12.5% trading 6.6%, service provision 6.6% (restaurants/hotels, salons, driving,
boda boda riding) (10.3%), casual labor (3.8%) (table 5-7). Other sources of
income include, remittances from relatives, carpentry and brickmaking. The main
type of farming practiced by most farmers is crop farming which is practiced by
50.1% of the households. Other types of farming include animal husbandry
(32.2%), mixed farming (2%) and tree planting (14.9%).
Table 5-7: Occupation by Gender
Sex of household head
Farmer
Civil servant
Trader
Service provision
Casual labourer
Other
Male
177
35
17
16
11
5
Male
Percent
68
13
7
6
4
2
Female
19
1
2
3
0
2
Total
261
100
27
Female
Percent
70
4
7
11
7
Total
Number
196
36
19
19
11
7
Total
Percent
68.1
12.5
6.6
6.6
3.8
2.4
100
288
100.0
According to the household survey, the average monthly income for households
in the project area is UGX 203,844 while the average annual income is UGX
2,343,662.
This implies that each household member survives on less than a dollar a day
which is quite small to fulfill the basic necessities of life. The results indicate that
the population is vulnerable because of the high level of poverty.The project
should consider the community members for employment opportunties
especially during the construction and operation phases so as to improve on their
levels of income.
As regards expenditure, 39.2% said that school fees was the item that took up
most of their income, 25.7% said medical bills, 22.2% said food, 5.6% clothing,
2.8% transport and others said rent and energy.
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Assets owned
As regards assets owned by the population along the road, the most common
assets owned include land, houses, bicycles, radio and livestock. Very few people
reported ownership of cars, motorcyles and television sets.
5.3.19 Food security
The results from the socioeconomic survey reveal that proteins were the most
consumed types of food, followed by carbohydrates and vitamins. Posho,
matooke and cassava were the most common carbohydrates consumed by
households in the project area while beans and groundnuts were the most
consumed proteins. Greens were the most common vitamins consumed by
households within the project area.
In regard to food availability, the findings showed that 33.3% of the households
either did not have supper or lunch or did not eat to satisfaction in the last 12
months because of lack of food. When asked further, 36.2% reported that they
always did not have enough food throughout the year while 63.8% reported to
always have enough food. Several factors were reported as having contributed to
the insufficiency of food and these included not having enough land for 34.2% of
the households, poor yields for 26.2% of the households, did not plant enough
(15%) sick people at home (13.8%), poor seed used in planting for 9.2%, and
sold most of the produce (1.5%).
The above results portray a highly subsistence way of living which makes life so
dependent on land and natural forces with poor or limited planning for the
future. The project planners should therefore ensure that, there is limited damage
to food crops as the population solely relies on subsistence agriculture for
survival.
5.3.20 Source of Energy and Fuel
The major source of fuel for cooking is firewood and paraffin for lighting
especially in rural areas and electricity or gas for cooking and lighting in big
towns like Mbale town. A big part of Manafwa district has no access to
electricity supply.
5.3.21 Cultural Property
From community consultations, it was revealed that the significant sites along the
road that might be affected by the project were graves. The actual number of
graves to be affected will be established at Resettlemnet Action Plan stage. It was
also revealed that there were several cultural sites for the ritual circumcision
ceremonies which took place every even year. Such sites are found in
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Byakhitongo, Sekhendu and Bushiende villages among others. Most of these are
located about 150m away from the road.
In addition to the above, several places of worship like churches and mosques
were cited along the road.
5.3.22 Tourism Potential
Mt. Elgon is the major tourist attraction for the two districts. According to Mbale
District State of Environment Draft Report (2008), the site received 2659 visitors
in 2007. The site has potential to contribute substantially to the local economy of
the two districts. In addition, the major cultural sites are the Mutoto Cultural Site
where ‘Imbalu’ is done and art crafts are collected is also a major tourist
attraction for the area.
5.3.23 Planned Development
There were no reported planned development activities along the road.
5.3.24 Security
The Security in the project area was reported to be stable. According to the
different stakeholders consulted there has not been any insurgency or threats to
security in the area for a long time.
Locally, the police, the Sub County and the LC systems are in control. Several
police posts were cited along the road. Other organs in place are the District
Internal Security Offices (DISO) which works hand in hand with the
Gombolola (Sub County) Internal Security Offices (GISO) in matters of security
intelligence. To the project, cooperation with the security organs in place would
be paramount to the security of the project’s resources and the area in general.
5.3.25 Gender
Land and Property Ownership
Like in many other rural parts of the country, men in Mbale and Manafwa
districts are the major owners of land and main decision makers as regards land.
From consultations with local authorities it was revealed that land belongs to the
family and the man as the head of the household has a right to make all decisions.
Apart from women who buy their own land, women do not inherit land and have
little over say. However, it was revealed that crops on any given land belong to
both men and women although men still have the upper hand over them. The
trend is the same along the project road.
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Gainful Employment
The 2002 Uganda Population and Housing Census Analytical Report revealed
that nationally, the majority (66%) of the working women aged 14-64 years were
unpaid family workers and only 10% of the working women were paid employees
The above trend was characteristic of the communities along the project road as
very few women are engaged in gainful employment. The few who are engaged in
gainful employed at the local government offices, schools and hospitals but at
lower positions as compared to their male counterparts. Very few others are
found in trading centres and road side markets. This trend was attributed to low
levels of education of the women as compared to that of the men.
Division of Labour
As regards division of labour or gender roles, the women in Manafwa and Mbale
districts are engaged in activities such as farming, domestic chores like cooking,
looking after the children, fetching water, washing clothes and collecting
firewood among others.
On the other hand men are involved in farming, trading, brick making, and sand
mining among others.
5.3.26 Donor/Government Development Programmes
There are several Donors, Non-Government Organizations, Community Based
Organizations and Civil Society Organizations that have established programs in
the two districts of the project. These organizations have programs that target
different interest groups like women, youths, people with disabilities, people
living positively with HIV/AIDS, children, farmers among others. Such
organizations include; AIDS Information Centre, Uganda Women Concern
Ministry, Childfund, Uganda Red Cross, Bushikori Children’s Foundation, Joint
Clinical Research Centre (JCRC) and National Agricultural Advisory Services
(NAADS) among others.
Table 5-8: Location of wetlands and water sources on Bumbobi –Lwakhakha Road.
Name of Source
7 Boreholes
Protected wells
10 Streams:-
Location
Remarks
Nabumali, Nakhupa,
Bugobero, Butiru, Bubutu,
Lukii.
2 boreholes in Bugobero. 1
each in Nabumali, Nakhupa,
Butiru, Bubutu, Lukii
They are few within the
road reserve
Nyondo, Busoba,
1 each in Nyondo, Bushiende,
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Name of Source
Location
Remarks
Kyesemulila, Makhuba,
Shikoye, Mayenze,
Namweke, Bubutu,
Nabunulu, Sibanga,
Namikhoma, Sitiba
Bushiende, Manafwa,
Bubutu, Khabutola, Sisuni,
Bumwoni
Busoba, Manafwa, Sisuni. 2 in
Bumwoni & 3 in Bubutu
5 Rivers:- Manafwa,
Kufu, Nekina,
Khamitsaru, Namunyiri
Manafwa, Khabutola,
Sisuni/Butiru, Bubutu
1 each in Manafwa,
Sisuni/Butiru, Bubutu & 2 in
Khabutola
5 Swamps:-Makhuba,
Shikoye, Kufu,
Wapondo, Namweke,
Namikhoma
Nyondo, Bushiende,
Manafwa, Sisuni, Bumwoni
The Swamps have been
reclaimed for farming and
settlement.
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6.0 EVALUATION OF POTENTIAL ENVIRONMENTAL
IMPACTS AND MITIGATION MEASURES
6.1
Positive Impacts of the Action
6.1.1
Preparation Phase/Planning
No positive impacts have been identified in this phase.
6.1.2. Site Preparation and Construction Stage
6.1.2.1 Employment opportunities and Source of Income
During construction, employment opportunities are anticipated to be available to
the local communities that is, for both men and women. Based on the low
educational levels of the communities along the road it is likely that they will
provide mainly unskilled labour especially the men and the women will benefit
through food vending and working as cleaners at the workers camps. About 130
unskilled people will be engaged in this area. In addition to this, rent will be
paid to land where the workers’ camps will be built while other community
members will benefit by renting out houses for accommodation such as in
trading centres of Bubulo, Nabumali, Bumbobi, Lwakhakha and others.
Community members involved in bricklaying might also benefit through
provision of bricks to the project. Furthermore, local people whose land has raw
materials like Gravel, stones and sand among others stand a chance to sell the
raw materials to the project. Its estimated that about 50 skilled workers will be
employed by the road project. Creation of employment and sources of income
will both be a direct and indirect impact to the people. Those who will be directly
employed by the project will benefit directly while those who will offer services
like sale of foodstuffs, renting of houses among others will benefit indirectly.
It is expected that both women and men will benefit and therefore a positive
impacts on gender will be the realization. Gender roles will be disaggregated with
women getting more involved in the activities of cooking food for the workers
while men taking roles in activities such as cutting down logs within the road
reserve and other construction related activities.
Considering the fact that there is high unemployment in the area, few jobs
anticipated and that much of the employment opportunities will phase out after
construction and therefore short term, the magnitude of the impact is considered
to be medium positive.
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Enhancement of positive Impacts
o
o
o
o
o
o
Sensitization of communities on the existing work opportunities in the project
Training in entrepreneurship skills
Adopt Road Sub-sector policy strategies on Gender main steaming
Affirmative action in employment to provide women with an opportunity to earn
cash income.
Promote labour –based road works to employ unskilled
Advertise the jobs locally to attract skilled labour resident to the areas
6.1.2.2 Market for local Commodities
During construction there will be need for local commodities like food, road
construction materials e.g. stones and their related products, sand, gravel etc.
Already there are few people involved in excavating these local materials for sale
to whoever is in the building industry. The project is likely to create markets for
some of these products as well as food produce hence improving the income
level of the individuals involved during construction. However, this positive
impact will cease (short term) when construction ends. Thus it is regarded as
medium positive
6.1.3
Operation and Maintenance/ Post construction stage
6.1.3.1 Improved Trade and business
After construction, the condition of the road will improve and transportation of
commodities to and from the project area will be easier. For instance, farming
communities will be easily accessed to evacuate farm produce (maize, bananas,
cassava, beans, coffee, cotton and sugarcanes among others) will easily and
quickly be transported to different destinations. More traders will prefer to buy
directly from farmers compared to markets at trading centres hence creating "a
pull effect" that will encourage farmers in the hinterland sub counties to produce
more for the market.
In addition, transportation will be eased for prospective visitors and tourists who
would wish to see Mt. Elgon which is a major a tourist attraction in the area. It is
also envisaged that more vehicle owners will be willing to have them operate on
improved road surface which will result in attracting more vehicles on the road
thus leading to low transport costs savings on general fuel consumption and
reduction in travel time. Given the current state of this road, it is expected that
the project impact will be medium positive as the improved road will facilitate
inter and intra community communication and transport with better and wider
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regional connection and development. As a result of Improvement of
infrastructure; it is anticipated that the following will accrue.

Boosting tourism potential in the Mt. Elgon region by providing faster
Tourists connections within the region and even access tourist
potential sites inside the project areas
 Ensuring that regular and cheaper transportation facilities from Mbale
and Manafwa towns to the Mountain areas of the two districts
(Manafwa and Mbale). This will lead to continuous flow of products
and commodities to Mbale town and beyond opening up communities
to access markets.

Improved accessibility to facilities and services such as markets, health
centres, schools, places of worship amongst others.

Increased economic opportunities and significant growth of the local
markets along the road. The current existing road markets may be
expanded and more trading centres emerge and making more farmers
interested in increasing agricultural production due to market
accessibility.
 Lwakhakha border will also enjoy the boom in trade as other border
Towns in Uganda.
 Better and wider regional connection and development in the Great
Lakes region i.e. better and easier connection to the DRC, Rwanda and
Burundi areas.
Given the current state of this road, it is expected that the project impact will be
high positive as the improved road will facilitate inter and intra community
communication and transport.
Enhancement of positive impacts
 Periodic and routine maintenance of the road should be properly streamlined.
6.1.3.2 Retention of qualified personnel and reduction in labour turnover
The baseline information indicated that service delivery of most health centres
and schools was poor partly due to lack of enough qualified staff and this was
attributed to the remoteness of the areas. Upgrading of the road to bituminous
standards will make the remote areas easily accessible, open to development and
will lead to retention of qualified personnel and a reduction in labour turnover.
The improved road will also lead to a reduction in absenteeism of the personnel
of health centres and schools and children in the education sector. All this will
lead to improvement in delivery of health, education and other social services.
This is a medium positive impact as it is not the only issue causing non
retention.
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6.1.3.3 Prevention of Soil Erosion and Beautification
The improvement of the hydrology and storm water drainage structures and the planting
of trees will help in the control of soil erosion, thus protecting water resources/
improving water quality (most surface water sources in the project area are loaded with
suspended solids). Secondary there will be improved road drainage infrastructure and
general discharge of storm water from the road/carriageway. This channels storm water
hence reducing flooding in some places .Through this, the road will be sustained. The
planted trees in addition to marking the road reserve and stabilizing road sides the road
will help in improving aesthetics as well. This impact is evaluated as Medium Positive as
it is expected that one line of trees at about 50 m apart will be planted.
Enhancement of positive impacts
 Involvement of the sub county leaders and local committees for supervision,
monitoring and sustainability after the project has ended. There are road
committees in most villages, and where they lacking, the local communities
should be encouraged by the project to form them so as to enhance this benefit.
.
 Involve communities along the to plant trees in every village is recommended.
 Build the capacities of the road committees to maintain drainages channels and
trees planted in their area.
 Draft UNRA trees planting guidelines will be utilised in enhancing tree planting
6.1.3.4 Installation of road furniture
Presently there are no sign posts except for institutions and NGOs, no road humps etc
along the road. As per observation during the study , this road is narrow has so many
corners and yet road users especially commuter taxes, food and building material trucks
over-speed and causing accidents some times. Installation of road furniture will reduce
these accidents. This impact is positive in nature, long-term, but because accidents are
not only caused lack of road furniture, the magnitude of impact is medium positive
6.1.3.5 Appreciation of value of land and other property
The construction of road leads to appreciation of land values particularly near the market
and existing trading centres and towns like Nabumali, Mayenze, Bubulo, Bugobero,
Butiru, Bubutu, Munamba, Lwakhakha among others. The land price would increase due
to the availability of reliable transportation facilities. There will be rapid increase in the
constructions of commercial buildings. Areas along the road that are being used for
agriculture may be turned into commercial and residential plots thus raising incomes of
those who own land near the road. Commercial production of agricultural crops would
increase due to road accessibility which is also a major factor to raise the land value. In
addition, houses for rent along the road would also increase in value. This activity is
likely to uplift the economic condition of the local people.
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Therefore, it is expected that the value of properties along these roads will appreciate and
this will most likely be translated into more income for the residents of the area. The
magnitude of impact of upgrading this road is evaluated to be Medium Positive as the
road is not the only factor that will contribute to the appreciation of the value of the land
in the area and only those areas very close to the road will appreciate.
6.1.3.6 Accessibility to Health Facilities
Despite the fact that each sub-county in the project area has a health centre as per the
Government of Uganda Health policy, accessibility to these facilities still remains a
challenge to the communities along the project road. A bad potholed road coupled with
impassability during the rainy season, has contributed to the number of deaths in the area
especially for expectant mothers. In addition, the poor road has made facilitation and
transportation of medical personnel and equipment very difficult during emergencies
such as cholera outbreaks in the area especially in Manafwa District. With upgrading to
bituminous standards, there will be quick means of transport and reduced time taken to
health facilities for the communities along the project area. The impact on health is
expected to be Medium positive because this road will not reach some of the health
centres.
6.1.3.7 Increased Crop Productivity and Sale of Farm Products
The project is located in an agricultural area where majority of the people are engaged in
subsistence agriculture and only a few in small scale commercial agriculture. The current
status of the road is a deterrent for people to access far off markets. Sale of farm and
livestock products will be increased in the settlements along the road corridor. The road
has major areas known for the production of coffee, Bananas, maize and other assorted
horticultural and vegetables. Improvement of the road will open accessibility to a wider
range of markets which will in turn lead to increased production, increased trade,
increased incomes and a reduction in the levels of poverty. The impact on market and
production is therefore expected to be high positive.
6.1.3.8 Women Empowerment
All the people will benefit from the road construction and upgrading. However, women
in particular may benefit more from improved access to the market centres and various
service providing agencies like health centres, banks, training institutions, community
development offices etc. Frequency of visit to such agencies will increase awareness level
and empower the women. This impact is Medium Positive
6.1.3.9 Other positive impacts
Other positive
-There will be a reduction in dust and its related diseases especially during the dry season.
General cleanliness is also expected to improve as a result of the reduced dust.
-Time spent in traveling along this road will be reduced which can be used to engage in
other productive activities.
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6.2
6.2.1
Negative Impacts
Preconstruction Phase / Planning
During the pre-construction /planning phase, the impacts generated will be
related to anxiety in regard to the involuntary displacement of people and goods
located within the project area. Impacts mainly are related to land acquisition
hence a precursor to land displacement.
6.2.1.1 Social expectations generated by disclosure of information to the Community.
This stage may give rise to higher social expectations in anticipation for jobs
from the project considering the high rate of unemployment in the project area,
fear generated in the minds of the public with regard to land acquisition and loss
of structures and crops.
This is a high negative impact as it affects all the people in the community and
it will continue until the project has been implemented.
Mitigation
 All information regarding the project and its relationship with the
local community, including aspects of hiring labour and compensation
should be disseminated to the community.
 There should be continuous community consultations and
sensitizations throughout the project cycle so that all queries and fears
are answered, reduced or eliminated from the public mind.
 A road safety campaign will be implemented before the start of the
project to inform residents and road users of the planned
construction works, changes to traffic patterns (diversions or closure
of roads or lanes) and the use of heavy construction equipment
6.2.2 Site Preparation and Construction
This is the phase with the highest number of activities that include; clearing of
areas outside the existing road, establishment of camp sites, excavation and
levelling of the road and its accessories. In this phase the negative impacts will be
in various forms as described in the following sections.
6.2.2.1 Solid Waste Generation of (Including spoil material, Overburden and Stripped Vegetation)
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During levelling and construction of the road, camp sites and stores, vegetation
will be stripped and the overburden will create the need for disposal. The
widening of the road and cutting of corners in the process of road re-alignment is
expected to generate huge volumes of debris. Presently, the width of the existing
Bumbobi-Bubulo –Lwakhakha road is about 5-6 m and the proposed upgrade to
bitumen standard will be 7.0m carriage way and 1.5m wide shoulders on both
sides. This implies that 2-4 extra meters for a distance of 44.5 km will have to be
excavated thus generating huge amounts of debris that will need to be disposed
off. Other than soil and rock spoil, other wastes especially from the campsite
will include metal scrap/ bars, waste oil, tyres, plastics, food waste, empty cement
bags, human waste, paper and others. Sources of these will be the workers camp,
workshop and worksite itself. The common likely problem from the
inappropriate disposal of spoils is erosion which with unmanaged surface water
runoff, leads to damage of farm lands, and properties downhill through direct
deposition or indirectly as result of mass flow. Much as the generation of spoil
material will stop after construction, the expected short term impact of the
activity has a lot of overburden due to cutting of many corners, thus magnitude
of this is evaluated as High Negative.
Camp sites and worksites are also major sources of waste. They include metal
scrap/ bars, waste oil, tyres, plastics, food waste, empty cement bags, human
waste, paper and others. These are usually a source of soil pollution, a health risk
and others. A lot of waste will be generated as a lot of materials will be required
and a number of people involved. However, this impact is short to medium term
and can be mitigated. Thus the impact is expected to be medium negative.
Other potential impacts of camp site location have been discussed under
contamination of water and soil, health and safety etc. Campsite locations are yet
to be identified.
Mitigation
 Overburden or spoil material should be used for rehabilitation of abandoned
borrow areas, sand pits and brick making areas that are located in different
villages along the road
 Any other top soil remaining should be stored and used in landscaping for
grassing and tree planting.
 Owners of areas identified and borrow pits for filling will need to be
consulted so as to have a mutual consent before any dumping and the type
and/or nature of spoils can start.
General issues related to waste disposal will have to be implemented following
the regulations stipulated in the National Environment (waste
Management) Regulation 1999 e.g. requirement of licence for transport
and storage of waste and licence for operating waste disposal site (if necessary)
and others highlighted below;
 Waste will have to be sorted into degradable and non-degradable eg metals etc
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 Dust bins shall be placed at different locations especially in the camp sites and
properly labelled
 The degradable shall be disposed off at dumping sites near Mbale town and
Lwakhakha. Metal cuttings and cans shall be sold off to the metal vendors
who sell it to steel meals while the non-degradable materials especially plastic
shall be stored and taken for recycling in Jinja or Kampala and Mbale if any
plant will have started there by that time.
 Waste management hierarchy (3 or 4Rs – reduce, reuse, recyle (and recover)
which is an acceptable guide for prioritizing waste management practices
should be considered. See figure 7-1
Source http/encrypted.google.com
Figure 6.6.1: Waste Management Hierarchy
6.2.2.2 Potential Contamination and disruption of water sources
During construction, the water quality of the rivers like Manafwa (0642463,
0103978),
Kufu
(0642928,
0103441),
Kenya/Uganda
border
bridge(0653416,0087826), Nabihooma (0652965, 0089748), Namakooma
(0647155, 0090114) and other established water sources such as the boreholes
and protected water springs: borehole at ( 0630604, 0109126), protected water
spring at 0634217, 0107634) among others where water will be extracted for the
road construction will be compromised arising from excavations and soil erosion.
The various water points, springs and gravity water supply systems along the road
are likely to be broken hence exposing the hitherto clean water to possible
pollutants emanating from storm water and oil spills. In spite of the many
boreholes close to the proposed road, no contamination of this source (ground
water) is expected. However in circumstances where the contractor has not
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provided adequate numbers of sanitary facilities to its workforce, the workers are
likely to be forced to use any available space to ease themselves.
Furthermore, during construction a lot of fuel and other lubricating oils will be
required and these will be stored on site. During offloading at campsites, fuelling
of vehicles and repair of vehicles and other equipment at the workshop, there is
likely to be accidental spillages. There is also a possibility of leakages from parked
vehicles and equipment. This may result into contamination of the soils and
water courses in the neighbouring areas. However, most of the fuel will be
stored in underground tanks and mainly the lubricating oils will be stored in
containers.
The impact on water quality in the project area therefore is envisaged to be
medium negative since it will be short term, localised in a few places and it can
be mitigated.
Mitigation:
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6.2.2.3
Water supply pipes should be identified and relocated before site
clearing and construction is done.
Material stock pile should be located away from the watercourses.
Maintenance of vehicles and equipment should be done in
designated areas (workshop) and not in water ways such as wetlands.
Routine water quality monitoring should be undertaken by the
project.
Client to ensure that within the contractor’s bid there is a provision
for sufficient sanitary facilities for the contractor workforce
including mobile ones.
Supplementary budget be set aside for the rehabilitation of all the
water sources that will be damaged in liaison with the offices of the
District water officers.
Drums used for oil storage should be placed on top of wooden
structures during loading and offloading and these can be kept well
for further use to minimize the extent of spilling oil in several
locations
Oil interceptor should be installed at the workshop area so that any
spill can be collected
Vehicles should be well serviced to minimize leakage
Blocking access roads to water sources
Blocking of access to wells through cutting and leaving behind hips of soil in
access roads that had hitherto been used as paths to sources of water and other
resources and among residents. Even peoples compounds are usually affected in
this way. This is a likely impact resulting from the expansion of the existing road
without prior knowledge of access roads to essential water points in the
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community. Furthermore, some accesses are completely blocked and even when
the road is completed no provision is left to cross the storm drainage. This
impact is both short and long term but can be mitigated. Thus its magnitude is
expected to be Medium Negative.
Mitigation

The contractor should always endeavour to work closely with a
local community member or local council authority to identify
areas where access can be availed.

The local area council will have to work with the contractor to
identify suitable areas where to pill soil/rock spoil before being
carried by tracks.

All accesses should be restored as much as possible.
6.2.2.4 Drainage Disruption and Impacts on Wetlands
During construction, drainage is likely to be disrupted by excavations, backfilling
and other civil works activities on flood plains and some rivulets crossed by the
proposed road. This is likely to cause some temporary pools of water in the wet
season as most of the flood plains are seasonal. Depositing of spoil material in
flood plain and rivulets has adverse impacts on the flow of water and therefore
an illegal activity as emphasized by the Wetland Department, Directorate of
Environment. This is likely to happen in Namekhalia wetland and in the flood
plain between Wopondo trading centre and Shikoye village. It should however be
noted that none of these wetland areas are intact as many of them have been
reclaimed for rice cultivation. Besides the soil types in the flood plain are typical
wetland and disposal of spoil material in the flood plains or drainage routes will
contribute to silting of the water ways which eventually will lead to road damage.
Once soil spoil has been deposited it will be long term but this can be mitigated
thus regarded as medium negative.
Mitigation Measures
 Overburden or spoil material should not be dumped flood plain wetlands or
river courses or drainage route such as valleys and rivulets.
 Appropriate sizes of culverts should be installed to provide adequate space
for water flow especially in the wet season
 Where culverts will not be used, backfilling should not be with soils but
hardcore/gravel material should be used to allow water to percolate slowly.
 The site supervisor should cautious of the sensitive areas such as wetlands
mentioned in the EIA. They should not be used as dumping ground and
soils deposited therein during the road widening should be removed for
disposal in the gazetted.
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6.2.2.5
Deterioration of Air Quality
The implementation of the project will generate temporary dust nuisance to local
residents emanating from movement of machines and vehicular transportation of
materials.
Gravel and sand extraction as well as stone quarrying will also produce a lot of
dust because of the earth movements and blasting. About 8 borrow areas, 4 rock
quarries and 2 sand /water sources have been identified. Some of these are close
to the proposed road while others are a few kilometres away. Although roads
works, mining and excavation are expected to be executed all year round, these
activities may not be done at the same time.
Furthermore, emissions from machinery are also expected to contribute to
deterioration of the quality of air as they haul gravel and other contraction
materials as well as disposal of spoil material. Clearance of vegetation will expose
some areas to wind erosion raising dust. Cement dust can be generated at the pre
casting yards. All these activities will be continuous almost throughout
construction period.
However, air pollution will only be of concern during the preparation and
construction phases. Once construction is complete, air quality will improve. The
impact on air quality is thus short term since construction period will not be
permanent and can therefore be mitigated hence can be evaluated as Medium
Negative.
Mitigation
 Speed of vehicles should be controlled to reduce dust by use of speed
calming devices e.g. rumble strips/humps
 Water should be sprinkled (3-4 times a day) to suppress dust especially in the
dry season not only where the works are on-going but in all the affected
roads
 All trucks carrying the granular material should be covered
 Minimize vegetation clearing around all work sites including proposed
campsite
 Construction equipment and vehicles should be maintained to minimise
gaseous emissions
 Provision of dust respirator with filters to employees exposed directly during
vegetation clearance excavations, transportation as well as Gravel mining and
stone quarry operations
 Air quality problems can also be addressed by tree planting for carbon
dioxide sequestration as a long term strategy.
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6.2.2.6
Increased noise
National regulations on noise require that day and night time noise levels at a
construction site should not exceed 75 and 65dBA respectively. There are no
major noise sources presently, in the project area and its environs. Therefore
excessive noise levels are likely to be generated by activities such as rock blasting
at stone quarry, equipment operations and the workers themselves are expected
to be a public nuisance to the surrounding communities. Noise will be produced
for the life span of the project but at different locations depending on where
heavy works are. The people that will mostly be impacted on are employees and
residents close to these locations and the project area. Furthermore, there are
about 51 educational institutions along the proposed road and noise from
construction may interrupt class room activities. In addition, there several health
institutions adjacent to the road and the noise are likely to affect the patients in
these hospitals. However, this noise is expected to stop once construction has
ended. The impact of the project on noise will therefore be temporary, short
term and of medium term nature and therefore it is classified as Medium
Negative.
Mitigation
 The movement of heavy machines, where possible, will have to be
synchronized with school programs, and the rock blasting will have to be
preceded with ample notices to communities within the area.
 Proper guidelines for workers will be put in place as a need to need to
maintain order to in minimizing noise concerns.
 construction equipment should be well maintained to minimize cracking
noise from exhaust pipes
 Noisy construction operations to be executed during the day (before 6pm)
 Provide hearing protection devices to all workers exposed to excessive
noise (quarry area)
 Proper maintenance of construction equipment
6.2.2.7
Impacts of Quarries and Borrow Pits
A huge volume of Gravel, water and sand stone chippings will be required to
complete a bitumen road of such a distance. A total of 8 borrow pits, 4 stone
quarries and 2 sand / water sources have been identified. All required materials
to complete this project are likely to be excavated from these sources. The
identified borrow pits and stone quarries are within the haulage distance, the
furthest being 8.5 km away from the project area. Preparation of borrow pits and
quarry sites will generate nuisance such as such as noise, dust, flying stones,
vibrations and erosion and these are likely to affect the surrounding environment
including human settlement. Clearing of vegetation and loss of top-soils will
make the area susceptible to erosion and results into silting of nearby streams and
wetlands. Excavation for Gravel, gravel, stones create pits which make the
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landscape rugged and interfere with the aesthetics of the area; pose danger to
livestock and children; hold stagnant water which breeds vectors such as
mosquitoes; as well as reducing agricultural land. Dust is also generated during
the transportation of materials.
The materials required by the project are enormous and the effect irreversible
thus, the overall impact of the quarry and borrow pits on the environment
generally evaluated as High Negative.
Note: Stone quarries present complex environmental and social concerns which
will require independent ESIA study once the project has been funded. Stone
quarries are listed among projects that require separate environmental assessment
(Environment Act, Cap 153, Third Schedule Section 6).
Mitigation
 Where possible, locations of the neighbouring property should be avoided
otherwise compensation should be effected after proper valuation or the
quarry material got from somewhere else.
 Separate EIA for the identified quarries be carried out, ensuring that
community concerns are identified and addressed
 Non-active areas of the quarry /borrow pits should be landscaped and revegetated as Soon as possible to avoid erosion and stagnant water
 The mining of materials should be planned so that overburden and top soil
is used in re-development

District Environmental Officers should be involved in sensitising borrow
pit owners about their obligations in implementing sound environmental
management measures.

Agreements between the contractor and borrow pit owners should clearly
indicate the contractors obligations of sound environment management
 Access roads to the borrow areas and quarry locations should be
maintained and dust minimized by watering the road in dry seasons.
6.2.2.8
Impacts from Bitumen and road markings
Bitumen is usually viscous and chances of spill are minimal, it is usually stored in
large containers. However, before it is used in road construction it has to be
heated to make it less viscous and in the process releasing volatile compounds
which contaminate the air. Being less viscous also makes it prone to accidental
spillage. More so, sometimes a valve on the trucks that transport it can be left
open or lose allowing some leakage. This being a big project it’s not expected that
canisters will be used in heating the bitumen and thus use of open containers to
spread bitumen. It is also important to note that bitumen if not properly handled
can contaminate water sources through its leakage. Bitumen can also pose a
health risk especially to workers from the fumes and emissions released during its
preparations.
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Paints used in the road marking release odors affecting the air quality and this will
be expected in this project. Accidental spillage can also lead to soil and water
contamination when it is washed away from the road by storm water.
Over all impacts resulting from these are expected to be medium negative as
heating will be done using boilers and asphalt plants. These have controlled
emissions and minimal accidental spillages during transportation.


Mitigation
Careful handling ensuring that all valves are always closed before the truck
moves outside its working area.
All workers should be equipped with nose masks
6.2.2.9 Vegetation Clearing
The existing road has a width of about 5-6m which will be extended to about 11m
within a road reserve of 30m. It will be inevitable that during the widening and
construction of the proposed road, establishment of the campsite, opening up of
borrow pit /quarry areas and construction of access routes to the borrow
pit/quarry there will be need to clear all vegetation within the designed project area
along the entire stretch of the proposed road.
Some sections of the road are lined with woodlots of Eucalyptus and Grevellea.
There will be clearing of vegetation on either side of the road to make room for
the construction works. Thus some impact is evident because trees of value will be
lost. The impact of the project on vegetation although irreversible and long term
for some few trees species can be mitigated and therefore Medium Negative
Mitigation
 Vegetation clearing should be minimised and restricted to the planned area of
the road;
 Landscaping and re-vegetation
 Project should plan to plant trees at the boundaries of the road reserve which
will improve aesthetics and mark the boundaries. Where possible the Mvule
and Musizi should be included among the trees to be planted as they have
intrinsic value especially Mvule. Road committees should be fully involved in
this activity for sustainability. NFA and District Environment Department
will help to recommend the types of trees, local authorities and road
committees should be responsible for planting and taking care of the trees
especially after construction. The project should plan for funds required for
these activities.
 - The project should deal with the owners as suggested by NFA of trees and
compensate for them promptly and or harvest them for use as timber if
mature
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6.2.2.10 Disruption of Animals and their Habitats
The Mt Elgon National Park is located over 20 km away from the project road
therefore minimal or no impact will be expected from the project activities except
when the road is complete which might ease transport to these areas . Otherwise
the project area is located in a highly human settled area there are few wild
animals dominated by monkeys, rats ( cane rat, mole rat and the common rat) ,
squirrels snakes, toads, frogs and lizards in cultivated communities and none of
these is on the list of endangered, rare or threatened species. Some of the
animals such as birds nesting in trees and vegetation close to the road will have
their habitats lost as a result of bush / tree clearing and this is a permanent loss.
Noise from construction site activities may also chase away some birds and other
small animals from their nesting areas. However, disturbance will stop after
construction (short term) and some animals including birds may return. Since
there are no endangered, rare or threatened species; the impact on wild life is
minimal.
On the other hand, clearing of vegetation and construction activities are likely to
affect mainly domestic animals which are commonly tethered in the road reserve
to graze. The grazing ground will be lost but also these animals are exposed to
accidents and these accidents continue even beyond construction (long-term),
and therefore this impact on domestic animals is regarded as Medium Negative
Given the current status of animal species and the fact that most of the habitat
disturbance will occur along the road reserve with the other parts outside the 50 m
reserve remaining intact the overall impact of the project on animals will be
minimal.
Mitigation measures
 Sensitize the community to tether animals away from the road reserve
 Signs indicating domestic animals eg cattle crossing should also be placed in areas
where most animals cross from.
 Construction workers should be sensitized during orientation about the presence of
these domestic animals and the strategies to avoid affecting them.
6.2.2.11 Aesthetic value
The construction of Bumbobi – Bubulo- Lwakhakha road will result in both
temporary and permanent visual impacts. Temporary impacts are clearance of
vegetation, demolition of buildings, setting up camp and siting of construction
equipment. Permanent impacts are the cutting of the woodlots, filling of wetlands,
destruction of farmland, and demolition of existing trading centres. Once the road
reserve has been cleared of vegetation (including trees) and buildings, the
aesthetics of the area is likely to change significantly. Widening of the road coupled
with cut and fill in some places, quarrying activities, gravel mining and other
activities are likely to leave some areas bare and sloppy. This creates scars on the
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landscape hence changing the scenery of the project area. The magnitude of impact
is evaluated to be Medium Negative. This is because most of the activities will
be within the existing road alignment save the auxiliary activities.
Mitigation measures
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
Control of clearing to the area in the construction limits and quick revegetation upon completion of construction.
Planting mixtures of grass, shrubs, flowers and trees should be tailored to
help re-establish the original site flora. The trees could form boundary of
the road reserve.
Establish a 2 meter wide soft, grassed strip outside the carriageway.
Adopt landscape design principles e.g. road must be in harmony with the
existing landscape thus landscaped to blend and follow the surrounding
topography without requiring excessive cuts and fills.
All the exposed areas should be planted with grass once construction
activities are complete. This should be undertaken in phases; grassing
activities should be undertaken on a section by section basis. Turfed grass
species such as Paspalum and couch grass to easily bind the loose soils
together preventing accelerated rates of soil erosion.
Note; Grassing and tree planting will be for both beautification and soil
erosion reduction.
6.2.212 Increased Soil erosion
The various activities associated with the upgrading of the proposed road will have
impacts of not only loosening of the soil but also accelerating soil erosion. The
region is prone to mud slides and soil erosion. However, although this project lies
in a mountainous region, the road is located in low lying areas. The project
therefore will have minimal impacts related to soil erosion.
6.2.2.13 Influx of People into the Area
During construction, there will be a temporary increase in population whereby
construction workers will settle in the area for a specific period of time. The
expected workforce will include both skilled and non-skilled workers. The influx
of people looking for work is a common phenomenon with all development
projects since word spreads rapidly of the possibility of work and opportunities for
earning money. The population increase and the project activities will have impacts
on the community in the following ways.

There will be pressure on social services and facilities like health,
transport, sanitation and strain on resources like water and energy (fuel
wood). The baseline information indicates that most of the people in the
project area depend on wood for most of their energy demands. An
increase in population will mean increased demand for wood which will
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



in turn lead to deforestation and its consequences. This impact is long
term and will not only affect the local area but the entire region.
There might be a decrease in sanitation levels which might escalate the
already existing problem of cholera outbreaks in the project area
especially in Manafwa District.
There will be an increase in conflicts in the area. This could be as a result
of people of different characteristics settling in the area. Learning and
complying with the values and norms of the area might take some time
and the process might come along with clashes and conflicts between the
local people and the new comers. In addition, conflicts might result from
workers luring away married women, school children and in some cases
there might be defilement and elopement.
There will be increased insecurity and theft in the area. Projects of such
magnitude usually attract some people with the intention of stealing
project raw materials like cement. Such unscrupulous people may involve
the local community members and project workers in their activities
which in the long run might affect the quality of the works.
There will be an increase in the prices of basic goods like soap, sugar, salt,
and paraffin among others due to their increased demand. In addition,
business speculators might hike the prices with a perception that workers
are wealthier and have more money to spend than the local people.
Although the existing communities are highly vulnerable, the impacts caused by
population influx are considered as Medium Negative due to the fact that it will
be short term in nature and reversible since most people will go back after
construction.
Mitigation
 Local labour should be given priority for employment as this will solve
many of the problems associated with influx of people.
 There should be sensitization of the workers in cultural values and
norms of the area.
 The project should plan for additional infrastructure to cater for the
increased population for example, water sanitation and health facilities.
 The Project in partnership with the Districts’ Environment Offices, Sub
County Environment Committees and the local people embark on a tree
re-plantation program.
 Fines and charges should be imposed on whoever is found felling trees.
 Continuous sensitization of the communities about the dangers of
deforestation should be carried out.
 There is need to strengthen local authorities so that they are in position
to handle the increased cases of indiscipline and conflict.
 Local authorities shall need to be strengthened in order to deal with the
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


increased cases of indiscipline brought about by the increased
population influx, and any disputes that are likely to ensue;
Project should set up internal controls and security systems for its
materials.
Issues of security should be handled hand in hand with the local Council
administration to ensure that suspicious non-known members of the
area who
are also not part of the project are rounded up to avoid
disrupting the security of the area.
Project should in addition have its own security system as it’s very
common to find the local security organs conniving with the bad
characters to exploit projects.
6.2.2.14 Increased Risk of Diseases
HIV /AIDS and other STDS
As indicated in the baseline the current HIV/AIDS prevalent rate in the Mbale
and Manafwa districts is 7.2% and 6.4% respectively. An increase in the
population and the introduction of new people in an area is usually associated
with risky behaviours among the people. Workers tend to leave their wives
behind and as a result may be tempted to engage in sexual relationships with
women and young girls in the project area. In addition, prostitutes may be
attracted to the area due to the presence of workers who are usually perceived to
possess a lot of money. The road project is therefore likely to increase the risk of
STDs including HIV/AIDS to both workers and the communities. This impact
is likely to continue into the operation phase and is thus long term since the small
trading centres are likely to develop into bigger towns. In addition, the new
bitumen road will increase the number of mobile workers on the road such as
truck and trailer drivers and mobility of workers is associated with risky
behaviour. Although the workforce is expected to be big, it will be spread
throughout the project. The magnitude of impact therefore, is estimated to be
Medium Negative.
Mitigation
 The project should work closely with respective government departments, local
NGOs, and/or faith based organizations, and local communities involved in HIV
and reproductive health
 Mega awareness campaigns on HIV/AIDS and other STDS should
periodically be organized
 Voluntary Counselling and testing services to the workers and community
members should constantly be made available.
 There is need for continuous sensitization of the workers and community
members about HIV/AIDS and other STDs.
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
Contractor should hire a Social, Health and Environmental coordinator.
Malaria
According to the baseline results and from consultations with the local
communities and local authorities, malaria was identified as one of the most
common diseases in the project area. During construction, there is a tendency of
pools of water stagnating in excavated and cleared areas especially during the
rainy season and these usually act as breeding places for mosquitoes. In addition,
the existing health facilities in the area might not be in position to handle the
increase in malaria cases as they have inadequate facilities in terms of staff, drugs,
equipment among others. However, since the prevalence of malaria in the area is
already high plus the population will decrease in the operation phase and proper
drainage channels will be constructed, the impact of the project on the disease
therefore is expected to be Medium Negative.
Mitigation
 The project should put in place strategies to control malaria such as
distribution of mosquito nets and sensitization of communities along the
road. This should be done through Health Centres and Non-Government
Organisations operating in the area.
 There should be provision of first line treatment for workers and their
families.
 The project can also support some of the health centres along the project
area so as to improve on the service delivery.
 The Project should have its own health facility, and offer services to its
workforce and their families to reduce pressure on existing health
6.2.2.15 Disruption of Educational Programs
From observations there are about 8 educational institutions adjacent to the road.
During construction, there is usually heavy machinery carrying out different
activities like rock blasting, road expansion and grading among others. These
activities might disrupt the attention of students in these institutions. In addition,
students especially those at primary level might congest the work sites instead of
proceeding to their respective educational institutions. The road construction will
have several implications on both the student community and the company
carrying out the construction;

There is a probability of occurrence of accidents during construction,
especially in locations near schools. School children might surround the
construction site to gaze at machines at work thereby increasing the risk of
accidents. There are about 8 schools that are adjacent to the road and some
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of the schools likely to be affected include; Mulatsi Primary School, Mayenze
Primary School and Mulatsi Secondary School among others. However, given
the fact that the impact will be short term and will only affect particular
locations.

Increase in the girl child school dropout rate as site workers may lure them
with money while others might forego school and go into early marriages and
elopement with the workers.

The noise from the work site especially when construction is near the schools
will disrupt the concentration of students already in class

School attendance is also likely to be affected; some children might decide to
skip school so as to earn money from the project while others may spend
time simply watching machinery at work. The construction activities will also
affect the punctuality of the students and teachers. Due to many activities
along the road, movements to school might be slowed down.
The overall impact on school programmes is evaluated to be Medium Negative
as this is short term occurring only during the construction phase.
Mitigation
 There should be sensitization of school children, teachers and the
community and construction activities before actual construction begins.
 The project should work with the local authorities and school authorities
to discourage students from seeking employment on the project.
 The contractor should not employ underage persons.
 A temporary fence should be erected at schools very near the road to
minimize the disruption of school activities.
6.2.2.16 Disruption of Water Sources supply
There are some water sources that are located along the road that might be
affected by the project and these include about 8 boreholes, swamps/streams and
gravity flow water pipes. The water pipes were reported to be Nabumali and
Lwakhakha Trading Centres. The destruction of water sources and disruption in
water supply might lead to a shortage of water in the area.
Poor sanitation;
Toilet facilities will not be enough to cater for the increased population and the
few that exist might be misused or destroyed leading to an increase in hygiene
related diseases. The people might also be tempted to go to nearby bushes and
plantations and in turn this will result into contamination of water sources and
eventual outbreaks of water related diseases and an escalation of the cholera
outbreaks in the area.
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Generally the magnitude of the impact on water sources and sanitation will be
Medium Negative because it’s reversible, temporary, short term and can be
controlled.
Mitigation
 Relocation of the public utilities should be done to reduce on public
inconvenience with provision of services (water, electricity among
others).
 Budgetary allocation of funds specifically for repairing the pipelines that
will be damaged during the construction of the road. The project has to
set aside funds for the repair activities The repair activities will be
implemented with the close monitoring of the district water office.
 Budgets should also be provided for alternative water supply facilities
for communities whose facilities will have to be relocated.
6.2.2.17 Impact on Electricity Transmission line and other infrastructure
Along the road, it was observed that there is at least one petrol station at Bubulo
sub-county while in some places where there is electricity supply there are electric
poles, lines and transformers close to the road and these might be interfered with
during construction. Some of the electricity poles were seen in Bunghokho Sub
County and Nabumali Trading Centre. These might be disturbed thereby leading
to an interruption in power supply in the area and loss of service from fuel
station. The magnitude of the impact on electric supply and other infrastructure
will be medium negative because it’s reversible, temporary, short term and can
be mitigated.
In addition, there was a likelihood that nearby telecom infrastructure will
probably be disrupted by the construction activities like blasting which could lead
to tower tilting, swaying and distortion of transmission.
Mitigation
 Relocation of electric lines and poles before construction begins
 Relocation of fuel stations
 Compensation
 Involvement of the owners of the infrastructure in decisions regarding
relocation of the infrastructure.
 Activities in areas next to masts should be undertaken with extreme
precaution as tower relocation is not an option.
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6.2.2.18 Impact on Housing and Settlements - Loss of Structures
About 667 structures are estimated to be affected during the process of land acquisition
for the widening of the road and road reserve. These include both permanent and
temporary structures which are both residential and commercial. However, it was
observed that the majority of these structures are for commercial purposes. Among the
temporary houses are market stalls, food kiosks, carpentry and welding workshops.
Among the structures to be affected are several institutions like schools, health centres
and religious places. These are likely to be affected through loss of land, fences and
structures. In addition to the demolition of structures within the road reserve, the
structures near the road are likely to become dirty as a result of dust and will be exposed
to air and noise pollution which endangers human health.
The magnitude of the impact will be High Negative because the impact of
displacement is irreversible and has long term effects.
Mitigation

Based on local and international safeguard policies that require people not to be left
worse off by the activities of a development project, it is recommended that for any
loss of physical structures, land and agricultural production, compensation should be
provided to the affected persons and institutions.

A Compensation and Resettlement Action Plan should be prepared in consultation
with the Chief Government Valuer in line with the national law and the International
Standards

Constant watering of project site especially in residential areas and trading centres to
reduce dust that may damage buildings.
6.2.2.19 Vulnerable Groups
As is the case in the entire country, there are vulnerable groups in every social setting and
these include, women, children, the elderly and people with disabilities. However, the
actual number of vulnerable people and their levels of vulnerability will be ascertained
during the Resettlement Action Plan process.
The following are some of the impacts of the project on vulnerable groups in the area:
 Child labour: Construction workers might knowingly or unknowingly employ
children below 18 years of age.
 Exploitation of vulnerable people. This could be in form of defilement, rape,
sexual harassment especially those in search of jobs, theft and robberies.
 Marginalization especially during the process of recruitment of workers.
The magnitude of the impact is evaluated as Medium Negative as it can be prevented.
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Mitigation
 The developer and contractor should ensure that women are not marginalized
during the employment process (35% of the employees be women).
 The developer and contractor should ensure that persons below 18 years are
not employed.
 Workers should be sensitized about sexual harassment
 Women who can do work should be encouraged to seek for employment in
the project.
6.2.2.20 Oil spillage and consequent contamination
It is expected that during oil storage accidental spillages are likely to occur especially
during loading and off-loading at the storage sites and/or campsites. This is more so
during vehicle maintenance and repair at the park yards where these vehicles are parked
The fuel related wastes are also envisaged to become a menace both at the camp sites
and at the construction sites and/or park yards. This results from poor disposal
techniques and occasionally burning causing contamination of the adjacent environment.
Volatile Organic Compounds as a result of emissions of several wastes to air around the
campsites, park yards and crusher plants through combustion processes resulting to
smog effects.
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Mitigation measures:
 In cases of spillage drums should be placed in areas that can be easily
cleaned and disposed to designated places.
 The responsible companies that have been licensed by NEMA to handle
issues related to disposal of oil related waste should be identified and given
the role of handling all these kind of wastes generated from the camp sites
and the construction sites.
 Drums used for oil storage should be placed on top of wooden
structures during loading and offloading and these can be kept well for
further use to minimize the extent of spilling oil in several locations.
 All records of major spillages should be well kept to enable proper
monitoring and avoid unpleasant impacts that could result if no mitigation
measures are put in place after the spillage
 All bitumen should be well stored under proper precautions with proper
supervision and/or monitoring
 Activities resulting to these emissions must be regulated and/or vehicles
well serviced to reduce emissions that combine with the sunlight and Oxides
of nitrogen during photochemical reactions to form smog.
6.2.2.21
Health and Safety
Projects of this nature that take long periods for completion and involve bringing in
new people in an area are bound to have impacts on health and safety of the
community members. The impacts will however vary depending on the level of
exposure and relationship between the contractor, workers and the community. Some
will however be as a result of the outcome of the project on the area that hitherto was
not used to the new circumstances. The following are some of the impacts that are
likely to occur.

Psychological torture as a result of noise and dust. Even when it is
not perceived consciously, chronic exposure to road construction
noise can affect people in varying degrees, both physiologically and
psychologically. Chronic noise exposure can be a source of
annoyance, creating communication problems and leading to elevated
stress levels as well as associated behavioural and health effects.

Increase of respiratory related diseases like cough and flu as a result
of dust and fumes emitted from the machines during construction.
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Other negative health impacts may be in terms of exposure to direct
sunshine and equipment by the workers.

Likely increase in accidents among project workers (e.g. Traffic guides
and in activities like boiling of Bitumen) as well as the communities.

The high rates of malaria and water related diseases present in the
project area may be a danger to the construction workers.
Mitigation
Occupational health and safety measures should be followed as provided in General
Specifications for Road and Bridges (MoWH&C, 2005):
 Regular maintenance of equipment, engines and electrical installations; maintaining
clean and tidy workplace, providing guards and rails, signals and lighting; providing
work site rules, safe working procedures and allocating appropriate places to carry out
the work.
 Contractor should locate stores as to reduce risks to workers on site and
arrangements for the safe use, handling, storage, transport and disposal of articles and
substances are made before work starts to the satisfaction of the engineer.
 The Contractor should provide relevant protective clothing and safe equipment to
all staff and labour engaged on the Works sites to the satisfaction of the engineer.
These will include; high visibility vests, protective boots, gloves, masks, protective
footwear and hard hats.
 The Contractor should designate a full time Safety Officer qualified to handle the
specific tasks.
 All employees shall be trained in how to ensure their own safety and reduce risks at
work site
 Contractor should provide and maintain access to all work places in the condition
that will reduce risks.
 Contractor should provide adequate waterborne sanitation, and refuse collection
and disposal complying with the laws of Uganda or Bye-laws.
 Latrines and other sanitary arrangements should be put in place where work is in
progress.
 Contractor shall comply with Government regulations in case of epidemic
outbreaks.
 The Contractor should manage the risk of spreading of contagious diseases.
 Contractor shall reduce occupational health hazards
 Ensure full stocks of anti-malarials in the project clinic.
 Provision of treated mosquito nets to workers.
Other measures related to the safety of the community and workers
 Road warning signs, humps should be installed to minimize speed and reduce
accidents
 Diversion roads should be made and traffic guides put in place to avoid risk of
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accidents to the community.
Constant watering of the road to reduce dust and related diseases.
 Regulated speed and enforcement of speed limits for project workers as well as
other drivers to minimize accidents.
 Provide personal Protective Equipment (PPE) to project workers like masks,
Helmets, Jackets and gloves,

The people moving on foot from one point to another along the road
during construction might be at a risk of being injured and getting
accidents. The overall magnitude of the impact on health and safety is
Medium Negative as it can be mitigated and short term in nature.
6.2.2.22
Disruption of economic activities
It is also expected that some common economic activities in the project area will be
temporarily disrupted during construction. Other impacts related to disrupting economic
activities will involve the following:

During construction, there is a possibility of blocking the road for some time.
This will limit the movement of agricultural products from the farms to the
market area. In addition, it is likely that there will be an increase in transport
fares.

The widening of the road and cutting of some sharp corners during
construction will disrupt roadside community businesses like selling of
agricultural produce in markets or kiosks, small businesses such as
restaurants, bicycle and tyre repair shops among others and blocking of
access roads to these markets and business places.
Disruption economic activities will be a short term impact as it will only last up to end of
construction period and can be mitigated. Thus this impact is regarded as Medium
Negative.
Mitigation
 Sensitization of the community through Local area LC 1 authorities on the
planned development in the area should continuously be done.
 A road safety campaign will be implemented before the start of the project to
inform residents and road users of the planned construction works, changes to
traffic patterns (diversions or closure of roads or lanes) and the use of heavy
construction equipment.
 Motorable alternative routes or diversion roads should be created.
 Kiosks should be relocated since the upgrading will not last for a long time after
which they can reinstate their business on even a busier road due to increased
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
traffic.
Access roads to markets should be provided during construction and after.
6.2.2.23
Impact on land
Given the nature of the project, there are several issues regarding land that will arise and
these include but not limited to the following:
Change of Land use and Land Tenure
Activities that are likely to contribute to this impact include demarcation of the road
reserve, building, demolition and opening of access roads to quarries and borrow areas.
The land acquired for the implementation of the project can undergo a long-term
permanent change in the land use.
Changes of land use due to the construction of road are mainly conversion of agricultural
land. Presently most of the land is used for agriculture, settlements while some has trees.
Once the project land has been demarcated, these activities will not be allowed in the
road reserve and this reduces the amount of land available for these uses. Trees will be
cut completely or kept short outside the reserve and road structures. This will contribute
to environmental degradation. Furthermore the land in the project area that is
predominantly customary will be titled. The community members will therefore have
limited use of this area. This impact will be limited to about 40m corridor since about
10m are being covered by the existing road and its structures but it will be long-term.
The changes in land use will have impact on loss of agricultural land, which directly
reduce the agricultural production. Thus this impact is evaluated as Medium Negative.
Land size
A considerable size of land will be acquired for purposes of road widening, construction
of drainages and acquisition of the road reserve. Land acquisition was a major concern in
the consultations carried out at all levels. The proposed width of the road and other
components is 30m implying that an area of about 30m x 44.5km (1335 acres) will be
acquired by the project implementers. This will result into permanent loss of land for
households along the road due to road construction work. In addition, land for camp sites
will be acquired temporarily but will be returned to the owners after construction and
decommissioning. Considering that the average land size owned in the project area is
about 1.5 acres but with a majority owning less than 1 acre, project land take would mean
a big loss to the community especially in terms of livelihood since the community is
basically agricultural depending on cultivation. The impact therefore may be considered
High Negative.
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Mitigation
 A Resettlement Action Plan (RAP) shall be put in place so that all
persons affected are handled in accordance with the approved
Resettlement Plan and in accordance with the Land Act (1998).
6.2.2.24

Prior to construction, all land and property likely to be affected by the
project should be fully compensated.

Project implementers should closely work with the local leadership to
ensure that grievances by the affected persons are solved.
Impact on agriculture
Given the fact that the project area is predominantly an agricultural cultivating
community, it is therefore envisaged that permanent land acquisition will result into
destruction of crops. Crops likely to be affected by the land acquisition include both cash
and food crops such as coffee, sugarcanes, beans, sweet potatoes, cassava, bananas and
maize among others within the road vicinity. The magnitude of the impact on agriculture
is evaluated as High Negative because the effect will be permanent in nature,
irreversible, wide in scope and mainly affecting people’s livelihoods.
Mitigation
All damaged crops should be valued and compensated fairly and promptly.
6.2.2.25 Physical Cultural Resources (Cultural Heritage)
No major physical cultural site was idendified save for the material sources that will be
subjected to aproject brief and the envisaged impacts will be avoided. See table 6-1
showing proposed materials sources. The actual number of graves to be affected will be
established at Resettlement Action Plan stage.
The impact on graves in particular by the project is envisaged to be Medium Negative
due to the fact that they can be relocated. However during construction there may be
chance finds and these should be properly handled as was suggested by the staff of
Uganda Museum.
Mitigation
 The Contractor and supervising Consultant should work with the communities so
that any PCR like sites of cultural significance which may have been missed are
identified before construction and avoided.
 Any chance finds should be taken to Uganda Museum for further scrutiny and study
 RAP should include the cultural properties like graves so that they can be
compensated.
 The community in conjunction with the local authorities should be widely consulted
especially during RAP preparation on how best to handle the issue of graves.
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Table 6-1: Map showing the potential material sources, physical-cultural resources and borrow areas
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6.2.2.26 Expected negative impacts on gender;
Women are likely to be least favoured in the job provision. This is because of the nature
of jobs available in the road construction that is perceived to be done by mainly men.
There is likely to be developments of relationships between workers and the women of
the area that are either engaged or already married, this can result into marriage break
ups. There could be immorality especially with the young girls of the area in efforts to
gain favour for employment opportunities, this can result into spread of sexually
transmitted diseases such as HIV/AIDS. Impact on HIV will be long-term as its spread
and associated impacts will continue even after construction. kiosks located in the road
reserve owned by women are likely to be displaced especially in the trading centres such
as Lwakhakha, Bugobero among others.Farming activities in rain seasons demand a lot
of garden work by women, which may impede their employment in road construction.
Married women may benefit less from construction employment because their spouses
may dictate their level of participation in the available jobs if any.
In general therefore, the impact on gender is evaluated as High Negative as it is longterm and spreads beyond project area.
Mitigation

Jobs should be equitably distributed to both women and men as long as one has the
qualification rather than basing on gender to allocate jobs.

Information dissemination about dangers of HIV/AIDS to the community should be
done all throughout the period of the project. The messages should be passed on
using the locally understood language for better understanding.

Agender management plan be prepared by the contractor as provided for under
general specifications for bridge and road works (GOU, 2005) under which it should
ensure among others the following:
- To the extent possible, equal employment opportunity shall be available for women for
road construction jobs. To effect this, the contractor shall encourage women to apply
for available jobs by indicating this in job adverts. Additionally Local council
representatives working with the contractor on recruitment shall encourage women to
apply for project jobs. The aim will be to have atleast 10% of workers being female.
- During road construction, women can be involved in a wide range of activities
including traffic control, store-keeping, security, painting stone pitching,
beautification/ landscaping and sweeping.
The contractor should use gender-sensitive language such as: “Go Slow, Work in
Progress” instead of “Go Slow, Men at Work”. This, coupled with women’s visibility in
road works would, contribute to women’s empowerment as well as breaking the
stereotype that road construction is a preserve of men.
- To avoid severance of access to private property like homes, farmlands and grazing
fields, the contractor should provide temporary access routes, or “bridges” that can be
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safely used
by especially women, children, disabled and elderly people.
- The contractor will be selective in awarding service contracts, giving preference to
women- owned entities. This, for example, is in regard to supply of foodstuffs to
workers camps, housekeeping and culinary services for workers.

The parents should advice their girls against indulging in any kind of relationships with
the workers.
6.2.2.27 Climate change impacts on the road
According to United Nations Intergovernmental Panel on Climate Change (IPCC)
(2001), impacts of climate change include;
0.09 to 0.88m sea level rise (central value 0.48m), which is up to 8.0cm per
decade;
Annual temperatures will increase by 2 to 6 degrees Celsius by 2100 with more
extreme hot days. Recently published reports from the CSIRO (2007) indicate a
4.3 degree Celsius increase by 2070;
Higher frequency of droughts in regions where average rainfall decreases and
more extreme wet years where it increases;
Projected increase in evaporation; and
Expected increase in frequency and severity of extreme weather events.
In terms of road infrastructure, these translate to direct impacts as follows:
Extreme maximum temperatures and length of hot spells;
Annual rainfall (reduction);
Extreme rainfall events, influencing flood levels and potentially frequency of
flooding;
Available moisture (evaporation and rates of rainfall);
Wet and dry cycles: affecting water tables and surface and subsoil inundation
These impacts relate to the road as described below;
Temperature.
Higher temperatures are expected to result in the need for increased frequency of
resealing /resurfacing due to the more rapid oxidation of the bitumen. In the design of
thick asphalt pavements, the asphalt is characterised in terms of its stiffness at weighted
mean annual pavement temperature (WMAPT) for the location. The higher the
WMAPT, the less stiff the asphalt. Therefore we expect that climate change may result
into WMAPT increasing in some areas, resulting in thicker asphalt to accommodate the
lowering of the asphalt stiffness. This applies to deep strength asphalt pavements for
heavy duty (eg highway) applications.
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Pavements subject to low speed turning movements can lead to high shearing forces on
pavements, especially when combined with heavy vehicle loads. Higher temperatures
combined with the effects of shearing forces on pavement surfaces may require wearing
courses/surfacings to utilise more expensive polymer modified bitumen, rather than
conventional bitumen, in a greater number of situations (eg roundabouts, etc).
These changes are expected to be minimal, gradual and manageable as the temperature
change in Uganda resulting from climate change is envisaged to be minimal especially
considering that the design life for these roads in not more than 20years where
temperature change will not be expected to be significant.
Moisture
Granular materials are the predominant pavement material for the lower pavementlayers.
These materials perform poorly under the effects of water and pavements with these
materials are likely to be vulnerable to rising water tables or water levels in corresponding
to sea level rise. Frequent cycles of wetting and drying will also limit performance of
granular pavement layers. However although it is long-term and will continue even when
the road is completed the impact resulting from climate change is likely to be minimal
as there are very few wetlands which will keep the water level high for a long time.
However some mitigation measures have been proposed.
Gauged stream flow data of sufficient length (at least 10 years) was not readily available
in the project area save for River Manafwa. This made the estimates of peak discharges in
terms of its probability of frequency of occurrence rely on extrapolation of design flow
using drainage area ratios.
A summary of drainage challenges from the project road included inadequate existing
drainage facilities, certain sections of the road traverse through major flood plains and
marshy areas and long year of service of existing structures and inadequate structural
capacity among others. Such areas are subject to flooding during heavy rains viz: Kufu
bridge (0642928, 0103441), Manafwa bridge (0642463, 0103978), Namakoma bridge
(0647155, 0090114) and Namihooma bridge (0652965, 0089748) among others.
It is also possible that decreasing rainfall could prove beneficial to the life of granular
pavement materials due to reduction of wet and dry cycles. However this could be offset
from the increasing frequency and severity of storm and rainfall events.





Mitigation
Frequent cycles of wetting and drying could warrant the use of more
bound/stabilized materials in pavements
Allow free flow of water across the road without damming
On top of installing culverts, gravel should be graded in all stretches of
wetlands to enhance free flow of water
Pavements are typically designed for a 20 year design life. Under these
timeframes, and in consideration of the gradual nature of anticipated
climate change effects, it can be expected that normal maintenance
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activities and reconstruction of pavements will allow management and
adaptation to climate change.
6.2.3
Operation and maintenance/ Post construction stage
During the post construction stage project works will concern only the existing road
which would be already integrated in its natural environment. The project therefore wills
have no effect on natural habitats, fauna and flora but will have impact on other physical
features
6.2.3.1 Loss of land rights
Loss of livelihoods and violation of traditionally exercised land rights as a result of
permanent acquisition of about 507 acres of land in addition to the existing road reserve
lost. This impact is evaluated as Medium Negative since its affects very few people with
land close to the road.
Mitigation
 Adequate consultation should be carried out with the respective owners to
reach consensus on the means of compensation
 Prompt and fair compensation for land. (Cash for land should be avoided).
 There should be a comprehensive plan for livelihood restoration especially for
the vulnerable households.
 Provision of seedlings for purposes of replacing affected crops.
 Transition allowance should be provided to help relocated households survive
during the transition period until the first harvest of the new crops.
6.2.3.2 Increased land conflicts
Increase in economic activities may attract investors to the communities along the road.
Physical conflicts might break out between local people and the new settlers that may be
attracted by good access. The local community might feel that foreigners are encroaching
on their land. Land being a sacred thing in the lives of the community, in extreme cases
fights for the rights over land may break out. This impact may appear long term but can
be mitigated and hence its magnitude is evaluated Low - Medium Negative.
Mitigation
 Consultations with and sensitizations of both the affected and host
communities should be undertaken prior to allocation of new pieces of land.
 Area LC I officials should properly be educated and updated about the
development taking place in their areas so that they can inform the
communities about all the planned developments in their area.
 Affected households should be given an opportunity to identify their
preferred areas for resettlement.
 Vulnerable groups should be assisted and consulted throughout the whole
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exercise.
6.2.3.3 Increased accidents
With an improved road there is likely increase of vehicular traffic and over speeding in
busy sections of the road such as schools, churches, and trading centers thereby
increasing risks of road traffic accidents to communities along the road.Although this
effect is long term it can be mitigated hence Medium Negative.
Mitigation
 The contractor should erect road signs with clear messages on the approach
of possible dangerous sections such as bends, junctions climbing sharp
corners trading centre areas, and trading centres, schools etc
 Re-instate sign posts where they have been removed or have been affected
by the construction
 Conduct regular awareness and sensitization campaigns in among the
residents of the project area
 Distribute high way code brochure in schools neighbouring the project prior
to commissioning.
 Humps and rumble strips should be constructed in busy areas such as trading
centres, schools and markets to check overspending of vehicles and thus
accidents.
 Issues of health and safety should be taken seriously even during the
operation and maintenance phase. There should be closer supervision by
UNRA of the Contractor’s activities.
6.2.3.4 Increased pollution
Increased traffic may result into emissions of exhaust fumes. This is quite difficult to
mitigate as road users cannot be traced to be sensitized on vehicle maintenance. In
addition, during this period, re-sealing activities will have to be done. These are
associated with bitumen heating which produces long-chain hydrocarbons of which
excessive exposure is dangerous to workers but also to local residents and road users.
Since this will last for a short time its impact is evaluated as Low Negative.
It is also likely that during road repairs accidental oil spillages will be common
occurrences which eventually, if in contact with land and water will end up polluting the
area and water sources.
Mitigation
 Heating of bitumen should be done away from settlements, schools ,
clinics and markets and should be placed at least 1km away from
residential areas or social infrastructures
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

Issues of health and safety should be taken seriously even during
O&M. Closer supervision (by UNRA ) of the Contractor should be
part and parcel of these activities
Silt should always be removed from the site and disposed off to
designated areas.\
6.2.3.5 Increased waste
Increased volume of traffic and elevated economic activities could lead increased
volumes of waste generated and corresponding problems of waste management. Waste
generation problems could cause nuisance and serve as breeding place for disease causing
organisms and choking of drains which may eventually lead to flooding. This effect is
long term but can be mitigated and hence the impact is Low - Medium Negative.
Mitigation
 Arrangements shall be made with the respective District authorities to put in
place a road supervision committee.
 Collect on daily basis and waste generated
 Put in place sign post with messages “No littering” and posted along the project
road to caution the general public against littering.
 Put garbage collecting bins in busier section of the road.
 Move the daily agriculture and other merchandise markets away from the main
road
6.2.3.6 Breakdown of social fabrics
Change in Social Behaviour
Improvement of road conditions would result in increased number of persons
using the road. There would be an increase in the number of trucks carrying
goods and farm produce from various communities. This increase in the number
of visitors in the area may influence the changes in the social behaviour. Truck
drivers sleeping over in the communities are likely to solicit for sex with women
and young girls in the communities hence increasing the risk of HIV /AIDS
spread and teenage pregnancy cases. This will cause impact on social aspects
including family breakdown and disease spread and ultimately affecting the
traditional bonds, norms and functions of the community. Although it may affect
a few people, this impact will be long term and thus Medium Negative.
Mitigation
 Continuous sensitisation of the communities by the local authorities
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6.2.3.6 Cumulative impacts
Presently the traffic impact on this road is minimal as traffic is low but will be
accumulative impact with the increased number of vehicles hauling gravel, water and the
construction machinery. Diverting of traffic from Bugoma to Malaba will be
accumulative impact as well.
Mitigation
 The impact has been taken into consideration by the design engineer in
approved design of August 2012.
7.0
Decommissioning and restoration activities
Although the developer (UNRA) has the overall responsibility of environmental
compliance, at the project level the Contractor will be responsible for decommissioning.
Table 7-1below shows the decommissioning plan.
Table 7--0-1: Decommissioning Plan
No Item
description
Tasks
Responsibility
1
Borrow Pits
and Quarries
Contractor
2
Camp site
Restoration of Borrow Pits by using soil from road
widening to top soiling and finally re-vegetation
Compensate affected neighbours or land lords
Clearing of all debris
Demolition of unwanted structures
Removal of all wastes
Removal of all temporary structures
Compensate affected neighbours or landlords
Empty the septic tank with cesspool emptier
Back fill the pit as most of them are usually pit
latrines,
water supply can be handed over to the community
3
General site
rehabilitation
Sanitary
Facilities at
different work
sites
Opened up
areas adjacent
Removal from shoulders of all unused materials
(aggregates, hardcore, sand etc)
Removal of temporary shelters
Covering of all used and non used pits
Contractor
Re vegetation of all opened up areas
Contractor
4
5
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Contractor
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No Item
description
Tasks
Responsibility
Removal of all unused materials
Restoration of all opened up areas through top soiling
and re-vegetation
Compensate affected neighbours
Disassembly of crusher components and removal
Contractor
Temporary
access roads
Access roads
Blocking of these accesses and top soiling
Planting grass
Restoration of blocked accesses to peoples homes
Contractor
Material
stockpile
areas
Fuel
station/Bulk
storage
Areas that have been used for temporary storage of
materials shall be leveled after materials have been
used. Such areas shall be restored through grassing.
Initial soil tests for Volatile Organic Compounds
(VOCs)
Cordoning off of site.
Dismantling of surface installations e.g. pipes, pumps,
canopies, electrical systems etc
Draining of tanks, pipes
Safe transportation of residual products and pipes
Tank exhumation by specialized contractor in
presence of supervising Environmental Consultant,
NEMA etc
Haulage of tank to appropriate storage
Soil and groundwater sampling and testing etc.
Contractor
Asphalt
plant/premix
Sub-surface soil assessment of hydrocarbons and
metals should be carried out.
Any contaminated soils should be treated with
fertilizers (NPK) and mixed with topsoil. This should
be covered and left to recover naturally.
Metals can be picked out and collected to be sold as
scrup for recycling in Kampala or any other town
with recycling plant.
Demolition of asphalt plant components which can
be parked for re-use in other projects
Contractor
to the road
Crushing
plant
6
7
8
9
10
11
7.1
Contractor
Contractor
Resettlement Action Plan
ADB’s policy on Involuntary Resettlement (section 4.3.1) provides for individuals or
communities in case of loss of land, means of livelihood, social support systems or any
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other way voluntary resettlement is to be avoided or at least minimized. Compensation
must ensure the maintenance of the PAPs pre-project living standards. Through
preliminary aerial surveys it was found out that several structures as indicated in table 72 were projected likely to be directly affected by road widening. Preliminary
Identification of this carried out came up with figures of affected people for relocation
and structures due for compensation as indicated in the table 7-2.
It has been determined that the project will affect about 3113 households, therefore a
separate Resettlement Action Plan (RAP)has been prepared to cater for the relocation
planning.
Table 7-2: Statistics of project affected structures and property
Type of Building/Structure
Permanent Structures
Commercial
Residential
Incomplete
School Blocks
Churches
Mosque
Semi-Permanent Structures
Residential
Kitchen/stores
Other Properties
Pit latrines
Shades
Kiosks
Barbed wire fences
Chain link
Local Hedges
Earth Graves
Cemented Graves
Paved /Concrete yards
Gates
Septic Tanks
Boundary /retaining walls
Water Tanks
No.
347
94
76
3
2
1
317
65
12 + 26 (semi-permanent)
14
5
1685.5m2
188.5m2
2573m2
93
35
118.21m2
7
1
98.3m
4
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7.2
Overall Impact Assessment
Figure 1-3 gives the overall impact assessment, arrived at by combining the value
of the safeguard issues (the impact zone) and the magnitude of impacts. This
overall assessment for the whole project has been summarized in Table 7-2.
For example for the case of birds /avifauna; by combining the value of the
impact zone (low) and the magnitude of impacts (low to medium negative), the
conclusion is that the proposed project will have small to medium negative
impacts (-/--) on the bird community in this area, without any mitigation
measures.
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Table 7-2: Overall Impact Assessment
Degree
Value/vulnerabil
ity
of
environmental
component
Low/Medi/High
Scale
Magnitude of impacts
Overall impact
Assessment (without
mitigation measures)
Negative
Positive
High Medium Low /No Med. High
Planning Phase
Social Expectations
-♦Preparation and Construction Phase
Employment
-♦-
Increased market
Generation
of
spoil
Material
Blocking Access roads
Potential cont. of water
sources
-♦-
Drainage& Wetlands
Air quality
Noise
Impacts of quarry devt.
Vegetation
Disruption of wildlife
Aesthetic value
Influx of people
Increased disease
Educational
Disruption of water supply
-♦-
-♦-
Electricity& other Infr.
Housing & Settlement
-♦-
Vulnerable groups
-♦-
-♦-
Improved Trade
Staff retention
Soil Erosion .
Installation
of
Medium Positive (++)
-♦-
Medium Positive (++)
High Negative (----)
-♦-♦-
Medium Negative (--)
Medium Negative (--)
-♦-♦-♦-
Medium Negative (--)
Medium Negative (--)
Medium-Negative (--)
High Negative (---)
Medium Negative (--)
Small Negative (-)
Medium Negative (--)
Small Negative (-)
Medium Negative (--)
Medium Negative (--)
Medium Negative (--)
-♦-♦-♦-♦-♦-♦-♦-♦-♦-
Medium Negative (--)
High Negative (---)
-♦-
Medium Negative (--)
-♦-
Medium Negative (--)
-♦-
Medium Negative (--)
High Negative (---)
High Negative (---)
Medium Negative (---)
Medium – Negative(--)
-♦-
Health and Safety
Other economic activities
-♦Land acquisition
-♦Agriculture
-♦Gender
-♦Cultural Heritage
-♦Operational and Maintenance (O&M)
-♦-♦-
-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-
High Negative (---)
-♦-♦-♦-♦-
-♦Road
-♦-
-♦-♦-♦-
-♦-♦-♦147
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High Positive (+++)
Medium Positive (++)
Small Positive (+)
Small Positive (+)
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Degree
Value/vulnerabil
ity
of
environmental
component
Low/Medi/High
Scale
furniture
Land appreciation
Negative
Positive
High Medium Low /No Med. High
-♦-
Medium Positive (+++)
-♦-♦-
-♦-♦-♦-♦-♦-
Medium Positive (+)
Medium Positive (++)
Medium – Negative(--)
Minimal/no impact (0)
Small Negative(-)
Small Negative (-)
-♦-♦-
Small Negative(-)
Minimal/ No impact(0)
-♦-♦-♦-♦-
Siltation
Increased Wastes
-♦-♦-
7.3
Overall impact
Assessment (without
mitigation measures)
-♦-
Access to HC
Women empowerment
Loss of Land Rights
Increased Land conflicts
Increased Accidents
Air pollution
Social fabric
Magnitude of impacts
-♦-
-♦-
-♦-
Medium Negative (--)
Residual Negative Impacts following Mitigation
Upon successful implementation of the environmental and social management plan to
address the environmental and social impacts of the project, most of the residual negative
impacts are expected to be either small or minimal with a few exceptions. Therefore they
are considered to be manageable and acceptable. The table below shows the predicted
residual negative impacts with mitigation measures.
Table 7-0-3 Residual Negative Impacts
Scale
Degree
Value/vulnerability
Low/ Medi /High
Planning Phase
Social Expectations
-♦Preparation and Construction Phase
Employment
-♦Increased market
-♦Gener. of spoil Material
-♦Blocking Access roads
Cont. of water sources
-♦Drainage& Wetlands
-♦Air quality
-♦Noise
-♦Impacts of quarry devt.
-♦-
Degree of impacts
Overall impact Assess
(without mitigation)
Negative
Positive
High Medium Low /No Med. High
-♦-
Small Negative (-)
-♦-♦-
-♦-♦-♦-♦-♦-♦-♦-
148
In Association with
High Positive (+++)
High Positive (+++)
Small Negative (-)
Small Negative (-)
Small Negative (-)
Small Negative (-)
Small Negative (-)
Small Negative (-)
Medium Negative (--)
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Vegetation
-♦Disruption of wildlife
-♦Aesthetic value
-♦Influx of people
-♦Increased disease
-♦Educational
-♦Disrup. of water supply
-♦Electricity& other Infr.
-♦Housing & Settlement
-♦Vulnerable groups
-♦Health and Safety
Other eco. activities
-♦Land acquisition
-♦Agriculture
-♦Gender
-♦Cultural Heritage
-♦Operational and Maintenance (O&M)
Improved Trade
-♦Staff retention
-♦Soil Erosion reduction
-♦Installation of Road -♦furniture
Land appreciation
-♦Access to HC
-♦Women empowerment
-♦Loss of Land Rights
-♦Land conflicts
-♦Increased Accidents
-♦Air pollution
-♦Increased Wastes
-♦Social fabric
-♦-
-♦-
Small Negative (-)
Minimal/No impact (0)
Small Negative (-)
Minimal/No impact (0)
Small Negative (-)
Small Negative (-)
Small Negative (-)
Small Negative (-)
Medium Negative (--)
Small Negative (-)
Small Negative (-)
Small Negative (-)
Medium Negative (--)
Medium Negative (--)
Small Negative (-)
Small Negative(-)
-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-♦-
149
In Association with
High Positive (+++)
Medium Positive (++)
Medium Positive (++)
Medium Positive (++)
Medium Positive (++)
Medium Positive (+)
Medium Positive (++)
Small Negative(-)
Minimal/no impact (0)
Minimal/No impact (0)
Minimal/No impact (0)
Minimal/ No impact(0)
Small Negative (-)
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7.4
Environment and Social Mitigation Measures
Table 7-4: Mitigation Plan with Costs
Potential Impact
Mitigation Measures/enhancement
Cost description and Unit
Total
(USD)2
Cost Responsibility
Planning phase
Social expectations generated by
disclosure and information to the
community.
- Conduct
community sensitization and
consultations throughout the project cycle
by holding quarterly meetings in every
affected sub-county
- Provide all information regarding the
project and its relationship with the local
community, including aspects hiring labour
and rights to compensation for loss of
property
- Informing all communities along the road
the rights to compensation.
- Avail sufficient project information in form
of brochures.
50 USD per meeting, one
meeting per month in each of
the 9 sub-counties for 3yrs
50 USD x 9 x36 =
16,200
Information brochures lump
sum of USD 200 per sub
county per year for 3 years
Site preparation and construction phase
Increased income / Employment
2
- Sensitization of communities about existing
This is included in the cost
employment opportunities in the upcoming for sensitization above.
project and putting a deliberate strategy of
giving local residents first priority for job
Exchange rate estimated USD to UGX is 2000
129
In Association with
Sub
county
leaders
Contractor’s
Environmental
Manager
UNRA/Consulta
nt/ES/Project
Engineers/Road
Inspector
5,400
Total
USD=21,600
UNRA/Consulta
nt/Project
Engineer/Road
Inspector
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Potential Impact
Contamination
Resources
Mitigation Measures/enhancement
of
water
Disposal of overburden and
stripped vegetation other solid
waste
Cost description and Unit
opportunities for which they are qualified,
before workers from outside the region are
hired.
- The Contractor should investigate local
capacity to supply construction materials,
goods and services. Whenever goods or
services are available on a competitive basis,
the policy should be to purchase locally.
- Put in place capacity building programs to
enhance entrepreneurship skills for women,
young, poor and other vulnerable groups.
- Provision for sufficient sanitary facilities for
the contractor workforce.
- Supplementary budget be set aside for the
rehabilitation of all the water sources that
will be damaged in liaison with the offices
of the District water officers.
The
Developer
should
contribute a lump sum of
USD 500 per sub county
towards capacity building
programmes. 9x500=4500.
USD 4,500
Cost of 5 Mobile toilets @ USD1,500
USD 300 =1500
Cost of Pit latrines at each of
the 3 campsites
Cost to be determinate after
evaluating the water sources
to be relocated.
- Use the spoil to rehabilitate borrows areas
- Cost for rehabilitation of
in the project area that were abandoned.
borrow areas has been put
- Any excess spoil should be carefully under impacts resulting from
landscaped and re-vegetated while granular borrow pit development.
material should be covered
- Consultation of owners of proposed
dumping areas.
130
In Association with
Total
(USD)2
Cost Responsibility
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Potential Impact
Mitigation Measures/enhancement
Cost description and Unit
Total
(USD)2
Cost Responsibility
- Sorting of waste at camp sites and
Oil spillage and contamination
of soils
provision of dust bins.
- Guidelines for managing waste be put in
place.
-Vehicle workshop area should be equipped
with oil interceptor.
No cost for this activity, the
companies will collect and
sell this for use eg in furnaces
CEM &
UNRA/Consulta
nt
- Included in the cost of
(UNRA/Consulta
nt
ES
and
Department
of
Occupational
Safety and Health
-Companies registered with NEMA to
transport and store oil waste (eg JOCCIS
in Jinja) should be involved in management
of waste.
-Drums being used daily should be placed
on surfaces which can easily be cleaned.
-Drums used for oil storage should be
placed on wooden structures as they are
easy to handle than contaminated soil
-All records of major spillages should be
kept to enable proper monitoring
-Bitumen if used should be well stored
under proper supervision
Increased noise
- Due to its proximity to the Health Centre,
another site for the quarry should be
identified
- Schedule noisy construction operations to
be executed during the day (before 6pm)
- Workers exposed to excessive noise should
131
In Association with
purchase of Personnel
Protective
Equipment
(PPE) under Health and
Safety.
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Potential Impact
Mitigation Measures/enhancement
Cost description and Unit
have hearing protection (quarry area)
maintenance of construction
equipment.
- Avoid unnecessary vehicle movements.
- Where possible, more locations for stone
quarries should be identified so that these
alternatives can be compared and the best
option chosen.
- Separate Environmental Assessments (EA)
for the proposed quarry locations should be
carried out before quarrying activities start
to ensure that community concerns are
identified and properly addressed.
- Vegetation clearing should be minimised
and restricted to the planned area of the
road;
- Landscaping and re-vegetation
- Trees including Mvule and Musizi be
planted at the boundaries of the road
reserve as is the present policy of Ministry
of Works and Transport...
- Trees should be compensated for or
properly harvested for use as timber
- Verges (a soft, grassed strip outside the
carriageway) should be made wider (2m)
- The road should be landscaped to blend
with the surrounding.
Total
(USD)2
Cost Responsibility
- Proper
Impacts of Quarries and Borrow
pits.
Vegetation clearing and forest
degradation
Decreased Aesthetic and visual
value
132
In Association with
To be determined after
conducting EIA for borrow
pit and quarries identified
for the supply of materials
(CEM,
UNRA/Consulta
nt
and
Department
of
Geological
Surveys
and
Mines
USD 6,470
- Valuation of trees and
shrubs
of
economic
importance to be done
- Tree planting budgeted
under
Aesthetic
improvement
Planting of trees and grass for USD 1,640
whole length (44.5km) of the
road at a spacing of 25m on
either side of the road. =3280
(CEM),UNRA/C
onsultant
and
UWA
Contractor
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Potential Impact
Mitigation Measures/enhancement
Cost description and Unit
- All the exposed areas should be planted trees. Each seedling tree is
with Trees and grass once construction
activities are complete. Turfed grass species
such as Paspalum and couch grass can be
used to quickly hold soils
-
Influx of people looking for work
leading to increased pressure on
facilities (health) and resources
(water, food, wood fuel etc
Increased risks of Diseases
- Local people should be given priority to
work.
- Sensitization of communities in cultural
values.
- Awareness campaigns on the spread of
sexually
transmitted
diseases
like
HIV/AIDS, syphilis, gonorrhoea, etc
among local communities, workers.
- Tree planting programme in partnership
with the district Environment and forest
officers.
- The project should work closely with
respective government departments, local
NGOs, and/or faith based organizations,
and local communities involved in HIV and
133
In Association with
Total
Cost Responsibility
(USD)2
143.5 hectares
@ planted at
the cost of at
Ugx 75,000 per
hectare =Ugx
10,762,500
(USD
5,381.25)
estimated at Ugx 1000
including labour
Grassing of all exposed areas
especially on sections where
cut and fill has been done.
An estimated area of 35m
width on a stretch of 44.5 km
will be grassed so that 15m
are left for the road and all
the drainage structures and
pavements.
- Cost
of sensitization
already catered for
- Awareness
campaigns
included under health and
safety
- Tree seedlings estimated at
10,000 seedlings to be
distributed each of the 9
Sub counties each seedling
at Ugx 300 =(10,000x 9x USD 13,500
300)=Ugx 27,000,000
- Cost
of
sensitization USD 21,600
included
in
other
community sensitization
programmes.
(CEM),UNRA/C
onsultant, Local
Government and
NGOs
Consultant, DEO
and
District
Forest officer
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Potential Impact
Mitigation Measures/enhancement
Cost description and Unit
reproductive health
- Cost of hiring
- Voluntary Counselling and testing services
to the workers and community members
should constantly be made available.
- There is need for continuous sensitization
of the workers and community members
about HIV/AIDS and other STDs.
- Contractor should hire a Social, Health and
Environmental coordinator.
134
In Association with
Social,
Health and Environmental
coordinator for 3 years at
1,200,000 per month
(1,200,000x36
Ugx
43,200,000) USD = 21,600
Total
(USD)2
Cost Responsibility
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Potential Impact
Disruption
programmes
of
Mitigation Measures/enhancement
Cost description and Unit
educational
- Local authorities to discourage students
Disruption of Infrastructure
( Water, electricity etc)
from seeking employment on the project
- School authorities prohibit students from
getting close to the site.
- Install warning signs in places which are
likely to be dangerous.
- Contractor should ensure that there are
clear rules and regulations for site workers
- Compensation /replacement for damaged
school facilities.
- Electing a fence between the road and the
schools
- Relocation of the public utilities
- Budgetary allocation of funds specifically
for repairing damaged utilities.
- Budgets should also be provided for
alternative water supply
- Compensate for lost land and structures - Preparation of Resettlement Action Plan
(RAP) detailing costs of compensation and
resettlement.
- About 570 acres of land will be acquired
and 667 structures (buildings) affected.
Buildings include temporary permanent and
semi-permanent
Loss of land and structures
including graves.
135
In Association with
Total
(USD)2
- Cost for
road sign has been put under health and
safety
- Catered
for
compensation
structures
Cost Responsibility
(CEM),UNRA/C
onsultant
under
of
- Detailed costs will be done
in the RAP
Land for compensation is USD 712,500
about 570 acres
at 2.5
million per acre = Ug Shs
1,425,000,000
USD 5,002.5
An average of USD 15,000
per structure has been used
15,000*667=10,005,000
UNRA/Consulta
nt and the Local
Government
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Updated Draft Final Report September 2013
Potential Impact
Mitigation Measures/enhancement
Health and safety for workers
and the community
3
Cost description and Unit
- Provide 3Personal Protective gear to project
Total
Cost Responsibility
(USD)2
- Protective wear for 400 USD 40,000
(CEM),UNRA/C
estimated at Ugx200,000 per gear
onsultant
and
400x200,000=80,000,000 Million (USD
DOSH
40,000)
USD
7,735
- 35 Road signs each at
workers.
- Road warning signs and ramble strips
should be installed. A minimum of 2 road
signs and 2 road humps in the 10 trading
442,000x35=15,470,000 (USD 7,735)
centres and on two Town councils.
- Rumble strips at 4 spots
- Diversion roads should be made and traffic
per Trading Centre@ at USD 7,680
guides put in place
80,000*4)*4*12 = 15,360,000 (USD
7,680)
- Community sensitization on dangers of
HIV and other health
construction activities.
issues
estimated
cost USD 50,000
- HIV/AIDS awareness campaigns
=USD 50,000
- Provision of HIV Counselling and Testing
- Provision of treatment for the workers
Others costs (Road diversion
- Distribution of condoms.
- Ensure stocks of anti-malarial in the , watering (Lump sum) USD
50,000
project clinic.
USD 50,000
- Provision of treated mosquito nets to
workers.
- Road warning signs, humps should be
installed.
- Constant watering of the road to reduce
dust and related diseases.
- Regulated speed and enforcement of speed
limits for project workers as well as other
drivers to minimize accidents.
Dust masks, Head gear, Helmets, overalls and gloves
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Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Potential Impact
Mitigation Measures/enhancement
Cost description and Unit
Disruption of economic activities
- Alternative route /diversion roads to be
Impact on agriculture/loss of
crops
created and should be Motorable
- Local area LC1 will need to be used to
inform the community of the development
to widen the road.
- Businesses in non-permanent structure (e.g.
Kiosks) and road activities (e.g. Boda boda
and taxi stages) should be relocated and can
return after construction
- Crops lost should be compensated for fairly
and promptly as will be laid in the
resettlement action plan.
- The developer and contractor should
ensure that women are not marginalized
during the employment process.
- Persons below 18 years should not be
employed.
- Sensitization of Women and young girls
regarding sexual harassment.
Vulnerable
groups
widows and children)
(elderly,
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In Association with
Total
(USD)2
- Part of the contract sum.
Cost Responsibility
-
- Relocation of businesses
to be calculated during
RAP preparation
- Affected
valued
crops
to
be
- 50 USD per meeting, 2
meetings (one before start
of construction, another
during construction) in
each of the 9 sub-counties
- 50*2*9 =900
Contractor’s
Environmental
Manager (CEM),
- UNRA/Consul
tant
- CEM
- USD 900
&
UNRA/Consul
tant
- CEM,
- UNRA/Consul
tant,
Local
Government
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Updated Draft Final Report September 2013
Potential Impact
Negative
gender
impacts
Mitigation Measures/enhancement
based
on
Improved
transport
and
communication
Land
user rights and land
conflict , agriculture loss
Cost description and Unit
- Jobs should be equitably distributed to both
women and men as long as one has the
qualification.
- Messages of dangers of HIV/AIDS should
be disseminated to the community all
throughout the period of the project.
- The parents should discourage their girls
from indulging in any kind of relationships
with the workers. Those with not work at
the site should be restrained from staying
there.
- Proper and continuous maintenance of this
road should be given as high priority
- comprehensive
plan for
livelihood
restoration
- Provision of seedlings for purposes of
replacing affected crops.
- Transition allowance for household survival
during the transition.
- Provide sufficient information to the
affected, host communities and community
leaders prior to allocation of new pieces of
land.
- Give affected households an opportunity to
identify their preferred areas for
resettlement.
- Consider the plight of Vulnerable groups
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In Association with
Total
(USD)2
- Cost
of
sensitization
already included above
Cost Responsibility
- CEM,
- UNRA/Consul
tant,
Local
Government
- HIV/AIDS
budget is
included under health and
safety
- Part of the contract sum.
-
- UNRA
- Sensitisation
-
-
already
budged for
- Other costs to be worked
out in RAP
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Potential Impact
Mitigation Measures/enhancement
Prevention of soil erosion
Cost description and Unit
- Involvement of local committees in tree
planting at the village level is recommended
for sustainability after the contractor has
left.
Prevention of Road accidents
Total
Cost Responsibility
(USD)2
- Participation
of local - USD 40,000 - Contractor,
authorities including all
UNRA
and
other aspects where they
Local
are needed is estimated at
authorities (LC
USD 40,000.
I and II)
- Road signs with clear messages
- Distribute high way code brochure in
-
-
-
- DEOs, UNRA
schools neighbouring.
- Issues of health and safety should be taken
Poor disposal of silt during
drainage channel maintenance
Air pollution from maintenance
activities like bitumen heating for
resurfacing
Increased accidents from overspeeding vehicles due to good
road
seriously even during the operation and
maintenance phase. There should be closer
supervision by UNRA of the Contractor’s
activities.
- Silt removed from storm drains should be
used to fill ditches and abandoned borrow
areas. No heaping of silt in front of
peoples’ homes.
- No soil/silt should be left close to the drain
as it will go back fill it up again
- Heating of bitumen should be done far
away from settlements
- Closer supervision during these activities
- Ramble strips installed especially at trading
centres and towns and sensitive areas.
- Enforce speed limits
- Put warning signs in areas where obstacles
are likely to be experienced
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In Association with
- Supervision
budget be
included in the overall
budget for O&M
Supervision
budget
be included in the overall budget
for O&M
Catered for under Health and Safety above
(Environment
Officer)
DEOs,
UNRA
(Environment
Officer)
Traffic
Officers/District
Environmental
Officers (DEOs)
/Engineers
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Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
Potential Impact
Mitigation Measures/enhancement
Air pollution from maintenance
activities like bitumen heating for
resurfacing
Cost description and Unit
- Heating of bitumen be done far away from Supervision
budget
be
settlements
included in the overall budget
- Closer supervision should be done during for O&M.
these activities
Total
USD 1,004,808.75
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In Association with
Total
(USD)2
Cost Responsibility
DEOs,
UNRA
(Environment
Officer)
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Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
The cost of the mitigation measures for the proposed upgrading of the Bumbobi Bubulo
– Lwakhakha road is estimated at USD 1,004,808.75.
Note: The total cost indicated above covers only those items whose information was
obtained during the ESIA Study. The total mitigation and Resettlement cost shall be
obtained after Resettlement Action Plan has been completed.
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Management for Upgrading to Bituminous Standards: Lot E
Updated Draft Final Report September 2013
8.0 ENVIRONMENTAL MONITORING
A standalone Environment and Social Management Plan ( ESMP) has been prepared for
this ESIA.
9.0
9.1
CONCLUSION AND RECOMMENDATIONS
Conclusions
A number of envisaged negative impacts of improving the Mbale-Lwakhakha road are
not significant, while others will even be less significant when mitigation measures in this
report are implemented. Some impacts such as land and structures loss due to the road
widening will be permanent. However, to a great extent the road design has followed
existing alignment in most cases; with a few geometric adjustments in the towns and
trading centres. This impact will therefore not be of great impact. Temporary land take
will occur when land is used for borrow pits, quarries and contractor's camps. Land will
also be required for temporary diversions (detours) during road construction.
Considerable quantities of gravel, rock and embankment fill material will be required
during road construction. Borrow pits and quarries might have a diversity of impacts but
these will be assessed independently by the contractors who choose specific sites. Upon
closure, it will be essential for the contractor to restore to original condition all depleted
borrow pits and quarry sites used during road construction. Construction activities pose a
possibility of contaminating land and watercourses from bitumen, fuel or oil spillage
from construction vehicles and interruption of access to certain services like water supply
and power in areas where these mains will be relocated during road construction. Road
construction traffic will be associated with noise and dust nuisance and possibly
increased road accident risk, especially through settlements and trading centres. Women,
children and elderly and disabled people will be particularly at risk.
When the road is upgraded to bituminous standard, its routine maintenance will have
negligible environmental impacts: indeed less than the equivalent maintenance work
required for the gravel surface road. For instance, there will be no need for borrow pits
for gravel, with associated impacts, or no grading operations associated with dust and
noise pollution. The proposed project offers enormous distance and journey time savings
for traffic to Lwakhakha from Mbale and across Uganda to Kenya via the Eastern route.
Once the proposed project is completed, transport costs and time would significantly
reduce. In addition, the proposed road would support on-going and planned East
African Integration.
Upgrade of the road will entail land take and impact of structures. The project will affect
a total of 1,102 buildings and structures with compensation with a budget of 12.11 billion
UGX. 102 acres of land will be acquired at an acquisition budget of 7.92 billion UGX
among other public utilities that will be affected including Mayenze Police post that will
have to be relocated.
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All environmental and social concerns will be mitigated as detailed in the ESMP. A
framework for the implementation and monitoring of the ESMP has been proposed and
budgeted for. Compared to socio-economic benefits of the road project, many of the
negative impacts will be insignificant as long as fair compensation and mitigation actions
are implemented.
9.2
Recommendations
9.2.1
Institutional Cooperation
The road passes in areas along which there are a number of boreholes, water supply lines,
a functional valley and a number of schools. In order to enhance implementation of the
proposed mitigation measures there is need for collaboration between UNRA and relevant
Districts Departments including water and education. It is imperative that clear roles and
responsibilities for the different institutions be streamlined before upgrading activities
start.
9.2.2
Sensitization
Continuous sensitization should be done during project Construction, Operation and
Maintenance phases. Key issues for emphasis during sensitization include but are not
limited to; Health and safety, HIV /AIDS, Opportunities, Compensation issues,
Grievance Procedures, Gender issues and others.
9.2.3
Employment Opportunities
The active work force will roughly be 400 of which 350 will be casual labourers. It is
recommended that workers should be recruited from the local communities, especially in
non-skilled positions, whenever possible. Employing local people will not only benefit the
communities but also eliminate the costs of constructing new huts and providing logistics.
Local people should be given priority and proper consideration should be made to ensure
that some manual work is given to women such as work in the traditionally female areas of
cooking and market activities.
9.2.4
Cultural and Archaeological aspects
Although it was indicated in the impacts that only graves are likely to be affected, the
staff at the museum suggested that before the start of construction, they could be invited
to address the contractors so that chance finds are not ignored. Once these are found,
the museum officials should be informed and the finds delivered to the museum.
9.2.5
Water Quality Tests
Once the campsite locations have been identified, water quality tests including
bacteriological tests should be carried out on the water sources especially springs and
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Consultancy Services for Feasibility Study, Detailed Engineering Design, Tender Assistance and Project
Management for Upgrading to Bituminous Standards: Lot E
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open waters that will be located nearby before establishment and use of these camps.
This will give the baseline on the quality of the water in these sources before any activity
so that any contamination resulting from campsite activities can be monitored.
9.2.6
Planning and Co-ordination with Local Authorities
Throughout all phases of the project, local authorities should be informed of the decisions
taken by the UNRA and consulted whenever possible. This will ensure good cooperation
with the communities and avoid misunderstandings. A committee with representatives
from the Districts, Lower local Governments and Communities should be established in
order to ease communication during construction.
9.2.7
Resettlement Action Plan (RAP) and Property Valuation
During this ESIA study, indicative property likely to be affected and types of Assets by the
road side was documented. This is in line with Annex A of the Involuntary Resettlement
Policy of African Development Bank. A RAP detailing individual affected persons, sizes
of land and other individual property, grievance procedures, eligibility and criteria,
payment mechanism and others is to be carried out in the next phase of this study. Actual
valuation of property and crops to be destroyed should be done before construction.
During construction, if any damage that was not envisaged is experienced, the valuation of
such should be done. This will ensure that the process of compensation is prompt and
fair.
Further studies for the proposed quarry site are recommended. This is in accordance with
the National Environment Act Cap 153, 3rd Schedule Par. 6 where stone quarrying
requires a separate Environmental Impact Assessment.
9.3
Complimentary Initiatives
Road construction could entail occupational hazards/ risks and accidents especially
involving motorised road construction equipment, asphalt plant and stone quarries.
The following measures are proposed to control this risk:
f. Landslides: Immediate evacuation of all the workers and equipment in the event of
any warning signs of landslides
g. Accidents from equipment: Only trained/ certified operators will operate
motorised equipment.
h. Theft of property: All contractors equipment’s will be stored in one central place
manned by a licensed company guard
i. Blasting explosives safety: During road construction, the contractor will ensure
the following:
All explosives are delivered to quarry sites (under Police escort as Uganda’s security
requirements demand) on the day of blasting and any remnants returned into police
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custody after blasting. After each blast, site inspection will be conducted for undetonated explosives.
Advance warning is given to local communities near quarry sites before a blasting
episode.
After each blasting incident, inspection is conducted in communities around quarry
sites to identify any offsite damage to private property, which should be duly and
equitably compensated.
All workers should are adequately protected from risk of fly rock and blasting noise.
Stone blasting is done by only licensed blasters.
j. Risk of burns/ scald at asphalt plant: This risk will be averted by contractors
using only licensed operators following stringent safety guidelines and operation
procedures. Operations involving hot bitumen shall be limited to daytime in
adequate natural light.
d) Fire safety: Fire safety equipment and personnel will be provided in workers’ camp.
Warning signs will be provided at areas of potential fire source, e.g. at fuel storage areas.
e) Medical emergency response: The contractor will have a medical clinic and a
standby vehicle to immediately transport any accident victims to a nearby hospital. First
Aid facilities will be provided on construction sites, equipment yards and in camps.
9.4
Further recommendations include;

Communities should be involved in choosing where to put the off –shots. Sometimes
they need the storm water in their gardens or in some of the valleys they may want to
use for different purposes. This will reduce on the impacts of the storm water (from
the off –shots) on the communities.

A programme of re-planting trees for purposes of beautification and marking road
reserve should be seriously considered. Local authorities should as much as possible
be involved in replanting. These groups could be facilitated to take up these roles of
both planting and maintenance since they will be remaining around other than the
Contractor who plants and goes. According the Ministry of Works and Transport,
there are supposed to be Road User Committees at the grass root; however, these are
not on national roads and are project specific.

Choice of location of the construction camps should involve the local
communities/authorities. This could be located in an area such that the structures
could be used as a school or any other community activity
All wetlands should be treated the same way whether degraded or seasonal because it
can always change depending on weather dynamics and law enforcement.

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References
1. African Development Bank, 2004. African Development Bank Group’s Policy on
the Environment.
2. African Development Bank, 2003. Involuntary Resettlement Policy.
3. African Development Bank, 1992. Environmental Assessment Guidelines.
4. African Development Bank, 1995. Guidelines on Involuntary Displacement and
Resettlement in Development Projects.
5. African Development Bank, 2011. Environmental and Social Assessment
Procedures for African Development Banks Operations.
6. Manafwa District Five Year Orphans and Other Vulnerable Children Strategic
Plan Report – 2007-2012.
7. Manafwa District Health and Management Information System Report
2008/2009
8. Manafwa District Health Plan Report 2010-2011
9. Mbale District Environmental Profile (1999
10. Mbale District HIV/AIDS Status Report (2008/2009)
11. Mbale District State of Environment Draft Report 2008
12. The 2002 Uganda Housing and Population Census
13. The Uganda National Water and Environment Sector Performance Report (2009)
14. Karungi Susan and Onward Mandebvu; (2008) The School Quality Improvement
Program in Mbale District; SNV Netherlands Development Organisation Case
Studies
15. http:en.wikipedia/wiki/combustion (Accessed on 31 January 2011)
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