ENVIRONMENTAL AND SOCIAL IMPACT

ASSESSMENT FOR KAMPALA INFRASTRUCTURE

AND INSTITUTIONAL DEVELOPMENT PROJECT

PHASE 2 (KIIDP-II) Batch 1ROADS AND JUNCTIONS

Prepared By:

MBW Consulting Ltd in association with PEC

with

SFG1757 REVP

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CONSULTING TEAM

An interdisciplinary team of consultants under Environmental Assessment Consult (Uganda)

Limited (EACL) carried out the assessment

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EXECUTIVE SUMMARY

Kampala Capital City Authority (KCCA) is mandated to plan, develop and maintain the city

infrastructure. Good Infrastructure is fundamental in stimulating economic growth and generally,

poverty reduction. For long, the City’s infrastructure has received inadequate attention due to

limited funding, which has resulted into its stagnation and dilapidation. However, the population

and demand for services has been steadily growing.

Overall, Kampala has approximately 1,218 km of roads, of which about 38.4% are paved

(bituminized) and 61.6% are unpaved (earth or gravel). A significant portion of the unpaved road

network is heavily trafficked with over 500 vehicles per day. With the ever increasing traffic

volumes, maintenance of unpaved roads has become very expensive and certainly unsustainable.

Almost 80% of the bitumen roads and 99% of the unpaved roads are in a fair-to-poor condition

due to a heavy maintenance backlog. Some roads bear potholes, surface irregularities, and cracks,

that adversely impact transport system. Localized repairs have become expensive and

uneconomical due to frequent break breaking down of repaired road patchworks.

This ESIA report has been prepared in accordance with the guidelines for Environmental Impact

Assessment (EIA) in Uganda. The guidelines require that any developer seeking to carry out a

development of the nature and category described under Schedule 3 of The National Environment

Act, Cap 153 carries out an Environmental and Social Impact Assessment (ESIA). The proposed

project is of the nature and category described under Schedule 3 (Section 3) of The National

Environment Act, Cap 153, and therefore requires that an Environmental and Social Impact

Assessment is undertaken. The scope of this project includes upgrading by dualling of Roads

(approximately 8.5km) and Improvement of Junctions to be designed under KIIDP Phase 2, the

construction of temporary construction camp, a diesel supply storage facility, vehicle/equipment

servicing workshop. Environmental and social baseline studies were undertaken and stakeholder

and public consultations conducted to effectively guide identification and assessment of

environmental and social impact assessment. In addition, impact identification was benchmarked

against industry best practice and operating guidelines from international charters and/or bodies

such as, OGP, IPECA etc. The impacts of road construction activities include: impacts on geology;

biological resources; alteration of the visual and aesthetic impression/scenery of the project sites;

water quality and hydrology; air quality baseline conditions; noise baseline conditions; spread of

communicable diseases; waste management; safety of contractor workers; and socio - economic

impacts.

Pre-construction Impacts

Creation of job opportunities: The project is likely to create employment opportunities during the

planning and design phase. Potential beneficiaries will include people who will be recruited to

undertake the surveys and geotechnical investigations to inform the project designs. Overall, the

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surveys will include engineering, valuation, land survey, geotechnical, and hydrological and other

environmental and socio-economic surveys, among others.

Impact enhancement measures

Only trained and professional drivers should be allowed to drive the investigation teams.

First Aid kits should be carried around by the investigation teams during the surveys.

The investigation team should be observant of any pits within their areas of investigations

Training of workers of any development is key to their safety. All workers should be

inducted on safety issues before they commence their investigations

Project workers and communities are inducted and sensitized on protection of children and

criminal effects of sexual engagement with children including street kids as a result of the road

project

Occupational Health and Safety Impact: Human accidents during the planning and design phase

may occur as a result of careless driving, bites from poisonous fauna such as snakes or from slips

and falls as the investigation crew walks through the wild and along steep slopes in search for

murram and other material sources.

Mitigation measures

All people carrying out investigations by the road side should wear high visibility vests.

Only trained and professional drivers should be allowed to drive the investigation teams.

First Aid kits should be carried around by the investigation teams during the surveys.

The investigation team should be observant of any pits within their areas of investigations

Training of workers of any development is key to their safety. All workers should be

inducted on safety issues before they commence their investigations

Loss of Land/Property and Resettlement: The most significant wealth distribution mechanism

resulting from the proposed roads and junctions will likely stem from permanent and temporary

land take for borrow pits and quarries, diversions and equipment storage areas. The Land Act

1998 requires that any undertaker executing public works on land shall promptly pay compensation

to any person having an interest in the land, for any damage caused to crops or buildings, and for

the land and materials taken or used for the works. Generally, no new borrow pits and stone

quarries will be opened for this particular project as the materials (gravel, aggregate, hard-core,

etc.) are to be sourced from commercial sources. Physical due diligence for some of potential

commercial sources has already been undertaken as an integral part of this study to ascertain levels

of compliance with statutory requirements as shown in Table 3-2 and Table 3-3. Further due

diligence will be undertaken if the Contractor identifies commercial sources other than those that

have been covered in this report. In the event that there is need to open up a new borrow pit or a

quarry, and therefore land take, an abbreviated RAP will be prepared and relevant environmental

statutory approvals shall be obtained before opening up and operating such facilities.

Mitigation measures

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Compensation shall be paid for land required for the construction of the proposed roads.

Compensation will be provided in accordance with Ugandan laws, including the

Constitution of 1995 and the Land Act of 1998, among others and the World Bank

Safeguard Policy OP 4.12 Involuntary Resettlement.

Where necessary, a Resettlement Action Plan (RAP) shall be undertaken to quantify

affected acreage, persons and property and describe compensation entitlements.

Establish a functional complaint handling system with a clear hierarchy to manage

emerging complaints from the workers and PAPs

Construction phase

Creation of employment opportunities and improvement in livelihoods: Project implementation

during the construction phase will avail job opportunities to both the skilled and unskilled

personnel. There is already much anticipation among the project area communities and local

leaders that the local population will be employed on the road project, for whatever task will be

found to lie within their capabilities. Several of the local population will be considered for

unskilled positions such as casual laborers, drivers and masons. These skills are readily available

within the ZOI.

Impact enhancement measures

To prevent conflicts and bad attitudes towards the contractors and their workers, it is strategic

that the contractors give priority for employment to the local people.

There should be affirmative action taken to employ disadvantaged groups of people in the ZOI

especially the youth and women.

Occupational and community health and safety: Health and safety aspects of the project

encompass the Workers (occupational), the general public (road users) and the host communities.

The issues associated with Occupational Health & Safety (OHS) are likely to result from

inappropriate use of Personal Protective Equipment (PPE) such as hard hats, gloves, safety shoes,

goggles, etc., by the workers at the project sites. Limited use of PPE may compromise the health

and safety especially through reduced eye protection, injury, hearing protection and others. More

safety concerns for workers and communities around the project areas may result from reckless

driving and, if improperly covered, spillage of construction waste on the road to the waste disposal

site. While the influx of migrant job seekers is likely to be of moderate intensity because the project

area is already urbanized, the relative increase in the human population and traffic at the project

sites where noise and dust emissions could be an issue, may result in health/social risks. Lack of

standard warning and guiding signs at the project sites could also result in the collision of vehicles

along the project sites.

Mitigation measures

Provide appropriate and adequate protective wear such as reflectors, safety shoes, ear muffs,

gloves, goggles, and others to ensure optimum safety for the workers.

Attach speed limits to vehicles that will use the road

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Incorporate speed control devices such as humps into the road design.

Post reflective, directional and warning signs for road diversions at reasonable distances ahead

of the diversion roads.

Provide efficient and adequate traffic diversion roads

Properly cover materials carried by haulage trucks with a tarpaulin.

Incorporate pedestrian walkways/shoulders, cycle ways, efficient pedestrian crossing signals

at all the intersections, guard rails on the sides of the carriageway, safe stopping/parking

spaces/lay-bys into the road designs.

Fill excavated potholes, ditches, and trenches etc.

Erect visible road signs warning road users about on-going road construction works

Put in place proper and visible guiding signs or recruit traffic wardens/guides to direct vehicles

Placing of warning signs on vehicles moving bitumen and fuel.

Place warning signs along the road indicating the presence of vehicles moving heated bitumen

Conduct a public road safety awareness program and train workers and local communities in

their safety.

Carryout HIV/AIDS awareness raising campaign with workers and local communities, strategically

integrating workers residing both in and outside the camp.

Regulate and institute a strict code of conduct at the Workers’ Camp, to ensure that facilities such as

lavatories, bathrooms, and accommodation are separated according to gender.

Suppress dust emissions by regularly sprinkling water during dusty conditions to improve

visibility and at the same time minimize the health impact of dust pollution to both workers &

the general public.

Install screening concrete barricades and warning conspicuous tapes in and around disturbed

and excavated areas to control access & minimize pit-falls/ accidents for both workers and the

general public.

Destruction of physical cultural resources is linked to the tree with cultural attachment in the

project area. The potential to impact on sites of cultural, historic or traditional significance could

increase with potential chance finds during project activities such as gravel excavation in hitherto

unknown areas of historical significance. It is envisaged that the construction of Bakuli-Kasubi-

Northern bypass will result in the destruction of the cultural tree which is located within the

proposed road alignment. The potentially affected tree is locally perceived to possess supernatural

powers.

Mitigation measures

Work must immediately stop along that section, and the Supervising Engineer, Department of

Musuems and Antiquities and the competent authority under NEMA immediately informed to

take a decision on the way forward.

Care must be taken during the excavation of borrow pits to avoid family or clan graveyards.

The threat of destroying the cultural tree has been addressed by phasing the construction of the

road to ensure that the first phase of project implementation stops at Kasubi. The road design

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review for the subsequent phase will ensure adjustments on the road realignment to avoid

socio-cultural and environmental impact associated with the clearance of the cultural tree in

consultation with the cultural institution and most especially the Buganda Kingdom and also

the Department of Museums and Monuments in the Ministry of Wildlife and Antiquities.

More procedural steps in line with the chance finds are outlined in sub section 2.3.5

Potential occurrence of soil erosion: During the construction of the roads and junctions, activities

such as excavation, removal of vegetation cover and or top soil and stock piling at construction

sites may loosen the soil and expose it to agents of erosion including water and wind. Construction

of paved roadside drains will increase the erosive velocity of runoff from roads. This may also

cause soil erosion in areas it is directed to. Haulage tracks moving along undesignated routes are

likely to compact the soil.

Other potential impacts likely to occur during the construction phase include; soil compaction,

change in the geological substructure, displacement of the earth materials, soil pollution, air

pollution, noise emissions, water contamination, impact of material sourcing and material storage,

among others, in the different parts of the proposed project area.

Mitigation measures

Vegetation clearance should be limited to only the areas where it is absolutely necessary

During the decommissioning phase of the project, areas not paved should be planted with trees

and grass indigenous to the sites to avoid further erosion.

Erect soil erosion control/protection measures such as lining of drains, maintaining a grass

cover within drains, stone pitching, etc., in drains along access roads.

Avoid stockpiling of soil near water ways/ wetlands or on slopes

Stock piled materials should be covered with fabric or planted with grass.

Surround erodible stock piles with a ring of stones to prevent materials being washed away by

surface runoff.

Ground vibrations and noise emissions: Road construction activities such as excavation works,

road compaction and haulage of materials such as aggregate, hardcore, gravel, etc, will increase

noise levels in the project area. Materials haulage will involve heavy vehicles delivering

construction material on site and transporting spoil material off site. Road construction machinery

(bull dozers, caterpillars, concrete mixers, graders, wheel loaders and excavators, etc. and

supporting machinery such as generators etc. can also generate considerable amounts of noise at

different parts of the projects sites especially if ill or un-serviced.

Mitigation measures

Fitting silencers/ mufflers on project machinery during operation ;

Regular servicing, maintenance and appropriate repair of haulage vehicles and construction

machinery with potential to generate noise;

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Ensure a temporary noise barrier during construction at hotspots to shield classes, libraries

and residential areas from noise and dust emissions.

Permanent noise barrier at hotspots e.g. Makerere Law School, Makerere College School

structures (Classroom block, multi-storied building, and hostel) that border the road,

Construction activities at areas of students’ residence such as the girls’ hostel will be

permitted during day only, the time when all students are out in classrooms. Night

construction works around educational institutions shall only be permitted during school

holidays.

Deploy flagmen and post standard road signage to control traffic speed around schooling

areas, such as Makerere College School, Mengo Senior Secondary School, etc., to avoid

the risk of noise, dust and accidents at all times.

Noise and vibration prone activities shall be harmonized with school operations to ensure

that studies are not disrupted during day-time hours and simultaneously work to minimize

disrupting school night preparatory activities and rest time of students. No night activities

shall be permitted around residential areas as well. Where no sensitive receptors exist, the

Contactor will exploit the approval by the National Environment Management Authority

of the variation in Project Schedule to allow night operations during the construction phase

as shown in Appendix XII. As mentioned earlier, no night construction activities shall be

permitted around schools and residential areas.

Stone crushing plants should be operated according to manufacturer’s specifications;

Appropriate PPE (ear muffs etc.) should be provided to the staff at the work sites and

contractors should ensure that wearing of the ear protection device by workers is

mandatory; especially for those who work close to the noisy machines;

No worker should be exposed to noise level greater than 70 dB (A) for a duration exceeding

8 hours per day

Potential impacts during the post-construction phase

Impact on the visual and aesthetic quality: After the construction phase, the scenic view, which

people around the project area have been used to will change due to improvement of roads and

junctions.

Mitigation measures

Trees should be planted to compensate for vegetation clearance as a fundamental step in

enhancing the scenic view of the project area.

Areas opened to public view such as parts of Makerere University and Makerere College

should be provided with a perimeter fence to avoid general public view and reduce

exposure to noise and dust.

Improvement in traffic flow and mobility: Project implementation will improve existing roads to

dual carriage way and non-paved roads such as Mambule Road will be upgraded by paving. Some

roundabouts and junctions will be upgraded to signalised intersections. This will promptly result

in enormous improvements in traffic flow and therefore savings in terms of time (and therefore

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productivity at work place), reduced fuel wastages in traffic jams and therefore reduced emissions

and air contamination and thus reduced potential health impacts. KCCA currently does not have

air-quality monitoring arrangements to quantify this benefit.

Mitigation measures

The traffic signals should be effectively linked together to enhance their collective

efficiency.

Given the magnitude of changes likely to be made at the road intersections, appropriate

signage should be installed to guide traffic effectively.

Increase in traffic policing shall be required to reduce the “new road effect” associated with

over speeding with attached elevated risk of accidents.

Impact on drainage and reduction of flooding events: During construction, the drainage system in

some of the proposed project areas could be temporarily affected. This is so when the overburden

is stockpiled in the drainage system or storm water pathways. However, improved roadside

drainage system is part of the proposed road designs. Hence, project implementation will directly

improve the drainage systems with significant reduction in flood events likely to be observed

during the operational phase of the project.

Implementation of the proposed project will result into a number of impacts on the environment

and socio-economic conditions of the population in and around the project area. positive and

negative occurring at different stages of project implementation. Most of the positive impacts

identified would be of high significance while most of the negative impacts identified would be of

moderate significance especially after application of the proposed mitigation measures.

Mitigation measures

Contractors should ensure that cut-off drains are not directed into residential and

commercial buildings close to the project sites.

Conclusion: The proposed project is critical towards easing traffic jam and stimulating relative

improvement in the general micro and macro-economic conditions either directly or indirectly and

both in the short and long term. The potentially negative impacts of project implementation have

been addressed through the mitigation measures proposed in this ESIA report as well measures to

enhance the likely positive impacts.

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Table of Contents

CONSULTANCY TEAM .............................................................................................................. i

EXECUTIVE SUMMARY .......................................................................................................... ii

1 INTRODUCTION...............................................................................................................1

1.1 Background ....................................................................................................................................... 1

1.2 Purpose of ESIA Study ..................................................................................................................... 2

1.3 EIA Study Scope ............................................................................................................................... 2

1.4 Details of the developer .................................................................................................................... 3

1.5 Cost of investment ............................................................................................................................ 3

1.6 Structure of the report ....................................................................................................................... 3

2 ESIA Study Process and Methodology .............................................................................5

2.1 The general ESIA process ................................................................................................................. 5

2.2 ESIA methodology ............................................................................................................................ 5

2.3 Environmental and Social Baseline Surveys..................................................................................... 6

2.3.1 Flora study 6

2.3.2 Socio-economic survey 6

2.3.3 Literature review 7

2.3.4 Stakeholder Consultations 7

2.3.5 The Chance Finds Procedure 7

2.3.6 Methodology for assessing the impact significance 8

3 PROJECT DESCRIPTION .............................................................................................11

3.1 Objectives of the project ................................................................................................................. 12

3.2 Rationale/Justification for the project ............................................................................................. 12

3.3 Project duration ............................................................................................................................... 12

3.4 Activities of the proposed project ................................................................................................... 12

3.4.1 Pre-construction activities 14

3.4.2 Construction phase activities 23

3.4.3 Post construction activities 26

3.4.4 Demobilization 26

3.5 Project equipment and material requirements ................................................................................. 27

3.5.1 Plant equipment sites 28

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3.5.2 Water abstraction 28

3.6 Project alternatives .......................................................................................................................... 28

3.6.1 Do nothing option 28

3.6.2 Alternative road designs 29

3.6.3 Alternative material sources 29

3.6.4 Alternative materials 30

4 ENABLING POLICY, LEGAL AND REGULATORY FRAMEWORKS ................31

4.1 National policy frameworks ............................................................................................................ 31

4.1.1 The National Environment Management Policy, 1994 31

4.1.2 The National Water Policy, 1999 31

4.1.3 The Policy on Conservation and Management of Wetland Resources, 1995 32

4.1.4 Uganda Gender Policy, 2007 32

4.1.5 The National Land Use Policy, 2007 32

4.1.6 Transport Sector Policy 33

4.1.7 The National AIDS Policy (2004) 33

4.2 Legal frameworks ........................................................................................................................... 34

4.2.1 The Constitution of the Republic of Uganda 34

4.2.2 The National Environment Act, Cap 153 35

4.2.3 The Water Act Cap 152, 1995 36

4.2.4 Mining Act, 2003 37

4.2.5 The Traffic and Road Safety Act 1998 37

4.2.6 Land Act, Cap 227 37

4.2.7 The Survey Act 1964 38

4.2.8 Road Act, Cap 358 38

4.2.9 The Access to Roads Act, 1965 40

4.2.10 The Land Acquisition Act, 1965 40

4.2.11 The Historical and Monuments Act, 1967 40

4.2.12 The Occupational Safety and Health Act, 2006 41

4.2.13 The Workers Compensation Act, 2000 41

4.2.14 Local Governments Act, Cap 243 42

4.2.15 Employment Act No 6, 2006 42

4.2.16 Petroleum Supply Act, 2003 43

4.3 Enabling Regulatory Frameworks .................................................................................................. 44

4.3.1 The Environment Impact Assessment regulations, 1998 44

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4.3.2 The National Environment (Wetlands, River Banks, and Lakeshores Management)

Regulations, 2000 44

4.3.3 National Environment (Noise Standards and Control) Regulations, 2003 45

4.3.4 Environment (Waste Management) Regulations, 1999 46

4.3.5 The Environmental Audit Guidelines for Uganda, 1999 46

4.3.6 Property rights and compensation 47

4.3.7 General principles relating to compensation in Uganda 48

4.4 International Agreements ................................................................................................................ 48

4.4.1 The Convention concerning the Protection of the World Cultural and Natural Heritage

(World Heritage Convention, 1972) 48

4.4.2 The African Convention on the Conservation of Nature and Natural Resources, 1968 49

4.4.3 The United Nations Framework Convention on Climate Change, 1992 49

4.4.4 Convention for the Safeguarding of the Intangible Cultural Heritage, 2003 50

4.4.5 The Stockholm Convention, 2004 50

4.5 International /development partners’ Requirements and Guidelines .............................................. 51

4.5.1 World Bank (WB) Safe guard policies 51

4.6 Institutional Framework .................................................................................................................. 53

4.6.1 The Ministry of Works and Transport 53

4.6.2 Uganda National Roads Authority (UNRA) 53

4.6.3 The National Environment Management Authority (NEMA) 54

4.6.4 Ministry of Land, Housing and Urban Development 54

4.6.5 The Kampala Capital City Authority (KCCA) 54

4.6.6 Ministry of Gender, Labour and Social Development 55

5 EXISTING ENVIRONMENTAL AND SOCIO – ECONOMIC BASELINE OF THE

PROJECT AREA.........................................................................................................................56

5.1 Introduction ..................................................................................................................................... 56

5.2 Physical Environment of the proposed project area ........................................................................ 56

5.2.1 Physical status of the project roads and junctions 56

5.2.2 Geology and soils 61

5.2.3 Climate 61

5.2.4 Rainfall 61

5.2.5 Temperature 62

5.2.6 Relative Humidity and wind 62

5.2.7 Hydrology and water resources 62

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5.2.8 Mineral resources 63

5.2.9 Topography 63

5.2.10 Construction work water sources 63

5.2.11 Noise 63

5.3 Biological Environment Vegetation ................................................................................................ 64

5.3.1 Background 64

5.3.2 Study Methodology 65

5.3.3 Results 65

5.3.4 Conservation status 66

5.3.5 Conclusions and recommendations 67

5.4 Socio-economic survey ................................................................................................................... 67

5.4.1 Administrative framework 67

5.4.2 Background Information 68

5.4.3 Location 68

5.4.4 Baseline socio-economic and cultural environment of the project area 69

6 STAKEHOLDER CONSULTATION AND PUBLIC PARTICIPATION .................71

6.1 Stakeholder consulted ..................................................................................................................... 71

6.2 Stakeholder consultations ............................................................................................................... 72

6.2.1 Approach for stakeholder consultation 73

6.2.2 Thematic Areas 73

6.2.3 Community/ Stakeholder Sensitizations, concerns and opinions 73

6.2.4 Compensation and Grievance Redress 74

6.2.5 Community Participation in the Project 76

6.3 Socio -Economic Status of the project area .................................................................................... 76

6.3.1 Methodology 76

6.3.2 Sex of the Respondents 77

6.3.3 Main Source of Income 79

6.3.4 Type of Businesses to be affected 80

6.3.5 Current Use of Affected Structures 80

6.3.6 Negative Impacts 81

6.3.7 Recommendations by the PAPs 82

6.3.8 Other mitigations suggested by PAPs include; 83

6.4 Conclusion ...................................................................................................................................... 83

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7 ASSESSMENT OF POTENTIAL ENVIRONMENTAL AND SOCIAL IMPACTS

OF THE PROPOSED PROJECT AND RECOMMENDED MITIGATION MEASURES

84

7.1 Introduction ..................................................................................................................................... 84

7.2 Pre-construction phase impacts on the socio-economic environment ............................................ 84

7.2.1 Positive impacts 84

7.2.2 Potential Negative Impacts 84

7.3 Construction phase .......................................................................................................................... 87

7.3.1 Potential impacts on the socio-economic environment 87

7.3.2 Impacts on the Bio-physical environment 100

7.4 Post construction phase ................................................................................................................. 120

7.4.1 Potential impacts on the socio-economic environment 120

7.4.2 Potential impact on the biophysical environment 120

7.5 Cumulative impacts ...................................................................................................................... 122

7.5.1 Sourcing of the construction materials 123

7.5.2 Vegetation clearance 123

7.5.3 Impact on air quality from construction equipment and traffic 123

8 ENVIRONMENTAL AND SOCIAL MANAGEMENT AND MONITORING .......125

8.1 Overview ....................................................................................................................................... 125

8.2 Objectives of the ESMMP ............................................................................................................ 125

8.3 Responsibilities of KCCA ............................................................................................................. 125

8.4 Responsibility of Contractors ........................................................................................................ 127

8.5 Finalization of the ESMMP .......................................................................................................... 128

8.6 Applicable Laws / Regulations / Policies ..................................................................................... 128

8.7 Performance monitoring of ESMMP implementation .................................................................. 129

8.8 Emergency Plan ............................................................................................................................ 129

8.9 Grievance Mechanism................................................................................................................... 129

8.10 Hydrocarbons Management .......................................................................................................... 131

8.11 Occupational Health and Safety Plan ............................................................................................ 132

8.12 Traffic Safety ................................................................................................................................ 133

8.13 Environmental Monitoring ............................................................................................................ 133

8.14 Monitoring Aim and Requirements .............................................................................................. 133

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8.15 Environmental Management and Monitoring Plan (EMMP) ........................................................ 134

8.16 Decommissioning/Restoration/Rehabilitation plan ...................................................................... 156

9 CONCLUSIONS AND RECOMMENDATIONS ........................................................158

REFERENCES ...........................................................................................................................159

APPENDICES ..............................................................................................................................162

List of Tables

Table 2-1: Impact assessment criteria and rating scale ................................................................................. 9

Table 2-2: Matrix for evaluation of impact significance ............................................................................ 10

Table 3-1: Activities of the proposed project components ......................................................................... 13

Table 3-2: Summary of investigated quarries for the proposed project ...................................................... 20

Table 3-3: Potential Sites for Borrow Areas .............................................................................................. 21

Table 3-4: Equipment and materials ........................................................................................................... 27

Table 4-1: Maximum permissible noise levels for construction site .......................................................... 45

Table 4-2: Maximum Permissible Noise levels for accelerating Vehicles ................................................. 45

Table 4-3: Maximum Permissible Noise levels for mines and quarries ..................................................... 46

Table 5-1: Noise levels as taken from various Junctions ............................................................................ 64

Table 5-2: Administrative framework of Kampala Capital City Authority ................................................ 68

Table 5-3: Socio-economic and cultural environment ................................................................................ 69

Table 6-1: Stakeholders consulted and the purpose for consultation .......................................................... 72

Table 6-2: Affected Persons and households .............................................................................................. 77

Table 7-1: Impact of land take and increased proximity to the expanded Makerere Hill Road ................. 97

Table 8-1: Grievance redress mechanism ................................................................................................. 130

Table 8-2Safe Handling Procedures ......................................................................................................... 132

Table 8-3: Environmental Management and Monitoring Plan ................................................................. 135

Table 8-4: Implementation costs summary ............................................................................................... 156

List of Figures

Figure 1: The ESIA process for the road projects in Uganda ....................................................................... 5

Figure 2: Proposed project sites in Kampala City ....................................................................................... 11

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Figure 3: Sex of Respondents ..................................................................................................................... 78

Figure 4: Status of Respondents In Relation to the Property ...................................................................... 78

Figure 5: Land Tenure ................................................................................................................................ 79

Figure 6: Main Sources of Income .............................................................................................................. 79

Figure 7: Types of likely businesses to be affected .................................................................................... 80

Figure 8 Uses of the affected structures ...................................................................................................... 81

Figure 9: Negative Impacts (%) .................................................................................................................. 81

Figure 10: Benefits of the road projects ...................................................................................................... 82

Figure 11: PAP suggestions ........................................................................................................................ 82

Figure 12: Vulnerability at Makerere University School of Law and Makerere College School structures

............................................................................................................................................................ 98

List of Plates

Plate 1: Matugga Gravel Source ................................................................................................................. 14

Plate 2: Gayaza Gravel Source.................................................................................................................... 14

Plate 3: Sonde Goma Gravel Source ........................................................................................................... 15

Plate 4: Nansana Ganda Gravel Source ...................................................................................................... 15

Plate 5: Nansana Naluvule Gravel Source .................................................................................................. 15

Plate 6: Luzira Gravel Source .................................................................................................................... 15

Plate 7: Crusher Run at Semuto Dott Services ........................................................................................... 16

Plate 8: Stockpile of Road Chippings ......................................................................................................... 16

Plate 9: Production of Aggregates .............................................................................................................. 16

Plate 10: Dott Services Batching Plant ....................................................................................................... 16

Plate 11: Hard Rock Quarry Site at Mbalala ............................................................................................... 16

Plate 12: Crushed Aggregates for road construction at Mbalala ................................................................. 17

Plate 13: Loading at Quarry at Matugga Kigogwa ..................................................................................... 17

Plate 14: Crusher at Matugga Kigogwa ...................................................................................................... 17

Plate 15: Nicontra Quarry Site after Blasting ............................................................................................. 18

Plate 16: Stockpile of Aggregates at Nicontra, Mbalala ............................................................................ 18

Plate 17: Kabira junction as seen from Kabira Country Club and the junction between old Kiira road and

the new Kiira road ............................................................................................................................... 57

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Plate 18: Some of the key developments likely to be affected by the dualling of Kiira road ..................... 57

Plate 19: Tuskys supermarket (a) and Telecommunication Masts and trees along (b) Makerere hill Rd ... 58

Plate 20: Outlook of Bakuli-Northern bypass Rd (a) at Bakuli Roundabout and culverts (b) on the road

directing storm water into settlements ................................................................................................ 58

Plate 21: Potentially affected cultural tree and Nakulabye roundabout along Kasubi-Northern bypass road

............................................................................................................................................................ 59

Plate 22: Mambule road starting point at Bwaise ....................................................................................... 59

Plate 23: Submerged culverts (a) and dredging the drainage channels (b) along Mambule Rd ................. 60

Plate 24: Outlook of Fairway Junction ....................................................................................................... 60

Plate 25: Outlook of Bwaise junction ......................................................................................................... 61

Plate 26: Consultations with Kasubi market vendors ................................................................................. 75

xvii

LIST OF ACRONYMS

DIZ Direct Impact Zone

DWD Directorate of Water Development

DWRM Directorate of Water Resources Management

EA Environmental Assessment

EIA Environmental Impact Assessment

EIS Environmental Impact Statement

EPRP Emergency Preparedness and Response Plan

ESMMP Environmental and Social Management and Monitoring Plan

ESIA Environmental and Social Impact Assessment

ESIS Environmental and Social Impact Statement

ESI Study Environmental and Social Impact Study

HIV Human immune Virus

HSE Health Safety and Environment

IIZ Indirect Impact Zone

LC Local Council

NEMA National Environment Management Authority

OP Operating Principle

PPE Personal Protective Equipment

ROW Right of Way

S/C Sub County

STDs Sexually Transmitted Diseases

ToR Terms of Reference

UNRA Uganda National Roads Authority

WB World Bank

ZOI Zone of Influence

GRM Grievance Redress Mechanism

GRS Grievance Redress Service.

1

1 INTRODUCTION

1.1 Background

Kampala Capital City Authority (KCCA) is mandated, among other things, to plan, develop and

maintain the city infrastructure. Good Infrastructure plays a major role in promoting growth and

poverty reduction. For long, the City’s infrastructure has received inadequate attention and funding

resulting into stagnation and dilapidation of the infrastructure while the population and demand

for services has been steadily growing.

Kampala has approximately 1,218 km of roads of which about 38.4% are paved (bituminized) and

61.6% are unpaved (earth or gravel). A significant portion of the unpaved road network is heavily

trafficked with over 500 vehicles per day. With the ever increasing traffic volumes has become

very expensive and unsustainable to maintain the unpaved roads. Almost 80% of the bitumen roads

and 99% of the unpaved roads are in a fair-to-poor condition due to a heavy maintenance backlog.

Some roads bear potholes, surface irregularities, and cracks, that adversely impact transport

system. Localized repairs have become expensive and uneconomical due to frequent break

breaking down of repaired road patchworks.

Traffic congestion in the city is fast growing not only because of the growing number of vehicles,

but also due to the poor road network, uncontrolled junctions, and insufficient road capacity.

Traffic congestion is neatly linked with higher vehicle operating costs, long travel times and poor

transport services. There is need to improve overall city aesthetics and quality of life that have

been compromised by dilapidated paved roads, sidewalks road shoulders and unpaved roads.

Upgrading the road infrastructure would to protect people and property and spur economic

development.

This backdrop is the basis against which The Government of Uganda through the Kampala

Institutional and Infrastructure Development Project (KIIDP) Phase 2 has processed a loan from

the International Development Association (IDA). Part of the Credit will be used for improving

key road links and junctions to improve traffic flow within Kampala Capital City. The proposed

upgrading of Roads and junctions is one of the projects described under the Third Schedule of the

National Environment Act, Cap 153 (Section 3) for which Environmental Impact Assessment

(EIA) is required. Therefore, this EIA for the proposed project has been conducted as a regulatory

requirement and in conformance with the World Bank Environmental and Social Safeguard

Policies.

MBW in association with PEC contracted Environmental Assessment Consult Uganda Limited

(EACL) to undertake environmental impact studies for the proposed upgrading of Roads and

junctions. These junctions are located at; Bwaise, Fairway Hotel and Kabira after which they are

herein named to be Bwaise junction, Fairway junction and Kabira junction respectively. The

proposed project involves upgrading to Dual Carriageway, mostly for Kiira Road section 0.8km,

2

Bakuli-Nakulabye-Kasubi-Northern Bypass Road, 4.87 km, Makerere hill road Dualling, 1.7 km.

The 1km Mambule road will be reconstructed to single paved carriageway.

1.2 Purpose of ESIA Study

Environmental and Social Impact Assessment (ESIA) for the proposed upgrading of Roads and

junctions is a regulatory requirement as per the National Environment Act, Cap 153 (Section

3)Section 19 (3) (a) specifically highlights the need for ESIA for ‘transportation, including – ‘all

major roads’.

The proposed projects area is predominantly a built urban environment with structures and heavy

traffic. The area setting implies that project activities could potentially result in several

environmental and social-economic impacts. This ESIA seeks to identify potential project impacts

(positive and negative) recommend applicable mitigation measures for negative impact and

enhancement of positive impacts. The specific objectives of the ESIA include the following:

To examine the existing environmental and social baseline conditions of the proposed project

area.

To obtain stakeholders views on the proposed project.

To identify the potential significant environmental and social impacts of the proposed project.

To determine and analyze the level of significance of the potential significant environmental

and social impacts of the proposed project.

To recommend measures to avoid, offset, or reduce the potential adverse environmental and

social impacts of the proposed project.

To recommend measures to enhance the positive potential environmental and social impacts

of the proposed project.

To review the relevant national policy, legal and regulatory frameworks and standards

governing the implementation of the proposed project.

1.3 EIA Study Scope

The environmental issues covered in this EIA study, during the design review process and baseline

assessment areas, as specified in this ESIA are presented below:

Potential Biophysical impacts and socio – economic impacts during the planning and

design phase;

Potential Biophysical impacts, Biological impacts, Impact on water quality and

hydrology and Socio – economic impacts during construction phase of the project;

Potential landscape and visual impacts during the construction and operation of the

Project;

Potential impacts to cultural heritage resources;

3

Potential cumulative environmental impacts of the Project and associated works, through

interaction or in combination with other existing, committed and planned projects in their

vicinity, and that those impacts may have a bearing on the environmental acceptability

of the Project.

The study team undertook both desk study and field studies on the above impacts; review of

secondary data including previous studies and designs carried out on this project was also done.

Further the Study Team undertook some advanced consultation with the local residents to identify

key concerns and issues. Overall support for the project was expressed by the local community in

anticipation that the development will reduce traffic jam and general congestions on these roads.

Subsequently major views were sought from the local villagers and the key issues raised, together

with how these will be solved have been addressed in this EIA Report, as detailed below:

a) Affected private land: Financial compensation to be arranged with KCCA and the area will

be reinstated and seeded after the construction works have been completed.

b) Request to reduce the works area affected: As indicated in this report alignment and location

and size of the works areas, has been carefully reviewed to minimize the areas affected.

c) Request to avoid works at night time: While any night-time works would be controlled under

the Noise Control Act, night-time works are not proposed.

1.4 Details of the developer

Name and address: Kampala Capital City Authority

Plot 1-3 Apollo Kaggwa Road

P. O. Box 7010

Kampala, Uganda

1.5 Cost of investment

The approximate cost of investment is 114 billion Uganda Shillings.

1.6 Structure of the report

The structure of this report is informed in by the requirements of Uganda EIA Regulations (1998).

Besides the executive summary and introductory section, the report is comprised of the following

sections:

Section 2: Presents the study process and methodology used to conduct this ESIA

Section 3: Presents the Project Description; providing an outline of the proposed roads and

junctions.

4

Section 4: Discusses the enabling national legal and policy frameworks, international

guidelines and the relevant functional institutional structures in place.

Section 5: Presents the environmental and socio-economic baseline with a comprehensive

description of the background environmental and socio-economic characteristics of the

project areas.

Section 6: Presents the stakeholder consultations and public participation. It entails the

summary discussion of the methods used during project consultation and a summary of the

views and comments from the public and stakeholders engaged.

Section 7: Discusses the potential impacts on the socio-economic and biophysical

environment at and around the proposed project areas and applicable mitigation measures.

Section 8: Presents environmental and social management and monitoring; proving an

outline of how KCCA will manage the project to mitigate environmental and social impacts

associated with the project.

Section 9: Discusses the conclusions and recommendations

5

2 ESIA Study Process and Methodology

2.1 The general ESIA process

The ESIA study process follows the ESIA process as outlined in the Guidelines for Environmental

Impact Assessment in Uganda, 1997. As such, a scoping exercise was carried out as an initial step

of ESIA to assess the scope of the likely environmental and social impacts of the proposed project

and develop the Terms of Reference for the comprehensive environment and social impact study.

The scoping exercise involved field reconnaissance visits, literature review, and comprehensive

consultations with relevant stakeholders.

2.2 ESIA methodology

The methodology utilized in carrying out this ESIA was based on the requirements of Uganda

Environmental Impact Assessment Regulations (1998) and was guided by the EIA guidelines

(NEMA, 1997).

Figure 1: The ESIA process for the road projects in Uganda

Source: Draft EIA Guidelines for road projects in Uganda (MWHC, 2004)

6

As a requirement, a scoping study was undertaken to identify important issues to be examined in

detail during ESIA process, and thereafter develop the Terms of Reference (ToR) for approval

with conditions by NEMA following consultation with other lead agencies. This ESIA report was

then designed to incorporate the information and requirements presented earlier in the scoping

report and the ToR approved by NEMA.

2.3 Environmental and Social Baseline Surveys

Environmental and social baseline surveys were conducted within the project area. The surveys

were carried out to provide an understanding of prevailing socio and environmental situations, and

also to provide a basis for future monitoring of the environmental and social implications of the

project.

For the baseline surveys, emphasis was laid on the social-economic environment (given that the

project is in an urban setting and very populated area) and flora. It is important to note that ;-(

Geotechnical and hydrological surveys were covered under different studies and form part of the

whole review and design report submitted to the client by the engineering consultant). The social-

economic environment baseline surveys were conducted between 20th August and 3rd October

2013 and the flora baseline surveys were conducted on 16 and 17th November 2013.

2.3.1 Flora study

Given the short distances of the roads (1–4 Km); the sampling method adopted was to

systematically survey the entire road lengths. That is, the whole lengths of the roads were walked

while recording all the plant species that were encountered.

2.3.2 Socio-economic survey

The methodology employed for the social impact assessment involved a series of data collection

methods including; key informant interviews and focus group discussions with local community

people along the ZOI, interview with community leaders and local government leaders along the

ZOI, interviews with central government agencies, and a review of relevant secondary sources

related to the road project. Secondary documents reviewed included District Development Plans,

National Development Plan (NDP, 2010-2015) among others as indicated in the references.

During the focus group discussions; Consultation and sensitization involved a participatory

approach in which the team described the pre-, during, and post- construction activities planned

and informed the community about the environmental impacts expected as well as the schedule of

activities. Then the community was given opportunity to respond by asking questions or making

comments about the planned project activities and the expected impacts and together mitigation

measures were proposed.

7

It’s important to note that this being a review with time constraint; data collection tools were not

specifically developed for this particular exercise but rather the previous studies’ tools were used.

The team endeavored to organize as many meetings with the project affected persons as possible

and the list of minutes for various meetings held are annexed in this document.

2.3.3 Literature review

Literature relating to the project and its environs was reviewed. The literature included documents

such as the District and Division/Sub-County Medium Term Development Plans of the potentially

affected areas and documents with information related to the proposed project. Topographic maps

and land cover maps of the project area were also reviewed and referenced. Review of literature

further covered the Guidelines for Environment Impact Assessment in Uganda, and relevant

legislation and regulations, as well as ESIA briefing packages provided by the developer.

Literature concerning industry best practice and guiding principles of internationally recognized

charters/institutions and/or bodies were reviewed to benchmark the proposed environmental and

social performance of the project. Among others the review included but was not limited to

literature from the World Bank Environmental and Social Safeguards Policies..

The literature listed above was summarized and is considered to be important for two main reasons:

The literature has been developed on the basis of experience of many projects around the

world and aims to ensure that projects are successful, while providing benefits to both the

project developer and the host communities.

International stakeholders use these guidelines as a benchmark to evaluate a project,

particularly where projects are sponsored by multinational companies or where they

involve sensitive issues (e.g. compensation, biodiversity, and cultural heritage).

2.3.4 Stakeholder Consultations

As required by the Guidelines for EIA in Uganda, consultation meetings were held with various

stakeholders in order to obtain their comments and views on the proposed project. The list of the

stakeholders that were consulted both during scoping and during the actual ESIA study, along with

a summary of the stakeholders’ views and comments on the proposed project is presented under

Chapter 5 of this report. The stakeholders’ detailed views and comments on the proposed project

are attached as Appendix III. The details of the stakeholders consulted are presented under

Appendix IV.

2.3.5 The Chance Finds Procedure

In line with the World Bank safe guard policies (OP 4.11), the chance finds procedure has been

developed to be followed during excavations with respect to the Physical Cultural Resources.

Given that the proposed projects are located in the Buganda Kingdom area, the possibility of

8

chance finds cannot be underestimated. Therefore, the following steps will be undertaken in the

event of a chance finding;

The GPS coordinate points of any archaeological or historic findings will be taken and the

site identified with a flag tape.

The developments will be reported to the foreman and the Contractor immediately

Construction works will immediately cease along that section, and the Supervising

Engineer, Department of Museums and Antiquities and the nearest authority u will be

immediately informed of the site and the actions taken for him/her to take an appropriate

decision on the way forward.

Cooperate with the Department of Museums and Antiquities and other responsible

agencies to remove the findings from the project area

Advise on the recovery, packaging and labeling of the findings for transfer to the National

Museum or any alternative location at the choosing of the responsible authorities

Care will be taken during the excavation of borrow pits to avoid family or clan graveyards. It is

required that the contractor establishes the proximity of potential graveyards around the selected

burrow pits before final negotiation with the owner of the relevant land. However, in the event that

human remains are found, the above mentioned actions will be undertaken and the Contractor will

further;

Schedule an inspection visit with an archeologist to confirm whether or not the remains are

human

The remains will be recovered and taken either to the National Museum, National Forensic

Laboratory, or any alternative site decided by Department of Museums and Antiquities in

coordination with other relevant agencies.

2.3.6 Methodology for assessing the impact significance

Assessment of the impact significance used two concepts; the impact likelihood and impact

severity as hereunder discussed;

a) Impact likelihood: how likely is the impact to occur? The likelihood ratings were classified in

four scales; none, low, medium and high as described in Table 1.

b) Impact severity: how severe is the impact (low, medium, and high). Severity of an impact is a

function of a range of considerations including impact magnitude, impact extent, and impact

duration. The rating scales used for magnitude, extent and duration are shown in the table1.

9

Table 2-1: Impact assessment criteria and rating scale

Criteria Rating scales

Intensity (The expected

magnitude or size of the impact)

Negligible- where the impact affects the environment in such a

way that natural, and /or cultural and social functions and

processes are negligibly affected and valued, important, sensitive

or vulnerable systems or communities are negligibly affected.

Low- where the impact affects the environment in such a way that

natural, and/or cultural and social functions and processes are

minimally affected and valued, important, sensitive or vulnerable

systems or communities are minimally affected. No obvious

changes prevail on the natural, and / or cultural/ social functions/

process as a result of project implementation

Medium - where the affected environment is altered but natural,

and/or cultural and social functions and processes continue albeit

in a modified way, and valued, important, sensitive or vulnerable

systems or communities are moderately affected.

High - where natural and/or cultural or social functions and

processes are altered to the extent that they will temporarily or

permanently cease, and valued, important, sensitive or vulnerable

systems or communities are substantially affected. The changes to

the natural and/or cultural / social- economic processes and

functions are drastic and commonly irreversible

Extent (the area of

occurrence/influence by the

impact on the subject

environment)

Site-specific (within 1 km radius of the site)

Local (within 5 km radius of the site)

Regional (district wide, nationally or internationally)

Duration (The predicted lifetime

of the impact)

Short-term (0 to 5 years)

Medium term (6 to 15 years)

Long term (16 to 30 years) -where the impact will cease after or

during the operational life of the activity either because of natural

processes or by human intervention.

Permanent - where mitigation either by natural process or by

human intervention will not occur in such a way or in such a time

span that the impact can be considered transient.

Probability (The likelihood of the None – where the impact will not materialize

10

Criteria Rating scales

impact occurring) Low – where the possibility of the

Impact materializing is very low (<20%)

Medium – where there is a good possibility (30%-60% chance) that

the impact will occur.

High– where it is most likely (60% -100% chance) that the impact

will occur.

With reference to NEMA EIA guidelines, the impact severity considerations (Magnitude, extent

and duration) were awarded values as shown below;

Magnitude Extent Duration

High=60 Regional =60 Long term/permanent =20

Medium= 20 Local = 20 Medium-term =10

Low = 10 Site-specific =10 Short-term=05

The impact severity was then calculated by summing up the magnitude, extent and duration value.

Any sum below 40 was given a severity rating of low. Any sum between 40 and 79, was given a

severity rating of medium and any sum above 79 was given a severity rating of high.

Impact significance was then derived as a combination of the above two concepts (likelihood and

severity). The process of combining impact severity and likelihood is shown in the table below.

Table 2-2: Matrix for evaluation of impact significance

Impact

Severity

Impact Likelihood

None Low Medium High

Low Negligible Negligible Negligible - Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Interpretation of impact significance ratings

Major, shaded red: These denote that the impact is un-acceptable and mitigation

measures must be implemented to reduce the significance.

Minor–moderate and moderate, shaded orange: Impacts in this region are considered

tolerable but efforts must be made to reduce the impact to levels that are as low as

reasonably practical.

Negligible, Negligible-minor, and minor, shaded yellow and white: Impacts in this region

are considered acceptable

11

3 PROJECT DESCRIPTION

The proposed project focuses on upgrading of roads and junctions in Kampala Capital City. The

junctions include; Bwaise and Fairway and Kabira. The proposed roads are; Kiira Road (0.8km),

Bakuli-Nakulabye-Kasubi-Northern Bypass Road (4.87 km), Makerere hill road (1.7km) and

Mambule road (1km). Except for Mambule road which will be upgraded to single-paved carriage

way, the rest of the roads will be dualled.

Figure 2: Proposed project sites in Kampala City

12

Figure 2 shows the proposed project sites in Kampala city and the detailed GPS coordinates are

presented in Appendix 1.

3.1 Objectives of the project

The objectives of the proposed project are;

To reduce on heavy traffic jams caused by conflicting use of road space

To improve access to goods/passenger transport services and reduce transport costs along the

route

To improve access to social and economic development opportunities within the city, by

providing high capacity infrastructure

3.2 Rationale/Justification for the project

Due to the present fast economic growth, the recent traffic projections and other projections made

more than 10 years ago have been rendered obsolete as the current levels of traffic far exceed

earlier projections. This has severely affected the road capacity.

Meanwhile, the drivers of fast growing traffic congestion in Kampala city are various. They

include poor road network, uncontrolled junctions and insufficient road capacity. This has

compromised the city aesthetics and quality of life. The proposed project is aimed at meeting the

present high levels of traffic demand by improving the roads capacity to further cope with potential

future increase in traffic. Thus, the project will directly improve smooth traffic flow and reduce

environmental and economic cost associated with exhaust emissions from increased fuel

combustion due to repeated acceleration at low speed and loss of productivity (from reduced speed

of commercial transport and workers arriving late).

3.3 Project duration

The project is planned to take 3 years, divided into the following phases;

(i) Planning and design phase: 1 year

(ii) Construction phase: 2 years

3.4 Activities of the proposed project

Implementation of the proposed project will generally involve the expansion of three roads and

upgrade of 1 road (Mambule road). The improvement of junctions will involve modification of

junction layout to apriority junction so that traffic is effectively guided by road marking. It also

involves channelization and installation of traffic signal signs as well as lighting systems.

13

The project involves several activities with some of them specific to either upgrading of the roads

or modification of road junctions while others are crosscutting. . Overall, the activities include;

land clearance, excavation, cut and fill, paving, leveling and others, spread throughout the pre-

construction construction and post construction phases of project implementation as shown in

Table 3-1;

Table 3-1: Activities of the proposed project components

Project phase Project activity Project component

Preconstruction phase Road Junction

Construction material investigations X X

Surveying X X

Road inventory X

Data collection (e.g. traffic data) X X

Land acquisition X

Recruitment of labor X X

Design and desk work X X

Construction phase

Land clearance X X

Top soil removal X X

Quarry operations X X

Construction of access roads X X

Drainage works X X

General earthworks X X

Gravel excavation X X

Surfacing X X

Ancillary works X X

Post construction

phase

Pothole patching, X

Cleaning drainage systems X X

Regular maintenance including street

lights

X X

Re-sealing X X

Re-painting of road markings X X

14

3.4.1 Pre-construction activities

3.4.1.1 Construction Material Investigations

Conventional methods of material investigations involve field visits and collection of construction

materials for laboratory tests. During the investigations, sub-grade soils, base material and sub-

base materials under the existing alignment are tested. The investigations also involve

identification and collection of materials from borrow pits and quarry sites, excavation and

collection of materials from test pits along the road alignment, collection and testing of materials

among other activities.

Under the project design, most of the required materials (gravel, crushed stone materials, etc.) are

to be imported from existing commercial sources located in and around Kampala City.

Investigation of new materials sources would be only permitted if commercial materials are not

sufficient. As part of this assignment, potential material sources sites were identified and material

investigations carried out (test results can be got from the material investigation report for this

project). The materials sources were investigated and results presented in this ESIA. Due diligence

was conducted by the KCCA team and the results are integrated in Table 3-2 and Table 3-3

a) Borrow Areas:

Site visits at the sources of natural granular materials for subbase course and improved Subgrade

found that most of the gravel borrow sources within the reasonably short haulage distance of 5 -

10 km to the proposed project sites had been depleted owing to material requirements of several

past road constructions in and around Kampala City. These past constructions include major or

feeder roads within and out of the metropolitan city of Kampala and have exhausted lateritic gravel

sources within the reasonable circumferential perimeter. Hence, the investigated borrow areas

were located beyond the 10km radius from the city center. A pictorial presentation of potential

borrow pit sites is shown in a tabular format below.

Plate 1: Matugga Gravel Source Plate 2: Gayaza Gravel Source

15

Plate 3: Sonde Goma Gravel Source Plate 4: Nansana Ganda Gravel Source

Plate 5: Nansana Naluvule Gravel Source Plate 6: Luzira Gravel Source

b) Quarry Sites:

Investigation of quarry sources sought to establish their suitability for the production of chippings

for bituminous surface treatment, graded crushed stone for subbase/ base and aggregates for

concrete works. Potential hard rock quarries were identified at Semuto on Matugga Semuto

Kapeeka road, Mbalala-Mukono on Kampala-Jinja road and at Matugga on Bombo road.

i. Semuto Dot Quarry

This quarry is located about 30km from Matugga town in Semuto village, owned and operated by

DOT Technical Services Ltd. Operating equipment at the quarry include a crusher and a batching

plant for the production of asphalt concrete. The quarry has distinct features of gneiss granite rock

with alternating light and dark grey texture strips. The light strips are preoccupied by cemented

coarse particles and the dark grey strips are of fine particles.

16

Plate 7: Crusher Run at Semuto Dott Services Plate 8: Stockpile of Road Chippings

Plate 9: Production of Aggregates Plate 10: Dott Services Batching Plant

ii. Mbalala Stirling Quarry

Stirling quarry is located, approximately 30km from Kampala city off Jinja road at Mbalala and is

made of typical pink granitoid gneiss rock which is characterized by angular shaped aggregates

after crushing. The rock shows signs of weathering processes that decrease with depth.

Plate 11: Hard Rock Quarry Site at Mbalala

17

Plate 12: Crushed Aggregates for road construction at Mbalala

iii. Matugga Energo Quarry

Matugga quarry is located at Kigogwa on Bombo road owned and operated by Energo Project.

The quarry is characterized by gneiss granite rock with angular shaped aggregates when crushed.

This quarry produces crushed stone aggregates for base and subbase pavement layers including

aggregates for concrete and rock fill for swamp treatment.

Plate 13: Loading at Quarry at Matugga Kigogwa Plate 14: Crusher at Matugga Kigogwa

iv. Nicontra Mbalala Quarry

Nicontra quarry is located on the same hill as Stirling Mbalala quarry and is characterized by

gneiss-granite rock yielding angular flaky chippings on crushing. The currently exposed and

exploited rock shows signs of weathering effects.

18

Plate 15: Nicontra Quarry Site after Blasting Plate 16: Stockpile of Aggregates at Nicontra,

Mbalala

v. Matugga DBL Quarry

The Matugga BDL Quarry is located about 500 M North of Matugga town along Bombo Road.

The possibility of expansion is minimal, as the Matugga Town Council has discouraged the use of

explosives. In the past, local residents have been injured by falling boulders while blasting was

taking place at the quarry site. Therefore, exploitation at this quarry can only be done at small

scale. Meanwhile, the Regional District Councilor has halted all the blasting activities at the

quarry.

Against this background, Matugga DBL Quarry is regarded as being unfit for consideration in the

implementation of the proposed project.

3.4.1.2 Surveying

Surveying involves detailed topographical surveys along the project route and cadastral surveys to

identify land and properties that will be affected during construction phase. It will also involve the

establishment of the centerline of the road and marking the limit of the current road reserve and

new land take-over limits for the proposed 25 meter wide right of way.

3.4.1.3 Road inventory

Road inventory involves the recording of the condition of all items and features along the project

road including junctions, road structures, condition, and drainage structures among others.

3.4.1.4 Traffic and other data collection

This activity involves collection of all traffic data, patterns, loads and movements on the existing

road. It also includes cross sectional traffic count (CSC), junction counts (TJC), origin destination

studies (O&D), road safety and accident data and axle load surveys; all the project roads.

19

3.4.1.5 Land acquisition

The construction of the dual carriageway will require land which is currently being used for other

purposes to be acquired. A resettlement Action Plan (RAP) has been prepared and approved by

the Chief Government Valuer to cater for the land take in order to ascertain the people affected

and work out compensation aspects. The requirement for land is particularly associated with

planned construction of the second carriage way, access roads, storage sites for materials and

equipment and material sources such as borrow pits and quarries.

Based on the proposed project plan, involuntary displacement of some people is inevitable. The

Government of Uganda (GOU) committed 8.75 million US Dollars for compensation of affected

persons. These funds will be used for compensation of PAPs during the project life time of five

(5) years. For the Financial Year 2014/2015, GOU earmarked UGX: 10 billion for compensation

and has so far released UGX: 4.9billion for the same. The remaining UGX: 5.1billion is expected

to be released in the 4th Quarter. Another UGX: 10billion has been earmarked for compensation in

the Financial Year 2015/16. The commencement of compensation is awaiting approval of the RAP

report by the chief government valuer. No civil works will be permitted to commence until all

PAPs have been compensated.

20

Table 3-2: Summary of investigated quarries for the proposed project

Quarry

No.

Quarry

Name Location

Distance

from

Project Road

(km)

Geology

Status and Operator’s contacts

Due Diligence conducted?

Remarks Materials

exploitation

status

Operator’s

contacts Yes/No

Findings on

conformance to

statutory requirements

Q-01 Semuto Semuto Village 44 km from

Kampala

Gneiss

Granite

Commercial Dott Services Ltd. No Alternatives nearer to the

project sites were

preferred, i.e., Seyani Int.

Co. Ltd., and Gentex

Enterprises.

Proof of

conformance with

statutory

requirements

required before

consideration

Q-02 Mbalala

Stirling

Mbalala/Mukono

Coordinates:

00.35585E,

032.83061N

30km from

Kampala

Pink

granitoid

Gneiss

Commercial, Stirling C.E. Ltd.

+25641 4504688

Yes

Company’s possession of

NEMA approvals

confirmed.

Recommended

Q-03 Matugga

Energo

Matugga Town:

Coordinates:

00.50290E,

032.51205N

25 km from

Kampala

Gneiss

Granite

Commercial Energo Projekt.

+256 41 4232000

Yes

Possession of approval

Certificates &

Compliance certificates

confirmed (Appendix ix).

Proof of

conformance

required before

procurement of

materials.

Q-04 Nicontra

Mbalala

Mbalala/Mukono.

Coordinates:

00.39642E,

032.69443N

30km from

Kampala

Granitoi

d Gneiss

Commercial NICONTRA Ltd.

+256 772 428510

Yes

Possession of NEMA

Certificate of (ESIA)

approval confirmed

(Appendix viii)

Recommended

Q-05 Matugga

DBL

Matugga Town 15 km from

Kampala

Granite

Gneiss

Commercial DBL Ltd No Due diligence ignored

due to initial negative

findings by the

Consultant

Not Recommended

Q-05 Seyani

Quarry

Off Karagi Road:

Coordinates:

00.47839E,

032.70293N

Approx. 35

km from

Kampala

Commercial Seyani

International Co.

Ltd

+256 41 4566095

Yes Possession of NEMA

Certificate of (ESIA)

approval posted at the

quarry (Appendix vii.).

Recommended

Q-06 Gentex

Quarry

Mattuga.

Coordinates:

00.50774E,

032.51341N.

Approx 24 km

from Kampala

Commercial Gentex Enterprises

+256-414286980

Yes Company found in

possession with the

Certificate of

Compliance at the

quarry.

Recommended

21

Table 3-3: Potential Sites for Borrow Areas

Ref Borrow

Area

Distance

from the

City

Centre

Location Material

Description

Estimated

quantity

available(m3)

Status and operator’s contacts Due diligence done?

Remarks Material

exploitatio

n status

Operator’s

contacts

Yes/

No

Findings on

compliance to

statutory

requirements

BP

01 Mattuga BP ~ 15 km

4 km from

Mattuga

Town

Coordinate

point:

00.46265E

032.50931N

Clayey

Gravels

(Laterites)

24,000 Commercial

Family owned

land. Rep.

Godfrey

Sentongo: 0702

83 7855

Yes

No statutory

approval of the site

in place

Recommended

BP

02

Gayaza

Manyangw

a BP

~ 20 km

In Kabubu,

5 km off

Kalangi

Road from

Manyangwa

. Coordinate

Point:

00.463229E

,

032.51341N

Silty

Gravels

(Quartzites)

54,000

Commercial

(gravel

mining and

artisanal

quarrying)

Family land,

rep. Mr.

Kijambu:

0774686347

yes

No statutory

approval of the site

in place

Recommended

for Subgrade

and treated

SubBase

BP

03

Sonde

Goma BP ~ 14 km

8 km from

Nalyaa

Bypass

Roundabout

. Coordinate

Point:

00.35219E,

032.69443N

Silty

Clayey

Gravels

(Laterites)

41,700

Commercial

but

abandoned

over quality

concerns

Owned by

Buganda

Kingdom

Yes

No statutory

approval of the site

in place

Recommended

for Subgrade

and treated

SubBase

BP

04

Nansana

Ganda BP ~ 12 km

5km from

Namugona

Bypass

Roundabout

Silty

Clayey

Gravels

(Laterites)

36,000

__

Not found. It

may not exist

yes

No statutory

approval of the site

in place

N/A

22

Ref Borrow

Area

Distance

from the

City

Centre

Location Material

Description

Estimated

quantity

available(m3)

Status and operator’s contacts Due diligence done?

Remarks Material

exploitatio

n status

Operator’s

contacts

Yes/

No

Findings on

compliance to

statutory

requirements

BP

05

Nansana

Naluvule

BP

~ 15 km

8 km from

Namugona

ByPass

Roundabout

.

Coordinates

: 00.46265E,

032.58572N

Clayey

Gravels

(Laterites)

46,000

Commercial

Privately

owned and

borrow site

already sold

into plots.

Gravel mining

is part of

construction

site preparation.

Care taker: Jane

Nakato

Yes

No statutory

approval of the site

in place

Recommended

for Subgrade

and treated

SubBase

BP

06 Luzira BP ~ 12km

Near

Chemical

Industries

Ltd. Luzira

Silty Sand-

Gravels

(Laterites &

Quartzites)

9600

__

Due diligence

not done.

No

__ N/A

23

3.4.1.6 Recruitment of labour

Labor will have to be recruited in order to undertake the various project activities.

3.4.1.7 Design and Desk work

This involves analysis of all field data and detailed design. This activity is critical for both

upgrading of the roads and construction of road junctions.

3.4.2 Construction phase activities

3.4.2.1 Introduction

Construction activities at road junctions are based on the structural integrity of each junction.

However, activities such as topographic surveys, removal of the existing wearing course made of

asphalt concrete to spoil, removal of base and subbase layers, investigation of material sources,

etc were generic for both the roads and junctions.

Bwaise junction: Reconstruction of Subbase, Base course and wearing course because existing

layers are defective and can no longer serve the purpose. The layers are likely to be modified by

recycling with graded crushed stone (CGS) 0/37.5mm to improve its grading and plasticity

characteristics and its mechanical strength.

The design report shows that the existing base of Mambule road approach has a CBR at 98% of

the AASHTO MDD of 36% and PI of 17% which do not meet the specification requirement of

base course material type of 80% minimum CBR and 8% maximum PI respectively.

Other activities include drainage works that involve construction of longitudinal drains and

installation of cross culverts of precast reinforced concrete type with vertical headwalls.

Fairway Hotel Junction: Proposed activities include scrapping off the existing asphalt concrete and

then rebuild afresh the pavement layers. This will be the process of reworking on the existing layer

to improve its properties and put a new base and a wearing course.

Drainage works will include construction of longitudinal drains of rectangular cross-section to

direct stormwater and onto the natural stream flowing through the Golf Course, and direct other

storm water from Garden City side of Yusuf Lule road towards Garden City and existing drainage

system. A total of 112 culverts will be installed given that the junction serves a total of 17 access

roads.

Kabira Club Junction: Proposed activities include scrapping off the existing double surface

dressing and rebuilding afresh the pavement layers. This action too, is because the existing

materials for sub base and base do not comply with the requirements of the specifications.

24

3.4.2.2 Land Clearance

This part of earth-stripping activities and it covers the land within the proposed project area and

involves clearing of trees, demolition of structures within the road prism. All material cleared will

have to be disposed of in NEMA approved dumping areas. It will also involve the removal of the

existing wearing course of asphalt concrete to spoil, which, if not contaminated by the subgrade

materials, will be reused in selected subgrade or as cut to fill in other pavement layers.

3.4.2.3 Top soil removal

Top soil removal will involve excavation and cutting away of top soils and other materials not

suitable for road construction. The cut-to-spoil materials will be hauled to the NEMA approved

locations or where possible, they should be re-used for grassing the slopes or restoration of

abandoned borrow pits from the past projects.

3.4.2.4 Quarry operations

The quarry operations involve use of explosives to blast rocks at quarries, crushing of rocks,

sorting and piling of crushed aggregate for road construction. They also include setting up and

operation of asphalt plants. This project targets existing quarries being operated by private

companies, for procurement of the required materials. Setting up of asphalt plant will require a

separate EIA to be done by the contractor.

3.4.2.5 Construction of access roads

If quarries, borrow areas and construction camps are not served by existing roads, then temporary

access roads will be constructed. The contractor will be required to carry out separate

environmental study for these facilities on signing of contract with KCCA.

3.4.2.6 Drainage works

Road works will involve construction and improvement of the drainage system complete with

culverts installations, catchwater drains, French drains, Kerb drains, side drains, outfalls, mitre

drains, off shoots, and cutoff drains. Drainage works on Makerere Hill road will, for instance cover

a distance of 1.6km, from Wandegeya Roundabout to Nakulabye Roundabout. They will involve

provision of longitudinal drains on the East of the road, with localized additional drains on the

West of the road in specific areas. Other activities include provision of culverts at relevant intervals

to transfer accumulated flow from East to West of the road. Longitudinal drains will be provided

with top covers for easy cleaning, which will also act as pedestrian walkways and provide access

to properties.

25

On all the roads and junctions, the activities associated with the installation of culverts will include

excavation of trenches, installation of culverts, backfilling, compaction and construction of inlets

and outlets structures including head and wingwalls.

3.4.2.7 General earthworks

During the construction phase, the general earth works for roads and some junctions will involve

numerous activities including;

Vegetation clearance and earth-stripping of topsoil at the corridors where the carriageway(s)

will be accommodated, borrow pits and quarries

Excavating the road formation in cuts and then using the material if suitable to form the

compacted embankments layers

Excavating spoil material that is unsuitable to form the road bed and replacing it with suitable

materials from cuts or borrow areas.

Filling of low-lying areas

Excavating side drains, catchwater drains, offshoots, outfall drains and foundations of other

drainage structures.

Scarifying and compacting the existing material if suitable to form the sub-grade in cuts or

laying and compacting selected sub-grade materials.

3.4.2.8 Borrow pit operations

Borrow material will be used where the overburden material obtained from cuts cannot cover

sections of fills, and low-lying areas such as swamps. Consequently borrow pits will be identified

close to the commencement of construction activities and actual sourcing of borrow materials will

take place during the construction phase.

Borrow pit operations include clearance of vegetation and stripping of topsoil, excavation of gravel

from borrow pits, and stock-pilling of the overburden materials, among other activities. It is

anticipated that there will also be routine monitoring and sampling of the excavated materials by

government archeologists to determine presence of any archeological artifacts worthy

conservation or studying.

Given the scarcity of borrow pits for gravel Base and Subbase course within reasonable hauling

distance from Kampala City, Crushed Aggregate Base and SubBase courses will replace the

granular base and subbase respectively, especially for Makerere Hill road. This will reduce

pressure on the existing scarce borrow pits in the fringes of the Kampala City.

3.4.2.9 Surfacing

The Contractor will first scrap off the existing asphalt concrete and scarify/improve and reconstruct

other pavement layers. Surfacing involves laying of an asphaltic concrete (AC) wearing course or

26

surface dressing of both the carriageway and the shoulders. In the proposed project, surface

dressing or Bit will be used and shall be taken from the UPDM catalogues. However, where steep

grades of more than 6% is found, Asphalt concrete instead of surface dressing shall be used. This

will help to avoid rapid deterioration of surface dressing.

Normally, the procedure is that prior to application of the AC surfacing, a bituminous prime coat

is applied on the base layer. Application of a surface treatment involves spraying hot bitumen on

the road surface followed by placing single size aggregates which range from 6 to 20mm. Bitumen

is heated.

The application of an AC surfacing will involve spraying a thin film of tar coat followed by the

laying of a hot mixture of aggregates, filler, and bituminous binder prepared at predetermined

proportions mostly in a stationery plant.

3.4.2.10 Ancillary works

The other activities expected to be under taken during the construction phase will include road

markings, placing of road signs, guardrails, installation of street lights and electrical works, among

others. Other activities may include establishment of temporary workers’ camps where necessary.

3.4.3 Post construction activities

The road post-construction phase involves the road operation and maintenance activities carried

out by the developer to ensure optimization of road operations. It includes both routine and

periodic maintenance works such as pothole patching, cleaning of drainage items, repairs of broken

road items including maintenance of street lights, among others. Other periodic maintenance

activities carried out after a scheduled period of time include re-sealing and re-painting of road

markings as well as enforcement of road rules and other control requirements.

3.4.4 Demobilization

The demobilization phase will commence at the conclusion of the construction phase. Activities

involved in the demoblisation phase will include demoblisation of ancillary facilities such as the

temporary workers’ camps and restoration of environmental components impacted by project

implementation. As part of environmental remediation therefore, the following activities will be

integral to the demobilization phase,

All temporary structures including camps, guard posts, etc., established to facilitate road

construction shall be demolished.

All sites used for storing construction materials shall be properly cleared and cleaned.

All waste generated by the project works shall be collected and properly disposed of to a

NEMA approved waste dumping site.

27

Except where private commercial borrow pits are used, all borrow pits shall be restored by

backfilling with spoil material from road cuts and stockpiled overburden (the material

found between top soil and the wanted gravel or ‘murrum’ during excavation) initially

removed from the borrow pit sites. A layer of top soil (loam, not less than 50cm thick) shall

be placed on top of the overburden and this layer planted with grass and/or trees indigenous

to the sites. In areas with steep terrain, the planting of grass shall be undertaken during the

dry season so that the top soil is not washed away by storm water before the grass grows.

In this case adequate watering shall be carried out until the grass is fully grown. Any cliffs

left behind at borrow and gravel pits after back filling shall be supported by stone filled

wire meshes. Any gaping holes left behind at borrow and gravel pits after backfilling shall

be fenced off.

Any unpaved areas cleared of vegetation such as temporary access roads shall be re-

vegetated with grass and trees indigenous to the sites.

Any unsettled issues of compensation and relocation shall be solved before start of any

civil/construction works.

All boulders and stones exposed during road construction shall be covered.

The restoration exercise should be supervised by a qualified environmental practitioner who

should produce a final mitigation report at the end of the exercise.

3.5 Project equipment and material requirements

The equipment and materials expected to be used during the implementation of the project are

presented in Table 3-4 below.

Table 3-4: Equipment and materials

Material/Equipment Estimated Quantity Source

Lateritic material 0.5 mill cubic meters Identified borrow pits

Quartzitic and granolithic crushed stones 100,000 cubic meters Identified quarries

Bituminous materials 9,000 cubic meters Imported bituminous

materials

Cement 50 metric tones Imported and locally

(Tororo) produced

Lime 50 metric tones Imported or locally (Kasese,

Tororo, etc.) produced

Chemical additives 100 liters Imported

Dozers 2 Contractor

Graders 4 Contractor

Heavy Compaction Equipment (Various) 3 Contractor

28

Material/Equipment Estimated Quantity Source

Loading buckets (wheel and track loaders,

etc.)

5 Contractor

Excavators (back hoes, back actors, etc.) 2 Contractor

Dump trucks 10 Contractor

Water and fuel tankers 3 Contractor

3.5.1 Plant equipment sites

Sites where equipment and construction material can be safely stored will be required. Equipment

such as crushers, asphalt plants, haulage trucks, and trailers etc., will need to be located at a specific

site. Road construction materials that would require storage include cement, lime, bitumen, oils,

lubricants, petrol, diesel, sand, aggregates, gravel, traffic signs, guard rails, concrete products

(culverts, kerbs, and marker posts e.t.c), road markings and bitumen adhesives.

3.5.2 Water abstraction

Water will be required in sufficient volumes to facilitate project activities. The estimated volume

of water required is more than 10 million liters. The anticipated source for this water is the

swamp/stream along the northern by-pass. Water abstraction will require that the Contractor

obtains a Surface Water Abstraction Permit from the Directorate of Water Resources Management.

3.6 Project alternatives

The project alternatives were assessed with particular focus on defined criteria, and mostly

considering location of the proposed projects, designs and technology used, construction and

operation procedures followed, and sources of raw materials and handling of wastes. Project

alternatives analyzed and results included obtained are;

3.6.1 Do nothing option

The “Do nothing” option (herein known as the no action scenario) was considered as critical in

planning the proposed projects. Ideally, it implies halting the proposed project implementation,

which would avoid the foreseen adverse environmental and social impacts such as dust emissions,

noise and exhaust emissions, land take, etc., associated with construction phase of project

implementation. It also means that the costs associated with implementation of the projects will be

foregone or saved.

However, the “Do nothing scenario” was found to be unsustainable due to the spectrum of benefits

likely to accrue from project implementation. These benefits include reducing traffic congestion

along with its associated cost (financial & time) to the public and general potential improvement

29

of the scenic view of the proposed project sites. As a result, the “No project option” was ignored

and instead project implementation was upheld as the most sustainable alternative.

3.6.2 Alternative road designs

As a cost reduction mechanism, it was considered that change in the road design would reduce the

time and financial cost of the project implementation in the short term. In this case, the three roads

(Kiira Road (0.8km), Bakuli-Nakulabye-Kasubi-Northern Bypass Road (4.87 km), Makerere hill

road (1.7km)) proposed for upgrading to dual carriage ways could be rehabilitated and retained as

single-carriage ways. This would reduce the project costs likely to be incurred through

compensation of the project affected persons (PAPs) and extra payments on labor and materials.

It would also reduce on the ecological footprint of the project through reduced dust and exhaust

emissions because of limiting operations to a much smaller area. The time of impact occurrence

from project activities would lessen.

The change of the road design was however ignored because of the positive impacts likely to be

foregone. It would imply the lost opportunity to realize long-term benefit streams including smooth

traffic flow and attendant low levels of air pollution from enhanced road infrastructure and reduced

traffic congestion. Moreover, improving the road infrastructure to dual-carriage ways would ease

service delivery in terms of easy access to social services in the proposed project areas. This

backdrop caused the consideration of dualling the roads as the most sustainable project alternative.

3.6.3 Alternative material sources

Various sources of gravel, aggregate and hardcore were identified in diverse parts (e.g. see sub

section 3.4.1.1) in the fringes of Kampala City, as potential sites for material sourcing during the

construction phase. It was considered that extraction of the materials from specified single sources

for all the roads and junctions would reduce spatial extent of the impact to particular areas and

limit noise emissions, dust and traffic congestion, health and safety risks to particular sections of

the city. This would help to manage traffic and subsequently ease efforts of restoring the degraded

areas.

This option was however considered unsustainable because the proposed projects are widely

scattered, each with relatively shorter distance to particular material sources, i.e., borrow pits and

quarries. Choice of the materials sources in the immediate environs to particular roads proposed

for upgrading would reduce the haulage distance and therefore low costs, shorter construction time

and low exhaust emissions from heavy trucks. Based on findings on environmental and social

aspects of quarries and borrow pits during field inspection (See Sub Section 2.4.1.1), Matugga

DBL quarry is not recommended for the proposed project.

30

3.6.4 Alternative materials

Generally, investigations on material sources in c) above confirmed that no sources of gravel

(borrow pits) for gravel base and subbase course were found within a reasonable haulage distance

from the proposed project sites. What was found were borrow pits for improved subgrade and fill

materials. As a result, alternative types of materials were considered, that is; Crushed Aggregate,

Lime Stabilized and Lateritic Aggregate modified with crushed stones. The market study found

that the three types of materials have almost the same costs. From the three types of materials,

crushed aggregate was chosen as the best alternative due to its superior technical advantages and

to avoid the disadvantages of Lime Stabilized Base/Subbase courses. Such disadvantages of Lime

Stabilization include the practical problems in admixing stabilizer into layers such as the highly

plastic clayey materials.

From the field surveys; drainage channels (channelization of storm water) and demolition of

structures located in the road reserve were noted as the potentially main challenges to the proposed

dualling and upgrading of the roads and junctions respectively.

31

4 ENABLING POLICY, LEGAL AND REGULATORY FRAMEWORKS

4.1 National policy frameworks

4.1.1 The National Environment Management Policy, 1994

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. Optimize 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.

The policy generally requires that projects or policies likely to have significant adverse

ecological or social impacts undertake an ESIA before their implementation.

The provisions of this policy instrument were critical in guiding the ESIA process and ensuring

that critical aspects of project activities do not adversely impact on the environment.

4.1.2 The National Water Policy, 1999

The National Water Policy seeks to manage and develop the water resources of Uganda in an

integrated and sustainable manner, so as to secure and provide water of adequate quantity and

quality for all social and economic needs of the present and future generations with full

participation of the stakeholders.

The policy draws its relevance from the proximity of the proposed project sites to surface water

bodies and the need to abstract water to support project activities such as dust control by water

sprinkling. The policy ensures that water use does not affect the water resources available to the

communities in both quantity and quality.

32

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

Wetlands are ecologically sensitive areas harboring a lot of aquatic macro and micro biota and

play critical ecosystem functions such as flood control and ground water recharge. 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. There are some degraded wetlands by some of the project roads that are likely

to be degraded further by the project activities.

Among the strategies of the policy is to carry out Environmental Impact Assessment on planned

developments that are likely to impact on wetlands. Its relevance therefore is strongly premised on

the need to protect wetland systems during project construction phase.

4.1.4 Uganda Gender Policy, 2007

The policy provides a legitimate point of reference for addressing gender inequalities at all levels

of government and by all stakeholders. The major aspects of this policy provisions include among

others;

Increased awareness on gender as a development concern among policy makers and

implementers at all levels;

Influencing national, sectoral and local government programmes to address gender issues;

Strengthened partnerships for the advancement of gender equality and women's

empowerment and increased impetus in gender activism.

Based on this policy, the project developer or contractor is expected to take gender issues into

account during the implementation phase and most particularly, through equitable access to the

job opportunities available.

4.1.5 The National Land Use Policy, 2007

The Policy seeks to achieve sustainable and equitable socioeconomic development through

optimal land management and utilization. The relevant specific goals of this policy include

ensuring adequately planned land use systems that provide for orderly and sustainable

urbanization, industrial and infrastructural development; adopt improved agriculture and other

land use systems that will provide lasting benefits for Uganda; to reverse and alleviate adverse

environmental effects at local, national, regional and global levels; to promote land use activities

that ensure sustainable utilization and management of environmental, natural and cultural

resources for national socio-economic development;

The policy puts emphasis on the need for coordination of activities of all stakeholders in land use

planning. The involvement of land owners, community groups, women, youth and the poor in

33

making land use related decisions that affect them is critical in the successful implementation of

the policy. The policy instrument is vital given the project’s land requirement for the expansion of

the roads, and therefore the developer’s need to consult the affected local communities.

4.1.6 Transport Sector Policy

The 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 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, and the most relevant

to this project is that, the government will ensure an optimum and sustainable road network and

bridge stock that balances traffic needs against safety and environmental demands.

The proposed project seeks to improve the road network in Kampala City and therefore increased

mobility of road users. Given that the city is a high end market for agricultural produce, the roads

will enhance movement and easy access to markets for agricultural produce in the Central Business

District and peri-urban areas.

4.1.7 The National AIDS Policy (2004)

The instrument provides overall policy framework for national HIV/AIDS response. The Policy

recognizes special groups, including migrant workers and recommends the need to identify

strategies to address migrant workers in view of the challenges posed by mobility and vulnerability

to HIV. This is consistent with Article 39 of the Constitution 1995, which provides for the right to

a clean and healthy environment. The Article implies 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.

The Policy requires all Government Ministries to develop specific policies to guide the process of

mainstreaming HIV/AIDS activities. Ministry of Works and Transport (MoWT) developed the

HIV/AIDS policy for the road sector and observes that while some road-sector activities have been

proved to be major conduits for HIV/AIDS transmission, others directly and indirectly contribute

to the fight against the pandemic. For instance, good roads and transport services can be used to

enhance access to HIV/AIDS prevention services and care. On the other hand, some sector

activities and good road networks have proved to be a conduit for increased spread of the pandemic

and examples include prostitution associated with road construction works and long-distance truck

drivers. The overall policy goal is to guide mainstreaming of HIV/AIDS activities to reduce

prevalence of HIV infection, provide care and support to infected and affected persons and to

mitigate effects of HIV/AIDS in the sub-sector. Specific objectives of the policy are to: Reduce

34

vulnerability and risk of HIV transmission in the roads sub-sector; Mitigate effects of HIV/AIDS

in the roads sub-sector; and further improve the capacity to respond to HIV/AIDS pandemic.

The National Strategic Plan (NSP) aimed to reduce the incidence of HIV and AIDS by 40% and

expand and scale up the social support and ensure that interventions of care and treatment are

accessible to 80% of those in need by the year 2012. What is even more important are the plan’s

three thematic service areas: Prevention, Care and Treatment and Social Support. Uganda Road

Sector Policy Statements, Guidelines

a) MoWT Guidelines for Mainstreaming Cross-Cutting Issues, 2008

Ministry of Works & Transport (MoWT) has in place guidelines for mainstreaming concerns and

interventions for cross-cutting issues into its activities, plans and programmes. The sub-sector

crosscutting issues include: Gender, Occupational Health and Safety, People with Disabilities and

the Elderly concerns and HIV/AIDS. The guidelines provide guidance on strategies, methods and

responsibilities for mainstreaming crosscutting issues in road infrastructure projects. The

developer is expected to make reference to the guidance contained therein to mainstream the cross

cutting issues into the proposed project.

b) MoWT General Specifications for Road and Bridge Works, 2005

MoWT developed general specifications for Road and bridge works that guide contractors

undertaking road and bridge works in addressing, amongst others, cross-cutting issues such as

gender, environment HIV/AIDS and OSH. The guidelines provide mitigation measures to be

integrated into road designs and implemented during construction and operation. Therefore, the

developer is expected to integrate the proposed measures into the project design and during the

project implementation phases.

c) EIA Guidelines for Road Sub-Sector, 2008

Finalised in 2008 by the MoWT, the EIA Guidelines for the road sector outline sector-specific

socio-environmental assessment requirements for road projects. They categorize various road

projects and levels of EIA to be undertaken depending on scale of the road project.

4.2 Legal frameworks

4.2.1 The Constitution of the Republic of Uganda

The importance of the environment in Uganda is recognized by the Constitution of the Republic of

Uganda of 1995. Article 245 points out that it is the duty of Parliament to protect and preserve the

environment from abuse, pollution and degradation and also to provide for measures intended to

manage the environment for sustainable development and promotion of environmental awareness.

Article 39 provides for the rights to a clean and healthy environment. The developer’s Contractor

35

will therefore have to ensure that the environment in which the proposed project will operate is

kept in an environmentally acceptable condition, as required by law.

4.2.2 The National Environment Act, Cap 153

Enacted in 1995, The National Environment Act details principles of environmental management

and the rights to a decent environment; institutional arrangements; environmental planning,

environmental regulations, environmental standards; environmental restoration orders and

environmental easements; records, inspection and analysis; financial provisions; offences; judicial

proceedings and international obligations.

The Act establishes and defines functions of NEMA as a body responsible for management,

monitoring and supervision of all environmental conservation activities (Section 4). This act

provides for various strategies and tools for environment management, which also includes the

EIA (Section 19) for projects likely to have significant environmental impacts. NEMA sets

multimedia environmental standards (Sections 24-32) to prevent contamination of air, water and

soil resources. The Act also provides NEMA with scope for in-situ and ex-situ conservation of

biological fauna and flora either on land or in water (Sections 42 and 43). Section 48 requires the

district environment committee and local environment committees to be responsible for

monitoring implementation of local land-use plans, which shall conform to the national land-use

plan. Section 106 outlines provisions to enable compliance with obligations of international

conventions on the environment.

Sections 34 (a) and (b) of the Act, outlines restrictions on using rivers, stating that no person shall,

in relation to a river or lake; use, erect, reconstruct, place, alter, extend, remove or demolish any

structure or part of any structure in, on, under or over the bed or excavate, drill, tunnel or disturb

the bed without due authorization of the competent authority outlined by the NEMA. Section 35

provides lead agencies and local governmental environment committees with a responsibility to

protect watercourses in Uganda from human activities that could adversely affect them or water

quality. Section 56 prohibits discharge of hazardous substances, chemicals, and oil among other

undesirable substances into the environment, except in accordance with guidelines prescribed

under NEMA.

The third schedule of the Act lists projects to be considered for ESIAs. Section 3 (a) and (b) of the

schedule requires an ESIA for all major roads and all roads in scenic, wooded or mountainous

areas. Section 6 of the schedule requires an ESIA for mining, including quarrying and open-cast

extraction of aggregates, sand and gravel and clay. Section 1 of the schedule stipulates an ESIA

for any activity out of character with its surroundings.

Based on the provisions of the Act, the developer shall, in addition to this ESIA for the road and

junctions, conduct environmental studies on ancillary facilities and material sources. For material

sources under commercial private operators, KCCA shall conduct due diligence to ensure that

36

material sources with approval of NEMA or other responsible agency are recommended to the

Contractors.

4.2.3 The Water Act Cap 152, 1995

The Act provides for the management of water resources in Uganda. Subsection 31(1) of the Act

deals with prohibition of pollution to water and stipulates that a person commits an offence who;

unless authorised under this Part of the Act, causes or allows:

(i) Waste to come into contact with any water.

(ii) Waste to be discharged directly or indirectly into water.

(iii)Water to be polluted.

Section 6 (1) (b) prohibits any person to construct or operate any works in any water other than

under the provisions of the Act. Section 6 (2) (a) prohibits any person to sink any well or use water

pursuant to section 31 of the mining Act without a permit to undertake works or a water permit as

may be required by the Minister or regulations made under the Act.

Under Section 18 (2), a person wishing to construct any works or to take and use water is required

to apply to the director of The Directorate of Water Development for a permit to do so. The

developer’s contractor will therefore be required, by this section of the Act, to acquire water

abstraction permits if any water is to be taken from wetlands and acquire construction permits for

any work that will be undertaken under water.

Under Section 107, the Water (Waste Discharge) Regulations (1998); the Water Supply

Regulations (1999) and the Sewerage Regulations (1999) have been put in place to implement the

Act and are aimed at minimising pollution of public waters by developers and other users.

According to Regulation 4 (1) of the Water (Waste Discharge) Regulations (1998): No person will

discharge effluent or waste on land or into aquatic environment contrary to the standards

established under regulation 3; unless he or she has a permit in the format specified in the First

Schedule of the Act issued by director of The Directorate of Water Development (DWD).

The objective of the Act is to enable equitable and sustainable management, use and protection of

water resources of Uganda through supervision and coordination of activities that may impact

water quantity and quality.

Consistent with this Act, a Surface Water Abstraction Permit for road surface wetting to reduce

dust emissions, concrete batching, and general site activities has been obtained as shown in

Appendix XI.

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4.2.4 Mining Act, 2003

Section 3 on ownership of minerals states that the entire property in and control of all minerals in,

on or under, any land or waters in Uganda are and shall be vested in the Government,

notwithstanding any right of ownership of or by any person in relation to any land in, on or under

which any such minerals are found. However, a person may acquire the right to search for, retain,

mine and dispose of any mineral in Uganda by acquiring such right under and in accordance with

the provisions of this Act (Section 3).Material sources will be required for this project hence the

need for quarries. The developer is advised to comply with all the requirements of this Act in the

process of material acquisition

4.2.5 The Traffic and Road Safety Act 1998

The Traffic and Road Safety Act seeks to enforce safe utilization of public roads. The Act requires

developers of public roads to take measures that guarantee safety of road users during project

implementation. These include alternative routing of traffic, safety signaling, and traffic wardens.

This project being in an urban setting with very high population the developer is advised to comply

with the traffic rules during the construction phase to ensure accidents are avoided

4.2.6 Land Act, Cap 227

The Land Act provides for tenure, ownership and management of land. Land is to be used in

compliance with relevant national laws such as those listed in Section 43 including the Water Act

and National Environment Act. Section 44 reiterates the constitutional mandate for government or

a Local Government to protect environmentally sensitive areas for the common good of the people

in Uganda.

Section 70 (1) states that subject to Section 44 of this Act, all water rights in any natural

watercourse shall be reserved to the Government and no such water shall be obstructed, polluted

or otherwise interfered with except in pursuance of permission in writing granted by the Minister

responsible for water or natural resources in accordance with the Water Act.

The Act further states that; all land in Uganda, whether alienated or not, is subject to all existing

public rights of way which are reserved and vested in the Government on behalf of the public, and

that all such rights of way are maintained by the public uninterrupted unless they are terminated

or altered by the decision of the Minister in writing. Under this Act, an authorized undertaker

executing public works on land shall promptly pay compensation to any person having an interest

in the land for any damage caused to crops or buildings and for the land and materials taken or

used for the works. However, the after effects of such works which may lead to environmental

degradation are not addressed by the Act. The project involves construction work on roads some

of which the developer lacks land titles for while in some areas more land will be acquired to meet

the requirements expansion of the road. The developer should comply with this Act in the process

of land acquisition.

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4.2.7 The Survey Act 1964

Before any attempts are made to construct any road or highway in any part of the country, a survey

of the area has to be carried out. The Act governs survey operations in Uganda.

Under this Act, the commissioner of Surveys can authorize the carrying out of a survey of any land

if it is necessary. However, where a general survey is necessary, notice of such specifying the local

limits of the area affected has to be published in the gazette before the survey is undertaken. In

case the survey is of a special nature, which could be outside the capacity and scope of the

commissioner, then the minister may order for such a survey. In that case, the minister must specify

the nature of the survey to be carried out and its purpose. The minister is compelled to comply

with the provisions of the Act when doing so.

Only government surveyors or duly authorized officers with servants and workmen may enter

upon any land and make all or any inquiries and do or cause to be done all things necessary for

effecting such a survey.

Obstructing a surveyor when he is carrying out lawful activities is an offence under this Act.

However, in all cases, notice must always be given to the party to be affected by the survey.

With regard to compensation the Act stipulates as follows:

“Where any demand for compensation is made as a result of the clearance of any boundary or other

line , a Government surveyor shall, as soon as conveniently may be, inspect any trees, fences, or

standing crops which are alleged to have been cut down or damaged, and , if he or she shall

consider that any compensation should be paid, shall pay or tender to the owner of the trees, fences

or standing crops the amount of compensation which in his or her opinion should be allowed for

them”. However no compensation is payable by the Government in respect of any damage done

in the tracing, uncovering or repair of any survey or boundary mark previously placed in position

on any land or in respect of the clearance of boundary lines which have previously been cleared

for survey purposes. KCCA will engage the services of surveys in order to establish road

boundaries hence the need to comply with this Act.

4.2.8 Road Act, Cap 358

The Road Act, Cap 358 provides for the maintenance of roads and empowers the Minister of

Works and Transport and as well as the Local Governments. The need for Government to maintain

basic control over developments along the road is to ensure that basic necessities of maintaining

road geometry and engineering needs such as sight lines, horizontal curvatures, sight distances and

road safety considerations are in place.

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In cases of a road reserve, which is part of the road, there would be no compensation of any sort

to the owners of property standing or lying on the area gazetted as a road reserve (Section 6, Roads

Act, and Cap 358). The Roads Act Prohibits:

(a) Construction or erection of any building in contravention of its provisions, which interferes

in any way with the proper function of any cutting, ditch or culvert constructed in connection

with any road; or

(b) Planting or permitting to grow any trees, or permanent crops or grazing which interferes in

any way with the proper function of any cutting, ditch or culvert constructed in connection

with any road; or

(c) Connecting with any road any cattle path, bicycle track, side road or entrance or means of

access to a dwelling or to any other premises or place which interferes in any way with the

proper function of any cutting, ditch or culvert constructed in connection with a road or which

in the opinion of the road authority is likely to be dangerous to persons or vehicles using a

road.

If any of those prohibited acts occurs, the road authority shall give written notice to the owner or

occupier of the kind on which such offence took place requiring him;

(i) To pull down or remove the building or erection; or

(ii) To cut down or uproot the tree or crops;

(iii) To alter or repair the cattle path, bicycle track, side road or entrance or means of access

or to close the same

Any person who fails to obey such a notice within a reasonable time shall be guilty of an offence

and the court may order the same to comply with the requirements of the notice by a date to be

named in the order. No compensation can be made in respect of any damage arising out of carrying

out a lawful order prescribed either by the Act or Government.

A road authority may dig and take away materials required for the construction and maintenance

of roads in any part of a road reserve approved by the district commissioner without payment to

any person.

Under the Act, the Minister may declare, by statutory instrument, an area bounded by imaginary

lines parallel to and distant not more than fifty feet from the centerline of any road to be a road

reserve. The Act also stipulates that no person may, without the written permission of the road

authority, erect any building, plant any tree or permanent crops within a road reserve, subject to

any order made under the Act. In compliance with the provisions of the Act therefore, no

compensation should be made to the owners of any structures in the road reserves. The KCCA

shall prohibit any activity likely to conflict with the normal functioning of the roads proposed for

upgrading.

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4.2.9 The Access to Roads Act, 1965

The Access to Roads Act seeks to ensure that a private land owner who has no reasonable means

of access to public highway may apply for leave to construct a road of access to a public highway.

The law establishes a mechanism for applying for such a road. It also establishes a legal regime to

ensure the safety of the neighbouring environment.

The Act permits the owner of any land who is unable through negotiations to obtain leave from

adjoining land owners to construct a road of access to the public highway, to apply to a magistrate

for leave to construct a road of access over any land lying between his land and the public highway.

The law also provides for means by which an order for the construction of an access road can be

invoked. The Act further provides for maintenance of the access road in a good and efficient state

of repair, and for payment of compensation by the applicant in respect of the use of land, the

destruction of crops or trees and such other property.

The proposed project roads are already connected to many private residential structures and

commercial buildings. Therefore, there is need to ensure that access to and from the roads is

enhanced during the planning and implementation of the proposed project.

4.2.10 The Land Acquisition Act, 1965

The Act provides for acquisition and legal proceeding, the former including: power to enter on and

examine land, declaration that land is needed for public purpose, land to be marked out, notice to

persons having an interest, inquiry and award, taking possession, withdrawal from acquisition,

acquisition of part of house, manufactory or other building, temporary occupation of waste or

arable land for public purpose, end of temporary occupation, and power of Minister where claim

for severance is excessive. Legal proceedings provided for include appeals, references to the court,

enforcement of right to possession and rules on procedure, among others.

The proposed project involves construction work on roads some of which the KCCA either lacks

land titles or may require acquiring additional land to expand the road and obtain the road reserve.

Therefore, KCCA shall comply with the provisions of this Act in the process of land acquisition.

4.2.11 The Historical and Monuments Act, 1967

The Act provides for the preservation and protection of historical monuments and objects of

Archaeological, Paleontological, Ethnographical and Traditional interest for the cultural and

historical heritage of the country and for other matters connected therewith. This mandate is largely

bestowed upon the department of Museums and Monuments in the Ministry of Trade Tourism,

Wildlife and Antiquities. Therefore in case any objects of Archaeological, Paleontological,

Ethnographical and Traditional interest are come across during the project implementation,

consultations with the Department of Museums and Monuments on how should be preserved and

protected should be undertaken.

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The relevance of the Act lies in the need to preserve any objects of historical significance that

could be found during excavation activities (e.g. site preparation and excavation of gravel) in the

construction phase.

4.2.12 The Occupational Safety and Health Act, 2006

The Act provides for, general duties, obligations and responsibilities of employers, general duties

of manufacturers, suppliers and transporters, duties, rights and responsibilities of workers,

registration of workplaces, general safety requirements, fire preparedness, machinery, plant and

equipment, hazardous materials, chemical safety and special provisions and offences, penalties

and legal proceedings.

Section 13 (1) a stipulates that it’s the responsibility of the employer to take, as far as is reasonably

practical 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. The employer should

ensure, as far as is reasonably practical, that the working environment is kept free from any hazard

due to pollution.

‘It shall be the duty of the employer to set up a safety committee for a workplace with at least 20

workers. The committee will review the measures taken to ensure the safety and health of

employees’ (Section 16). Section 19 requires an employer to provide adequate and suitable

protective clothing and protective equipment to the workers of his or her undertaking.

The Act therefore provides for occupational health and safety of workers and general road users

during the construction and operational phases of the project implementation to minimize injury

and accidents. The Contractor has an obligation to ensure that the right Personal Protective

Equipment is provided to workers, and flagmen are employed to guide road usage during the

construction process.

4.2.13 The Workers Compensation Act, 2000

Section 28 of The Act states that:

“Where a medical practitioner grants a certificate that a worker is suffering from a scheduled

disease causing disablement or that the death of a workman was caused by any scheduled disease;

and

The disease was due to the nature of the worker's employment and was contracted within the

twenty-four months immediately previous to the date of such disablement or death, the worker or,

if he or she is deceased, his or her dependents shall be entitled to claim and to receive

compensation under this Act as if such disablement or death had been caused by an accident

arising out of and in the course of his or her employment”.

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“If on the hearing of an application for compensation in terms of subsection (I) of this Section the

court is satisfied on the evidence that the allegations in the certificate are correct, the workman

or his departments, as the case may be, shall be entitled to compensation under this Act as if the

contracting of disease were an injury by accident arising out of and in the course of the workman's

employment”.

During construction, so often the various activities that are carried out by have significant effect

on human health and the potential for and accident. Thus it is crucial for the developer to comply

with the Act to control their operations but also ensure to meet the regulatory requirement for

compensation in the event of injury or death.

4.2.14 Local Governments Act, Cap 243

This Act provides for decentralized governance and devolution of central government functions,

powers and services to local governments that have own political and administrative set-ups.

According to Section 9 of the Act, a local government is the highest political and administrative

authority in its area of jurisdiction and shall exercise both legislative and executive powers in

accordance with the Constitution.

Districts have powers to oversee implementation of development activities through respective

technical and political offices such as those responsible for water, production, engineering, natural

resources and environment, health and community development.

With regard to natural resource management, the district councils are responsible for land

surveying, land administration, physical planning, forests and wetlands, environment and

sanitation and road services that are not the responsibility of the Central Government. Thus the

district councils play an important role during the process of acquisition of land for road

construction purposes, and in the sensitization and mobilization of the local communities. The

proposed project components are located in different Divisions of Kampala City which should be

actively engaged in monitoring, supervision and resolution of potential disputes in the

implementation process.

4.2.15 Employment Act No 6, 2006

Employment Act, 2006 repeals Employment Act, Cap 219 enacted in 2000. This Act is the

principal legislation that seeks to harmonise relationships between employees and employers,

protect workers’ interests and welfare and safeguard their occupational health and safety through:

i) Prohibiting forced labor, discrimination and sexual harassment at workplaces (Part II; Part

IV)

ii) Providing for labor inspection by the relevant ministry (Part III)

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iii) Stipulating rights and duties in employment (weekly rest, working hours, annual leave,

maternity and paternity leaves, sick pay, etc. (Part VI)

iv) Continuity of employment such as continuous service, seasonal employment, etc. (Part

VIII).

This Act revises and consolidates laws governing individual employment relations and matters

related to it. Similar to the Constitution, it makes it an unlawful to discriminate people in

employment. It defines discrimination as any distinction , exclusion or making preference on

the basis of race , color , sex , and HIV status or disability amongst others, which has the effect of

nullifying or impairing the treatment of a person in employment or occupation or prevents an

employees from obtaining any benefit under a contract of service. Key sector ministry of Gender

Labor and Social Welfare respondents and district leaders observed that contractors are found of

under paying Uganda workers for a similar job as other employed foreigners. This should be

discouraged and monitoring mechanisms be put in place by UNRA and the consulting firm to

make sure that such discrimination is not happening.

Sexual harassment is one of the factors that put workers at the risk of HIV/AIDS. The Employment

Act also makes it an offence if an employees’ employers or their representative make a request

for sexual intercourse, contact or any other form of sexual activity either directly or indirectly that

contains implied express promise for preferential treatment in employment, threat of detrimental

treatment , threat about present or future employment status of the employee. Employers also

commit an offence when they use a language whether written or spoken of a sexual nature, use

visual material of a sexual nature or show physical behavior of a sexual nature which directly or

indirectly subjects the employee to behavior that is unwelcome or offensive to that employee

and that either by its nature or through repetition has detrimental effect on that employees

employment , job performance or job satisfaction and exposes or makes the employee vulnerable

to situation that expose him or her to HIV/AIDS and other STIs.

The Employment Act also states that HIV status does not constitute fair reasons for dismissal or

for the imposition of a disciplinary penalty. The Employment Act therefore requires to be made

known to the contactor or their representatives and adhered to in order to promote a health working

environment for all those employed.

The Act therefore provides the Contractor to treat workers with fairness and without

discrimination. KCCA shall therefore regularly monitor the Contractor’s performance to address

any challenges likely to arise from the treatment of the workers.

4.2.16 Petroleum Supply Act, 2003

During the construction period, the contractor will require considerable fuel (petrol and diesel)

supplies to be stored at the construction camp or equipment yard for use by motorized equipment

and power generators. This is governed by The Petroleum Supply Act of 2003 which provides for

44

supervision and monitoring transportation, supply, storage and distribution of petroleum products.

The Act further provides for safety and protection of public health and the environment in

petroleum supply operations. According to the Act, fuel storage for construction projects must be

licensed.

The contactor building the project will need to store fuel either near the construction site or at the

workers’ camp. This Act has relevance to the project as it requires consideration for safety and

protection of public health and the environment in petroleum storage and transfer operations.

4.3 Enabling Regulatory Frameworks

4.3.1 The Environment Impact Assessment regulations, 1998

The National Environment Management Authority (NEMA) issued the Environmental Impact

Assessment Regulations, for regulating conduct of ESIAs in Uganda. The actual implementation

of the ESIA process remains a function of all stakeholders including the developer and relevant

line ministries and departments, the private sector, KCCA, NGOs and the general public.

Part I-V of the EIA Regulations describes the process of preparing an Environmental Impact

Statement. The Regulations provide for stakeholder engagement which is a critical aspect in the

process of conducting this ESIA. The National Environment (Minimum Standards for

Management of Soil Quality) Regulations, 2001

The National Environment (Minimum Standards for Management of Soil Quality) Regulations

provides for establishment of minimum standard of soil quality, soils to be used only with

conservation measures, determination of soil parameters, general prohibition, guidelines for soil

conservation and functions of environmental inspectors among others.

The Act is relevant to the proposed project which will involve huge excavations and displacement

of soil materials. The Contractor should comply with this Act to ensure that the project does not

adversely impact on the soil characteristics of the project area or immediate environment.

4.3.2 The National Environment (Wetlands, River Banks, and Lakeshores

Management) Regulations, 2000

The regulation34 provides that a developer desiring to conduct a project which may have a

significant impact on a wetland, river bank or lake shore will be required to carry out an

Environmental and Social Impact Assessment in accordance with sections 20, 21 and 22 of the

National Environment Act.

The Regulations are relevant in as far as the management and protection of the fragile ecosystems

is concerned. Therefore, the Contractor is expected to strictly observe that material stockpiles or

45

disposal of cut-to-spoil materials are not made at stream banks or ancillary facilities constructed

in wetlands without the necessary statutory approvals and/or environmental studies.

4.3.3 National Environment (Noise Standards and Control) Regulations, 2003

Subject to these regulations, no person shall, for an activity specified under regulation 6, emit noise

in excess of the permissible noise levels provided under the first schedule of the Regulations,

unless permitted by a license issued under these regulations. According to Part II of the regulations,

noise levels in offices should not exceed 50 dB (A), noise levels in workshops should not exceed

85 dB (A) while noise levels around workshop compounds should not exceed 75 dB (A). Part III

Section 8 (1) requires machinery operators, to use the best practicable means to ensure that the

emission of noise does not exceed the permissible levels.

Noise will be generated both on (along roads and at junctions) and off (quarries, borrow pits and

material haulage routes) the project site. Meanwhile, the project traverses areas with residential,

public health and education establishments where noise emissions from activities and equipment

will be generated at different levels. The Regulations therefore are critical in establishing the

maximum permissible noise levels (Table 4-1-Table 4-2 and Table 4-3) that the Contractors must

observe.

Table 4-1: Maximum permissible noise levels for construction site

Column 1 Column 2

Facility (Leq) in dB (A) Maximum noise level permitted

Day Night

(i) Hospitals, schools, institutions of higher learning,

homes for the disabled, etc.

60 50

(ii) Buildings other than those prescribed in (i) above 75 65

*Time frame: Day 6.00a.m -10.00 p.m.; Night 10.00 p.m. - 6.00 a.m.

Table 4-2: Maximum Permissible Noise levels for accelerating Vehicles

Column 1 Column 2

Vehicle Category in dB (A) Maximum

Sound level

1 Vehicles intended for carriage of passengers and equipped with not more

than nine seats, including the driver’s seat

78

2

a

b

Vehicles intended for carriage of passengers, and equipped with not more

than nine seats, including the driver’s seat and having maximum

permissible mass of more than 3.5 tonnes-

with an engine power of more than 150KW

with an engine power of less than 150KW

80

83

46

3

a

b

Vehicles intended for carriage of passengers and equipped with more than

nine seats including the driver’s seat: vehicles intended for carriage of

goods-

with a maximum permissible mass not exceeding 2 tonnes

with a maximum permissible mass exceeding 2 tonnes but not exceeding

3.5 tonnes

79

80

4.

a

b

c

Vehicles intended for the carriage of goods and having a maximum

permissible mass exceeding 3.5 tonnes-

With an engine power of less than 75KW

With an engine power of not less than 75KW but less than 150KW

With an engine power of not less than 150 KW

81

83

84

Table 4-3: Maximum Permissible Noise levels for mines and quarries

Column 1 Column 2

Facility Limit Value in dB(C)

1 For any building used as a hospital, school, convalescent home, old

age home or residential building

109dB (C)

2 For any building in an area used for residential and one or more of

the following purposes:

Commerce, small-scale production, entertainment, or any building

used for the purpose of industry, commerce or small scale

production

14dB (C)

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

4.3.4 Environment (Waste Management) Regulations, 1999

These regulations require waste disposal in a way that would not contaminate water, soil, and air

or impact public health. This is in relation to onsite waste storage, haulage and final disposal.

According to the regulations, waste haulage and disposal should be done by licensed entities.

The waste management regulations are highly significant to the current project since numerous

wastes, such as paints and lime, among others will be used. The relevance of these Regulations is

therefore to ensure that the wastes generated at the project site are managed by a NEMA licensed

waste handler.

4.3.5 The Environmental Audit Guidelines for Uganda, 1999

Section 2.1.3 of the Environmental Audit Guidelines reiterates the National Environment Act’s

(Part II-Section 4 (3)) requirement for all on-going activities that have or are likely to have a

significant impact on the environment to be subjected to an environmental audit. An environmental

audit is defined under section 2 of the NEA as a systematic; documented, periodic and objective

evaluation of how well environmental organization, management, and equipment are performing

47

in conserving the environment and its resources. Section 23(i) of the National Environment Act

gives NEMA the responsibility for carrying out Environmental Audits. Under section 2.1.4 of the

Environmental Audit Guidelines, NEMA may carry out the audits by certifying auditors to carry

out the audits.

Under section 2.1.8 of the audit guidelines, a developer is expected to submit the first

Environmental audit report to the Executive Director, NEMA within a period of not less twelve

months and not more than thirty six months after the completion of the project or commencement

of its operations, whichever is earlier, provided that an audit may be required sooner if the life of

the project is shorter than the aforementioned period. Section 2.1.4 of the Guidelines also reiterates

section 23(3) of the National Environment Act, which gives developers of projects for which an

Environmental Impact Statement has been made the responsibility to keep records and make

annual reports to the NEMA describing how far the project conforms in operation with the

statements in the EIS.

Based on the provisions of the Guidelines therefore, KCCA will be required to undertake

environmental audits for the focus roads and junctions or any other ancillary project facility for

which an environmental study may be undertaken.

4.3.6 Property rights and compensation

The law relating to compensation of property owners in Uganda stems from the Constitution of

the Republic of Uganda, 1995. Article 237(1) of the constitution vests all land in Uganda in the

citizens of Uganda. However, under Article 237 (1) (a), the Government or Local Government

may acquire land in public interest. Such acquisition is subject to the provisions of Article 26 of

the same constitution, which gives every person in Uganda a right to own property.

Compulsory deprivation of one’s property is prohibited by the constitution except when the taking

possession or acquisition is necessary for public use, among other things. If it is proved that the

taking possession or acquisition is in public interest, for instance for the construction of a road,

then the taking or acquisition shall be done subject to prompt payment of fair and adequate

compensation, prior to the taking of possession or acquisition of property.

Article 26 further gives a right of access to a court of law to any person who has an interest or right

over property. Court action is contemplated in cases where there may be delayed, inadequate or

unfair compensation to the property owner or the owner of any right over the land in question.

The Constitution therefore outlaws any undertaking, acquisition or deprivation of any sort of any

property or property rights in Uganda without due compensation. Due compensation to the project

affected persons are therefore entitled to fair and timely compensation in line with the provisions

of the Constitution 1995.

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4.3.7 General principles relating to compensation in Uganda

There are well founded legal provisions both constitutional and statutory which support the

assertion that compensation in respect of damage caused to crops, buildings, fences and standing

trees has to be made, if such developments are not in a road reserve prism. Compensation for

developments within a road reserve prism can only be made if the gazetting of that area as a road

reserve was done when such developments were already in place and no compensation has been

made in that respect. This is because the provisions of the Roads Act make it an offence to make

any developments in a gazetted road reserve (section 3). A road reserve area is the property of the

registered proprietor, the state. Any other person “sitting” on it would be a trespasser. The

constitutional provisions relating to compensation would only be invoked if the land in question

belonged to the owner of the developments damaged.

The position of the Government of Uganda in relation to compensation to be paid if damage is

caused to land is clear under the constitution. The Water Act clearly transforms the constitutional

provisions into detailed and enforceable legal requirements.

The Water Act can be used as a model law in terms of compensation in the field of natural resources

and land generally. According to this Act, if damage is caused to land in the exercise of lawful

activities, the parties whose interest in the land has been damaged are supposed to be compensated.

Damage to land under the water Act refers to loss suffered as a result of:

Deprivation of the possession of the surface of any land

Damage to the surface of land and to any improvements, crops, or trees

Damage to stock; and

All consequential damage.

Compensation under the Water Act can only be paid if a written claim for compensation has been

logged with the responsible authority. Under the Act, the claim for compensation must state the

details of the claimant the land in respect of which the claim is made, the nature and extent of

interest of the claimant or any person in the land and the damage caused to the land among others.

4.4 International Agreements

There are several global and regional environmental conventions and agreements that Uganda is

party to. Some of those relevant to the proposed project are;

4.4.1 The Convention concerning the Protection of the World Cultural and Natural

Heritage (World Heritage Convention, 1972)

The convention aims to promote cooperation among nations to protect all forms of natural and

cultural heritage that are of such outstanding universal value that their conservation is of concern

to all people. UNESCO adopted the convention in 1972. At present 144 countries are members.

49

All State Parties to the Convention are encouraged to integrate the protection of the cultural and

natural heritage into regional planning programmes, set up staff and services at their sites,

undertake scientific and technical conservation research and adopt measures which give this

heritage a function in the day-to-day life of the community. The Convention also encourages State

Parties to strengthen the appreciation of the public for World Heritage properties and to enhance

their protection through educational and information programmes.

4.4.2 The African Convention on the Conservation of Nature and Natural

Resources, 1968

The Contracting States to this convention are required to undertake and to adopt measures to ensure

conservation, utilization and development of soil, water, flora and fauna resources in accordance

with scientific principles and with due regard to the best interests of the people.

The Contracting States to this convention are also required to ensure that conservation and

management of natural resources are treated as an integral part of national and/or regional

development plans. In addition, during the formulation of all development plans, full consideration

is required to be given to ecological, as well as to economic and social factors.

The relevance of the Convention is reflected in the domestication of its principles in the national

legislation governing the conservation and management of natural resources.

4.4.3 The United Nations Framework Convention on Climate Change, 1992

The United Nations Framework Convention on Climate Change was signed by 154 governments

in Rio de Janeiro during the United Nations Conference on Environment and Development

(UNCED) in June 1992. The convention addresses the threat of global climate change by urging

governments to reduce the sources of greenhouse gases. The ultimate objective of the convention

is to stabilize greenhouse gas concentrations in the atmosphere at a level that would prevent

dangerous interference with the climate system of the world.

Within the United Nations Framework Convention on Climate Change is the Kyoto protocol (cop-

3) whose main focus is to decrease carbon dioxide emissions. Accordingly, it establishes emission-

related targets for the G-77 countries as listed in Annex I of the Convention. There are three

instruments through which Annex I Parties may indirectly ‘reduce’ their greenhouse gas emissions

– emissions trading, joint implementation and the clean development mechanism.

Whereas developing countries such as Uganda are not included among the Annex 1 parties,

implementation of the proposed project will ensure to observe reduction of greenhouse emissions

via regular servicing of equipment, regularly idling of equipment when not in active service, etc.

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4.4.4 Convention for the Safeguarding of the Intangible Cultural Heritage, 2003

The 2003 Convention for the Safeguarding of the Intangible Cultural Heritage calls on States that

have ratified it to safeguard living heritage on their own territories and in cooperation with others.

Ratified by more than 80 countries, it seeks to celebrate and safeguard the intangible heritage

distinctive for particular communities. The Convention affirms that the intangible heritage of all

communities—whether they are large or small, dominant or non-dominant—deserves our respect.

The convention defines “intangible cultural heritage” as the practices, representations, expressions,

knowledge, skills – as well as the instruments, objects, artifacts and cultural spaces associated

therewith – that communities, groups and, in some cases, individuals recognize as part of their

cultural heritage. This intangible cultural heritage, transmitted from generation to generation, is

constantly recreated by communities and groups in response to their environment, their interaction

with nature and their history, and provides them with a sense of identity and continuity, thus

promoting respect for cultural diversity and human creativity.

Safeguarding living heritage means trying to ensure that the heritage continues to be practiced and

transmitted within the community or group concerned. States that ratify the Intangible Heritage

Convention are obliged to safeguard heritage through measures such as protection, promotion,

transmission through formal and non-formal education, research and revitalization, and to promote

greater respect and awareness. One practical measure required of each State Party is to identify

and define the various elements of intangible heritage present on its territory, in one or more

inventories. The proposed project will ensure greater respect and awareness of the intangible

values through consultation with community and taking into account their views.

4.4.5 The Stockholm Convention, 2004

The Stockholm Convention is a global treaty to protect human health and the environment from

persistent organic pollutants (POPs). POPs are chemicals that remain intact in the environment for

long periods, become widely distributed geographically, accumulate in the fatty tissue of living

organisms and are toxic to humans and wildlife. POPs circulate globally and can cause damage

wherever they travel. In implementing the convention, parties to the convention are required to

take measures to eliminate or reduce the release of POPs into the environment.

The Stockholm Convention focuses on eliminating or reducing releases of 12 POPs including:

Aldrin, Chlordane, DDT, Dieldrin, Dioxins, Endrin, Furans, Hexachlorobenzene, Heptachlor,

Mirex, PCBs and Toxaphene. The Stockholm Convention sets up a system for tackling additional

chemicals identified as unacceptably hazardous. It recognizes that a special effort may sometimes

be needed to phase out certain chemicals for certain uses and seeks to ensure that this effort is

made. It also channels resources into cleaning up the existing stockpiles and dumps of POPs that

litter the world's landscape. Ultimately, the Convention points the way to a future free of dangerous

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POPs and promises to reshape our economy's reliance on toxic chemicals.

In summary, The Stockholm Convention has five essential aims;

Eliminate dangerous POPs, starting with the 12 worst.

Support the transition to safer alternatives.

Target additional POPs for action.

Cleanup old stockpiles and equipment containing POPs.

Work together for a POPs-free future.

In respect to the proposed road project, POPs would arise from open air combustion of waste. The

latter should therefore be avoided during the implementation of the project.

4.5 International /development partners’ Requirements and Guidelines

4.5.1 World Bank (WB) Safe guard policies

The World Bank Group through its safeguard policies provides guidance for the environmental

assessment process. The Bank’s Environmental Assessment Sourcebook (World Bank, 1991) is a

reference manual and together with the Environmental Sourcebook Updates, they contain the

necessary information to conduct an environmental assessment that meets the requirements of the

World Bank’s Operational Policy (OP) 4.01 on Environmental Assessment.

The following are some of the operational policies, and Bank procedures that are relevant to the

proposed project;

i. OP 4.01 Environmental Assessment presents the general requirements regarding environmental

assessments, and defines relevant instruments, which include ESIA. The policy was developed

to;

Ensure that projects proposed for Bank financing are environmentally and socially sound

and sustainable.

Inform decision makers of the nature of environmental and social risks

Increase transparency and participation of stakeholders in the decision-making process

The policy also calls upon borrowers to provide relevant material in a timely manner prior to

consultation and in a form and language that are understandable and accessible to the groups being

consulted. The negative localized environmental impacts envisaged will be preventable through

responsive mitigation.

As such a rigorous and all-inclusive environmental and social impact assessment process was an

important platform for envisaging the potential environmental and social impacts of the proposed

project. Stakeholder consultations and public participation increased awareness of the project

planned activities, risks involved such as land take, planned interventions and potential benefits

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from the project implementation. Mitigation measures were proposed to help avoid or reduce

potential negative impacts and enhance the positive impacts.

An Environmental and Social Management Framework (ESMF) has been prepared to guide

implementation of environmental and social aspects of the project. Guidelines for mainstreaming

environmental aspects into the Urban Management/physical planning component of the project

have also been incorporated into the ESMF. The ESMF was prepared in a consultative manner and

disclosed before appraisal both in-country (on Dec. 27, 2013) and infoshop (on Jan. 07, 2014).

ii. OP 4.04 on Natural Habitats: The WB promotes conservation and management of wetlands

and other sensitive areas (e.g. watercourses, marshes and swamps). This policy calls upon

developers of projects to safeguard natural habitats and their biodiversity, avoid significant

conversion or degradation of critical natural habitats and ensure sustainability of services and

products which natural habitats provide to human society. What would have been wetland systems

in the project areas are limited to Mambule road. However, the place has been adversely altered

by human induced land-use change to the extent that the wetland is completely converted to

residential and commercial structures.

iii. OP 4.11 - Physical Cultural Resources

This policy addresses physical cultural resources, which are defined as movable or immovable

objects, sites, structures, groups of structures, natural features and landscapes that have

archaeological, paleontological, historical, architectural, religious, aesthetic, or other cultural

significance. Physical cultural resources may be located in urban or rural settings, and may be

above or below ground, or under water. Their cultural interest may be at the local, provincial or

national level, or at international level.

The policy calls upon borrowers to address impacts on physical cultural resources in projects

proposed for Bank financing, as an integral part of the environmental assessment (EA) process.

KCCA will ensure that conservation of cultural resources is a demonstratable requirement for

contractors. What was clear from the start is the presence of a cultural tree in the original proposed

road alignment (see Plate 21). The tree is locally conceived to possess supernatural powers by some

people around the project area. A phased construction of the Bakuli-Northen bypass ensures that

the first phase of road construction stops at Kasubi as design reviews consider protection of the

tree. This discussion is referred to in sub section (v). In addition, a chance finds procedure has

been developed as part of this ESIA, as discussed in sub section 2.3.5 of this report.

iv. OP. 4.12 The World Bank Policy on Involuntary Resettlement (December 2001)

This World Bank policy requires that people who are adversely affected by the project activities

receive compensation to the extent that their livelihood and standard of living is restored to at least

the pre-project level.

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The Policy requires that displaced persons should be compensated at full replacement cost, assisted

with relocation and resettlement as well as during the transition period. Resettlement measures

should be executed as sustainable development programmes, and the displaced persons and

communities should be involved in planning and implementing the resettlement programs.

The World Bank policy differs from Ugandan law in several ways. The former covers the provision

of alternative land (i.e. compensation on a land for land basis), compensation in kind and

resettlement, and goes beyond monetary compensation by specifying that income must be restored

at full replacement cost (including labour). Conversely, Ugandan law only requires the affected

people to be monetarily compensated. Ugandan law further specifies that affected people are only

eligible for compensation if they have legally recognized rights to that land, while the World Bank

requires that all affected people should be compensated, regardless of their occupancy status.

Perennial crops must be compensated for in cash at an established rate.

A separate comprehensive Resettlement Action Plan (RAP) has been prepared and approved to

cater for the compensation of the Project Affected Persons (PAPs) in line with OP 4.12.

4.6 Institutional Framework

The institutional framework under which the planned project will be implemented will involve the

following agencies. They are:

4.6.1 The Ministry of Works and Transport

The Ministry of Works and Transport is the lead agency in the Transport Sector with the mandate

to:

Plan, develop and maintain an economic, efficient and effective transport infrastructure;

Plan, develop and maintain economic, efficient and effective transport services by road,

rail, water and air;

Manage public works including government structures; and

Promote good standards in the construction industry.

The MoWT plays the roles of policy formulation, legislation, regulation, standard setting, strategic

multi-modal transport planning and oversight of the sector.

4.6.2 Uganda National Roads Authority (UNRA)

The Government of Uganda has established a Roads Authority to manage, maintain and develop

the 10,800 km national road network. The Mission of UNRA is: to develop and maintain a national

roads network that is responsive to the economic development needs of Uganda, to the safety of

all road users and to the environmental sustainability of the national roads. UNRA is mandated to

ensure that, environmental and social considerations are mainstreamed in all its operations, in order

to achieve an acceptable level if environmental performance for all projects implemented by the

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Organization. In house, UNRA has a team of an Environmental Specialist, Land Acquisition

Specialist and a Sociologist who are respectively responsible for environment, land acquisition

procedures and social aspects in its development projects. UNRA will therefore coordinate with

KCCA in information sharing among others, during the monitoring of compliance of the project

works with the ESIA and its ESMP provisions.

4.6.3 The National Environment Management Authority (NEMA)

NEMA, the principal agency in Uganda on matters of environment management is empowered by

the National Environment Act to manage, coordinate, and supervise all activities in the field of

environment. The actual implementation of ESIA is however the responsibility of KCCA as the

developer. NEMA is responsible for undertaking enforcement, compliance, review and monitoring

of the environmental and social impact assessment (ESIA). Hence, NEMA will facilitate the

public participation for the environmental decision-making, and exercises general supervision for

all environmental issues.

4.6.4 Ministry of Land, Housing and Urban Development

The ministry has the mandate for “policy making, standards setting, national planning, regulation,

coordination, inspection, monitoring and back-up technical support relating to lands, housing and

urban development; promoting and fostering sustainable human settlement; and, managing works

on government buildings” in Uganda. Of particular note, the function of the Chief Government

Valuer is provided for under the Land Act, Cap 227, which mandates the District Land Boards to

review the lists of rates of compensation annually. These lists should then be forwarded to the

Chief Government Valuer for approval.

Whether or not the up-to-date lists of compensation rates are in place, the Ministry is the Lead

Agency responsible for handling land matters. The Chief Government Valuer approves the

valuation methodology and the final valuation report usually contained in Resettlement Action

Plans. The RAP of the project was approved by the CGV before implementation/ payment of any

PAPs.

4.6.5 The Kampala Capital City Authority (KCCA)

The Kampala Capital City Act, 2010 that came into force on the 1st of March 2011 created a new

institution, Kampala Capital City Authority (KCCA), under the supervision of the Central

Government.

KCCA is mandated with provision of services in the city that enable residents and businesses

operating in the city function in an environment that supports development. Specifically, the

authority is obliged to plan, implement, and monitor the delivery of public services, and direct and

control city development. KCCA meets this mandate by implementing programmes financed by

Government, Development Partners as well as its own local revenue.

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The KCCA Directorate of Engineering and Technical Services (DE&TS) is responsible for the

planning, design and construction of all physical infrastructure.

The KCCA Public Health and Environment Directorate (PH&ED) has the mandate to facilitate

and provide support to ensuring health and productivity of the citizens; and a clean, habitable and

sustainable community for the city. The Directorate guides the Authority on the efficient

management of public health and the environment. Among its core functions is the planning and

monitoring of the implementation of the Environmental and City Ambience Management.

The PH&ED has a department of environmental management headed by a manager under who are

5 environmental management supervisors and 5 environmental officers. KCCA will play a key

role in supervision and monitoring of project implementation processes at the Authority and

Division levels. The Works Committees at the Division level are particularly mandated to carry

out monitoring and evaluation of the project implementation processes. The RAP team at KCCA

comprising of the Social Development/RAP Specialist, and 2Sociologists operating under the

Director of Gender and Community Services, will work together with the environmental

Specialist, and Environmental Officers and the community development officers at the Divisions.

4.6.6 Ministry of Gender, Labour and Social Development

The Occupational Health and Safety Department is mandated to monitor workers’ occupational

health through enforcing the provisions in the Occupational Health and Safety Act through

provision of adequate Personal Protective Equipment (PPE). The contractor should ensure a safe

working environment for the workers, through provision of PPE, adequately equipped First Aid

Kits, Fire safety apparatus, training on use of equipment as well as other emergence response

mechanism and health schemes as required.

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5 EXISTING ENVIRONMENTAL AND SOCIO – ECONOMIC

BASELINE OF THE PROJECT AREA

5.1 Introduction

This section presents a description of the baseline environmental and socio-economic conditions

present in the proposed project area. The baseline environmental and socio-economic information

is based on a review of available secondary information and field investigations along the proposed

route (undertaken in November 2013), as well as information obtained through interviews with the

local political and technical leaders of the proposed project area. The biophysical surveys were

conducted along the proposed road route and at junctions and covered the all proposed sections of

upgrading.

Baseline environmental and socio-economic conditions of the proposed project area were

determined not only to provide an understanding of prevailing environmental and socio-economic

situations, and hence determine the likely environmental and social economic impacts of the

proposed project, but also to provide a basis for future monitoring of the environmental and socio-

economic implications of the project.

Any baseline environmental and socio-economic conditions’ information about the proposed roads

and junctions that was not captured through field investigations and stakeholder consultations was

obtained through literature review. The information from literature review was captured for the

wider project area (Kampala Capital City/district) since information specific to the proposed

locations of the roads and junctions was not available in literature.

5.2 Physical Environment of the proposed project area

5.2.1 Physical status of the project roads and junctions

Under this sub-section, the various roads and junctions are briefly described and pictures of the

same shown on one column as taken on 16th, 17th November 2013 and 8th ,13th May 2015.

Kiira road (Kira road police Roundabout to Kabira Junction): This road runs from Kira Road

Police roundabout to Kabira Junction on Kisasi road. The road passes through Bukoto Brown and

White Flats. To the left is Kira Police office and residential houses, Shell Petrol station, White

flats, roadside pottery artists, a big billboard, Supper supermarket, Bemuga Forwarders and

roadside carpentry workshop. Brown flats, Total petrol station, Radio Simba and NSSF

apartments, St. Andrews’ Church of Uganda on the right. There was an observation during

sensitization meetings that this road is not Kiira Road, the known Kiira road is the one that runs

from Kamwokya up to Bukoto joining the road that comes from the police at end of the inland in

between these roads. It is important to establish the right name of the road or call it New Kiira

Road.

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Plate 17: Kabira junction as seen from Kabira Country Club and the junction between old Kiira road and the

new Kiira road

Makerere Hill Road from Wandegeya to Nakulabye: Will be upgraded to dual carriageway.

Studies show that it has one of the most problematic traffic flows in the City, between 3—5 pm

when large traffic volumes occur. This includes traffic to the Makerere University main campus,

traffic to the Aga Khan School complex on Gaddafi Road, through traffic to Mengo through

Nakulabye Roundabout, and traffic from Bwaise and Kikoni area where many student hostels are

located. Drainage is poor and the plan is to alleviate the poor traffic situation and improve on the

drainage.

The current road passes through heavily built up commercial and institutional areas with a lot of

construction within the ideal 30m road reserve for the dual carriageway design. Except in the initial

section from Wandegeya to the Makerere University Main gate where a width of about 25m has

been allowed by land owners and developers, the remainder of the road has major developments

within the 30m reserve from the junction with Gaddafi Road, through the Sir Apollo Kaggwa

junction up to the end at Nakulabye Junction. There are major permanent buildings and other

structures, wall fences, temporary shelters, kiosks, paved yards, temporary shades, billboards,

Plate 18: Some of the key developments

likely to be affected by the dualling of Kiira

road

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signposts, electric power and telecom masts and water supply mains that will be affected by the

construction.

Plate 19: Tuskys supermarket (a) and Telecommunication Masts and trees along (b) Makerere hill Rd

Bakuli – Kasubi-Northern bypass road: To be upgraded to dual carriageway, the road runs from

Bakuli junction through Bukesa where there is a T-junction that runs from Mengo to Sir. Apollo

Road. It continues to Nakulabye, Kasubi, Namungoona up to Northern Bypass round about. The

Bakuli -Bukesa section is heavily built up on both sides consisting mainly of permanent buildings,

petrol stations, parking yards and kiosks for motorcycle repairs, and eateries. From Bukesa to

Nakulabye, the right hand side is more built with permanent buildings of shops, garages and road

side kiosks. The left hand side is predominantly occupied by Mengo Senior Secondary School and

this is one of the hotspots that may be affected by the dust and noise impact from the road

construction activities. Applicable mitigation measures presented in Sub section 7.3.1(vi) of this

report shall be undertaken to minimize noise and vibration impact by limiting construction activities

around schools & residential areas to day time only. The area towards Nakulabye is quite free with

few commercial vendors and boda-boda stages.

Plate 20: Outlook of Bakuli-Northern bypass Rd (a) at Bakuli Roundabout and culverts (b) on the road

directing storm water into settlements

a b

a b

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The area around Nakulabye round about is heavily built with much concentration of metallic kiosks.

From Nakulabye to Kasubi, the first quarter of the road is occupied by permanent building consisting

of shops, super markets and banks; the rest of the stretch up to Kasubi junction is part of the Kasubi

Tombs. The right hand side is occupied by mainly shops up to Kasubi roadside market. The road

has serious land access problems especially at all its junctions, and the available undeveloped space

seems inadequate for the proposed dualling of the road and improvement of its junctions.

Plate 21: Potentially affected cultural tree and Nakulabye roundabout along Kasubi-Northern bypass road

Mambule road: The road will be reconstructed to single paved carriageway and it runs from

Bwaise junction and connects to Gayaza road. The drainage along this road needs improvement.

The terrain traversed by this road is flat hence the new designed road level will have to be higher

than the existing ground in order to safely accommodate the culverts. It was reported that people

are aware of the improvement of the road and are only occupying the road reserve temporarily.

a b

Plate 22: Mambule road starting point at

Bwaise

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Plate 23: Submerged culverts (a) and dredging the drainage channels (b) along Mambule Rd

Fairway junction accommodates high volumes of traffic and is located on Yusuf Lule Road close

to Fairway Hotel. It links with Sezibwa road, Kafu road and Sir Yusuf Lule road. Field inspection

at the junction showed that with overhead utility services and the temporary development of road

side parking around the junction, some land take is possible. RAP assessment around Fairway

Junction found that its improvement is not expected to result in land take or displacement of the

local population or economic activities and thus no associated requirement for compensation.

Meanwhile, Kabira Junction is generally herein assessed as an integral part of Kiira Road sub-

project.

Plate 24: Outlook of Fairway Junction

Bwaise junction: The Junction is where Bombo Road, a major highway to northern Uganda,

intersects Nabweru Road and Mambule Road. It is located in a busy commercial area. Widening

and channelizing this junction will improve traffic flow in the area; Inspection of the Bwaise

junction revealed that in addition to the evident overhead utility services and the temporary make-

shift structures at the approach to the junction, there seems to be some land acquisition issues

which must be resolved to obtain adequate space for the proposed junction improvement works.

a b

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Plate 25: Outlook of Bwaise junction

5.2.2 Geology and soils

Except for the tiny portions underlain by recent deposits of alluvial and lacustrine formations, the rest

of Kampala City is underlain by the precambrian rock system. The largest portion of Kampala City

is underlain by the Basement Complex System of mainly undifferentiated gneisses with some

granites. The Buganda series underlie a small band of the area stretching from Najanankumbi through

the northern part of Nsambya to Nakawa, Banda and a tiny stretch of the area from Lusaze to

Kyambogo.

The cenozoic rocks of the Holocene series comprise swamp deposits, alluvium, and lacustrine

deposits near the lake shore. Laterite "carapace" is widespread on Kampala hills. It is well developed

below the summit levels where it forms protective pavements on many slopes.

5.2.3 Climate

The climate of Kampala City is humid tropical type though strong elements of equatorial conditions

are normally experienced in the district.

5.2.4 Rainfall

Kampala City receives an annual rainfall of between 1750mm and 2000mm distributed in two peaks,

one being March to May and the other September to November. The two are separated by short dry

spells from June to July and December to January. The district receives an annual mean rainfall of

1180mm. The district has a mean of at least 50mm in every month with January and February being

drier than other months. The rainy days are highest in April. However, even during the drier months

occasional heavy rains are received leading to a fair distribution throughout the year.

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5.2.5 Temperature

Kampala City has considerably high temperatures with an annual average of 21.9C. The annual

temperature range of the district is 2.4C which is very low compared to 10C of the tropical savanna

climate. Temperature peaks are in the months of January to March and October to December, the

former being higher. Cloudiness and rainfall depress the temperatures of the district. Due to its close

proximity to Lake Victoria and the strong lake breeze during the day, the-would-be high temperatures

are modified thus making Kampala climate rather pleasant.

The Lake Victoria region to which Kampala City belongs has generally lower amounts of sunshine

than most of the country (except Kabale and other highlands) which makes the evaporation rate

relatively low. As a result of high rainfall and low sunshine among other meteorological factors,

Kampala City shows a slight surplus or an almost even water balance. Given the fact that agriculture

is an activity of relatively less significance in the district, the implications of this water balance should

be viewed in other terms such as runoff, erosion and sedimentation problems.

5.2.6 Relative Humidity and wind

Relative humidity is high in Kampala City due to its equatorial position, high rainfall and proximity

to Lake Victoria. It is highest in the early hours of the day and reaches the minimum diurnal values

in the afternoons.

Kampala City experiences winds in form of a slight breeze felt on face or detected by leaves rustle

with speeds of about 3m/Sec. This speed is higher than in most other parts of the country except

Mubende where speeds of 4 to 5 M/Sec have been recorded. The winds in Kampala District are,

however, modified by increased surface roughness due to numerous hills and tree vegetation.

However, the district experiences localized strong winds in form of eddies during the dry season and

the rainstorms accompanied by strong breezes and moderate gals that often lead to breaking of tree

branches.

5.2.7 Hydrology and water resources

Kampala City has several water resources in the form of direct precipitation, groundwater, runoff, and

surface water. However, industrial development is causing deterioration in the quantity and quality of

Kampala's water. Furthermore, the rapidly growing population in Kampala means that there is now

greater demand for water in the absolute sense.

Piped water is the major source of water supply for Kampala City. The water intake/treatment

located at Gaba (Kiruba island) has a capacity of 45,000-55,000 cubic metres per day. The system

covers both high and low level supplies spanning approximately 80% of Kampala City. The

distributions are through reservoir tanks backed by boosters.

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Most wetlands in Kampala City are permanently water logged due to a combination of impended

drainage and year-round rainfall. Seasonally wetlands occur mainly at the fringes of the permanent

ones but are flooded in the months of peak rainfall. A wetland is an area of vegetation which is

permanently or seasonally water logged.

Kampala City has numerous wetlands covering approximately 31 km2 or 16% of Kampala City

(Wetland Newsletter, 1996 :). Kampala's wetlands are among the most important in Uganda.

The major wetland systems are associated with Lake Victoria and Kyoga drainage systems. They

include Lubugi, Kiwembo-Kawagga, Nakivubo, Nsooba-Bulyera, Nalukolongo, Mayanja,

Nabisasiro, Kansanga, Walufumba-Nalubega, and Kirombe swamp systems.

5.2.8 Mineral resources

The gneissic complex rocks which dominate the geology of Kampala City are not rich in economic

minerals. However, mica is known to be widespread but no deposits of economic potential have been

reported.

5.2.9 Topography

The landscape in Kampala city under which the greatest part of the proposed project would lie,

belongs to Buganda surface classification. The landscape lies at an approximate range of about

900 to 1340 meters above sea level. Kampala city is characterized by undulating flat-topped hills

with steep slopes, often merging abruptly into long and gentle pediments, which are usually

dissected by relatively broad valleys.

5.2.10 Construction work water sources

During the construction of the roads, the water requirement is estimated to be about 50m3/day

(Project engineer, Pers. Comm.). There are a number of possible water sources to satisfy this

demand. The anticipated source for this water is the swamp/stream along the northern by-pass.

5.2.11 Noise

Baseline noise levels were taken from various junctions. The baseline data will be used to monitor

effects of the construction equipment to the surrounding environment and can also be used to check

the effect of reduced traffic congestion or increase speed on these roads.

Noise can be hazardous during operation of equipment at the construction site. Trucks carrying

building material to site of construction will also contribute to the higher noise levels than

otherwise normally experienced. This will affect workers on site and local dwellers. Regular

servicing and appropriate repair of haulage trucks will mitigate the noise impact. Noise levels were

taken using TES 1350A Sound Level Meter as shown in Table 5-1. The findings show that the

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noise was slightly higher than the noise levels that are recommended by NEMA (Table 4-2).

Maximum Permissible Noise levels for accelerating Vehicles.

Table 5-1: Noise levels as taken from various Junctions

5.3 Biological Environment Vegetation

This section presents the results from vegetation survey under taken between 16th --17th November

2013. Uganda’s diverse habitats have contributed to its rich biological diversity. Species’ diversity

has greatly changed mainly because of alterations in the environment. According to NEMA (2007)

and Pomeroy & Tushabe (2008), Uganda’s natural vegetation is being degraded at a very high rate

due to the high population growth rate (i.e. growth rate of 3.2 % p.a.) considered the third highest

in the world. This calls for monitoring of the human-induced vegetation changes and control or

reduce the potential impact of development projects. There is also need to provide base line data

for evaluating ecological indicators within the areas to be affected. An inventory of vegetation

diversity and vegetation types in the affected area was conducted as a measure of characterizing

the environmental (biodiversity) state of the proposed road construction. A baseline flora survey

for the proposed road construction work aimed at to identifying possible adverse effects of the

proposed project on the flora environment. The findings from flora survey are presented in

Appendix II.

5.3.1 Background

Plants are key components of the environment and serve several functions. For example; they are

primary producers in food chains, are indicators of changing environmental conditions, they

maintain a healthy environment by absorbing the carbon that we produce in excess, add to the

aesthetic value when used for ornamental purposes, etc. It is therefore essential to maintain high

plant populations even in cities because this is where the highest levels of pollution are and it is

Sampled points Noise Levels Recorded

Kira road(Kibira –Bukoto junction) 109.2db

Kira road (Kira road Police station junction) 86.95db

Bakuli –Namirembe Junction 88.4db

Nakulabye roundabout 95.3db

Kasubi market Junction 93.7db

Sir Appolo – Nakulabye – Wadegeya Junction 106.2db

Wandegeya Junction 112.5db

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plants that purify the environment especially through carbon absorption. This study was conducted

as part of a broader Environmental and Social Impact Assessment (ESIA) done for the Kampala

Institutional and Infrastructure Development Project (KIIDP) on the roads proposed for upgrading

within Kampala City.

The scope of this study was to determine the plant species growing within the expansion area of

the roads that are planned to be upgraded to dual carriageways and also reconstruction to single

carriage ways, and propose ways of mitigating the negative impacts that the exercise will have on

the environment.

For the roads that are to be upgraded to dual carriageways, the expansion areas are currently

maintained with ornamental plants and/or short lawns for purposes of beautification of the city.

However, some places are used as nurseries for the production of ornamental plants for sale,

whereas others are simply trampled and are bare of vegetation as they serve as walk ways for

pedestrians. For the road at Mambule that is proposed for reconstruction to a single carriage way,

the current road sides are heavily developed with buildings and active commercial activity.

5.3.2 Study Methodology

Given the short distances of the roads (1 – 4 Km), the sampling method adopted was to

systematically survey the entire road lengths. That is, the whole lengths of the roads were walked

while recording all the plant species that were encountered.

5.3.3 Results

a) Kiira Road section

Fifteen species of trees and shrubs were found to be growing along the road (Appendix 1(a)). All

were cultivated plants, grown for their ornamental values except Markhamia lutea which is

normally grown for timber and poles and in this habitat seemed to have grown as a weed. Other

non-ornamental species were Tithonia diversifolia, which is sometimes used to treat malaria and

may sometimes be used as a hedge, and Euphorbia tirucali which is an ornamental plant that is

used to treat skin warts.

b) Makerere Hill Road

Along this road, 23 species of trees and shrubs were recorded (see Appendix 1I (a)). Most of those

recorded are ornamental plants given that the environment has already undergone human-induced

modification. In addition to its ornamental values, Elaeis guineensis has edible fruits. Other species

with various uses include Syzygium jambolana with edible fruits, Musa sp. (matooke) which is one

of the staple foods in the region but appeared as an escape from cultivation into the roadside,

Phyllanthus capillaris that is medicinal is known to grow wildly, and the timber species Albizia

grandibracteata, Markhamia lutea and Milicia excelsa which are also most likely to be wildly

growing here.

66

c) Bakuli-Nakulabye-Kasubi-Northern Bypass Road

Thirty eight species of trees and shrubs were recorded along Bakuli-Nakulabye-Kasubi-Northern

Bypass Road (Appendix 1I (a)). Like along other roads, the natural environment has been modified

by human activities to the extent that most of these species found were planted for their ornamental

values. Species of other various uses were also recorded as indicated in the (Appendix 1(a)); Musa

sp. (matooke), a staple food, was being cultivated in the road reserve with a hedge of Jatropha

curcas. Another hedge species found was Cupressus lustanica which was marking the edge of a

compound to a home. Indicated as ‘wild’ are the figs, Ficus thonningii and F. brachypoda, which

start as plants seeking physical support from others but eventually strangle and kill their hosts.

Leucaena leucocephala, also indicated as ‘wild’, is a tree usually planted in gardens for nitrogen

fixing and is also used as fodder. Its occurrence on the roadside is probably because of dispersals

by birds. ‘Demarcation’ is a use indicated for Dracaena fragrans because it is used to mark edges

of plots of land. The plants with edible fruits are usually dispersed by birds but maintained by

humans. The timber species, Markhamia lutea and Milicia excelsa, could have grown wildly along

the roadsides but Eucalyptus sp. and Pinus sp. were most likely planted.

d) Mambule Road

This road, proposed to be a single paved carriageway, has not got much vegetation on the

roadsides. The area is developed with buildings close to the road. Only two tree species represented

by a few individuals, were recorded; Ficus benjamina and Livistona chinensis.

e) Other species encountered

Herbaceous species also do occur along the roadsides; these are either ornamental or weedy. Some

of the ornamental species included; Canna indica, Anthericum sp., Bidens grantii, Crinum

multiflorus, Catharanthus roseus, Ipomoeae whightii, Thunbergia alata, T. arecta, Allium sp.,

Gladiolus sp., Anthurium spp., Begonia sp., Costus sp., Plumbago sp., Pennisetum sp., Alpinia

purpurata, Heliconia rostrata, Zantedeschia aethiopica, Impatiens spp., etc. The ornamental

plants are mainly found in roadside nurseries, prepared for sale but some do get established and

grow within the nursery area. Appendix 1(b) gives the list of the weedy species that were found

along the roads.

5.3.4 Conservation status

Being ornamentals and weeds, the plants recorded are common species of no conservation value.

The plants of various uses as listed in (Appendix 1(a)). are also common; the fruit plants are grown

in many homes and gardens, medicinal species are also grown in homes while others are normally

collected from the wild. Timber species are normally planted depending on the needs of the people,

while the ones used as hedge or for plot demarcation were actually planted in the road reserves

and these too are common species of no conservation concern.

67

However, the timber species Milicia excelsa (Muvule) is IUCN listed in the category ‘Lower

Risk/near threatened’. This species is not endangered but because of over exploitation for its

valuable timber, the IUCN calls for its protection because it can run into the ‘threatened’ category

if not used sustainably.

5.3.5 Conclusions and recommendations

1. The KCCA (developer) should plant trees to replace the ones that will be felled to pave way

for implementation of the proposed project. Where possible, a small piece of land should be

allocated for a wood lot for Kampala city, where plantation of various tree species and shrubs

can be done to compensate for vegetation clearance through project implementation.

2. Where possible, the roadsides can still be ‘beautified’ by planting the ornamental plants

(representing the ones to be cleared) along the roads on strips of land that KCCA can acquire

from the various land owners.

If the proposed mitigation measures are implemented, the project will have minimum impact on

the overall vegetation composition and structure, and also on the scenery. The project is therefore

viable from the botanical point of view.

5.4 Socio-economic survey

To understand the extent of possible impacts on the community; several community and key

informant interviews were held. Interviews and consultative meetings were held with relevant

government and non-governmental agencies, district and local government, technical and political

leaders, potentially affected educational institutions, and potentially affected communities at

village level. Interview guides were used for all key informant interviews, while a focused

discussion guide was used for all community discussions.

In order to obtain socio-economic data that could not be obtained from consultative meetings,

existing project area literature was reviewed. The literature sources included District Development

Plans, District State of Environment Reports, among others listed under the bibliography section

of this report.

5.4.1 Administrative framework

KCCA and her five Divisions operating under decentralization framework represent Government

and are constitutionally mandated to acquire privately owned land in public interest provided that

fair and adequate compensation is paid to the affected persons. The Authority is a corporate body

with perpetual succession and may sue and be sued in its corporate name and do, enjoy or suffer

anything that may be done, enjoyed or suffered by a body corporate.

The Authority is the governing body of the Capital City and administers Capital City on behalf of

the central government subject to established Act.

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Any enactment that applies to a district shall, subject to the established Act and with the necessary

modifications, apply to the Authority.

Table 5-2: Administrative framework of Kampala Capital City Authority

Office

Cabinet Minister

Executive Director

Deputy Executive Director

Lord Mayor

Five Divisions each governed by a Mayor and a Town Clerk

1. Makindye

2. Central division

3. Nakawa division

4. Kawempe division

5. Lubaga division

5.4.2 Background Information

Kampala is the only urban center in Uganda designated with a city status. It was designated a district

in 1979 and it encompasses an area of approximately 190 square kilometres, situated on the northern

shores of lake Victoria with its centre located approximately 45 kilometres north of the equator.

The City’s topography is characterised by a series of low hills surrounded by a network of wet valleys

that are often covered with papyrus swamps. The history of the settlement of Kampala is closely

associated with these hills, which were commonly referred to as mutala (high ground surrounded by

wet valleys).

5.4.3 Location

The project roads and junctions to be upgraded are all within Kampala Capital City and therefore

lie within the jurisdiction of Kampala Capital City Authority. Kampala city is situated in southern

Uganda on the northern shores of Lake Victoria. The district lies at the centre of Uganda's so-called

"urbanised" corridor which runs from Mbarara and Masaka in the west Jinja, Tororo and Mbale in

the east and borders with the districts of Mukono in the East, Mpigi in the West and Luwero in the

North. It occupies a strategic position on Lake Victoria at the head of the Murchison Bay with its

centre approximately 45km north of the equator

69

5.4.4 Baseline socio-economic and cultural environment of the project area

An understanding of the socio-economic and cultural context is important to identify and address

social-economic and cultural impacts at all levels. In the Table below the baseline socio-economic

and cultural environment of the project area is described.

Table 5-3: Socio-economic and cultural environment

Population Kampala being a metropolitan district is the most densely populated district

in Uganda. It has an average population density of 4600 people per square

kilometer. The city planning schedule, land tenure and costs of housing to a

large extent determine the density of the population. Kawempe is the most

densely populated Division with up to 50,000 people per sq.km, while

Kyambogo which is mainly an industrial area but also dominated by

education institutions like Kyambogo University, Nabisunsa Girls' School

etc. has the lowest density (1200 people per sq.km).

Land tenure

system

Predominantly “mailo” land and some public land. Some of the land under

the jurisdiction of Mengo land board and more land under Kampala District

Land Board

Cultural

attributes

Seat of the Buganda Kingdom, seat of former Mengo municipality, Lubiri

palace, Kasubi tombs, Namirembe church, Lubaga catholic church

Economic

activities and

employment

Major economic activities are retail trade selling mainly manufactured

goods, followed by wholesale trade, hotel and service industry,

manufacturing (23 industries), transport, welding and fabrication, market

and mobile vending, banking and other financial services, petroleum

service stations, limited livestock and crop farming, fishing and fish

selling/marketing

Nature and type

of buildings

Most of the buildings along the ZOI are residential and permanent and

several are high rise buildings

Ethnic

compositions

More than 60% of the City's indigenous Ugandan population is composed of

the Baganda tribe. The second largest ethnic group is the Banyankole who

constitute 5% of the total population of the district (Population and Housing

census, 1991). The rest of the ethnic groups (29 tribes) make up the remaining

35% of the indigenous Ugandan population.

There is also a small population of foreigners constituting about 2% of the

total population of the City.

Settlement

pattern and land

use

Land use in the city is in the order of: residential, institutional industrial,

commercial, environmental, recreational and agricultural.

70

HIV/AIDS Prevalence rate is 8.5% affecting mainly the 18-35 year age group.

Water and

sanitation

Safe water coverage is 64%. Sanitation coverage is 48%.

Education 557,866 people (72% of the total population of the city) had attended school

by the time of the census in 1991. Of these only 30% (164, 950) had attained

secondary education while only 2.2% (12,369) had reached university. The

city has a relatively low level of illiteracy (20%) compared to the national

average (54%).

Sources of

energy

Mainly electricity for lighting, while charcoal and by firewood are mainly

used for cooking. Few people use electricity for cooking.

Health care There are eleven hospitals in Kampala, five of which are government owned.

The other six are privately owned or run by missions. The hospitals serve as

health centres as well as district and/or general referral hospitals.

Transport

accessibility &

road sector

conditions

There are commuter taxi services in the area for almost 24 hours a day.

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6 STAKEHOLDER CONSULTATION AND PUBLIC PARTICIPATION

This section presents a synopsis of the views of the road users and beneficiaries, project affected

people, as well as representatives of the Local Councils, who were interviewed during the ESIA

of the proposed project. Sector specific information elicited during these discussions has been

included in the analysis of impacts.

The World Bank environmental and social safeguard policies and Government of Uganda (GoU)

guidelines require the people likely to be affected by a development project to be consulted so that

their views and fears are incorporated in planning. Community perspectives are important for

project planning and implementation. Knowledge of what the community perceives will go a long

way to help during the compensation and resettlement action plan. Therefore, during the ESIA

process, consultations were conducted with relevant stakeholders, including potential

beneficiaries, affected groups, and local authorities about the project’s environment and social

aspects and their views considered.

The consultations involved meeting with various stake holders including relevant Government

agencies, Local Government leaders, leaders of sub-counties/divisions to be affected by the

project, project affected communities, the developer, and project engineers.

This exercise being a review, the procedure of stakeholder identification to a greater extent

depended on the already available data which documented the previously affected stakeholders

and any other people who had occupied the affected properties. Lists were available and with the

guidance of the Local Council Officials identification of the affected people was done on site. The

LCs used their known information dissemination techniques; some by word of mouth, other by

use of telephones to inform the affected persons about the meetings.

Stakeholder consultations were more informative than research based so no data collection tools

were used. Stakeholders were informed of the purpose of the project, the anticipated impacts, how

some of the impacts would be mitigated and their views and suggestions on how best to handle the

situation were solicited. Minutes of the discussions were taken and thereafter reproduced in

verbatim with responses from the consultants, no data analysis was done. Some of the views were

incorporated in the Environmental and Social Management Plan of this ESIA.

6.1 Stakeholder consulted

As required by the Guidelines for ESIA in Uganda, consultation meetings were held with various

stakeholders from different parts of Kampala City, which are;

Kampala Capital City Authority-Council Representatives

Project affected persons

Lubaga Division

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Nakawa Division

Kampala Central Division

Kawempe division

National Water and sewerage corporation

Table 6-1: Stakeholders consulted and the purpose for consultation

Stakeholder Role

Kampala Capital City

Authority

Provide the ToR, introductory letter and any other

documentation relevant to the project

Project Affected Persons

(PAPs)

To solicit their views on the project impact.

To provide the necessary documentation in regard to land

acquisition

To provide information on their socio-economic status

Local Council Leaders To give guidance on who are the rightful PAPs

To give information on rightful property owners

To provide information to absentee land lords about the

projects and its impacts

To solicit for support of the project among the community

members

Division Leaders To guide the project team on the general situation on the

ground

To provide information regarding the project area

To authorize consultations in the project area

Utility Services Providers To provide information on the utility installations in the

project

6.2 Stakeholder consultations

Stakeholder consultation and disclosure are essential for acceptance and ownership of the proposed

project. The lists of stakeholder consulted and their views are annexed in this document for

reference in Appendix III. Relevant and adequate project information was provided to stakeholders

to enable them to understand project risks, impacts and opportunities. Stakeholder consultation

aimed at:

i. Generating good understanding of the project;

ii. Understanding local expectations of the project;

73

iii. Characterizing potential environmental, socio-economic impacts;

iv. Developing effective mitigation recommendations;

v. Enabling project-affected households to suggest desired amicable resolution of land take

issues.

6.2.1 Approach for stakeholder consultation

The following techniques were used to conduct consultations:

Interviews with local administration (Division and local LC leaders).

Open group discussions with local communities.

Focus group discussions and formal meetings were also carried out with some prominent

property owners who could not attend the open group discussions.

Telephone interviews.

6.2.2 Thematic Areas

Public consultation was done as part of the participatory approach at several places. These include:

Bakuli, Bukesa, Nakulabye, Namungoona, Makerere Hill Road, Mumbale road, Kasubi Market,

Kiira Road reserve, Kiira Road Police, Bukoto Church of Uganda, and KCCA offices.

Community consultation and sensitization involved a participatory approach in which the ESIA

team described the pre-, during, and post- construction project activities, the schedule of activities

and compensation and resettlement issues. The community was given opportunity to respond

with questions or comments about the planned project activities. The date of these meetings,

venues and the number of participants can be seen from the list of participants, minutes of

meetings and the pictures annexed, i.e.; Appendices ii, iii and iv.

The consultations were organized under the following themes;

Community sensitizations

Community Participation in the Project

Compensation and Resettlement Alternatives

Entitlement Cut-Off

Grievance Redress

6.2.3 Community/ Stakeholder Sensitizations, concerns and opinions

During the meetings community members were informed that this activity (ESIA process and

public consultations) was mandatory and a legal requirement by the laws of Uganda. They were

informed that projects of this magnitude had great impact on their livelihood therefore their views

were vital.

74

In all the meetings, a majority of the participants were aware of the project but expressed fears

that they were subjected to threats of forceful eviction by KCCA without compensation in the

previous consultations. Participants emphasized that proper community consultation by

professionals should be carried out if this project is to progress with minimum interruption from

the community. The quotation below summarize the mood of some of the affected persons

“Am stressed and am living under fear. I don’t know what to do because I have

been told that they are going to demolish our kiosks if we don’t find where to go.

You have told us that they are going to compensate us yet we know how KCCA

handles evictions. Why can’t they give us enough time to look for where to go?

(Kiosk owner in Kasubi-Namungoona section)

The division officials also emphasized the need for clear and proper information dissemination

because most of these vendors and business community members are illiterate. The Rubaga

Division Resident Division Commissioner (RDC) suggested that Local Council leaders should

be sensitized first before the communities are consulted. Sensitizations could take the form of

workshops for local leadership and radio talk shows and spot messages for the general

communities. The division leaders however pledged to help in the mobilization and sensitization

of the communities. The quotations below capture the concerns of the local leadership in the

divisions.

“This is a very important Government (KCCA) program because it benefits all of

us who suffer with traffic jams in the city so it is better if the local council

committees in the affected areas are all sensitized before the community is involved

because these people play a very important role especially when it comes to

convincing the local people.” (Division Resident Commissioner Rubaga Division)

6.2.4 Compensation and Grievance Redress

The ESIA team highlighted to the community the available compensation packages and the issues

pertaining to each. The land for land compensation and the cash for land options were discussed.

They were further informed that the World Bank compensation guidelines require the former to

be used as well as helping the affected persons with resettlement. The option of paying land for

land was discussed with the community and it was found out that it is associated with looking

for land, negotiating for a price with willing sellers, before it can be transferred to the affected

persons. Moreover, finding alternative land of equivalent value with similar physical

characteristics in terms of access to public service points would be difficult. The ESIA team

therefore recommended cash compensation for land. The recommendation was well accepted by

the community and demanded that the developer provides adequate and fair prices for their land.

In order to achieve this requirement, it was agreed that a third party will review the disputes that

the parties will encounter during the actual compensation process.

75

Never the less, the vendors operating along the road in Kasubi unanimously requested that KCCA

finds land and they relocate their market instead of paying each of them cash. They demonstrated

their readiness to move there without structures and the place be developed when they are already

in like the case was in Wandegeya Market which has just been developed.

Plate 26: Consultations with Kasubi market vendors

In Plate 26 vendors at Kasubi market respond by show of hands as collective willingness to be

resettled at an alternative market instead of individual cash compensations.

Meanwhile, vendors mentioned that KCCA had already started the process of registering them

and had promised that land was identified at Nakyekolede and Kasubi Family Primary school

but the procurement process is still ongoing.

“- for us show us the land first, then others can come later, we know the project is in

phases like EIA etc., don’t take us by surprise, inform our office about everything so

that we are updated. We are many, you will find problems, first show us the place, and

then the building will come later. In one voice the vendors want a place and prove that

it’s ours.” (Collectively Kasubi Roadside market vendors)

In the short term, KCCA commits to supporting the 100 market vendors operating in the 100 metre

stretch to be upgraded in the Batch I phase with alternative space to actively trade. In addition,

KCCA will give the vendors a waiver on market fees for a period of eight months to ensure that

their livelihoods are restored. In the long term, KCCA intends to purchase 4 acres of land on the

free market system for permanent relocation of market vendors. The land owners have been

identified and engaged, and allocation of funds in the budget for FY 2015/16 was made for the

purpose. A valuation process has been commissioned and the planned relocation process will be

transparently and timely done before the commencement of Works. To the communities, another

issue of contention is the timing of compensation. Communities expressed unhappiness with the

76

way compensation is handled in Uganda. The community members were further informed that

during the compensation exercise, agreements will be signed between the two parties to ensure

smooth compensation process, which is transparent. Each of the landowners shall sign on the

verification form and witnessed by the LC1 Chairperson of the respective village. The LC1

Chairperson shall counter sign a certificate of completion.

They were however concerned about the absentee landlords and some family members who may

not be available during the compensation period. The team informed them that all efforts will be

taken to ensure that the rightful owners or family members are contacted before the compensation

is finalized. They were also informed that the whole process takes some time to be complete so

they were advised to inform their landlords and relatives about the proposed developments early

enough.

6.2.5 Community Participation in the Project

The ESIA team outlined to the community the procedures on how they will participate and get

involved in the proposed project. They were informed that at each stage of the project, the

community would be informed through their Local Council leaders. They were further informed

that a more detailed Resettlement Action Plan which is part of this study though a different report

would proceed to do more consultations, identification and valuation of property.

6.3 Socio -Economic Status of the project area

This section provides results of the census and social economic survey carried out in the update

of the ESIA. Categories of impacts and the socio-economic characteristics of the affected persons

in these categories are described and the different approaches to their resettlement discussed.

While the wider socio economic results obtained from the survey carried out in 2006 could in

general terms still be valid in 2009, by necessity the most effective way of verifying the efficacy

of specific results obtained from the 2006 and 2010 censuses, was to carry out the complete

census again. In addition, the census provided an opportunity for further consultation with the

affected persons. Information obtained from the community consultation meetings was cross

checked with the affected individuals during the survey.

6.3.1 Methodology

The primary method of data collection was a questionnaire. Detailed census/inventories with

affected households as well as formal and semi-formal discussions with sample focus groups

were applied. The approach was refined in recognition of the lessons learned during the 2006 and

in 2010 ESIA exercises. For example, this time round, the census and socioeconomic survey

were carried out concurrently with the valuation exercise to minimise the discrepancies in the

data collected. In addition, observable proxies and the land survey information were used to

supplement and confirm information obtained from the questionnaire.

77

The socio-economic survey was conducted on the people who were found to be living and

working along the proposed project roads (Makerere Hill Road, Mambule Road, Hoima Road

(Bakuli-Nakulabye-Kasubi-Northern By Pass), Kiira Road, Bwaise Junction and Kabira

Junction). All together there were 822 respondents who are going to be directly and indirectly

affected by the projects. About 192 property and business owners who earn their livelihoods in

the project area will be affected. They included the following categories of people;

Physically Displaced Persons: These are persons or businesses whose residence or building has

to be displaced because it is located within the permanent land acquisition area for the projects,

within the Right-Of-Way or within the Reserve. Structures include boundary walls, gates,

verandahs and complete buildings.

Economically Displaced Persons: In total the project road and junction activities will directly

affect total of 192 Project affected persons through land loss and structures. 113 PAPs are

registered land owners, 50 PAPs are unregistered and 29 are licensees. In terms of gender, 77%

of the property is owned by men and 24% is owned by Women. PAPs composition per project

road is summarized in Table 6-2.

Table 6-2: Affected Persons and households

Project Area Number of Project Affected

Persons

Bakuli-Nakulabye-Kasubi-Northern bypass Rd 111

Makerere Hill Rd 48

Bwaise Junction-Mambule Rd 26

Kabira Junction-Kiira Rd 7

Total 192

Source: RAP Census 2014

All the categories of project affected persons in Table 6-2 will either lose land, access to land,

housing, crops and other property. It was found that Bakuli-Nakulabye-Kasubi-Northern bypass

road has a comparatively bigger percentage of project affected persons.

6.3.2 Sex of the Respondents

Of the respondents interviewed, 58% were male and 42% female as shown in Figure 3

78

Figure 3: Sex of Respondents

Of those interviewed 53% were tenants as it is clear that majority of the people in urban areas

mainly rent the business premises and the project is going to advance effects on their businesses.

About 25% of them were property owners, 12% were employees, and 2% were relatives as shown

in Figure 4. Though interviews were conducted on those present at the sites, the valuation team

subsequently endeavored to meet the owners of the properties during the valuation exercise.

Figure 4: Status of Respondents In Relation to the Property

The type of land tenure system for most of the land affected is Private Mailo, which in some cases

is encumbered with Bibanja/Secondary rights holders. A very small part of the potentially affected

land is under Freehold and Leasehold Ownership systems. In areas where former Public land has

reverted to the Kabaka (King of Buganda), the land is occupied by Bibanja owners and is managed

by the Buganda Land Board.

The form in which the property is held by the owner (land tenure) is very important during the

valuation of the property. Titled land is valued differently compared to untitled land and in the

cases that the occupant has a license or is a Kibanja owner, it necessitates that both the owner and

licensee or Kibanja occupant are paid with the owner earning more than the licensee. From the

Male58%

Female42%

Owner Tenants Employee Relative Spouse Others

25%

53%

12%

2% 1%7%

Series1

79

Figure 5, majority 54% of the respondents are licensees, followed by those who did not know 40%

their land ownership status. As earlier explained, most people interviewed were tenants who were

not aware of the type of the land holding. Only 4% reported to have titles and 2% are Kibanja

owners.

Figure 5: Land Tenure

6.3.3 Main Source of Income

Activities on the land include small scale industries such as furniture making and metal workshops,

and small scale agriculture although this is to a limited extent. Structures on the land include shops,

residential rental units. For the source of livelihood, almost all 90% of the respondents reported

that they depend on activities located on this land, very few 6% depend on activities located

elsewhere and just 4% are salary earners (see-Figure 6).

Figure 6: Main Sources of Income

Tittled Kibanja Licensee Don’t Know

4% 2%

54%

40%

Series1

Salary

4%

Activity

located on this

land

90%

Activity

located

elsewhere

6%

Main Source of Income

80

This therefore calls for careful and total dedication on the side of KCCA during the ESIA

implementation to take maximum considerations on the affected people by compensating them

adequately and also giving them enough time to relocate their businesses elsewhere without

depriving them of their livelihoods.

6.3.4 Type of Businesses to be affected

Figure 7 shows the type of businesses likely to be affected by the project, which includes; Kiosks

(Craft shop, Video library, Vendor, Retail, Boutique, Technician, Butchery, Mobile money). These

are mainly businesses that can be easily relocated to another place within the project area if not all

the land is acquired or can as well be shifted to another place. Other types of businesses include;

washing bays/night parking, welding, garages, petrol stations, restaurants, bars, charcoal vendors,

hard-ware shops, timber shops, furniture shops, saloons, tailoring, spare parts shops, shoe repairs,

flower beds and stalls.

Figure 7: Types of likely businesses to be affected

6.3.5 Current Use of Affected Structures

Similar to the situation above, majority (84%) of the structures to be affected by the project are

used for small businesses as shown in Figure 8. At least 8% were used for small businesses and

letting, and only 7% were used as residential and 1% for residential and letting. This confirms the

likelihood of the project’s impact on the business community.

36%

3% 2% 2% 3% 3% 3% 1% 1% 3% 1% 3% 2% 1% 1%

32%

2%

Series1

81

Figure 8 Uses of the affected structures

6.3.6 Negative Impacts

Respondents were asked what negative impacts were expected to come with the improvement of

the roads. Results from figure 7 below indicate that; loss of business (87%) was ranked highest,

followed by loss of loyal customers (74%) due to change of business location, loss of business

location (57%) and reduction of working space (52%). The project implementation is also

expected to cause decline in business (53%) and loss of employment as some businesses may

just wind-up (37%). It is therefore recommended that KCCA implores the contractor to consider

some of the project affected persons for employment.

Figure 9: Negative Impacts (%)

Despite the negative impacts, respondents were also happy with the potential positive impact of

the projects. Asked about the expected benefits, majority (76%) reported that the road

Residential

House

7%

Residential &

Letting

1%

Small Business

& Letting

8%

Small

Businesses

84%

Uses of affected Structures

Loss of Job

Loss of Loyal Customers

Business Decline

Loss of Business

Loss of Business Location

Reduction of Working Space

37%

74%

53%

87%

57%

52%

Negative Impacts

Series1

82

improvement and expansion will lead to reduction of traffic jam, and therefore reduction in travel

time (64%) and accidents caused due to the narrowness of roads (48%), cheap transport (45%),

increase in customers (44%) and creation of jobs (33%). Other benefits reported included;

development of the area, business growth, and beautiful and clean roads as shown in Figure 10

below.

Figure 10: Benefits of the road projects

6.3.7 Recommendations by the PAPs

The project affected persons were asked how they would like the situation to be handled in order

minimize the impacts. They requested that compensations be adequately done and that they

should be given sufficient time to plan and shift (76%).

Figure 11: PAP suggestions

Reduction in Travel Time

Reduction of Accidents

Reduction of Traffic Jam

Create Jobs

Increase in Customers

Business Growth

Beautiful & Clean Rds.

Cheap Transport

Development of the Area

64%

48%

76%

33%

44%

24%

24%

45%

28%

Benefits of the Road Projects

Series1

76%

50%

57%

76%

68%

51%

61%

40%

70%

45%

Pay & give enough time to shift

Discuss with PAPs before Compensation

Be considerate during Compensation

Get another good place to shift operation

Give early notice so as to place where…

Sensitize the PAPs on their rights &…

Compensate in cash

Relocate & remain connected with…

Government to build for PAPs Market

Pay disturbance fees

Series1

83

Those working along the road requested for Government to find land and build for them a market

(70%), other requested that they are given early notice, pay them in cash plus disturbance

allowance and sensitize the PAPs on their rights and obligations. Figure 11 shows suggestions

made by the respondents.

6.3.8 Other mitigations suggested by PAPs include;

Develop other village roads too, so that all Ugandans can enjoy better roads not only in

Kampala (50%)

Government should concentrate on health care so that healthy people move on the good

roads (47%)

Develop other districts so that people are attracted there too instead of everybody coming

to Kampala (66%)

Roads should be expanded as planed not construct narrow roads (47%)

Have completely new plans like in Mukono not expanding the old roads because this

affects more people (42%)

Sensitize people about the project (65%)

For the sake of harmony KCCA should involve the affected persons, right from the beginning so

as to have them own the project and also consider their suggestions.

6.4 Conclusion

The community discussions and stakeholder interviews showed that the community along the road

projects will support the project if the compensation exercise is implemented in a professional and

fair manner. The community and the key stakeholders have expressed support for the project since

they see it as a way of reducing traffic jam, accidents and travel time; it will also lead to a better

organized clean city as well as employment creation for themselves or their children during

construction. Notwithstanding the anticipated benefits, the project will lead to negative social and

economic impacts. It is recommended that the developer implements all the mitigation measures

suggested in this report. To ensure that the project is managed perfectly to a logical conclusion,

the developer should make the necessary budgetary provisions to ensure that mitigation

commitments in the ESIA and monitoring programs stated herein are effectively implemented.

Detailed stakeholder sensitization minutes and list of members present are attached in appendix iii

and iv respectively.

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7 ASSESSMENT OF POTENTIAL ENVIRONMENTAL AND SOCIAL

IMPACTS OF THE PROPOSED PROJECT AND RECOMMENDED

MITIGATION MEASURES

7.1 Introduction

Following desk studies and the field survey, the potential environmental and social impacts of the

proposed project were determined. Under this section the potential environmental and social

impacts of the proposed project are presented. These include the impacts of all the named roads

construction and junction improvement simultaneously discussed. The measures proposed to

mitigate/enhance each of the identified impacts are also discussed. .

7.2 Pre-construction phase impacts on the socio-economic environment

7.2.1 Positive impacts

7.2.1.1 Potential creation of job opportunities

The project will create employment opportunities during the planning and design phase. The

potential beneficiaries will include people who will be recruited to undertake the surveys and

geotechnical investigations to inform the project designs.

Overall, the surveys will include engineering, valuation, land survey, geotechnical, and

hydrological and other environmental and socio-economic surveys, among others.

Impact enhancement measures

Only trained and professional drivers should be allowed to drive the investigation teams.

Training of workers of any development is key to their safety. All workers should be inducted

on safety issues before they commence their investigations

Project workers and communities are inducted and sensitized on protection of children and criminal

effects of sexual engagement with children including street kids as a result of the road project

7.2.2 Potential Negative Impacts

7.2.2.1 Occupational Health and Safety Impact

Human accidents during the planning and design phase may occur as a result of careless driving,

bites from poisonous fauna such as snakes or from slips and falls as the investigation crew walks

through the wild and along steep slopes in search for murram and other material sources.

Assessment of the significance of the impact

The extent of the impact would be Local. The duration of the impact would be short-term. The

magnitude of this impact would be Low.

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Severity of the impact

As shown in the table below, the severity of this impact would be high.

Magnitude Extent Duration Total score (Severity)

10 (Low) 20 (Local) 05 (short-term) 35 (low)

The likelihood of the impact

The likelihood of the impact occurring is medium.

Significance of the impact

The significance of the impact would be Negligible -Minor as shown in the table below.

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

The following measures are proposed to mitigate human accidents/injuries;

All people carrying out investigations by the road side should wear high visibility vests.

Only trained and professional drivers should be allowed to drive the investigation teams.

First Aid kits should be carried around by the investigation teams during the surveys.

The investigation team should be observant of any pits within their areas of investigations.

Training of workers of any development is key to their safety. All workers should be inducted

on safety issues before they commence their investigations

Application of the above mitigation measures will reduce the impact likelihood to low and the

impact significance to Negligible.

7.2.2.2 Loss of Land/Property and Resettlement

The most significant wealth distribution mechanism resulting from the proposed road will likely

stem from permanent and temporary land take for borrow pits and quarries, diversions and

equipment storage areas. The Land Act of 1998 requires that any undertaker executing public

works on land shall promptly pay compensation to any person having an interest in the land, for

any damage caused to crops or buildings, and for the land and materials taken or used for the

works. Implementation of the proposed project will mean that structures located in the areas

86

affected by land take will be vacated. In other words, the affected persons will involuntarily be

displaced. The affected persons will be entitled to compensation.

Generally, no new borrow pits and stone quarries will be opened for this particular project as the

materials (gravel, aggregate, hard-core, etc.) are to be sourced from commercial sources. Physical

due diligence for some of potential commercial sources has already been undertaken as an integral

part of this study to ascertain levels of compliance with statutory requirements as shown in Table

3-2 and Table 3-3. Further due diligence will be undertaken if the Contractor identifies commercial

sources other than those that have been covered in this report. Yet, should there be need to open

up a new borrow pits or a quarry, and therefore land take, an abbreviated RAP will be prepared

and relevant environmental statutory approvals shall be obtained before opening up and operating

such facilities.

Severity of the impact

The severity of the impact has been assessed on the basis of professional judgment and experience

of the consultant from similar projects. The severity of the soil erosion impact is determined to be

low.

Magnitude Extent Duration Total score (Severity)

60 (high) 10 (site specific) 05 (short-term) 75 (high)

The likelihood of the impact

The likelihood that the soil erosion impact is likely to occur is high.

Significance of the impact

The significance of the soil erosion impact would therefore be Minor as shown in the table below.

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible–Minor Minor

Medium Negligible Minor Minor-Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

Compensation shall be paid for land required for the construction of the proposed roads.

Compensation will be provided in accordance with Ugandan laws, including the Constitution

of 1995 and the Land Act of 1998, among others and the World Bank Safeguard Policy OP

4.12 Involuntary Resettlement.

87

Where necessary a Resettlement Action Plan (RAP) shall be undertaken to quantify affected

acreage, persons and property.

Establish a functional complaint handling system with a clear hierarchy to manage emerging

complaints from the workers and PAPs

Application of the above mitigation measures will reduce the impact magnitude to negligible, the

likelihood to low and the impact significance to negligible.

7.3 Construction phase

7.3.1 Potential impacts on the socio-economic environment

7.3.1.1 Positive Impacts

(i) Creation of employment opportunities and improvement in livelihoods

Project implementation during the construction phase will avail job opportunities to both the

skilled and unskilled personnel. This is a positive impact of the proposed project on the affected

communities. There is already much anticipation among the ZOI communities and local leaders

that the local population will be employed on the road project, for whatever task will be found to

lie within their capabilities. Certainly, several members from the local population will be

considered for unskilled positions such as casual labourers, drivers and masons. These skills are

readily available within the ZOI.

The impact is short-term and reversible but could lead to improved incomes and indirectly enable

employed community members to access basic social services such as; health services, and

accesses other livelihood extension services. Potential employment opportunities will, however,

be temporal and it is unlikely that the impacts of increased spending power will have permanent

benefits for longer periods. However, increased volume of trade resulting from an improved road

will lead to higher economic growth generally.

Impact enhancement measures

The following measures are proposed to enhance creation of employment opportunities;

To prevent conflicts and bad attitudes towards the contractors and their workers, it is strategic

that the contractors give priority for employment to the local people (especially those that will

be directly affected by the project) as much as possible.

There must be affirmative action taken to employ disadvantaged groups of people in the ZOI

especially the youth and women. Gender issues should be taken into consideration during

recruitment of employees on the project. Women must be given opportunities to participate on

the road project and when hired must not be discriminated against in terms of pay and sexual

abuse.

88

Ensure that the national Labor laws and Employment Act are adhered to (including aspects of

child labor requirements).

(ii) Creation of business opportunities

With the commencement of construction activities, the influx of workers to the project sites is

likely to attract small scale business opportunities. These may include the growth of eateries and

hawkers that may seek to market food and products to the project workers. Given the urban nature

of the project, most casual workers will reside in own rented accommodation around the project

area and commute to the project sites daily. However, given that a Workers’ Camp (complete with

accommodation, laboratory and office facilities) is planned to accommodate about 22 foreign

workers; this will further increase demand for local products including food supplies. A certificate

of approval for Environmental and Social Impact Assessment for the Workers’ Camp has already

been obtained from NEMA as shown in Appendix XIII.

As a result, this could result in considerable short term positive improvement in economic situation

of some people in the project area. Meanwhile, some workers may prefer to find accommodation

in and around the project sites; thereby leading to more income earnings to the local population.

Impact enhancement measure

Ensure that workers are inducted and sensitized on HIV/AIDS scourge to avoid social

misdemeanor among the workers residing outside the camp.

Institute a non-fraternization policy at the workers’ camps as a measure to control against

prostitution and misconduct

Ensure that workers and communities are inducted and sensitized on protection of children and

criminal effects on sexual engagement of children including street children as a result of the

road project

Ensure that regular business dealers and especially food vendors are registered for identity and

avoidance of unfair treatment by workers, such as denial of payment entitlements

7.3.1.2 Negative impacts

(i) Land take from the design review and acquisition of auxiliary facilities

With design reviews, there is a likelihood of additional land requirements to accommodate the

slight changes in the initial designs of roads and junctions. This may entail a slight increase in the

number of PAPs and therefore compensation costs. As already discussed in sub section 7.2.2.2,

acquisition of land for auxiliary facilities is envisaged for the workers camp and material storage

yard only. Based on the initial plan, no quarries and borrow pits will be opened for this proposed

project because the construction materials including gravel and aggregate are to be procured from

commercial sources, whose compliance with statutory requirements can be confirmed through

physical due diligence. Whereas due diligence has already been carried out on some of the

89

commercial sources suggested in this report, it is further required if the Contractor decides to

procure materials from sources not assessed in sub section 3.4.1.1.

However, land take can be possible if the Contractor finds a reason to change the original plan and

open new borrow pits and quarries for this particular project.

Assessment of the significance of the impact

The spatial extent of this impact would be Local limited to the roads, junctions as well as quarries

and borrow pits and their immediate environs. The duration of the impact would be short-term

mostly expected last until the end of the construction phase, but the magnitude of this impact is

expected to be Low.

Severity of the impact

As shown in the table below, whereas the impact magnitude is expected to be Low and local in

spatial extent, the duration is long term, especially for the land acquired in the road reserve after

the desin review, thereby leading to the medium severity of this impact. The assessment was based

on the professional judgment and experience of the consultant in similar projects.

Magnitude Extent Duration Total score (Severity)

10 (Low) 20 (Local) 20 (long term-term) 50 (medium)

The likelihood of the impact

The likelihood of the impact occurring is medium if the Contractor takes the necessary safety and

precautionary measures.

Significance of the impact

Given the level of impact severity and likelihood of its occurrence, the significance of the impact

has been determined as being Negligible -Minor.

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Impact mitigation measures

Land acquisition from any additional possible road redesign should be compensated based on

the RAP guidelines.

An abbreviated RAP will be prepared by the Contractor for all land acquired for auxiliary

activities and compensation done prior to takeover of the land.

90

Management of complaints (including training of GRCs) and compensation of PAPs that may

be pending

(ii) Occupational and community Health and Safety

During the construction phase issues associated with OHS are likely to result from inappropriate

use of Personal Protective Equipment (PPE) such as hard hats, gloves, safety shoes, goggles, etc.,

by the workers at the project sites. Limited use of PPE may compromise the health and safety

especially through reduced eye protection, injury, hearing protection and others.

This is a negative impact and more safety concerns may result reckless driving and, if improperly

covered, spillage of construction waste on the road to the waste disposal site. Lack of standard

warning and guiding signs at the project sites could also result in the collision of vehicles along

the project sites.

During the operational phase of the project facilities (roads and junctions), health and safety risks

could be elevated the “new road effect.” The level of risk could result from limited consideration

of safety concerns during the construction phase. This way, the improved state of road could tempt

drivers into careless over-speeding leading to increased risk of accidents. However, several traffic

safety elements will be included in the roads designs such as road signs, road marking, road kerbs,

rumble strips, road speed humps, and use of covered rectangular drains where pedestrian traffic is

high and there is limited land access, street lighting and traffic signals. Hence, the safety and health

concerns of the general public will be minimized during the operational phase of the project.

Assessment of the significance of the impact

The spatial extent of this impact would be Local limited to the roads, junctions and their immediate

environs. The duration of the impact would be short-term mostly expected last until the end of the

construction phase, but the magnitude of this impact is expected to be Low.

Severity of the impact

As shown in the table below, the severity of this impact would be high. The assessment was based

on the professional judgment and experience of the consultant in similar projects.

Magnitude Extent Duration Total score (Severity)

10 (Low) 20 (Local) 05 (short-term) 35 (low)

The likelihood of the impact

The likelihood of the impact occurring is medium if the Contractor takes the necessary safety and

precautionary measures.

Significance of the impact

Given the level of impact severity and likelihood of its occurrence, the significance of the impact

has been determined as being Negligible -Minor (see table below).

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Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

Provide appropriate and adequate protective wear such as reflectors, safety shoes, ear muffs,

gloves, goggles, and others to ensure optimum safety for the workers.

Attach speed limits to vehicles that will use the road

Incorporate speed control devices such as humps into the road design.

Post reflective, directional and warning signs for road diversions at reasonable distances ahead

of the diversion roads.

Provide efficient and adequate traffic diversion roads

Properly cover materials carried by haulage trucks with a tarpaulin.

Incorporate pedestrian walkways/shoulders, cycle ways, efficient pedestrian crossing signals

at all the intersections, guard rails on the sides of the carriageway, safe stopping/parking

spaces/lay-bys into the road designs.

Fill excavated potholes, ditches, and trenches etc.

Erect visible road signs warning road users about on-going road construction works

Put in place proper and visible guiding signs or recruit traffic wardens/guides to direct vehicles.

Placing of warning signs on vehicles moving bitumen and fuel.

Place warning signs along the road indicating the presence of vehicles moving heated bitumen.

Documentation of Accidents and actions taken

Institute a public road safety awareness programme and train workers and local communities

in their safety. Ensure regular safety talks to all workers and institute strict punitive measures

for non-compliance with safety rules.

Carryout HIV/AIDS awareness raising campaign with workers and local communities,

strategically integrating workers residing both in and outside the camp.

Regulate and institute a strict code of conduct at the Workers’ Camp, to ensure that facilities

such as lavatories, bathrooms, and accommodation are separated according to gender.

Suppress dust emissions by regularly sprinkling water during dusty conditions to improve

visibility and at the same time minimize the health impact of dust pollution to both workers &

the general public.

92

Install screening concrete barricades and warning conspicuous tapes in and around disturbed

and excavated areas to control access & minimize pit-falls/ accidents for both workers and the

general public.

Application of the above mitigation measures will reduce the impact likelihood to low and the

impact significance to Negligible.

(iii) Assault/Attack/ intimidation/detention

This is a potentially negative impact of the project on the project staff. The people that will be

carrying the various investigations will be susceptible to assault/attack/intimidation by the local

people especially where communities face insecurity of land tenure. The impact is most likely to

occur if the project activities are carried out during the night or in case of erroneous trespass

through contested land. The likelihood of its occurrence could also be enhanced by damage on the

properties uncompensated for or occurrence of accidents resulting from reckless driving by the

Contractors’ drivers.

Assessment of the significance of the impact

The spatial extent of this impact is determined as being Local, mostly limited to the project area

and ancillary facilities such as the workers camps where project activities are concentrated. The

duration of the impact would be short-term, likely to last for the construction phase. The magnitude

of this impact would be negligible.

Severity of the impact

As shown in the table below, the severity of this impact would be Low (see the table below) and

has been determined on the basis of professional judgment and experience of the Consultant from

similar projects in the area.

Magnitude Extent Duration Total score (Severity)

0 (negligible) 20 (Local) 05 (short-term) 25 (Low)

The likelihood of the impact

The likelihood of the impact occurring is low given that with measures such as enhanced security

and limiting activities to day time will improve security of workers, thereby reducing the chances

of impact occurrence.

Significance of the impact

The level of impact severity and likelihood of impact occurrence resulted in the determination of

the significance of the impact as being minor as shown in the table below.

Impact Likelihood

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None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

The project staff should not trespass in private property without due authorization

Ensure controlled driving behavior in community areas to avoid accidents and conflicts

Provide onsite security to protect the project personnel and equipment from unnecessary

intimidation/harassment and vandalism

Report all the criminal cases to the police for necessary legal actions

Application of the above mitigation measure will reduce the likelihood of the impact to none and

the significance of the impact to Negligible.

(iv) Damage of property and utilities

This is a potentially negative impact. It follows that during the construction phase, earthworks are

likely to result the dame of properties including ornamental plants, crops and underground utility

cable networks. Crops and flower gardens may be destroyed and lost during surveying, road

boundary marking and associated road construction activities. Some flower gardens will be

destroyed during earth stripping activities at the beginning of the construction phase. The impact

is likely to be enhanced at the road junctions where established flower gardens will be removed to

pave way for project implementation.

Construction activities such as earth stripping or bulldozing, damage of utilities including

underground cable networks and water pipes could occur. This could result in temporary floods

but also supply cut-offs for some areas near or far from the project sites. Provision of the

information details on the underground network cables (Appendix X) will help to reduce the

significance of the impact.

Assessment of significance of the impact

The extent of this impact will be site specific and therefore Local by spatial extent. The duration

of the impact would be permanent because the damaged gardens will not be restored after the road

dualling and improvement of junctions. However, the magnitude of this impact will be negligible

because areas with crops and gardens in the proposed project area are limited to roundabouts and

localized stretches required for road dualling.

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Severity of the impact

The severity of this impact is determined as being be low because the impact will be limited to a

few areas where gardens exist.

Magnitude Extent Duration Total score (Severity)

10 (low) 10(site specific) 20 (permanent) 40(medium)

The likelihood of the impact

The likelihood of the impact occurring is medium because the requirement for land for expansion

of the roads (dualling) will increase chances of clearing gardens on the road sides.

Significance of the impact

Generally, the spatial area covered by gardens likely to be affected is small and mostly

concentrated along Makerere hill road and at the roundabouts such Fairway roundabout. Besides,

being located in the urban environment, most sections of project areas are under structures with

limited areas, if any at all, dedicated to crop growing. Thus, the significance of the impact is

determined as being minor.

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

The following measure is proposed to mitigate destruction of crops;

Adequate and prompt compensation for any damage made to crops or flower gardens shall be

carried out where space allows an opportunity.

Application of the above mitigation measure would reduce the magnitude of the impact to Low,

the impact severity to low and the impact significance

(v) Destruction of physical cultural resources

The potentially negative impact is linked to the tree with cultural attachment. The impact on sites

of cultural, historic or traditional significance could increase with potential chance finds during

gravel excavation in hitherto unknown areas of historical significance. It is envisaged that the

construction of Bakuli-Kasubi-Nothern bypass will result in the destruction of the cultural tree

which is located within the proposed road alignment. The potentially affected tree is locally

perceived to possess supernatural powers.

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Assessment of the significance of the impact

The spatial extent of this impact would be site specific/local although the duration of the impact

would be permanent. The magnitude of this impact would be high.

Severity of the impact

The severity of this impact would be high due to the people’s cultural attachment to the potentially

affected sites or objects. The impact severity was determined through professional judgment and

experience of the consultant from similar projects in the area.

Magnitude Extent Duration Total score (Severity)

60 (high) 10(site specific) 20 (permanent) 90 (high)

The likelihood of the impact

The likelihood of the impact occurring is medium considering the urbanized nature of Kampala,

though one tree with cultural attachments was recorded during the survey.

Significance of the impact

Based on the severity of the impact and its likelihood, the significance of this impact is determined

to be major as shown in the table below.

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

Apart from the one tree, it is unlikely that any other cultural or historical sites will be discovered

during the road construction. However, should any archaeological or historic findings be found

(especially along Bakuli-Kasubi road),

Work must immediately stop along that section, and the Supervising Engineer, Department of

Musuems and Antiquities and the competent authority under NEMA immediately informed to

take a decision on the way forward.

Care must be taken during the excavation of borrow pits to avoid family or clan graveyards. It

is required that the contractor establish the proximity of potential graveyards around the

selected burrow pits before final negotiation with the owner of the relevant.

The threat of destroying the cultural tree has been addressed by phasing the construction of the

road to ensure that the first phase of project implementation stops at Kasubi. The road design

review for the subsequent phase will ensure adjustments on the road realignment to avoid

96

socio-cultural and environmental impact associated with the clearance of the cultural tree in

consultation with the cultural institution and most especially the Buganda Kingdom and also

the Department of Museums and Monuments in the Ministry of Wildlife and Antiquities.

More procedural steps in line with the chance finds are outlined in sub section 2.3.5

Application of the above mitigation measures will reduce the impact magnitude to negligible, the

likelihood to low and the impact significance to negligible.

(vi) Ground vibrations and noise emissions

Road construction activities such as excavation works, road compaction and haulage of materials

such as aggregate, hardcore, gravel, etc, will increase noise levels and adversely affect the working

and living conditions in the project area. Materials haulage will involve heavy vehicles delivering

construction materials on site and transporting spoil material off site. Road construction machinery

(bull dozers, caterpillars, concrete mixers, graders, wheel loaders and excavators, etc. and

supporting machinery such as generators etc. can also generate considerable amounts of noise at

different parts of the projects sites especially if under or un-serviced.

For the purpose of assessing ground vibrations, the road constructions are conveniently classified

into three categories of equipment;

Tracked plant, such as dozers and tractor shovels

Rubber-tyred plant, such as motorized scrappers and dump tracks

Continuous or intermittent impacting plant such as pile drivers and vibratory rollers.

Other sources of noise and ground vibrations are the demolition of the structures such as Makerere

College Administration building and haulage of the demolition rubble. Ground vibrations may be

enhanced in the adjacent buildings resulting in architectural and structural damage to the fabric

whether by repetition of stress loading or direct rapture, or cause disturbance to the occupants.

Prolonged vibrations could stretch tolerance limits, intrusion and fears for personal safety among

the students and university community using the affected buildings.

One of the key impact hotspots is Makerere University where noise and vibrations could

significantly disrupt the studies and reading activities at the following affected areas; Makerere

University School of law, Makerere College Classroom block, Makerere College Girls’ hostel and

the multi-storied block (with library and classrooms). Increased traffic volumes resulting from the

improved road will also increase the existing noise levels. Increase in the prevailing noise levels

can cause discomfort and ear impairments among people close to the site.

Assessment of the significance of the impact

The extent of this impact would be local (within 5km radius of the affected sites). The duration of

the ground vibrations and dust emissions impact would be short-term mostly conspicuous during

the construction phase, while noise emissions would continue throughout the operational phase

97

albeit at comparatively lower levels. The magnitude of this impact would be high especially around

Makerere Hill and facilities such as clinics, institutions of learning, hotels etc. along other Batch

1 roads, albeit with varying levels of intensity. The intensity of the impact on Makerere Hill Road

is a result of increased proximity of the lecture rooms, classes, hostels and library as illustrated in

Table 7-1;.

Table 7-1: Impact of land take and increased proximity to the expanded Makerere Hill Road

Area of impact Situation at key impact receptors (Meters)

As is: before

construction

After Road Construction

Makerere Law School building (Lecture room, offices)

Distance from the veranda and edge of the road carriage

way

11.4 -11.7 5.7

Distance from the building and the edge of the road

embankment

1.4

Makerere College School

Administration block

From the building to the road carriage way 4.5 Demolished

Classroom block

From the building to the edge of the road embankment 1.7

From the building to the road carriage way 8.6 – 12.9 5.0

Multi-storied block (library, classroom)

From the staircase to the edge of the road embankment --- 1.2 (to be relocated).

From staircase to the road carriage way 9.7 4.2

From the building to the edge of the road embankment 4.2

From the building to the edge of the road carriage way 12.4 7.3

Girls’ Hostel

From the building to the edge of the road embankment 0.4-0.5

Building to the road carriage way 8.4 – 8.8 4.1 – 4.3

Distance between the building and

the edge of the road embankment

after construction (1.4m)

Distance between the building and

the road carriage way after

construction (5.7m)

Distance between the building and

the edge of the road embankment

after construction (0.4 -0.5m)

a

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Figure 12: Vulnerability at Makerere University School of Law and Makerere College School structures

Severity of the impact

The severity of this impact is expected to be low as shown in the table below.

Magnitude Extent Duration Total score (Severity)

10 (low) 20 (local) 05 (short- term) 35 (low)

The likelihood of the impact

The likelihood of the impact occurring is high.

Significance of the impact

The impact significance would be “Large” as shown in the table below.

Distance between the

building and the edge of the

road embankment after

construction (1.7m)

Distance between the

building and the road

carriage way after

construction (5.0m)

Administration block to

be demolished

b

c

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Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor – Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

The following measures are proposed to mitigate increase in prevailing noise levels:

Fitting silencers/ mufflers on project machinery during operation ;

Regular servicing, maintenance and appropriate repair of haulage vehicles and construction

machinery with potential to generate noise;

Ensure a temporary noise barrier during construction at hotspots to shield classes, libraries and

residential areas from noise and dust emissions.

Permanent noise barrier at hotspots e.g. Makerere Law School, Makerere College School

structures (Classroom block, multi-storied building, and hostel) that border the road,

Noise and vibration prone activities shall be harmonized with school operations to ensure that

studies are not disrupted during day-time hours and simultaneously work to minimize

disrupting school night preparatory activities and rest time of students. No night activities shall

be permitted around residential areas as well.

Construction activities at areas of students’ residence such as the girls’ hostel will only be

permitted during day when all students are out in classrooms. Night construction works around

school areas shall only be permitted during school holidays when there are no resident students.

Deploy flagmen and post road signage to limit traffic speed at areas with schools, such as

Makerere College School, Mengo Senior Secondary School, etc., to avoid the risk of accidents,

dust and noise nuisance.

Conduct a structural integrity assessment for all potentially affected buildings located on

Makerere Hill Road to establish their baseline conditions before road construction and inform

decision making process during and after road construction.

Controlled vibrations such as with use of rolling dynamic and rubblising around areas where

the impact of road construction could result in the damage of structures such as Ham Towers,

Makerere College Girls’ hostel, e.t.c. The approach is comparatively better than use of

conventional vibrating drum and sheepsfoot rollers1

1 See Soil Compaction; Providing a base for soil compaction, accessed on 9/01/2015, and available at the web page

https://ecms.adelaide.edu.au/civeng/research/mining/geotech/impact-roller-v01.pdf

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Regular monitoring of the structures potentially affected by vibrations during the construction

phase shall be done to ensure timely response to avoid adverse impacts on lives and property.

Where damages of structures such as development of cracks on buildings in the immediate

environs of the project sites are confirmed as a direct impact of vibrations, KCCA shall actively

engage the owners of all affected properties for compensation.

Appropriate PPE (ear muffs etc.) should be provided to the staff at the work sites and

contractors should ensure that wearing of the ear protection device by workers is mandatory;

especially for those who work close to the noisy machines;

Since the impact of noise increases with increase in exposure time, the work schedules for

project staff exposed to such noise/ vibration should also be designed to limit the exposure

time. No worker should be exposed to noise level greater than 70 dB (A) for a duration

exceeding 8 hours per day as stated per the National Environment (Noise Standards and

Control) Regulations, 2003.

Application of the above mitigation measures will reduce the impact magnitude to negligible, the

likelihood to low and the impact significance to negligible.

7.3.2 Impacts on the Bio-physical environment

7.3.2.1 Negative Impacts

(i) Potential occurrence of soil erosion

During the construction of the roads and junctions, activities such as excavation, removal of

vegetation cover and or top soil and stock piling at construction sites may loosen the soil and

expose it to agents of erosion including water and wind.

Construction of paved roadside drains will increase the erosive velocity of runoff from roads. This

negative impact may further adversely cause soil erosion in areas it is directed to. Haulage tracks

moving along undesignated routes are likely to compact the soil. Soil compaction can reduce the

infiltration capacity, increase surface water flow, and eventually, soil erosion.

The eroded soil may end up downstream the project area and increase high sediment load and

turbidity of the streams/rivers. This could result in the damage of spawning habitats and affect

other biota in the water.

Assessment of the significance of the impact

The extent of the impact on geology would be site specific (within 1 km radius of the site)

considering that soil would be eroded from only those sites to be disturbed by the project activities.

The duration of the impact would be short term (0 to 5 years) considering that grass that prevents

soil erosion usually take far less than 5 years to regenerate at disturbed sites. The magnitude of

this impact would be low.

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Severity of the impact

Based on professional judge and experience of the consultant from similar projects, the severity of

the soil erosion impact is determined to be low.

Magnitude Extent Duration Total score (Severity)

10 (low) 10 (site specific) 05 (short-term) 25 (low)

The likelihood of the impact

The likelihood that the soil erosion impact is likely to occur is high.

Significance of the impact

The significance of the soil erosion impact would therefore be Minor as shown in the table below.

Impact Likelihood

None Low Medium High

Impact

Severity Low Negligible Negligible Negligible–Minor Minor

Medium Negligible Minor Minor-Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

The following mitigation measures are recommended to reduce the impact of soil erosion;

Vegetation clearance should be limited to only the area where it is absolutely necessary

During the decommissioning phase of the project, areas not paved should be planted with trees

and grass indigenous to the sites to avoid further erosion. Planting of grass should be done over

a layer of top soil (loam soil).

Erect soil erosion control/protection measures such as lining of drains, maintaining a grass

cover within drains, stone pitching, and construction of stabilisation basins and other scour

checks/check dams in drains along access roads.

Avoid stockpiling of soil near water ways/ wetlands or on slopes

Stock piled materials should be covered with fabric or planted with grass.

Surround erodible stock piles with a ring of stones to prevent materials being washed away by

surface runoff.

Protect areas susceptible to erosion using either temporary or permanent drainage works

Newly eroded channels should be backfilled and restored to natural contours and planted with

grass.

Construction of infiltration ditches and soak pits within road reserve if water cannot be

discharged onto lower catchment

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Gulley control using gabions or check dams

Construct artificial waterways

Protect/stabilize culvert outfalls by installing aprons or cascades/steps

Protect slopes and embankments by planting with grasses and shrubs - where applicable since

most of the road reserve is expected to be paved

Application of the above mitigation measures will reduce the impact likelihood to medium and the

impact significance to negligible-Minor.

(ii) Soil compaction

Soil compaction is a negative impact on the biophysical environment, likely to occur in different

areas from various sources including construction of ancillary facilities, material stockpile areas,

and road construction. The equipment such as compressors, heavy trucks, wheel loaders, etc. will

be used. Haulage trucks moving along undesignated routes are also likely to compact the soil. Also

areas cleared of vegetation beyond the project designated area could, if un-restored, attract

unintended usage such as parking by motorists or car washing thereby causing sustained soil

compaction. Compaction of soil would reduce the water infiltration capacity, increase surface

water flow, and consequently soil erosion and possibly water logging in localized areas.

Assessment of the significance of the impact

The extent of this impact would be site specific (within 1 km radius of the site) considering that

soil would be compacted from only those sites that would be disturbed by the project activities.

The duration of the impact would be short term (0 to 1 years) considering the duration of the road

construction work. The magnitude of this impact would be low.

Severity of the impact

Based on impact magnitude, duration and spatial extent, the severity of the soil erosion impact as

a result of soil compaction is determined to be low.

Magnitude Extent Duration Total score (Severity)

10 (low) 10 (site specific) 05 (short-term) 25 (low)

The likelihood of the impact

The likelihood of the soil erosion impact occurring is high.

Significance of the impact

The significance of the soil erosion impact would therefore be Minor as shown in the table below.

Impact Likelihood

None Low Medium High

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Impact

Severity

Low Negligible Negligible Negligible–Minor Minor

Medium Negligible Minor Minor-Moderate Moderate

High Minor Moderate Major Major

Mitigation Measures

The following mitigation measures are recommended to reduce the impact of soil compaction;

Exposure of bare ground should be minimized by limited project activities such as vegetation

clearance to the designated areas.

Where possible, use existing roads as access routes e.g. quarries and borrow pits.

Restrict movement of vehicles within the site to only designated areas.

Ensure that areas not needed as hard pavements are ripped and vegetated upon site

decommissioning.

Application of the above mitigation measures will reduce the impact magnitude to negligible, the

likelihood to medium and the impact significance to negligible-minor.

(iii) Change in the geological substructure

Negative impact from excavation activities and vegetation clearance may result in relative change

in the arrangement and structure of the soils, cut and fill processes, involve; landslides, rock falls

and accelerated soil erosion. Material sourcing could result in the exposure of less subsurface soil

layers and depressions that may not easily promote faster vegetation regrowth or even be breeding

grounds for vectors if left unrestored. In addition, Construction material stockpiles such as gravel

may, if left unused, alter the soil profile.

Assessment of the significance of the impact

The extent of this impact would be site specific (within 1 km radius of the site) considering that

only the soils at the affected sites or close to the affected sites would be affected. Also, the indirect

impacts of change in geological substructure are not expected to go beyond 1km radius from the

affected sites. The duration of the impact would be long term. The magnitude of this impact would

be low.

Severity of the impact

As shown in the table below, the severity of this impact would then be medium.

Magnitude Extent Duration Total score (Severity)

10 (low) 10(site specific) 20 (long-term) 40 (medium)

The likelihood of the impact

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The likelihood of the impact occurring is high considering that the project will involve excavation

of material from quarries that can lead to change in the geologic substructure.

Significance of the impact

The significance of the impact would therefore be moderate

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

The activities likely to result into change in the geological structure should be limited to only

the areas under operation.

Cuts should not exceed the angle of repose which could lead to rock falls, slips and land slides

Have separate stock piles for each type of material excavated. This should be done to ensure

systematic backfilling of created pits and to maintain a geologic arrangement close to the

original.

Protect areas susceptible to erosion using ether temporary or permanent drainage works

Prevent scouring of slopes

Prevent ponding

All borrow pits and quarry sites opened by contractors for the purposed of the proposed project

should be restored to as near as possible their original topography. Otherwise, the restoration

of commercial material sources is resident on the private owners.

Application of the above mitigation measures will reduce the impact magnitude to negligible, the

likelihood to medium and the impact significance to negligible-minor.

(iv) Displacement of earth material/soil

Earth will be displaced during acquisition of materials from quarries and borrow pits for the

construction of the proposed road. Earth will also be displaced during cut processes but this earth

will most likely be replaced during fill processes, leading to negative effects on the environment.

Acquisition of earth material from quarries and borrow pits results in adverse creation of cliffs and

may lead to unstable earth conditions.

Assessment of the significance of the impact

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The extent of this impact would be site specific (within 1km radius of the site) considering that

only the earth at the affected sites or close to the affected sites would be displaced. Also, the

indirect impacts of displacement of earth are not expected to go beyond 1km radius from the

affected sites. The duration of the impact would be long term. The magnitude of this impact would

be Negligible.

Severity of the impact

As shown in the table below, the severity of this impact would then be Medium.

Magnitude Extent Duration Total score (Severity)

20(Medium) 10 (site specific) 20 (long-term) 50 (Medium)

The likelihood of the impact

The likelihood of the impact occurring is high considering that some section of the project roads

to be re-constructed will have to undergo cut and fill processes. In addition, some of the

construction material will be displaced from quarries or borrow pits.

Significance of the impact

The significance of the impact would then be Moderate as shown in the table below.

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

The following measures are proposed to mitigate the impact of displacement of earth;

All quarries and borrow pits opened up by Contractors should be restored with spoil material

from the road cuts and top soil initially removed from the quarry and borrow pit areas.

Gravel excavation should consider cutting to gentle inclinations to ease restoration of material

sources to original landscapes.

The top soil should be planted with grass to keep it in place. In areas with a steep terrain, the

planting of grass should be undertaken during the dry season and sufficiently watered so that

the top soil is not washed away by storm water before the grass grows.

Cuts at material sources should not exceed the angle of repose which could lead to rock falls,

slips and land slides

Application of the above mitigation measures will reduce the impact magnitude to negligible, the

likelihood to Low and the impact significance to negligible.

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(v) Soil pollution

Soil contamination could result from improper disposal of used oils and lubricants, oily rags and

cans. This results in negative environmental effects as soil may also be contaminated by bitumen

spills especially during asphalt plant operations, surfacing of the road and transportation of

bitumen. Accidental oil/fuel spillages during refueling of project vehicles and generators,

maintenance and servicing of vehicles and generators at workshops, refilling of vehicles, and

vehicular accidents may also pollute the soil. Soil could also be polluted as a result of improper

disposal of waste.

During the operation phase of the project, washing bays that may be established along the dual

carriageway could exacerbate soil pollution by oils from cars and road construction equipment.

Assessment of the significance of the impact

The extent of the impact would be site specific (within 1 km radius of the site) considering that

only the soils at the affected sites or close to the affected sites would be affected. Some of the

indirect impacts of soil pollution may however extend beyond the 1km radius. The duration of the

impact would be short term. The magnitude of this impact would be low.

Severity of the impact

As shown in the table below, the severity of this impact would then be low.

Magnitude Extent Duration Total score (Severity)

10 (low) 10(site specific) 05 (short-term) 25 (low)

The likelihood of the impact

The likelihood of the impact occurring is high considering that oil and lubricants if precautionary

measures are no taken during the construction phase of the project.

Significance of the impact

The significance of the impact would therefore be minor as shown in the table below.

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

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All waste lubricants and oils should be collected and recycled or disposed of offsite to

approved sites of disposal by a NEMA certified waste handler.

Have central locations for refueling of vehicles and fuel powered machinery.

The floors of refueling points should be bunded/lined with impervious material.

Plastic sheeting should be placed under hazardous material and their storage areas to collect

and retain leaks and spills

Contaminated storm water at oil storage areas should be drained / led into ditches and ponds

with oil traps (interceptors).

Contaminated and worn plastic sheeting should be packed into drums and disposed in approved

waste disposal sites and managed by a NEMA certified waste handler

Avoid spilling of surfacing materials such as bitumen on surfaces outside the project site meant

for bitumen spray. During transportation, bitumen should be well packed to avoid spillages

Bitumen should not be applied on the carriage ways during strong winds, or heavy rains

Unused bitumen should be collected for future use

Bitumen should not be discharged into side drains

Bitumen drums should be stored in designated locations and not scattered along the road.

Regular servicing and maintenance of vehicles and construction machinery to prevent spillage

of fuel and oils.

An oil spill prevention and counter measure Plan should be developed and followed. Below

are the recommendations of what should be included in the spill prevention and counter

measure Plan

Institute stringent fuel storage and refueling procedures such as not refueling or transferring

fuel after dark or under deficient light conditions.

Restriction of fuel transportation to day time as it is easier to deal with accidents during day

time.

Concrete casing of fuel storage tanks with a bund around it.

Using only fuel storage tanks of a double casing

Installation of oil interceptors at fuel storage areas

Use drip pans (wherever necessary) during fuel transfer into onsite tanks.

Stock adequate supplies of oil/fuel spill control kits and train some staff in spill prevention and

control.

Contract a NEMA licensed waste contractor to collect and dispose of oily waste. Alternatively,

if agreeable, waste oil should be returned to suppliers for either reprocessing or reuse.

Observe and enforce strict enforcement of speed limits when transporting hydrocarbons or

waste oil.

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A proper waste management Plan should be developed and followed.

The recommendations for inclusion into the Waste Management Plan include;

Wastes must be appropriately segregated into categories such as; inert, domestic, non-

hazardous or hazardous, metal, plastics, biodegradable, non - biodegradable etc.).

Waste minimization through reuse should be emphasized and implemented throughout stages

of project construction and operations.

Waste storage areas should be hygienic to prevent nuisance odours, vermin and dust, loss of

waste materials and scavenging.

Waste should be removed from the site in manner consistent with national regulations (for

example, transporters should be licensed). While transporting waste, care should be taken to

prevent waste spreading to areas outside the site boundary.

Application of the above mitigation measures will reduce the impact magnitude to negligible, the

likelihood to medium and the impact significance to negligible-minor.

(vi) Impact on Air Quality

The project can potentially cause significant negative impacts on the air quality. Air pollution

could result from dust emissions generated from stone crushing plants, excavation works on

construction sites, quarries and borrow pits, heaping and tipping of 'murram' and gravel at quarry

sites and borrow pits, filling and compaction processes, dumping of materials onto stockpiles and

construction material haulage vehicular movements on unpaved roads etc. Dust emissions may

hamper visibility, cause damage to vegetation by impairing their growth and quality, stain roadside

sold goods, stain houses and household property along the road, depreciate surface water quality,

cause respiratory (such as silicosis and asthmatic attacks) and eye infections (particularly for

workers).

Other sources of air pollution may result from fumes from bitumen, emissions from ill-serviced

machinery and exhaust emissions from increased traffic during both the construction and operation

phase. Composition of Machinery and vehicular emissions can include carbon monoxide (CO),

carbon dioxide (CO2), Sulphur oxides (SOx), Nitrogen Oxides, Hydrocarbons, Ozone (O3), water

vapour (H2O)g Specific Particulate Matter (SPM) and Manganese. Since the fuel (Diesel) on

market is essentially clean, the major emission composition is carbon dioxide and water vapour,

the basic full combustion components of a hydrocarbon fuel. Machinery and vehicular emissions

apart from causing respiratory and eye infections may consequently contribute to global warming.

Some of the fumes especially bitumen fumes can have pungent odour that can lead to stomach

disorders.

Assessment of the significance of the impact

The extent of this impact would be site specific. The duration of the impact is determined as short-

term while the impact magnitude is likely to be medium.

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Severity of the impact

As shown in the table below, the severity of this impact would be medium.

Magnitude Extent Duration Total score (Severity)

20 (medium) 10(site specific) 05 (short-term) 35 (low)

The likelihood of the impact

The likelihood of the impact occurring is high.

Significance of the impact

The significance of the impact would be minor as shown in the table below.

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

The following measures are proposed to mitigate air pollution;

Unpaved roads in settled-in areas and used by haulage trucks during road construction should

be sprinkled with water during hot and dry weather (using water browsers);

Provide for diversions where possible to reduce on traffic congestions along the existing road

that could exacerbate vehicular emissions;

Diversions should be selected so that they can handle anticipated peak traffic without causing

traffic congestions that would increase vehicular emissions;

Where Contractors operate stone crushing plants, the plants should be fitted with approved

dust control devices and operated in accordance with manufacturer’s specifications. Otherwise

this duty rests with the private operators of commercial material sources;

Dust emission during earthworks shall be reduced by sprinkling dusty surfaces or construction

materials with water, at least twice a day;

Regular servicing of vehicles and machinery likely to produce emissions if ill-serviced;

Avoid idling of vehicles and machinery to reduce the emission of exhaust fumes. This should

be enforced through a penalty system. ;

During construction, the speed of haulage trucks and other vehicles along the project road and

along any road diversions should be limited to reduce dust levels. To ensure this, speed humps

110

should be introduced along construction routes, and the drivers of construction vehicles should

be made to adhere to speed limits, also through a penalty system;

During transportation of materials likely to emit dust, these materials should be covered with

a tarpaulin to prevent them from emitting dust emissions; on completion of construction works,

all access routes and created diversions should be rehabilitated.

Use of nose masks for workers is recommended in dusty environments

Hoarding and scaffolding along the road affected road sections during the construction phase

Trees should also be planted to capture the emitted dust

Landscaping to be carried out after construction and should include trees, grasses and shrubs

whichever is appropriate in order to maintain air shed purification functions and soil

stabilization.

Ensure that erodible material stockpiles are distant from sensitive establishments such as classrooms,

hostels, hotels and supermarkets to reduce dust emissions.

Application of the above mitigation measures will reduce the impact magnitude to negligible, the

likelihood to medium and the impact significance to negligible-minor.

(vii) Impact on water quality and hydrology

a) Siltation of streams and swamps

Road construction activities like excavation, compacting, clearance of vegetation, installation of

culverts, and cut and fill, will loosen soils that may be eroded by storm into surface water courses.

The siltation of streams downstream could impair water quality through adverse increment in

sediment load and water turbidity.

Stock piles of top soil and spoil material at quarry sites or borrow pit areas and construction sites

may be eroded into any streams and other water sources near or distant from the construction sites

or borrow pit areas.

Assessment of the significance of the impact

The spatial extent of the impact is expected to be regional (district wide) with a short/term duration.

The magnitude of the impact would be Medium.

Severity of the impact

As shown in the table below, the severity of this impact would be high.

Magnitude Extent Duration Total score (Severity)

20 (Medium) 60 (District wide) 10 (Long-term) 90 (Medium)

The likelihood of the impact

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The likelihood of the impact occurring would be high.

Significance of the impact

The significance of the impact would be Major as shown in the table below.

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

The following measures are proposed to mitigate siltation of streams: Implementation of soil

erosion mitigation measures proposed in this report, emphasizing the following:

Minimization of earth works such as excavation, cut and fill, vegetation clearance, and

compaction, to only the area that is absolutely necessary;

Establish a rig of stones around stockpiles to prevent materials being washed away by surface

runoff;

Excavated and stockpiled materials should be covered with fabric or other materials;

Avoid stock piling near waterways (streams) or on slopes;

Use of existing roads as access roads to quarry sites and borrow areas where possible;

Re-vegetation of any constructed access roads during the decommissioning phase of the

project;

Where the contractor opens up a quarry, stone crushing plants should be located away from

water courses;

Stone crushing plants should also be fitted with approved dust controls and operated in

accordance with manufacturer’s specifications;

Soil erosion checks should be put in place where never necessary along drains. These checks

should include scour checks, silt traps, paving of drains, and stone pitching. In addition, drains

should be regularly desilted; and

Construction of interception ditches, and settling ponds to prevent muddy water reaching water

sources.

Application of the above mitigation measures will reduce the impact magnitude to negligible, the

likelihood to medium and the impact significance to negligible-minor.

b) Flooding

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Although flooding incidences along the project road are unlikely due to the relatively gently

sloping gradient of most of the proposed project locations, the project activities may potentially

result in adverse flooding events where valleys occur.

Drainage of storm water from the road could also result into flooding on either side of the road.

Modification of points or direction of discharge of ditches could also result into flooding not only

during the construction phase of the proposed project implementation.

Siltation and sedimentation of streams as a result of erosion of soil and sediments resulting from

the project earthworks, into the streams may, if left unaddressed, also clog drainage channels and

result into flash floods downstream.

Assessment of the significance of the impact

The extent of this impact would be local (within 5 km radius of the site). The duration of the impact

would be long-term. The magnitude of this impact would be medium.

Severity of the impact

As shown in the table below, the severity of this impact would then be medium.

Magnitude Extent Duration Total score (Severity)

20 (medium) 20 (local) 20(long-term) 60 (medium)

The likelihood of the impact

The likelihood of the impact occurring is medium.

Significance of the impact

Based on the magnitude of the impact, duration and spatial extent, the impact significance is

determined as being minor-moderate, as shown in the table below.

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

The following measures are proposed to mitigate flooding:

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Culverts should be constructed and installed, taking into account the peak water levels.

Culverts must also be leveled appropriately so that they are self-cleaning;

Side drains running parallel and adjacent to the dual carriageway should be constructed, to

drain water from the road and adjacent lands and dispose it away from the road;

Regular de-silting and cleaning of drains should be carried out regularly;

Offshoots/mitre drains draining water away from side drains should not discharge into people’s

homesteads, and the construction of infiltration ditches must be considered as an alternative.

However, if offshoots must discharge onto private land, then provision must be made for the

safe discharge of water (for example by constructing artificial waterways);

Dig infiltration ditches and soak pits within the road reserve; and

Outfall drains with erosion protection works should be considered.

Application of the above mitigation measures will reduce the impact magnitude to negligible, the

likelihood to low and the impact significance to negligible

c) Water pollution

Road construction activities involve use of lubricants/oils including bitumen, for road surfacing,

and oils and fuels for running haulage tracks and some construction machinery. If there are any

leakages, these oils, fuels and lubricants would end up in the waters of streams and in ground water

crossed by or next to the road construction work. The fuels, oils and lubricants would pollute these

waters and hence degrade its quality. Wastes from storage sites, workshops, and at construction

sites has the potential to contaminate water.

Assessment of the significance of this impact

The extent of this impact would be site specific (within 1 km radius of the site). The duration of

the impact would be long-term. The magnitude of this impact would be medium.

Severity of the impact

As shown in the table below, the severity of this impact would then be medium.

Magnitude Extent Duration Total score (Severity)

20 (medium) 10 (site specific) 20 (long-term) 50 (medium)

The likelihood of the impact

The likelihood of the impact occurring is high considering that oil and lubricants will have to be

used during construction phase.

Significance of the impact

The significance of this impact would therefore be moderate, as shown in the table below.

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Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

The following measures are recommended to mitigate water pollution:

All waste lubricants and oils should be collected and recycled or disposed of offsite to

approved sites of disposal;

Floors of workshops, bitumen storage plants and refueling points for all haulage vehicles and

construction machinery should be bunded (lined with concrete) to avoid percolation of spilled

oils and fuels into ground water or runoff of spilled oils and fuels into surrounding surface

water;

Plastic sheeting should be placed under hazardous material and their storage areas to collect

and retain leaks and spills;

Contaminated runoff from fuel and bitumen storage areas should be drained/led into ditches

and ponds with oil traps (interceptors);

Contaminated and worn plastic sheeting should be packed into drums and disposed of offsite;

During transportation, bitumen should be well packed to avoid any spillages;

Bitumen should not be applied on the carriage ways during strong winds, or heavy rains;

Unused bitumen should be collected and safely stored for future use;

Bitumen should not be discharged into side drains;

Bitumen drums should be stored in designated locations and not scattered along the road;

Regular servicing of vehicles and generators and other fuel utilizing machinery to prevent fuel

leakages;

An oil spill prevention and counter measure Plan should be developed and followed.

Facilities for collection and safe disposal of litter should be provided at all work force sites;

All road construction crews should be under strict instruction to dispose of both solid and

liquid wastes into only the designated facilities;

Routine inspections aimed at assessing the effectiveness of waste management systems should

be undertaken by the contractor’s site engineer and the resident engineer.

Develop and implement a waste management plan.

Use appropriate safety wear (gloves, boots, nose masks/respirators, etc., when handling or

undertaking bitumen work.

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(viii) Impact on vegetation

Clearing of vegetation found is expected to occur during the construction phase of the project

implementation. Given that the project sites are already modified by human activities, vegetation

clearance will be limited to narrow strips along the proposed project roads. While vegetation

surveys did not find vegetation species of conservation concern, clearance of the relics of

vegetation could modify the local environmental conditions. The area where the risk of vegetation

clearance is particularly higher is the stretch along the Makerere Hill road. The offsite effects on

vegetation may occur at borrow pits, quarries to pave way for material excavation, leading to

destruction of plant species and loss of ecosystem values/roles. Stockpiles of earth from road cuts

can also destroy vegetation.

Assessment of the significance of the impact

The extent of vegetation clearance is site specific (Limited to the margins of the road) and

particular borrow pit and quarries where the road construction materials will be sourced.

The duration of the impact would be short-term as vegetation usually regenerates after some time

and long term if these trees are not replanted elsewhere. The magnitude of this impact would be

low considering that not much vegetation is expected to be destroyed.

Severity of the impact

As shown in the table below, the severity of this impact would be low.

Magnitude Extent Duration Total score (Severity)

0 (negligible) 10(site specific) 05 (short-term) 20 (low)

The likelihood of the impact

The likelihood of the impact occurring along the project road corridor is high given that the trees

present along the road margin will have to be felled down. The likelihood of the impact occurring

at equipment storage areas, workshops, borrow pit and quarry site areas is however medium. Over

all the likelihood of the impact occurring is high.

Significance of the impact

The significance of this impact would be minor as shown in the table below.

Impact Likelihood

None Low Medium High

Low Negligible Negligible Negligible – Minor Minor

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Impact

Severity

Medium Negligible Minor Minor - Moderate Moderate

High Minor Moderate Major Major

Mitigation measures

The following measures are recommended to mitigate loss of vegetation;

Vegetation clearance should be limited to only the areas where it is absolutely necessary.

During channelization, endeavor to maintain the original direction of water flow – unless

alternatives present better drainage improvement opportunities.

Immediately after the project works, during reinstatement, all areas cleared of vegetation and

not paved should be planted with grass and trees indigenous to those areas. The grass and trees

should be planted on top soil layer of not less than 5cm. Re-vegetation of sloped sites (at

borrow pits) should not be carried out during the wet season as the loam soil may be washed

away hindering the growth of the planted grass and trees. However the vegetation could be

planted during the dry season and watered until it grows.

Endangered/vulnerable plant species (Mvule) such as those noted during the baseline

vegetation surveys should be replanted elsewhere within the jurisdiction of KCCA. Given the

width required for the dualling of this road avoidance by re-aligning the road in order to

preserve these species is not possible. Any plants of medicinal and economic value should be

salvaged and given to local communities.

Application of the above mitigation measures will reduce the impact magnitude to negligible, the

likelihood to low and the impact significance to negligible.

(ix) Sourcing of construction materials

The implementation of the proposed project involves vast material requirements. Among others,

there will be need for aggregate, marrum, bitumen, cement and assortment of traffic signal and

associated equipment among others. The sourcing of materials may have mixed impacts. The

positive impacts may include incomes from sales of gravel and aggregate by commercial borrow

pit and gravel operators as well as business community dealing in construction materials such as

cement.

The potential negative effects include increase in ecological footprint from the disfiguring of the

landscape beyond the project sites and exhaust emissions from the material hauling tracks. Give

that the material source points such as borrow pits are scarce in the immediate environs of Kampala

City, longer distances to available sources will enhance the impact significance.

Assessment of significance of the impact

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The extent of this impact would be local. The duration of the impact would be medium-term. The

magnitude of this impact would medium.

Severity of the impact

As shown in the table below, the severity of this impact would be medium.

Magnitude Extent Duration Total score (Severity)

210 (low) 20 (local) 10 (medium-term) 40 (medium)

The likelihood of the impact

The likelihood of the impact occurring is high.

Significance of the impact

The significance of the impact would be moderate as shown in the table below

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor – Moderate, Moderate

High Minor Moderate Major Major

Mitigation measures

Where the Contractor opens up new material sources other than procuring materials from

commercial operators, restoration of the sites immediately after the construction phase shall be

undertaken in accordance with restoration plan

Where materials are sourced from commercial operators, the Contractor will ensure to establish

the operators’ compliance with statutory requirements with evidence of Certificate of ESIA

approval, and Certificates of compliance.

After application of the above mitigation measures, the impact severity will reduce from moderate

to minor and the impact significance to negligible.

(x) Potential impact of material storage

Although baseline survey did not establish the baseline biological information in areas around

material sources, it is possible that material stockpiles could introduce invasive alien species in the

project areas. Invasive alien species could be eroded into areas far beyond the direct project area

of influence and result in habitat alteration. Throughout the construction period, the contractor will

require considerable fuel (petrol and diesel) supplies to be stored at the materials yard for use by

motorized equipment as well as power generators. The storage of petroleum products could result

in air pollution through evaporation loss of gasoline during fuel transfer from the tank trunk to a

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storage site. This may result in the release of CO2, NOx, SOx, VOC and particulates into the

atmosphere.

Fuel transfer may also increase safety hazards if the required measures are not well followed. Fuel

storage for construction projects must as per the Petroleum Supply Act of 2003, be licensed.

Invasive species may be introduced to the project areas in various ways; such as being carried on

vehicle tyres or in construction materials such as gravel or aggregates. Invasive species such as

Lantana camara which now occurs in the outskirts of Kampala could be potentially introduced by

equipment or construction materials.

Assessment of significance of the impact

The extent of this impact would be local. The duration of the impact would be medium-term. The

magnitude of this impact would medium.

Severity of the impact

As shown in the table below, the severity of this impact would be medium.

Magnitude Extent Duration Total score (Severity)

210 (low) 20 (local) 10 (medium-term) 40 (medium)

The likelihood of the impact

The likelihood of the impact occurring is high.

Significance of the impact

The significance of the impact would be moderate as shown in the table below.

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor – Moderate, Moderate

High Minor Moderate Major Major

Mitigation measures

Pressure tests should be conducted on the fuel storage tanks

Drip pans should be provided all time for safety and to control against soil contamination

When invasive species are introduced to new areas, they will be manually removed and

transported for disposal.

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The project staff (both technical and non-technical staff) will be sensitized against introducing

and controlling of invasive alien species. Any invasive species observed by workers during

project implementation shall be reported to the project supervisor

Following the application of the mitigation measures above, the impact severity will reduce from

Medium to low and impact significance from moderate to minor.

(xi) Impact of waste generation and transportation

During the construction phase, different forms of waste streams will be generated. These include

empty bags, containers and oily rags, used oil, rubble from demolition of existing structures in the

right of way, culinary waste and cut-to-spoil materials. If inadequately handled, they could create

aesthetic problems, environmental contamination through water sedimentation, water ponding,

and soil degradation among others. Meanwhile, long distance of haulage of these materials could

present several effects including but not limited to increased exhaust emissions, risk of accidents

and, if not properly covered, littering and dusting of the roads.

Assessment of significance of the impact

The extent of this impact would be local but could cover a wider scope in the event of water

contamination. The duration of the impact would be short but irreversible where accidents occur.

The magnitude of this impact would be medium.

Severity of the impact

As shown in the table below, the severity of this impact would be medium.

Magnitude Extent Duration Total score (Severity)

210 (low) 20 (local) 10 (medium-term) 40 (medium)

The likelihood of the impact

The likelihood of the impact occurring is high.

Significance of the impact

The significance of the impact would be moderate as shown in the table below.

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible – Minor Minor

Medium Negligible Minor Minor – Moderate, Moderate

High Minor Moderate Major Major

Mitigation measures

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All wastes should be collected in gazetted areas and sorted to separate hazardous and non-

hazardous wastes for proper disposal

A NEMA certified waste handler should be contracted to transport and dispose of wastes to a

known approved waste disposal facility

Contractors should induct their drivers and sensitise them on safe transportation of the rubble

and cut-to-spoil materials to the final disposal site.

All the wastes should be collected in areas separate from the surface water bodies such as

streams to avoid water contamination and sedimentation

7.4 Post construction phase

7.4.1 Potential impacts on the socio-economic environment

7.4.1.1 Positive impact

(i) Improved traffic flow and mobility

Project implementation will improve existing roads to dual carriage way and non-paved roads such

as Mambule Road will be upgraded by paving. In addition, selected roundabouts and junctions

will be upgraded to signalised intersections. This will promptly result in enormous positive

improvements in traffic flow and therefore savings in terms of time (and therefore productivity at

work place), reduced fuel wastages in traffic jams, and reduced air contamination and thus reduced

potential health impacts. KCCA currently does not have air-quality monitoring arrangements to

quantify this benefit.

Improved road surface will also result in increase in the economic life of vehicles as result reduced

potholes and general bad motorable conditions on the affected roads.

Impact enhancement measures

The traffic signals should be effectively linked together to enhance their collective efficiency.

Given the magnitude of changes likely to be made at the road intersections, appropriate signage

should be installed to guide traffic effectively.

Increase in traffic policing shall be required to reduce the “new road effect” associated with

over speeding with attached elevated risk of accidents.

7.4.2 Potential impact on the biophysical environment

7.4.2.1 Positive impact

(ii) Impact on drainage and reduction of flooding events

During construction, the drainage system in some of the proposed project areas could be

temporarily affected. This is so when the overburden is stockpiled in the drainage system or storm

water pathways, which could potentially result in siltation of surface water systems when it rains

and further trigger flood events. Improved roadside drainage system is part of the proposed road

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designs. Hence, project implementation will directly improve the drainage systems with significant

reduction in flood events likely to be observed during the operational phase of the project.

Meanwhile, the improved drainage system of the proposed project areas will deter the occurrence

of flood events and further reduce vulnerability of the immediate environments to flush floods and

sedimentation of the water courses.

Impact enhancement measure

Contractors should ensure that cut-off drains are not directed into residential and

commercial buildings close to the project sites.

7.4.2.2 Potential negative impact

(i) Impact on Visual and Aesthetic quality

After the construction phase, the scenic view to which people around the project area have been

used will change due to improvement of roads and junctions. Whereas the proposed project will

generally enhance the scenic beauty of the area, some areas are likely to be adversely affected. For

instance, dualling of the roads implies clearance of vegetation cover in the project affected areas

to meet the road expansion needs. Areas such as parts of Makerere University (School of Law)

and Makerere College School are likely to be opened up to the open space and public view. This

could attract burglary and insecurity. This impact is negative and reversible.

Ideally, the improvement of the selected road junctions through landscaping, installation of traffic

management lights and general street lights will improve the aesthetics of the areas in question and

consequently the security. However, potential alterations could overshadow the improvements

made unless mitigation measures are deliberately applied.

Assessment of impact significance

The impact will be local, mostly intensified at or along the project sites and areas which overlook

the project areas. By temporal scale, the project duration is long term and the magnitude of the

impact is low. The likelihood of impact occurrence is high.

Severity of the impact

The severity of the altered view from vegetation clearance and increased extent of the roads is

considered to be medium. Assessment of the impact severity was based on the professional

judgment and experience of the consultant in similar projects.

Magnitude Extent Duration Total score (Severity)

20 (medium) 10 (site specific) 20 (Long term) 50 (Medium)

The likelihood of the impact

The likelihood of the impact occurring is considered to be high.

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Significance of the impact

Based on the likelihood of impact occurring, and the impact severity, the significance of the impact

was determined as being minor.

Impact Likelihood

None Low Medium High

Impact

Severity

Low Negligible Negligible Negligible–Minor Minor

Medium Negligible Minor Minor-Moderate Moderate

High Minor Moderate Major Major

Impact enhancement and mitigation measures

Trees should be planted to compensate for vegetation clearance as a fundamental step in

enhancing the scenic view of the project area.

Areas opened to public view such as parts of Makerere University and Makerere College

should be provided with a fence to avoid general public view and reduce exposure to noise and

dust from construction activities.

Application of the mitigation measures above is expected to reduce impact significance from

“Medium” to “Low.”

7.5 Cumulative impacts

This sub section discusses the cumulative impacts associated with past, present and future project

activities associated with development activities in the project area. The definition governing the

analysis of cumulative impacts is derived from the Council on Environmental Quality (CEQ) as

― an impact on the environment which results from the incremental impact of the action when

added to other past, present, and reasonably foreseeable future actions regardless of what agency

or person undertakes such other actions (Florida Department of Transportation and Environmental

Management Office, 2012). The assessment of cumulative impacts of the Batch I roads and

junctions consider two major aspects;

i. Direct effects: caused by the direct result of an action and occur at the same time and place

ii. Indirect effects: are the impacts on the environment which are not a direct result of the

project, and may be often produced away from or as a result of a complex pathway.

Sometimes referred to as second or third level impacts, or secondary impacts

Cumulative impacts may be insignificant but they accumulate over time, from one or more sources,

and can result in considerable degradation of the environment and impact on the society. In

addition, the impacts can be differentiated by direct, indirect, and cumulative, but the concept of

cumulative impacts takes into account all disturbances since cumulative impacts result in the

compounding of the effects of all actions over time (EPA, 1999). This assignment derives from

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Environmental Impact Assessment Regulations (1998) of Uganda which provide that among

others, environmental impact statements shall address cumulative impacts.

7.5.1 Sourcing of the construction materials

As suggested from the project design, materials such as aggregate, hardcore and murram will be

sourced from existing commercial quarries and borrow sites. Sub section 3.4.1.1 shows existing

material sources including borrow pits and quarries for which investigations and due diligence

exercises were conducted ahead of the construction phase.

While the construction of the proposed project could result in vegetation clearance and disfiguring

of the landscape, the impact is cumulative in nature because of the impact by the existing and

previous development projects in and outside Kampala City. For instance, the borrow pit off

Gayaza road at Manyangwa was earlier excavated to support the construction of the Northern

Bypass road while Stirling Quarry in Mbalala was found to have been the primary source of

materials for Mukono-Jinja road and Namanve Industrial area among others. The required

mitigation measures are provided in the sub section 7.3.

7.5.2 Vegetation clearance

Admittedly, the project implementation will involve clearance of vegetation strips mostly along

Makerere Hill road to meet the requirements for dualling the road. However, most of the areas

close to roads and junctions proposed for improvement such as Bwaise Junction, Kabira Junction,

as well as Mambule road, Kira road and Bakuli-Nakulabye-Kasubi-Northern Bypass Road are

located or pass through modified environments with little or no vegetation at all. Where the

likelihood of vegetation clearance is high such as along Makerere hill road, the impact will be

limited to the road side patches that survived the past development activities.

Whereas the impact is cumulative in nature, it bestows the duty of care on KCCA and the

Contractor to compensate for vegetation clearance through plantation of trees where space allows

an opportunity. Other mitigation measures required are shown in sub section 7.3.

7.5.3 Impact on air quality from construction equipment and traffic

Potential sources of air contaminants during project implementation will include stationary sources

and mobilize sources. Stationary sources could include the diesel powered generators which are

associated with more gaseous emissions and less dust if any. Generators will be used to light

ancillary facilities and power appliances and any other electric power tools. Another stationary

source of air pollution is evaporation loss from fuel storage. Evaporation loss of gasoline is likely

to occur during transfer from the storage site to a tank truck and from a tank truck to the storage

tanks at the project facilities including the storage area and finally during a refueling operation

(See Rattanaprayura & Chanchaona, 1997). Evaporation loss could be reduced by direct fuelling

trucks and equipment from the gas stations nearest to the project sites if possible.

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Mobile sources of air pollution will include heavy trucks, bulldozers, heavy dump trucks, crane,

wheel loaders, vibratory rollers, etc., which will emit gasses and particulates that could impact on

air quality. Here the impacts will occur along the materials haulage routes, material source areas,

as well as the roads and junctions being upgraded.

The impact is cumulative in nature because the sources of exhaust emissions in Kampala City are

already various. The World Bank Study (as cited by the Daily Monitor June 7th 20112) found air

pollution is rapidly becoming an environmental threat in Kampala due to the growing fleet of old

cars, domestically burned wood, as well as charcoal and industrial sources – in the order of

magnitude. As explained under Section 7.4.1.1, the resultant impact of the road construction

overall is anticipated to be positive owing to the potential reduction of emissions because of

improved roads and junctions with resultant improvements in traffic flow, reduced vehicle idling

time in traffic jams, reduced fuel wastages, reduced air emissions and thus reduced potential health

impacts. KCCA currently does not have air-quality monitoring arrangements to quantify this

benefit.

2 Kampala chokes on pollution available at: www.monitor.co.ug/News/National/-/688334/1176272/-/c0u7exz/-/index.html and accessed on

1/6/2015

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8 ENVIRONMENTAL AND SOCIAL MANAGEMENT AND

MONITORING

8.1 Overview

This section presents the Environmental and Social Management and Monitoring Plan (ESMMP)

developed to guide environmental and social management for the proposed Roads and junctions

project, divided into three project phases (construction, operational and

demobilization/decommissioning phases). The ESMMP is designed to mitigate negative impacts

and enhance positive benefits of the proposed project.

The ESMMP comprises a series of individual plans that outline the scope of environmental, social

and health management pertaining to compliance with applicable regulatory requirements. It

transfers the findings and recommendations of the ESIA into clear measures for the management

and monitoring of impacts during the three project implementation phases. Where potential

impacts of moderate or higher significance were identified by the ESIA team, mitigation measures

were recommended to avoid or reduce the negative impact, or enhance the positive impact. The

commitments of the ESMMP are summarized therein.

8.2 Objectives of the ESMMP

Key objectives of the ESMMP are to:

Facilitate compliance with applicable acts, regulations and guidelines;

Recognize that social responsibility and environmental management are among the highest

corporate priorities;

Assign clear accountability and responsibility for environmental protection and social

responsibility to management and employees;

Facilitate environmental and social planning through project life cycle;

Provide a process for achieving targeted performance levels;

Provide appropriate and sufficient resources, including training, to achieve targeted

performance levels on an on-going basis; and

Evaluate environmental performance and social responsibility against KCCA’s

environmental and other policies, objectives and targets and seek improvement where

appropriate.

8.3 Responsibilities of KCCA

As the developer, KCCA will play a major role in ensuring the ESMMP is implemented. KCCA

will assume the responsibility for ensuring that the environmental management measures

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contained in this programme are implemented during the construction, operational and closure of

the project. Specifically, KCCA will ensure that:

There is minimum disruption to the lives of local residents around the project affected area;

All contracting companies tendering for work in the project affected area receive a copy of

the ESMMP, ESMF, RPF, ESIA and RAP and any relevant environmental management

plans (EMP), and are assisted in understanding their responsibility to operate within the

framework of the measures defined in the ESMMP. When adjudicating tenders, KCCA

will ensure that contractors have made appropriate allowance for management of

environmental and social matters and develop their own ESMMPs which shall be

approved;

On appointment, all contracting companies operating on project sites receive a copy of the

ESMMP, ESMF, RPF, ESIA and RAP and any relevant EMPs. Contracting companies

shall sign the ESMMP component of this ESIA and the ESMMP will then become part of

the contract and it will be legally binding on the contractor. Contracting companies will

also receive the required training or be guided to understand their responsibility to operate

within the framework of the measures defined in the ESMMP;

The responsibility for implementing and complying with the conditions of the ESMMP

forms part of the conditions of appointment of all Contractors throughout the life of the

project;

Independent environmental experts are appointed to audit the implementation of, and

compliance with, the ESMMP and monitoring plan on an annual basis; and the independent

environmental audits, together with other relevant monitoring information, are made

available to the public, throughout the life of the project, summarized in lay person’s terms

and in a culturally accessible manner.

A formal senior management review of environmental management performance is

undertaken on a quarterly basis for the first one year, monthly basis throughout lifespan of

the project. Senior management responsibility will include the review and approval of any

proposed measures to improve environmental performance.

Training and awareness creation are provided to all contractors’ and KCCA employees in

environmental and social management and the mitigation of impacts, to ensure they are

aware of their responsibilities and are competent to carry out their work in an

environmentally and socially responsible manner. KCCA will not tolerate transgressions

of the provisions of the ESMMP.

The site and activity managers notify the Environmental Manager immediately when

environmental incidents occur. If the breach is a part of a permit or license condition the

EM will inform the controlling authority within 48 hours.

KCCA will ensure the availability of the human and financial resources needed to conduct

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all environmental management, mitigation and monitoring activities throughout the pre-

operation, operation, closure and post-closure phases. As necessary, but primarily during

construction, this will include the investment of capital to ensure that environmental

mitigation measures such as pollution control equipment are integrated into various project

components.

8.4 Responsibility of Contractors

Contractors to which work is outsourced during project implementation will be subjected to the

following responsibilities:

All contracting companies will receive a copy of the ESMMP, ESMF, RPF, ESIA and RAP

and the general management conditions for construction contracts from The World Bank.

KCCA will ensure that contractors familiarize themselves with the environmental and

social management framework for the project sites and activities and ensure that

contracting prices allow for environmental and social costs where required.

Develop their own contractor’s ESMP using the safeguards documents given to them by

KCCA and NEMA, as well as permits from other Lead Agencies.

KCCA will ensure that all contractors and their subcontractors receive basic training or are

sensitized on environmental and social matters, including acceptable conduct, storage and

handling of potentially hazardous substances, waste management, and prevention of

pollution of natural resources. Training given will be facilitated by KCCA through the EM

and all staff will be made aware of where detailed information relating to any aspect of the

ESMMP or environmental and social requirements can be obtained.

It is the responsibility of the contractor to bring to the attention of KCCA through the EM

any environmental incident or breach of the conditions of the ESMMP, immediately for

severe incidents or within 8 hours of minor incidents.

Labour Management: The Contractor takes full responsibility for hiring local labour to

carry out different activities such as excavating trenches, laying drains, laying pavements,

kerbs and pipes, painting road markings, directing traffic, cooking and even cleaning at the

Camp. For the purpose of this project, the Contractor will employ different categories of

unskilled workers and semi-skilled workers i.e.; Masons, carpenters, potters, janitors,

flagmen, and drivers, and welders among others. As that the Contractor seeks to

accommodate foreign workers at the Camp, it is expected that the local staff will commute

from their own rented accommodation to the project site. The Contractor shall therefore

ensure that;

Workers are managed in line with the labour and safety laws of Uganda

Workers are provided with housing and transport allowance,

Workers operate in work shifts to avoid worker fatigue as a safety hazard

All workers are effectively inducted to appreciate the procedures and rules at the

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construction site and where grievances arise, issues shall be addressed through an

established Grievance Management System.

The contractor is urged/advised to comply with provisions of the General Environmental

Management Conditions for Construction Contracts (GEMCCC). All the provisions of the

GEMCCC for consideration by Contractors are shown in Appendix VI and are hereunder

summarized;

Compliance with the Environmental Management Plan (EMP): Contractor is obliged to comply

with any specific EMP or Environmental and Social Management Plan (ESMP) for the works he

is responsible for. Hence, he/she is to implement all measures necessary to avoid undesirable

adverse environmental and social impacts wherever possible, restore work sites to acceptable

standards, and abide by any environmental performance requirements specified in an EMP.

Worksite/Campsite Waste Management: The Contractor has the duty to manage all the waste

including litter, vessels (drums, containers, bags) containing oil/fuel/surfacing materials and other

hazardous chemicals to control spillage. All the waste generated has to be collected in gazetted

sites and disposed of in approved waste disposal areas. All wastewater is to be treated and disposed

of while used oil is to be collected and disposed of or reused locally where possible.

Material excavation and deposit: The Contractor has to obtain licenses/permits from relevant

authorities to operate quarries or borrow areas. The location of quarries and borrow areas are

subject to approval by relevant local and national authorities including traditional authorities if the

land on which the quarry or borrow areas fall in traditional land.

Other Clauses included in the Conditions include; Rehabilitation and Soil Erosion Prevention,

water resources management, traffic management, blasting, disposal of unusable elements, health

and safety, repair of private property, Contractor’s Health, Safety and Environment Management

Plan (HSE-MP), HSE reporting, training of the Contractor’s personnel, and cost of compliance.

8.5 Finalization of the ESMMP

This ESMMP is a “living document” and information contained in this current version, will be

reviewed and updated annually – as well as updated in line with changes to the KCCA Health,

Safety and Environment (HSE) Management System. The findings and recommendations of

periodic assessments (annually or more frequently) by internal/external auditors will be used to

update the current version at that time, if required. The ESMMP is structured to address the impacts

identified in the ESIA.

8.6 Applicable Laws / Regulations / Policies

Section 3.0 provides a detailed account of the relevant Ugandan and international legislation and

other legal requirements, as well as an overview of the applicable World Bank, safeguards and

guideline requirements.

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8.7 Performance monitoring of ESMMP implementation

Performance assessments of KCCA’s implementation of the ESMMP will be conducted annually,

and should be done by an independent reputable environmental consultancy. The ESMMP

Performance Assessment Report will contain the following information:

Information regarding the period applicable to the performance assessment;

The scope of the assessment;

The procedure used for the assessment;

The interpreted information gained from monitoring the approved environmental

management programme or environmental management plan;

The evaluation criteria used during the assessment;

The results of the assessment; and

Recommendations on how and when non-compliance and deficiencies will be addressed

and rectified.

8.8 Emergency Plan

The Contractors will prepare an Emergency Response Plan to ensure timely and adequate reaction

to environmental and/or social emergencies. In addition to a designated Incident Commander and

Emergency Response Team members, other key staff involved in the implementation of the

Emergency Preparedness and Response Plan include the Operations, Environmental, Safety and

Security supervisory personnel. As well as, contractors performing work for KCCA will be

required to be appropriately trained and have ready access to equipment and supplies that would

allow them to contain and control an accidental release until the arrival of an Emergency Response

Team.

8.9 Grievance Mechanism

If any grievances arise during implementation of KIIDP-2 projects they shall be addressed through

a systematic and documentable grievance mechanism. Grievances can either be solved directly

at the project level or may also be addressed by The World Bank’s Grievance Redress Service

(GRS) at a later stage, especially if successful resolution (perceived or actual) was not possible

(escalation).

The grievances that are brought directly to the project team should be addressed at the project

level, unless the complainants specifically refer to the GRS in their complaint. Project-level

grievance redress mechanisms (GRMs) where they exist remain the primary tool to raise and

address project-related grievances in the Bank-supported operations. The GRS allows the Bank to

address issues that cannot be resolved at the project level, without undermining existing GRMs.

Key objectives of the grievance process are supposed to:

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a. Provide affected people with avenues for making a complaint or resolving any dispute that

may arise during project implementation;

b. Ensure that appropriate and acceptable corrective actions are identified and implemented to

address complaints;

c. Verify that complainants are satisfied with outcomes of corrective actions;

d. Avoid the need to resort to judicial (legal court) proceedings, unless all non-judicial avenues

fail.

Grievance management will aim to provide a two-way channel for the project to receive and

respond to grievances from PAPs, stakeholders or other interested parties. Grievances at project

will be managed by a seven-member committee of composition indicated in table below.

Table 8-1: Grievance redress mechanism

Entity Department Responsible person

KCCA (Headquarters) Directorate of Public Health and

Environment

Head, Directorate of Engineering

and Technical Services

Directorate Of Gender and

Community Services

Director

Directorate of Physical Planning Director

Divisions Public Health & Environment Environmental Officer (of

Respective Division)

Gender & Community Welfare CDO

Local Council Division Mayor

Representative of PAPs

from each division

To be elected by PAPs

Grievances at project level will be resolved in a 5-step process as outlined below: Step 1: Any

aggrieved party will lodge their complaint with either the Community Development Officer or

Environmental Officer at the Division Office.

Step 2: The grievance will be recorded in a log but discussed and if redress can be made by the

CDO or Division Environment Officer (DEO), the complaint will be closed at that stage and upon

satisfaction, the complainant will sign against their grievance to indicate closure.

The grievance log will be designed such that besides capturing the general complaint and detail of

the aggrieved party, it will also record the core cause of the complaint to enable the Grievance

Committee understand origin and patterns of complaints so that a solution can be found for their

cause and avoid recurrence.

A grievance database will be maintained at the Divisions for recording and keeping track of

grievances and how they were resolved. The database will be a living document, updated weekly

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Step 3: If a solution cannot be found in Step 2, the complaint will be referred to a Grievance

Committee meeting held on the last day of every week. The committee will discuss the complaint

and notify the complainant of a solution within 2 days after the meeting.

Step 4: If the aggrieved entity is satisfied with the solution, they will sign a closure statement but

if not, then the complainant will be invited to attend the next Grievance Committee meeting to

discuss the outstanding query in their presence.

Step 5: If agreement is secured in Step 4, the aggrieved party will sign a closure statement but if

not, they are entitled to seek redress from the World Bank GRS and in courts of law. The World

Bank Grievance Redress (GRS) facilitates corporate review and resolution of grievances by

screening and registering complaints and referring them to the responsible Task Teams/Managers.

The GRS undertakes the following functions within a defined time frame:

Receives complaints from stakeholders

Evaluates and determines their eligibility and category

Refers complaints to appropriate Task Teams/Managers

Follows up with Task Teams to ensure complaints are resolved

Refers project-affected people to the Borrower or other parties where appropriate.

Communities and individuals who believe that they are adversely affected by a World Bank (WB)

supported project may submit complaints to existing project-level grievance redress mechanisms.

Where the complainant feels that the established Grievance Management Mechanism has not

satisfactorily handled the grievance, they may register the case with the courts of law.

In addition, aggrieved communities and individuals can submit complaints to the WB’s Grievance

Redress Service (GRS). The GRS ensures that complaints received are promptly reviewed in order

to address project-related concerns.

Project affected communities and individuals may submit their complaint to the WB’s independent

Inspection Panel which determines whether harm occurred, or could occur, as a result of WB non-

compliance with its policies and procedures. Complaints may be submitted at any time after

concerns have been brought directly to the World Bank's attention, and Bank Management has

been given an opportunity to respond. For information on how to submit complaints to the World

Bank’s corporate Grievance Redress Service (GRS), please visit http://www.worldbank.org/GRS.

For information on how to submit complaints to the World Bank Inspection Panel, please visit

www.inspectionpanel.org.

8.10 Hydrocarbons Management

This section provides an overview of the management practices of petroleum products used on the

project site. These petroleum products will be mostly diesel but will also include oils and greases

132

and engine fluids. All products will be stored onsite in appropriate containers. The safe handling

procedures that Contractors shall observe are summarized in Table 8-2.

Table 8-2Safe Handling Procedures

Product Safe Handling Procedure

Diesel

Do not get in eyes, on skin or on clothing.

Avoid breathing vapours, mist, fumes.

Do not swallow.

Wear protective equipment and/or garments if exposure conditions

warrant.

Wash thoroughly after handling.

Launder contaminated clothing before reuse.

Use in areas with adequate ventilation.

Keep away from heat, sparks, and flames.

Store in a closed container in a well-ventilated area.

Bond and ground during transfer.

Motor Oil/Hydraulic

Oil/Transmission Fluid

Wear protective clothing and impervious gloves when working with oils

and transmission fluids.

Keep container closed until ready for use.

Unleaded gasoline

Avoid skin contact.

Avoid breathing vapour, mist, or fumes.

Launder contaminated clothing before reuse.

Store in a flammable liquids area away from heat, ignition sources, and

open flames.

Bond and ground during transfer.

Automotive grease

Avoid prolonged or repeated contact with skin.

Remove contaminated clothing; launder or dry-clean before re-use.

Cleanse skin thoroughly after contact, before breaks and meals, and at end

of work period.

8.11 Occupational Health and Safety Plan

The Contractor will prepare an Occupational Health and Safety Plan (OHSP) prior to the

commencement project works. The plan will also address all applicable legal requirements relating

to health and safety. The OHSP will set out the framework under which health and safety will be

managed. The roles and responsibilities of the company, and responsible personnel including the

manager, superintendents, supervisors and workers will be set out.

133

A routine health and safety training programme or safety talks will be carried out at the site. The

objectives of this training programme will be to:

provide appropriate PPE and orientation and support on use of these PPE to all

employees, contractors and visitors so that they can act in an appropriately safe manner;

provide ongoing training to workers;

inform at risk workers to help attain a positive and safe work environment;

instruct managers and supervisors of duties and responsibilities, including applicable

legislation, risk communication, labour relations and hazard prevention; and

Instruct workers of responsibilities and rights.

8.12 Traffic Safety

KCCA shall ensure that Uganda’s traffic rules, safety markings, signage etc. are implemented and

maintained on the construction sites. This shall be done in consultation with the relevant Traffic

Authorities.

8.13 Environmental Monitoring

Monitoring is a long-term process that shall begin at the start of construction and continue

throughout the life of the project. The purpose of monitoring is to establish benchmarks so that

the nature and magnitude of anticipated environmental and social impacts can be continually

assessed. The overall objective of environmental and socio-economic monitoring is to ensure that

recommended mitigation measures are actually implemented during road construction and

operation. Monitoring will involves periodic review of construction and maintenance activities to

determine the effectiveness of recommended mitigation measures. Consequently, trends (changes)

in environmental or social degradation or improvement will be established, and previously

unforeseen impacts identified or pre-empted. Environmental and social monitoring allows

measures to be implemented in time in order to prevent or avert negative impacts.

8.14 Monitoring Aim and Requirements

KCCA shall continue to monitor environmental and social parameters during the project

implementation, in order to;

i. Confirm baseline conditions established during this ESIA;

ii. To assess the effectiveness of the mitigation measures implemented to mitigate the

anticipated environmental and social impacts of the proposed project; and

iii. Build up a database of background environmental data, for subsequent road construction

activities within the city.

To ensure adherence and implementation of the proposed mitigation measures, KCCA will appoint

an Environmental Specialist. The primary responsibilities of the environmental specialist will be

134

to:

Monitor the implementation and functioning of mitigation measures;

Conduct routine environmental monitoring (i.e., biophysical parameters) that are described

in this ESIA report and ESMMP;

Liaise with the contractor and provide daily input into the functioning and adequacy of

mitigation measures, and make recommendation for further measures if necessary; and

Have the authority to stop work in the event of an identified risk to the environment and

human health.

Monitoring results/reports will be made available to relevant authorities during the various project

phases to key stakeholders at local, divisional and national levels (NEMA, Kampala Capital City

Authority Environment Manager/ Environmental Specialist).

In addition, KCCA is to contract an independent environmental consultant firm to carry out the

environmental and social audit. An audit report will be generated after completion of the project

and submitted to the National Environment Management Authority for review to determine

compliance with the relevant environmental regulations and mitigation measures.

8.15 Environmental and Social Management and Monitoring Plan (ESMMP)

To ensure that the mitigation measures proposed for the likely adverse impacts of the proposed

road construction project are implemented, an Environmental and Social Management and

Monitoring Plan (Table 8-3) was developed. This plan shall be read and applied along with the

requirements of the entire section 7.0. Generally, KCCA will be responsible for the

implementation of this EMMP and will bear all liabilities thereof;

135

Table 8-3: Environmental and Social Management and Monitoring Plan

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Pre-construction phase impacts on the socio-economic environment

Positive impacts

Creation of

employment

opportunities

Giving priority to the local people including the

disadvantaged groups such women, youth, poor,

orphans e.tc, within the project area

During the

construction phase

Local people including women and

youths are employed by the project

for job opportunities commensurate

with their skills construction phase

Weekly during

project

implementation

Contractor's

community liaison

officer, KCCA

Only trained and professional drivers should be

allowed to drive the investigation teams.

Daily for about 6

months

Investigative teams are driven by

professional drivers only.

Bi-weekly KCCA Department

of Occupational

Health and Safety,

and Department of

Health and

Environment,

NEMA

Project workers and communities are inducted and

sensitized on protection of children and criminal

effects of sexual engagement with children

including street kids as a result of the road project

Throughout project

implementation

Workers and communities reached

with the child protection and rights

information.

Weekly as part

of the

community

outreaches

KCCA and

Contractor

Potential loss of

land/property

Compensation shall be paid for land required for

the construction of the proposed roads.

Compensation will be provided in accordance with

Ugandan laws, including the Constitution of 1995

and the Land Act of 1998, among others and the

During the Pre -

construction phase,

for six months

All potential PAPs are compensated

for the properties taken or damaged

16,4983

Once

KCCA Directorate

of Gender and

Community

Development

3 as converted from the RAP implementation budget at a rate of $1= UGX2,800

136

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

World Bank Environmental and Socio Safeguard

Policy (OP 4.12 Involuntary Resettlement).

Where necessary a Resettlement Action Plan

(RAP) shall be undertaken to quantify affected

acreage, persons and property.

During pre-

construction for at

least six months

A Resettlement Action Plan in place Once

KCCA to purchase the land for relocation on the

free market system for permanent relocation of

vendors. Land owners have been identified and

engaged and funds allocated in the budget for FY

2015/16 for the purpose.

Before construction

commences

Land purchased and vendors

permanently relocated

Weekly

KCCA to construct an administration block for

Makerere College School.

An administration block

constructed

Weekly

Establish a functional complaint handling system

with a clear hierarchy to manage emerging

complaints from the workers and PAPs.

Throughout Project

implementation

A complaint handling system is

functional

Monthly

Occupational and

community health

and safety

All people carrying out investigations by the road

side should wear high visibility vests.

Daily for the entire

investigation

period

People carrying out investigations

wear protective gear all the time

Bi-weekly

KCCA Department

of Occupational

Health and Safety,

and Directorate of

Public Health and

Environment

The investigation team should be observant of any

pits within their areas of investigations

Daily during

investigations for

about six months

Pits existing in the investigation

areas are identified

Weekly

Only trained and professional drivers should be

allowed to drive the investigation teams.

Daily throughout

the investigation

period

Investigation teams are only driven

by trained and professional drivers

Monthly

First Aid kits should be carried around by the

investigation teams during the surveys.

Daily or whenever

investigation field

visits are made

Investigation teams carry around

First Aid kits all the time during

surveys

Weekly

137

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Training of workers of any development is key to

their safety. All workers should be inducted on

safety issues before they commence their

investigations

Once at the start of

the investigation

activity

Workers and are trained in safety

and are inducted before they

commence investigations

1000 Once before the

investigations

period

Project Construction phase

Impact on the Socio-economic environment

Positive impacts

Creation of job

opportunities and

improvement of

livelihoods

Give priority for employment to the local people

especially those that will be directly affected by

the project

Throughout the

Construction phase

Locals including some of the people

affected by the project employed

Monthly

KCCA Directorate

of Gender and

Community

Development,

Contractor’s

Sociologist

Employ disadvantaged groups of people in the

ZOI especially the youth and women

Throughout the

construction period

The vulnerable and/or

disadvantaged such as women,

youths and the disabled are

employed during project

implementation.

Monthly

Ensure that the national Labor laws and

Employment Act are adhered to (including aspects

of child labor requirements)

Throughout project

period

Adherence to national child labour

laws

Daily

Promote gender considerate employment

including women

Number of women employed by the

project

Workers and communities are inducted and

sensitized on protection of children and criminal

effects on sexual engagement of children

including street children as a result of the road

project

Record of workers’ induction and

sensitisation of children

Ensure that workers are inducted and sensitized on

HIV/AIDS scourge to avoid social misdemeanor

among the workers residing outside the camps.

Beginning of the

construction period

Records of HIV/AIDS sensitisation

campaign.

4,000 Bi-quarterly KCCA Directorate

of Public Health

and Environment

138

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Creation of

business

opportunities

Institute a non-fraternization policy at the

workers’ camps as a measure to control against

prostitution and misconduct

Throughout the

construction period

A non-fraternisation in place with

controlled access by hawkers to the

workers’ camp, which will mostly

accommodate the Contractor’s

foreign workers

Weekly

Ensure that regular business dealers and especially

food vendors are registered for identity and

avoidance of unfair treatment by workers, such as

denial of payment entitlements

Identified food vendors or owners

of eateries registered.

Weekly

Throughout the

project

implementation

Workers and communities reached

with the child protection and rights

information.

Publically accessible IEC

materials/Bill boards on child

protection and rights along the road

and campsites

Weekly as part

of the

community

outreaches

Coordination with

Relevant GoU

agencies

Coordinate with MoGLSD and develop protocols

on responding to labor and child protection issues.

At the beginning of

the project and

update as

appropriate

KCCA

Potential Negative impacts

Land acquisition

from the design

review and

Land acquisition from any additional possible

road redesign should be compensated based on the

RAP guidelines.

Throughout the

project

implementation.

Compensation made for additional

land

As land

requirement

emerges

KCCA Directorate

of Gender and

139

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

acquisition of

auxiliary facilities

An abbreviated RAP will be prepared by the

Contractor for all land acquired for auxiliary

activities and compensation done prior to takeover

of the land.

As soon as the land

is identified and

prior to land take.

Number of abbreviated RAPs

prepared

Community

Development

Management of complaints (including training of

GRCs) and compensation of PAPs that may be

pending.

Throughout project

implementation

Record of complaints managed and

number of any pending PAPs

compensated

Occupational and

community Health

and Safety

Fencing off of all construction excavations and

trenches with reflective material, & using concrete

barriers.

Entire construction

period

Construction excavations and

trenches are fenced off with

reflective materials and

records/reports are prepared to show

compliance.

Weekly during

construction

KCCA Department

of Occupational

Health and Safety.,

and Directorate of

Public Health and

Environment,

NEMA

Contractor’s Health

and safety officer

Provide appropriate and adequate protective wear

such as reflectors, safety shoes, ear muffs, gloves,

goggles, and others to ensure optimum safety for

the workers

Daily throughout

the construction

period

Protective wear is provided for foot

protection, hearing protection and

general safety, daily throughout the

construction phase.

Daily

Attach speed limits to vehicles that will use the

road

During design,

construction and

operation

Warning signage with speed limits

is posted on the road sides to reduce

the risk of accidents.

Monthly

Incorporating of speed control devices such as

humps into the road design.

During design Speed controls measures including

humps are put on the roads.

During

construction

and operation

Post reflective, directional and warning signs for

road diversions at reasonable distances ahead of

the diversion roads.

During

construction

Reflective, directional and warning

signs for road diversions are posted

at reasonable distances ahead of the

diversion roads.

During

construction

140

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Provide efficient and adequate traffic diversion

roads

During planning,

and construction

Traffic diversion roads are provided

are efficiently and adequately

working.

Bi-monthly

during

construction

phase

Properly cover materials carried by haulage trucks

with a tarpaulin.

During

construction,

decommissioning

and reinstatement

Trucks hauling construction

materials are covered with tarpaulin

to prevent material spillovers.

Weekly

Incorporate pedestrian walkways/ shoulders, cycle

ways, efficient pedestrian crossing signals at all

the intersections, guard rails on the sides of the

carriageway, safe stopping/parking spaces/lay-bys

into the road designs.

During design

phase

Pedestrian walkways/shoulders,

cycle ways, efficient pedestrian

crossing signals at all the

intersections, guard rails on the

sides of the carriageway, safe

stopping/parking spaces/ lay-bys

are incorporated into road designs.

During and

after

construction

phases.

Filling of excavated potholes, ditches, and

trenches etc.

During and after

construction

Potholes, ditches and trenches are

backfilled.

Daily, during

construction

Erect visible road signs warning road users about

on-going road construction works

During

construction

Visible road signs warning road

users about on-going road

construction are in place.

Weekly

Put in place proper and visible guiding signs or

recruit traffic wardens/guides to direct vehicles

During

construction

Proper and visible guiding signs or

traffic wardens/guides in place.

During

construction

Enforcement of traffic rules and regulations by

relevant agencies

During

construction and

operation

Traffic rules and regulations are

effectively enforced by relevant

agencies.

Daily during

construction

and operation

Placing of warning signs on vehicles moving

bitumen and fuel.

Prior to or during

construction

Warning signs are established on

vehicles carrying bitumen and fuel.

Daily

141

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Place warning signs along the road indicating the

presence of vehicles moving heated bitumen.

Prior to or during

construction

Warning signs along the road

indicating the presence of vehicles

moving heated bitumen exist.

By weekly

during

construction

Institute a public road safety awareness

programme and train workers and local

communities in their safety. Ensure regular safety

talks to all workers and institute strict punitive

measures for non-compliance with safety rules.

Daily, for the entire

construction period

Workers trained in occupational

health and safety and safety talks are

made regularly.

Daily Uganda Police

Documentation of Accidents and actions taken Throughout project

implementation

Number of accidents registered

Actions taken

Whenever

required

Contractor, Follow

up by KCCA

Development of HIV/AIDS action plan and

carryout HIV/AIDS awareness raising campaign

with workers and local communities, strategically

integrating workers residing both in and outside

the camp.

Quarterly during

the construction

phase

HIV/AIDS awareness campaigns

conducted.

Monthly Contractor’s

HIV/AIDS

Specialist

Regulate and institute a strict code of conduct at

the Workers’ Camp, to ensure that facilities such

as lavatories, bathrooms, and accommodation are

separated according to gender.

Weekly during the

construction phase

A strict code of conduct in place Daily Contractor’s

Sociologist,

Engineer’s

Environmentalist &

KCCA’s Env’tal

Mgt and Socio-

development

Specialists

Suppress dust emissions by regularly sprinkling

water during dusty conditions to improve visibility

and at the same time minimize the health impact

of dust pollution to both workers & the general

public.

Daily during the

construction phase

Dust emissions suppressed Daily

142

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Install screening concrete barricades and warning

conspicuous tapes in and around disturbed and

excavated areas to control access & minimize pit-

falls/ accidents for both workers and the general

public.

Daily during the

construction phase

Screening concrete barricades and

warning conspicuous tapes installed

Daily

Risk of assault/

Attack/

intimidation

The project staff should not trespass through

private property without due authorization

Throughout project

implementation

Record of staff control measures

through strict code of conduct

Daily KCCA Directorate of

Gender &

Community Services,

Contractor’s Project

Manager

Ensure controlled driving behavior in community

areas to avoid accidents and conflicts

Throughout project

implementation

Number of accidents recorded Daily

Provide onsite security to protect the project

personnel and equipment from unnecessary

intimidation/harassment and vandalism

During

Construction phase

Record of intimidation cases Daily

Report all the criminal cases to police Whenever required

throughout project

implementation

Number of cases reported to police Whenever

required

Damage of property Adequate and prompt compensation for any

damage made to crops or flower gardens shall be

carried out where space allows an opportunity.

Weekly,

throughout the

entire construction

phase

Crops and flowers are planted to

compensate for the damage of

vegetation in project affected areas.

monthly KCCA Directorate

of Public Health

and Environment

Destruction of

physical cultural

resources

Work must immediately stop along that section,

and the Supervising Engineer, Department of

Museums and Antiquities and the competent

authority under NEMA immediately informed to

take a decision on the way forward

Whenever chance

finds are made, for

at least a week

Works at the affected section are

halted immediately.

Whenever

required

Care must be taken during the excavation of

borrow pits to avoid family or clan graveyards.

Throughout the

construction phase

Gravel excavation done after careful

physical inspection and proper

inquiry.

Always during

gravel

excavation

143

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Ground vibrations

and noise

emissions.

Fit high noise producing machinery with silencers Daily throughout

construction,

decommissioning

Noisy machinery is fitted with

silencers.

Monthly

Regularly service, maintain and appropriately

repair haulage vehicles and construction

machinery with a potential to generate noise.

Monthly

Materials haulage vehicles are

regularly serviced well maintained.

Monthly.

Enforce traffic regulations During

construction and

operation

Traffic regulations are enforced and

all drivers and workers abide by the

regulations.

Weekly

Provide appropriate PPE (ear muffs) to the staff at

the work sites

Prior to project start The staff is provided with, and uses

the PPE including eye and hearing

protection among others all the

time.

Quarterly

KCCA Department

of Occupational

Health and Safety,

Directorate of

Public Health and

Environment.

Make wearing of the ear protection devices a must

to all workers especially those who work close to

noisy machines

During

construction,

decommissioning

and reinstatement

All workers at noisy sites wear

hearing protection devices.

Weekly

Limit construction, excavation activities and

movement of haulage vehicles to day time

especially where sensitive receptors such as

Makerere College Girls’ Hostel exist. Road

construction activities around schools shall be

harmonized with school operations so that they

bear limited impact on the running school

programs. Otherwise, continuous Works shall be

expected where no sensitive impact receptors are

identified

During

construction

Project implementation activities

scheduled in accordance with site

specific conditions.

Daily

144

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Deploy flagmen and post road signage limit traffic

speed at areas with schools, such as Makerere

College School, Mengo Senior Secondary School,

etc., to avoid the risk of noise, dust and accidents.

During

Construction

Flagmen deployed and road signage

posted at key areas including

Makerere College Girl’s hostel and

schools.

Daily during

construction

Keep noise levels within permissible limits During

construction,

decommissioning

and reinstatement

Noise levels are kept within national

permissible limits. Monitoring of

noise levels is done

Refer to Table

8-4

Monthly

Limit the speed of haulage vehicles to a level that

will produce the least amount of noise

Daily, for entire

project

implementation

The speed of materials haulage

trucks is limited to control noise

levels.

Weekly

Installation of speed humps along the road During

construction

Speed humps are established along

the project roads and at the junctions

Once during

and after

construction

Ensure a temporary noise barrier during

construction at hotspots to shield classes, libraries

and residential areas and hotels from noise and

dust emissions.

Temporary noise barriers in place 25,000 Weekly

Permanent noise barrier at hotspots e.g. Makerere

Law School, Makerere College School structures

(Classroom block, multi-storied building, and

hostel) that border the road,

Permanent noise barriers at hotspots 30,000

Limit noise and vibration prone activities shall be

harmonized with school operations to ensure that

studies are not disrupted during day-time hours

and simultaneously work to minimize disrupting

school night preparatory activities and rest time of

students. No night activities shall be permitted

around residential areas as well.

Night noise levels Refer to Table

8-4 - for noise

monitoring

equipment.

145

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Construction activities at areas of students’

residence such as the girls’ hostel will be only

permitted during day when students are out in

classrooms. Night construction works around

educational institutions shall only be permitted

during school holidays.

During

Construction

Construction activities around areas

of students’ residence limited to day

time.

Daily

Conduct a structural integrity assessment for

all potentially affected buildings located on

Makerere Hill Road to establish their baseline

conditions before road construction and

inform decision making process during and

after road construction.

During the pre-

construction phase

Structural Integrity assessment

carried out on potentially affected

structures

Before and

after

construction

Controlled vibrations such as with use of

rolling dynamic and rubblising around areas

where the impact of road construction could

result in the damage of structures such as Ham

Towers, Makerere College Girls’ hostel, e.t.c.

This approach is comparatively better than use

of conventional vibrating drum and

sheepsfoot rollers4

During

construction

Controlled vibrations through

rolling dynamic used

Bi-weekly

Regular monitoring of the potentially affected

structures during the construction phase shall

be done to ensure timely response to avoid

adverse impacts on lives and property.

During

construction and

post construction

phases

All potentially damaged structures

regularly monitored.

Bi-weekly

4 See Soil Compaction; Providing a base for soil compaction, accessed on 9/01/2015, at the web page https://ecms.adelaide.edu.au/civeng/research/mining/geotech/impact-roller-v01.pdf

146

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Where damage of structures such as

development of cracks on buildings in the

immediate environs of the project sites is

confirmed as a direct impact of vibrations,

KCCA shall actively engage the owners of all

affected properties for purposed of

compensation.

During

construction and

post construction

phase

Record of compensation paid for

damage of properties from

vibrations

Monthly

Impact on the Biophysical environment

Potential negative impacts

Potential

occurrence of Soil

erosion

Erect soil erosion control/protection Measures

such as lining of drains, stone pitching, stone

pitching at inlets and outlets to culverts, and

construction of stabilization basins and scour

checks/check dams in drains along access roads.

During

construction for at

least 6 months

Soil erosion control measures are in

place

Weekly during

the

construction

phase

NEMA,

KCCA Directorate

of Public health and

Environment

Covering of stock piled materials with fabric or

grass

Daily for the entire

construction phase

Stock piled materials are covered Daily during

construction

Excavate cutoff ditches around stock piles or

establish a ring of stones

Whenever

stockpiling is made

throughout the

construction phase

Cutoff ditches or a ring of stones are

established around stock piles

Weekly

Protection of areas susceptible to erosion using

either temporary or permanent drainage works

During

Construction and

decommissioning

Drainage works present on work

sites susceptible to erosion

Bi-monthly

during

construction

Gulley control using gabions or check dams During

construction

Presence of check dams and gabions

No evidence of gulley erosion

Whenever

required during

construction

147

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Protection of culvert outfalls by installation of

aprons or cascades/steps

During

construction

Aprons or cascades/steps are

installed

Once during

construction

Soil compaction Use of existing roads as access routes where

possible

Daily, throughout

Construction phase

Existing roads are used as access

routes

Weekly, during

construction,

KCCA Directorate

of Public health and

Environment,

NEMA.

Restriction of vehicular movement to only

designated areas.

During the

Construction phase

Vehicle movements are limited to

designated areas and off-road

driving is prohibited.

Weekly, during

construction,

Re-vegetation of areas cleared and not needed as

hard pavements

Daily during the

decommissioning

phase

Areas cleared of vegetation are re-

vegetated.

Bi-weekly

during

restoration

Change in

geological

substructure

The activities likely to result into change in the

geological structure should be limited to only the

areas under operation.

Daily, throughout

the entire

construction phase

- at least 1 year

Activities that could potentially

change geological structure are

limited to the areas under the

operation

Bi-weekly,

during

construction

KCCA Directorate

of Public health and

Environment,

NEMA.

Cuts should not exceed the angle of repose which

could lead to rock falls, slips and land slides

Daily through the

construction phase

– at least 1 year

Cuts do not exceed the angle of

repose

Bi-weekly,

during

construction

Have separate stock piles for each type of material

excavated.

Daily or whenever

possible during the

construction phase

Separate stockpiles for each type of

material excavated made

Bi-weekly,

during

construction

Prevent adverse scouring of slopes Daily during

material

excavations and

road cuts

Adverse scouring of slopes

prevented

Bi-weekly,

during

construction

Borrow pits and quarry sites opened by contractors

for the purpose of the proposed project should be

restored to as near as possible their original state

Daily during the

reinstatement phase

for at least a week

Borrow pits and quarries opened by

contractors restored in accordance

to the restoration plan

Bi-weekly,

during

construction

148

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Displacement of

earth materials

Backfilling of created pits On completion of

decommissioning

phase

Pits created during the construction

are adequately backfilled.

Once after

reinstatement

KCCA Directorate

of Public health and

Environment,

Gravel excavation should consider cutting to

gentle inclinations to ease restoration of material

sources to original landscapes

Daily during the

construction phase

Gravel excavations consider gentle

angle of cut

Bi-weekly

during the

construction

phase

The top soil should be planted with grass to keep

it in place

Whenever possible Top soil planted with grass Quarterly

Risk of soil

pollution

Recycling/ proper disposal of waste lubricants and

oils

Weekly during

construction,

decommissioning

and reinstatement

Waste lubricants and used oils are

recycled, reused or properly

disposed of by a NEMA certified

waste handler

Monthly

NEMA,

KCCA Directorate

of Public Health

and Environment,

Have central locations for refueling of vehicles

and fuel powered machinery.

During

construction,

decommissioning

&

Decommissioning

Refueling and servicing of vehicles

and fuel powered machinery

conducted at central locations.

Weekly

Lining of floors of refueling points Before construction

but repairs to

emerging cracks by

grouting done

whenever

necessary

The floors for refueling points are

lined

Monthly

Place plastic sheeting under hazardous material

and their storage areas

Throughout

construction,

decommissioning

and reinstatement

Hazardous material are placed

under plastic sheeting and their

storage areas

Weekly

149

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Drain/direct contaminated runoff from oil storage

areas into ditches and ponds with oil interceptors

Daily throughout

construction and

decommissioning

Oily and contaminated runoff

drained into ditches and oil

interceptors on site

Weekly

throughout

project

implementation

Pack contaminated and worn plastic sheeting into

drums prior to proper disposal

Daily throughout

construction and

decommissioning

Contaminated and worn plastic

sheeting is packed into drums for

proper disposal.

Weekly

Avoid application of bitumen on the carriage ways

during strong winds, or heavy rains.

Daily throughout

construction

(surfacing)

No bitumen is spilled on the

carriage ways.

Daily during

surfacing

Line all the side drains Towards end of

construction

Side drains are lined Bi-monthly

Collect unused bitumen for future use During

decommissioning

Unused bitumen is collected for

future use

Weekly during

decommissioni

ng

Do not discharge bitumen into side drains. Throughout entire

surfacing period

Bitumen not discharged in side

drains

Bi-weekly

Regular servicing and maintenance of vehicles and

construction machinery

Throughout

construction,

decommissioning

and reinstatement

Vehicles and machinery are

regularly serviced the records are in

place. No fuel leakages from

vehicles and machinery takes place.

Monthly

Develop and implement an oil spill prevention and

counter measure Plan

Before construction

and throughout the

project cycle

An oil spill prevention and counter

measure plan is in place

Weekly

Develop and implement a proper waste

management Plan

Prior to

construction

A waste management plan is in

place and implemented.

Before the

construction

phase

150

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Impact on air

quality

Sprinkle with water of all unpaved roads used by

haulage trucks.

Daily throughout

construction, and

decommissioning

Water sprinkling on all unpaved

roads intensely used for materials

haulage is sufficiently done.

Bi-weekly

KCCA Directorate

of Public Health

and Environment.

Provide alternative traffic routing using diversions Whenever possible

during construction

Alternative traffic routing with use

of diversion is provided.

Weekly

Sprinkle with water of dusty surfaces and

materials along the road, at quarries and borrow

pits and asphalt plants.

Daily, or whenever

required based on

weather conditions

Water sprinkling is done at water

dusty surfaces

Weekly

Regularly service vehicles and machinery likely to

produce emissions if ill-serviced.

Monthly Vehicles and machinery are

regularly serviced and records kept

Monthly

Avoid idling of vehicles and machinery to reduce

the emission of exhaust fumes.

Daily for entire

construction and

decommissioning

Idling of vehicles and machinery

avoided

Weekly

The speed of haulage trucks and other vehicles

along the project road and any road diversions

should be limited to reduce dust levels

Daily throughout

construction and

decommissioning

Speed controls instituted to reduce

dust emissions

Weekly

Ensure that erodible material stockpiles are distant

from sensitive establishments such as classrooms,

hostels, hotels and supermarkets to reduce dust

emissions.

Throughout

construction

Location of material stockpiles

relative to sensitive establishments

Weekly

Siltation of surface

water courses

Implementation of soil erosion mitigation

measures proposed in the previous sections of this

report

Weekly, for the

entire construction

phase

Soil erosion control measures are in

place

Bi-monthly

KCCA Directorate

of Public Health

and Environment Minimization of earth works such as excavation,

cut and fill and compaction to only the area that is

absolutely necessary

Throughout

construction phase

Earth works including excavation

are minimized to areas where they

are necessary

Weekly

151

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Construction of cutoff ditches around stockpiles to

prevent materials being washed away by surface

runoff

Once for every

material stockpile

site

Presence of cutoff ditches around

stock piles

Monthly NEMA, and

Contractor's

Engineer

Covering of excavated and stockpiled materials

with fabric or other materials

Daily throughout

construction

Erodible stockpiles are covered with

materials

Daily

Avoid stock piling near waterways (streams and/or

swamps in this case) or on steep slopes.

Daily throughout

construction phase

Stock piles are not located near

waterways such as swamps and

streams.

Weekly

Regular de-silting of the drains Daily and/or every

after rains

Silt in drains is regularly dredged Weekly

Construction of interception ditches, and settling

ponds

Whenever required

during construction

Interception ditches and settling

ponds are in place

Monthly

During channelization, endeavor to maintain the

original direction of water flow – unless

alternatives present better drainage improvement

opportunities

Throughout

construction

Original direction of water flow

maintained

Monthly

Potential water

pollution

Recycling or proper disposal of all waste

lubricants and oils

Daily throughout

project

implementation

Used oil and grease are properly

disposed to avoid any contact with

water.

Bi-monthly

NEMA, KCCA

Directorate of

Public Health and

Environment

Lining of floors of workshops, bitumen storage

areas and refueling points

Just before

construction

Floors of workshops, bitumen

storage areas and refueling points

are lined in place.

Monthly

Placing plastic sheeting under hazardous material

and their storage areas

Daily, throughout

implementation

Hazardous material placed on

plastic sheeting

Daily during

construction,

decommissioni

ng

152

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Leading contaminated runoff from fuel and

bitumen storage areas into ditches and ponds with

oil interceptors.

During

construction and

decommissioning

Presence of ditches and oil

interceptors at storage sites

Bi-monthly

during

construction

Packing of contaminated and worn plastic sheeting

into drums prior to proper disposal

Daily, throughout

implementation

Contaminated plastic sheeting

packaged in drums before disposal

Bi-weekly

during

construction

Well packing of bitumen during transportation Daily during

transportation

No evidence of bitumen spills

during transportation

Daily during

transportation

Avoid application of bitumen on the carriage

ways during strong winds, or heavy rains

Daily for the entire

surfacing phase

No evidence of spilled bitumen into

water

Weekly

Potential impact on

vegetation

Vegetation clearance should be limited to only the

areas where it is absolutely necessary.

Daily, during earth-

stripping

Vegetation clearance is limited to

areas where it is absolutely

necessary

Bi-weekly

NEMA, KCCA

Directorate of

Public Health and

Environment

All areas cleared of vegetation and not paved

should be planted with indigenous grass and tree

species.

Immediately after

project works, and

during

reinstatement/

Restoration phase

Indigenous grass and tree species

planted in unpaved areas cleared of

vegetation

1000

Weekly, during

the restoration

activities

Endangered/vulnerable plant species (Mvule)

such as those noted during the baseline vegetation

surveys should be replanted elsewhere within the

jurisdiction of KCCA.

During

restoration/reinstat

ement

Clearance of endangered tree

species compensated for by

replanting them where space avails

an opportunity

Monthly

Sourcing of

construction

materials

Where the Contractor opens up new material

sources other than procuring materials from

commercial operators, restoration of the sites

immediately after the construction phase shall be

undertaken in accordance with restoration plan.

Daily for about 4

days during

reinstatement

Restoration plan for material

sources opened in place and

restoration is actually undertaken

10,000

\Quarterly

KCCA Directorate

of Public Health

and Environment,

153

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Where materials are sourced from commercial

operators, the Contractor will ensure to confirm

the operators’ compliance with statutory

requirements.

Once, during pre-

construction Due

Diligence

Operators of commercial quarries

comply with the statutory

requirements, and evidence of EIA

approval certificates and

Certificates of Compliance are

obtained.

Once during

pre-

construction

phase

Directorate of

Gender and

Community

Development

Impact of materials

storage

When invasive species are introduced to new

areas, they will be manually removed and

transported for disposal.

During

construction,

restoration

Any invasive alien species

introduced are manually uprooted,

transported to the waste disposal

Quarterly

NEMA, KCCA

Directorate of

Public Health and

Environment

The project staff (both technical and non-technical

staff) will be sensitized on control of invasive alien

species

During the pre-

construction phase

Project staff sensitized about the

introduction of invasive alien

species.

1000 Monthly

Pressure tests should be conducted on the fuel

storage tanks or fuel transporting tank trucks

Weekly Pressure tests records Monthly

Drip pans should be provided all time for safety

and to control against soil contamination

Whenever

refueling is done

Drip pans in place and evidence of

use in place

Monthly

Impact of waste

generation and

transportation

All wastes should be collected in gazetted areas

and sorted, to separate hazardous and non-

hazardous wastes for proper disposal.

Daily throughout

project

implementation

period

All wastes are sorted according to

hazardous and non-hazardous and

collected in gazetted areas

Bi-weekly

NEMA,

KCCA Directorate

of Public Health

and Environment,

KCCA Department

of Occupational

Health and Safety,

A NEMA certified waste handler should be

contracted to transport and dispose of wastes to a

known NEMA approved waste disposal facility.

Bi-weekly, for

entire

implementation

period

Wastes are transported by a NEMA

certified waste handler to a NEMA

approved waste disposal facility.

weekly

Contractors should induct their drivers and

sensitise them on safe transportation of the rubble

and cut-to-spoil materials to the final disposal site.

Pre-construction

period or any time

new drivers are

recruited

Drivers are inducted and sensitized

about safe transportation of waste

materials

Monthly

154

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

All the wastes should be collected in areas separate

from the surface water bodies such as streams to

avoid water contamination and sedimentation.

Daily, throughout

construction and

decommissioning

phases

Wastes are collected in areas distant

from surface water bodies such as

streams

Weekly

Post-Construction Phase

Potential impacts on the socio-economic environment

Potential positive impacts

Improvement in

traffic flow and

mobility.

The traffic signals should be effectively linked

together to enhance their collective efficiency.

During and after

construction

Traffic signals are effectively linked

together and their collective

efficiency is enhanced

Once or

whenever

required

NEMA,

KCCA Directorate

of Public Health

and Environment,

KCCA Department

of Occupational

Health and Safety,

Install appropriate signage to guide traffic

effectively.

During post

construction

activities

Appropriate signage installed Not required

Increase in traffic policing shall be required to

reduce the “new road effect” associated with over

speeding with attached elevated risk of accidents.

Daily, during the

project operation

phase

Traffic policing enhance and

culprits of reckless driving are

penalized

Not required

Potential negative impacts

Alteration of visual

and aesthetic

quality of sites

Limiting vegetation clearance and demolition of

buildings to only those areas where it is absolutely

necessary.

During site

clearance

Vegetation clearance and

demolition of buildings limited to

areas where it is absolutely

necessary

Weekly, early

in the

construction

phase

NEMA, KCCA

Directorate of

Public Health and

Environment

On completion of construction works, any areas

that were cleared of vegetation but are not paved

should be planted with grass indigenous to those

areas.

During

reinstatement

areas cleared of vegetation but not

paved are re-vegetated

Once during

reinstatement

KCCA Directorate

of Public Health

and Environment

155

Impact Proposed mitigation/enhancement measure (s) Time frame for

implementation of

mitigation measure

Monitoring indicators Costs required?

(also refer to Table

8-4) ($)

Timeframe/

Frequency for

monitoring

Person/institution

responsible

Restoration of quarry and borrow pit sites to as far

as is possible their original conditions.

Demobilization and restoration sites hosting

support construction facilities for the project at

project closure

During

reinstatement

The quarries and borrow pits

opened up by the Contractors are

restored to their original conditions.

Evidence of compliance with

Statutory requirements for

commercial sources in place.

Once after

reinstatement

KCCA Directorate

of Public Health

and Environment

Potential impact on the biophysical environment

Improved drainage

and reduction in

flooding events

Contractors should ensure that cut-off drains are

not directed into residential and commercial

buildings close to the project sites.

For at least two 3

months at the end

Cut-off drains are not directed into

residential and commercial

buildings

Monthly NEMA, KCCA

Directorate of

Public Health and

Environment,

Improved

Communication,

information

sharing, community

participation and

feedback

Possible emerging

social risks and

impacts

Develop a community/stakeholder

communication and engagement plan to ensure the

communities understand the project impacts,

progress, expectations, traffic plans, receive

feedback, and assess emerging risks.

Undertake a continuous risk and impact

assessment

At the beginning of

the project and

Continuously

update

Throughout the

Project life

Community feedback, issues raised

and information given as well as

minutes and complaints received

Monthly/Bi-

monthly

KCCA Directorate

of Community

Development in

collaboration with

Directorate of

Public Health and

Environment;

Contractor;

Technical team

managing the

project and the

Divisions

KCCA

156

Table 8-4: Implementation costs summary

Ref. in

text

Impact/Aspect of

concern Description

No. of

units

Approximate

costs ($)

Procurement of environmental monitoring equipment

(vi) Noise emissions Procurement of noise level monitoring

equipment – Precision integrating Sound

Level meter

2

15,000

(ii) Soil compaction

and vibrations

Seismograph – Vibration meter kit 2 10,000

(vi) Potential air

pollution

Potable Air quality (Macro dust digital

aerosol) monitor

2 10,000

Potable Air quality (Gas monitoring) meter 2 20000

(vii) Water pollution Onsite water and wastewater quality

monitoring kit

2 25,000

General purpose GPS 2 5000

Digital Cameras 4 8000

Compensation and grievance redress

7.2.2.2 Loss of

land/property and

Resettlement

Stakeholder engagements and public

Consultations

6500

Total 99,500

8.16 Decommissioning/Restoration/Rehabilitation plan

On completion of the construction phase of the project, all environmental components disturbed

by the project implementation process shall be restored back to as near as possible their original

state. In this respect therefore;

All temporary structures put up during road construction shall be demolished

All sites used for storing road construction materials shall be properly cleared and cleaned

Any waste resulting from the project works shall be collected and properly disposed off

Unless the land owners request otherwise in writing through the respective LC.I

Chairpersons, and approval of the KCCA Executive Director, all borrow pits and gravel

pits will be landscaped by backfilling them with spoil material from road cuts followed by

stockpiled overburden initially removed from the quarry and borrow pit sites. As already

157

noted, this requirement shall selectively apply where Contractors open new material

sources. The restoration of commercial material sources rests with the private operators.

Any unpaved areas cleared of vegetation such as temporary access roads should be re-

vegetated with grass and trees indigenous to the sites.

Any unsettled issues of compensation and relocation should be solved.

All boulders and stones exposed during road construction should be covered.

The restoration exercise shall be supervised by an environmentalist who shall produce a restoration

report at the end of the exercise. This restoration report shall be submitted to NEMA for approval

and it is after this approval from NEMA that KCCA would make the final payment to the

contractors.

158

9 CONCLUSIONS AND RECOMMENDATIONS

Implementation of the proposed project will result into a number of impacts on the environment

and socio-economic conditions of the population in and around the project area. These impacts

will be both positive and negative occurring at different stages of project implementation. Most of

the positive impacts identified would be of high significance while most of the negative impacts

identified would be of moderate significance especially after application of the proposed

mitigation measures.

The reconstruction and upgrading of roads and junctions is critical to ease traffic jam and stimulate

relative improvement in the general micro and macro-economic conditions both in the short and

long run. The potentially negative impacts of project implementation have been addressed through

the mitigation measures proposed in this ESIA report as well measures to enhance the likely

positive impacts. .

In the event that the project is approved and reconstruction and upgrading of roads and junctions

proceed; the developer is called upon to ensure that the mitigation measures proposed in this report

are implemented.

159

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World Conservation Monitoring Centre (1996) Checklist of CITES species. Gland

Worthington E.B. (1929). A Report on the Fishing Survey of Lakes Albert and Kyoga, March –

July 1928. Crown Agents for Colonies, London. 136p.

APPENDICES

Appendix I: GPS Coordinates for the roads and junctions

NORTHINGS CH EASTINGS NORTHINGS CH LOCATION

X = 451269.038 Y = 39068.635 0+000 X = 451264.216 Y = 39466.980O+399.011 BOMBO RD

X = 451265.143 Y = 39299.749 0+000 X = 451089.449 Y = 39283.2530+176.466 NABWERU RD

X = 451262.707 Y = 39299.833 0+000 X = 451930.795 Y = 39352.5840+667.708 MAMBULE RD

X = 452304.888 Y = 39379.902 0+000 X = 451968.360 Y = 39366.478 0+338.552 MAMBULE RD

X = 453914.771 Y = 36089.034 X = 453711.071 Y = 36361.665 YUSUF LULE RD

X = 453866.275 Y = 36176.534 X = 453924.308 Y = 36227.280 JOHN BABIHA

X = 453761.267 Y = 36213.498 X = 453686.235 Y = 36262.950 KAFU RD

X = 453788.064 Y = 36183.328 X = 453769.416 Y = 36116.749 SEZIBWA RD

X = 455086.656 Y = 38553.443 0+000 X = 455430.416 Y = 38904.3170+505.921 KIRA ROAD

X = 455254.163 Y = 38797.774 0+000 X = 455061.950 Y = 38680.1720+225.347 OLD KIRA ROAD

X = 455086.768 Y = 38553.383 0+000 X = 454905.682 Y = 38196.796 0+399.960 KIRA ROAD

X = 454905.682 Y = 38196.796 0+399.960 X = 454923.697 Y = 38049.6100+552.976 LUGOGO BYPASS

X = 454911.076 Y = 38195.118 0+000 X = 454713.074 Y = 38223.319 0+200 KIRA ROAD

X = 452493.843 Y = 36778.119 0+000 X = 451015.033 Y = 36178.398 1+647.934 MAKERERE HILL RD

X = 451541.827 Y = 36470.424 0+000 X = 451516.356 Y = 36611.6540+143.565 SIR APOLLO KAGWA RD

X = 451473.431 Y = 35085.356 0+000 X = 449035.443 Y = 38421.3124+540 HOIMA RD

X = 451362.760 Y = 35802.384 X = 451267.842 Y = 35619.916 KYADONDO RD

X = 450976.649 Y = 36141.364 0+000 X = 450860.618 Y = 36071.329 0+139.04 MUTEESA I RD

X = 450982.413 Y = 36134.919 0+000 X = 450946.051 Y = 35995.373 0+144.35 BALINTUMA RD

X = 450553.550 Y = 37023.856 X = 450501.994 Y = 37190.505 KAWAALA RD

X = 450558.166 Y = 37002.660 X = 450350.219 Y = 36868.687 MASIRO RD

X = 449540.225 Y = 37418.839 X = 449724.838 Y = 37555.793 BAWALAKATA ROAD

163

Appendix II: Plant species Lists

Table 1(a). List of tree and shrub species recorded

Kiira Road section

Family Species Habit Uses

Podocarpaceae Afrocarpus gracilior (Pilg.) C.N. Page Tree Ornamental

Euphorbiaceae Aleurites moluccana (L.) Wild. Tree Ornamental

Verbanaceae Duranta erecta L. Shrub Ornamental

Euphorbiaceae Euphorbia tirucali L. Shrub

Ornamental;

Medicinal

Moraceae Ficus benjamina L. Tree Ornamental

Verbanaceae Lantana camara L. Shrub Ornamental

Bignoniaceae Markhamia lutea Seemann ex Baill. Tree Timber

Arecaceae Roystonea regia (Kunth) O. F. Cook Tree Ornamental

Euphorbiaceae Sapium ellipticum (Hochst.) Pax Tree Ornamental

Fabaceae Saraca asoca (Roxb.) Wild. Tree Ornamental

Bignoniaceae Tabebuia pentaphylla Hemsl. Tree Ornamental

Combretaceae Terminalia catapa L. Tree Ornamental

Combretaceae Terminalia mantaly Perrier Tree Ornamental

Asteraceae Tithonia diversifolia (Hemsl.) A. Gray Shrub

Ornamental;

Medicinal

Meliaceae Toona ciliata (F. Muell.) Harms. Tree Ornamental

Makerere Hill Road

Family Species Habit Uses

Fabaceae Albizia grandibracteata Taub. Tree Timber

Euphorbiaceae Aleurites moluccana (L.) Wild. Tree Ornamental

Nyctaginaceae Bougainvillea sp. Shrub Ornamental

Cupressaceae Cupressus lustanica Mill. Shrub Ornamental

164

Fabaceae Delonix regia (Bojer ex Hook.) Raf. Tree Ornamental

Verbanaceae Duranta erecta L. Shrub Ornamental

Arecaceae Elaeis guineensis Jacq. Tree

Ornamental; edible

fruits

Moraceae Ficus benjamina L. Tree Ornamental

Moraceae Ficus brachypoda (Miq.) Miq. Tree Ornamental

Proteaceae Grevillea robusta A. Cunn. Tree Ornamental

Bignoniaceae Markhamia lutea Seemann ex Baill. Tree Timber

Magnoliaceae Michelia champaca L. Tree Ornamental

Moraceae Milicia excelsa (Welw.) C.C. Berg. Tree Timber

Musaceae Musa sp. Tree Edible as food

Euphorbiaceae

Phyllanthus capillaris Schumach. &

Thonn. Shrub Medicinal

Fabaceae Senna siamea (Lam.) Irwin & Barneby Tree Ornamental

Fabaceae Senna spectabilis (DC) Irwin & Barneby Tree Ornamental

Solanaceae Solanum sp. Shrub Ornamental

Strelitziaceae Strelitzia reginae Shrub Ornamental

Myrtaceae Syzygium jambolana DC Tree Edible fruits

Bignoniaceae Tabebuia pentaphylla Hemsl. Tree Ornamental

Acanthaceae Thunbergia battscombei Turrill Shrub Ornamental

Meliaceae Toona ciliata (F. Muell.) Harms. Tree Ornamental

Bakuli-Nakulabye-Kasubi-Northern Bypass Road

Family Species Habit Uses

Euphorbiaceae Acalypha wilkesiana Mull. Arg. Shrub Ornamental

Podocarpaceae Afrocarpus gracilior (Pilg.) C.N. Page Tree Ornamental

Euphorbiaceae Aleurites moluccana (L.) Wild. Tree Ornamental

Moraceae Artocarpus heterophylla Lam. Tree Edible fruits

Nyctaginaceae Bougainvelia glabra Shrub Ornamental

165

Caricaceae Carica papaya L. Tree Edible fruits

Cupressaceae Cupressus lustanica Mill. Shrub Ornamental; Hedge

Solanaceae Datura suaveolens Willd. Shrub Ornamental

Draceanaceae Dracaena fragrans (L.) Ker. Gawl. Shrub

Ornamental;

Demarcation

Verbanaceae Duranta erecta L. Shrub Ornamental

Arecaceae Elaeis guineensis Jacq. Shrub

Ornamental; Edible

fruits

Myrtaceae Eucalyptus sp. Tree Timber; Medicinal

Moraceae Ficus benjamina L. Tree Ornamental

Moraceae Ficus brachypoda (Miq.) Miq. Tree Wild

Moraceae Ficus thonningii Blume Tree Wild

Proteaceae Grevillea robusta A. Cunn. Tree Ornamental

Malvaceae Hibiscus rosa-sinensis L. Shrub Ornamental

Fabaceae Jacaranda mimosifolia D. Donn. Tree Ornamental

Euphorbiaceae Jatropha curcas L. Shrub Hedge

Verbanaceae Lantana camara L. Shrub Ornamental

Fabaceae Leucaena leucocephala (Lam.) deWit. Tree Wild

Arecaceae Livistona chinensis (Jacq.) R.Br.ex Mart. Tree Ornamental

Anacardiaceae Mangifera indica L. Tree Edible fruits

Bignoniaceae Markhamia lutea Seemann ex Baill. Tree Timber

Moraceae Milicia excelsa (Welw.) C.C. Berg. Tree Timber

Moringaceae Moringa oleifera Lam. Tree Medicinal

Musaceae Musa sp. Tree Edible as food

Lauraceae Persea americana Mill. Tree Edible fruits

Pinaceae Pinus sp. Tree Ornamental; Timber

Myrtaceae Psidium guajava L. Shrub Edible fruits

Arecaceae Roystonea regia (Kunth) O. F. Cook Tree Ornamental

Euphorbiaceae Sapium ellipticum (Hochst.) Pax Tree Ornamental

166

Fabaceae Senna spectabilis (DC) Irwin & Barneby Tree Ornamental

Myrtaceae Syzygium jambolana DC Tree Edible fruits

Combretaceae Terminalia mantaly Perrier Tree Ornamental

Combretaceae Terminalia sp. Tree Ornamental

Apocynaceae Thevetia peruviana (Pers.) K. Schum. Shrub Ornamental

Rubiaceae Vangueria apiculata K. Schum. Shrub Edible fruits

Mambule

Road

Family Species Habit Uses

Moraceae Ficus benjamina L. Tree Ornamental

Arecaceae Livistona chinensis (Jacq.) R.Br.ex Mart. Tree Ornamental

Table 1(b). List of weedy herbaceous species recorded

Family Species

Amaranthaceae Amaranthus dubius Mart. Ex Thell.

Amaranthaceae Amaranthus graecizans L.

Asteraceae Bidens pilosa L.

Brassicaceae Cardamine trichocarpa Hochst. ex A. Rich.

Poaceae Cynodon dactylon (L.) Pers.

Convolvulaceae Dichondra repens J.R. Forst & G. Forst

Poaceae Digitaria velutina (Forssk.) Beauv.

Poaceae Eleusine indica (L.) Gaertn.

Poaceae Eragrostis tenuifolia (A.Rich.) Hochst. Ex Steud.

Euphorbiaceae Euphorbia hirta L.

Euphorbiaceae Euphorbia prostrata Ait.

Asteraceae Galinsoga parviflora Cav.

Acanthaceae Justicia exigua S. Moore

167

Nyctaginaceae Mirabilis jalapa L.

Oxalidaceae Oxalis corniculata L.

Poaceae Panicum maximum Jacq.

Euphorbiaceae Phyllanthus niruri L.

Poaceae Setaria homonyma (Steud.) Chiov.

Malvaceae Sida acuta Burm.f.

Poaceae Sporobolus agrostoides Chiov.

Poaceae Sporobolus pyramidalis P. Beauv.

Appendix III: Comments obtained from stakeholders and minutes of the consultative meetings

Minutes for Sensitization meeting for Nakulabye-kasubi (Zone 6 and Zone 7)

Venue: at the residence of the LC 1 chairman, ZONE 6 Date: 20th August 2013

Part 1:opening remarks

Key activities Information and issues

a) Opening Remarks by the

Consultant’s Sociologist b) Introduction of the Consultants

and opening remarks by the L.C

1 chairman. c) Explanation of the PROJECT to

the participants by the

Sociologist.

The Consultants outlined the purpose of the meeting:

to raise awareness of the programme in widening the

Road from Bakuli round about to Namungona round

about (Northern bypass) to Dual carriage and its

consequences among the residents. Furthermore the

Consultant’s would record residents’ expectations,

suggestions, views and questions about the project that

would assist in design of activities to minimize the

impact of involuntary resettlement.

A brief background of project activities and summary

of the phases that would be involved in this process

was provided (sensitization, census, and valuation,

disclosure, and identification interventions to

minimize the impact of involuntary resettlement).

Part 2: Community reaction

Key issues Information and issues

1.Most participants were

interested in finding out how

compensation will be done, which

people will be considered, would

they consider people with loans?,

what will be required while

seeking compensation.

The sociologist emphasized that compensation will

be fair and adequate., All people having businesses

will be compensated even if your operating from the

road reserve, if the road reserve extends to your land

both the landlord and the business will be

compensated.

He promised the people that they should expect to

be better or remain with the same status but will not

be made worse. He encouraged people to bring

along their land titles and structural plans since these

add value to the property.

He emphasized that negotiations will be allowed,

people would be given chance to accept monetary

compensation or the government can construct for

them house if they feel it will be more convenient

for them.

The residents were promised that a KIIDP field

office will be established in the area to handle any

other matters arising while the project is underway.

He further assured the people that even part of the

house is to be demolished, they will be compensated

169

for the whole house and everything on that house

belongs to you.

The sociologist informed the people with loans that

the valuer will not consider them while carrying

compensation. 2. Following the recent incidents

of conflicts on the Entebbe

express highway,Theparticipants

wanted to know who is in charge

of compensating people and what

guarantee is given to them that the

same will not happen again.

The sociologist informed the people that though it is

the government of Uganda carrying the

compensation, the funder of the project, The World

Bank will not release funds to start off work unless

all people have been compensated adequately.

3. An inquiry was made on how

the payments will be made, and

then there was also a concern on if

the money they get will be taxed.

The sociologist told the residents that people meant

to get little amount of money will be paid in cash

and those expected to get larger amounts will be

paid through their bank accounts, he further assured

the residents that their money will not be taxed at

all.

4. A request was made by the

participants to advice the

surveyors and valuers and any

other people involved on this

project to handle them well just

like the sensitization team has

done.

The sociologist assured them that the concern will

be forwarded, and the any other group involved on

this project would be advised to work hand in hand

with the LC 1 officials.

5. A request was made by some

participants, that the contractor

should consider them as regards to

employing the natives during the

construction period.

The respondents were assured by the facilitator that

even if this is a world bank funded project, they are

likely to contact a local firm to do the work and that

local firm will be advised to also use the natives.

6. A request was also made by the

residents to be notified as early as

possible so that they can plan on

relocating early enough to avoid

inconveniences.

The residents were assured that once they have

finalized with compensations, they will be given a 6

months period to finalize everything.

Part 3:final remarks

From the residents From the sociologist

The residents thanked the

sensitization team for notifying

them about the project since they

Will be caught un a wares.

The sociologist urged people not to mix this project with

politics

The sociologist also left his number behind for further

consultations just in case the people who come later

(other parties to the project) do not handle their situations

as the sensitization team has promised.

170

Part 1:opening remarks

Key issues Information and issues

a) Opening Remarks by the L.C 1

chairman and brief introduction

of the project.

b) Brief explanation of the project

by the sociologist. This was done

with emphasis to issues of

Compensation, Resettlement and

Reconstruction and donors

funding the project.

The Consultants outlined the purpose of the

meeting—to provide information about the

compensation and to record the residents’

expectations, suggestions, views and questions

about the project and also to involve them so that

they can appreciate the project.

A brief background of project activities and

summary of the phases that will be involved in this

process was then provided. The Consultant’s

activities will include mobilization, sensitization,

physical surveys, valuation, social economic

census, disclosure and interventions.

The costs of compensation and restoration claims

relating to the proposed improvements will be

funded by Government of Uganda. Funds for civil

works have been provided by the World Bank.

Part 2:community reaction

Key issues raised Information provided

1.Theparticipants were interested in

knowing when the project was

beginning, and they wanted to know

how different this project is since they

have known cases when people have

been sensitized but the roads are not

made

The sociologist told the residents that the project

has already begun since they are being sensitized.

They were told to expect the surveyors and the

valuer soon.

About the project being different from others, the

sociologist assured the residents that World Bank

has already provided funds and they are only

waiting for the government to compensate people

and then work commences.

2. The participants were also interested

in knowing if they could be given

another place to operate from instead

of giving them compensation.

The sensitization informed them that this is not

possible since people in these areas have different

types of business.

171

Minutes for Sensitization meeting for Bakuli-Namungona Road (for residents of Bukesa

and Bakuli)

Venue: chairman’s workplace, Mr.Kaggwa Date: 20nd August 2013

Attendance list:

3. Two residents had a drainage of

about 4.5metres put in their plots of

land by KCCA and they were not

compensated, they were both seeking

assurance that it will not happen again,

since it is the same organization

carrying out the works.

The sociologist assured them that this time round

they should expect compensation since World Bank

will only release funds after all the compensations

have been done adequately.

4. An inquiry was made by the boda

boda cyclists on why they were not

being considered in the groups to be

compensated yet the pay taxes and just

include other groups like food vendors

and chapatti makers who do not

contribute anything at all and they

wanted to find out if they would be

given an alternative place to operate

from?

The team promised to forward their complaint but

they were informed the reason they had not been

considered earlier is because KCCA does not have

registered boda-boda stages.

Part 3: concluding remarks

From the participants From the sensitization team

A request was made that KCCA

should concentrate on developing

feeder roads since the silt the nice

roads and become worn out quickly.

The sociologist requested the residents not to mix

this project with politics.

The residents were encouraged to call or visit

KIIDP offices so as to seek clarifications if they

have some problems as far as this project is

concerned.

The participants were further warned against

middle men, they were told to expect transparency

and deal only with people from this project

especially as far as compensations are concerned.

The sociologist emphasized that once the project is

complete, they will not expect anyone to operate

from the road reserve.

172

NOTE: we visited MENGO SENIOR SCHOOL and a request was made by the administration

to sensitization team to try and minimize dust during the construction and to provide a zebra

crossing or humps for their students since they have about 3000 day students who use that road.

Minutes for Sensitization meeting for Bakuli-Namungona (Namungona residents)

Date: 21st August 2013

Part 1:opening remarks

Key issues Information from the team

a) Opening Remarks by the

L.C 1 chairman and brief

introduction of the

project.

b) Introduction of the

Consultants’ team by the

LC 1 chairman.

Brief explanation of the project

by the sensitization team. This

was done with emphasis to

issues of Compensation,

Resettlement and

Reconstruction, Project phases

and donors funding the project.

The Consultants outlined the purpose of the

meeting—to provide information about the

resettlement process and to record the residents’

expectations, suggestions, views and questions about

the project and also to involve them so that they can

appreciate the project.

A brief background of project activities and summary

of the phases that will be involved in this process was

then provided. The Consultant’s activities will

include mobilization, sensitization, physical surveys,

valuation, social economic census, disclosure and

interventions.

1. The costs of compensation and restoration claims

relating to the proposed improvements will be funded

by Government of Uganda. Funds for civil works

under the KIIDP have been provided by the World

Bank.

Part 2: community reaction

Issues raised Information provided

1.Complaints were raised by

residents near the northern

bypass, that their land had been

surveyed before by people

carrying out some works at the

northern bypass, they wanted to

find out if the area will be

surveyed again

The residents were told that surveying around the

areas near the northern bypass w will be done again.

2. The participants were

interested in knowing how

compensation will be done,

The sociologist emphasized all people working or living

in the road reserve will be compensated and this will be

determined once the survey work is done, he

173

who will be compensated, and

if the road will exceed the

existing UNRA poles.

encouraged people not to get worried since the

compensation will be fair he gave them an example that

even if part of your building is affected you will be

compensated for the whole building and yet all the

things on that building belong to the owner

3.Participants doing business in

that area were particularly

concerned if they should pay

license for 2014 since they had

been told that the project is

beginning soon and if they

should also continue to pay rent

once the compensations were

finalized.

They were encouraged to pay license since the

sensitization team was not sure of the exact time when

the project is likely to take off.

The participants were urged to continue paying rent

since they have private agreements with the landlords.

4. An inquiry was made by

participants if they would be

another meeting before actual

work begins

They were informed that they will not have another

meeting since the surveyors and valuers walk house to

house

5.The vendors in particular

wanted to find out if they

compensated their remaining

stock before shifting them

They were told that they are compensated for the loss in

business but all the stock belongs to them.

6. The participants were

interested in knowing how

different will this project will

be following to the recent

conflicts that arose during the

construction of the southern

bypass.

The residents were assured that will not happen since

World Bank must first confirm that people are satisfied

with compensation before they release funds for civil

works. they were advised that some of the affected

people along the southern bypass had un resolved

conflicts especially as family members or neighbors.

7. The participants also showed

concern about how KCCA

works hand in hand with some

companies to remove people

with kiosks before

compensating them.

The sensitization team emphasized that the World Bank

is interested in vulnerable groups and since this project

is operating on World Bank policies, we must show that

they were not made worse off before they release funds,

therefore people should expect their compensations.

8. Some residents wanted to

know if they could use their

own valuers

They were advised that they could use private valuers to

validate what the government valuer has provided.

Minutes for Sensitization meeting for Makerere hill Road

174

Venue: Baptist church (opposite Kadik hospital). Date: 22. August.2013

Part 1: opening remarks

Key activities Information and issues

a)Opening Remarks by the Consultant’s

Sociologist

b) Introduction of the Consultants and opening

remarks by the L.C 1 chairman.

Explanation of the project to the participants

by the Sociologist.

The Consultants outlined the purpose of

the meeting: to raise awareness of the

programme in widening the Road from

Wandegeya traffic lights to Nakulabye

roundabout to Dual carriage and its

consequences among the residents.

Furthermore the Consultant’s would

record residents’ expectations,

suggestions, views and questions about

the project that would assist in design of

activities to minimize the impact of

involuntary resettlement.

A brief background of project activities

and summary of the phases that would be

involved in this process was

provided(sensitization, census, and

valuation, disclosure, and identification

interventions to minimize the impact of

involuntary resettlement

Part 2: community reaction

Issues raised Information provided

1. The participants were interested in knowing

how compensation will be done, if they will

compensate every one working or living in the

affected area, what they should bring when

seeking compensation, if they should continue

paying license and rent and if they will be

allowed again in the road reserve after

widening the road.

The sociologist informed them that

everyone will be compensated and they

should expect better payments, he

emphasized to them that no one will be

cheated, people were encouraged to bring

along their structural plans and land titles

since they add value to the property.

About setting the value, the residents

were informed that the government valuer

sets the price.

The residents were informed that they

should continue paying rent and license

until compensations are over, a grace

175

period of six months will be given for

people to finalize everything.

The residents were also informed that an

alternative building can be built for them

if they do not want liquid cash as

compensation.

The sociologist emphasized that no one

will be allowed in the road reserve once

the road is complete.

2. An inquiry was made by a section of

participants who have kiosks along the road

and were given a notice by KCCA to vacate

very soon, whether they should follow KCCA

orders or follow what the sensitization team

had told them.

They were informed by the sociologist

that they should stay in the area until

compensations are finished, but they

could further visit the KIIDP office for

further consultations.

The sensitization team assured them that

their problem would be forwarded and

followed.

4. The residents were also worried about being

cheated following the recent incidents they

been hearing about especially for southern

bypass which is not very far from them.

The sociologist informed them that this

project is following World Bank

guidelines and World Bank cannot

release funds for civil works before

compensations are finished.

5. Some participants had doubts that the

compensations since they had not had of any

other incidences where people were

compensated for destructing their business.

The sociologist informed them that they

should expect payments because there is

no way the sensitization team would talk

about something that is not true.

6. The residents wanted to know if KCCA

would just rehabilitate the existing road and

develop feeder roads.

The sociologist informed them that if

they just rehabilitated the existing road

then their target would not be achieved.

Part 3:closing remarks

From the community From the sensitization team

1. The residents requested that they should

minimize dust during the civil works since it

affects their business.

2.Arequest was made to rehabilitate the road

from the small gate(Makerere) to kasubi

The sociologist encouraged people to be

positive and cooperate so as to finish the

project soon

176

since the cars that bring traffic jam are cars

going to Nansana

3. The participants informed us that this time

KCCA should really work on the road since

they had such meetings since 2008.

Minutes for Sensitization meeting for Kira road.

Venue: Furniture workshop area after Bemuga. Date: 28 August 2013

Opening remarks:

a)introduction remarks from the chairman

b)introduction of the project by the sociologist

Community reaction

A request was made by the people for KCCA to advise people doing the civil works to

reduce on the dust, and to provide for them a well-built inlet (Path) to their business

premises since there is likely to be a deep drainage in fronts of their premises.

The participants further advised us that KCCA should develop old Kiira road and

feeder roads if they are to reduce on jam along Kiira road.

Closing remarks

The sociologist thanked the participants for their advise

She further promised them that they would forward their requests and assured them

that work will be done in a shortest time possible since it’s a one kilometer stretch so

as to minimize the effects of dust.

Minutes for Sensitization meeting for Kasubi market vendors.

Venue: The road side market area.

Opening remarks:

a)introduction remarks from the chairman

b)introduction of the project by the sociologist

Community reaction

We have people who work in businesses like bakery, do you know how they will be paid

177

As business people from Kasubi Market, before the approval of the project, the

Government through KCCA promised to shift us. Let them first build for us our market.

The Business people will not ask for money but we prefer to be given a place (food) those

at the road- Ziibul Ronald a leader in Muwafu Zone.

We are business people who sell perishables. KCCA promised a place so we don’t need

cash

Road reserve, the road was built in 70s and left the road reserve, so you have left the road

reserve and moved into my land because the stone is near my house, so where are they

going to start from.

Nakalema Damili, I work on the road reserve, where the project is going to start? Are we

going to continue working on the near pace or after paying us? We prefer to be given

another place. In case it fails what will do?

I have built near the road, what will happen to me, so many things have come and failed

let it not be politicized, let KCCA be KCCA- Moses Senoga

I ride a bicycle for where is the programme strategy, sometime KCCA comes and just

sends away, where do we report, is it at The World Bank- Mukiibi John

The problem is your promised that you will compensate us but now KCCA has already

come and warned us, wont they come and chase us away.

I welcome those projects because even in Kenya they broke down people’s houses, and

people build. I Request that the valuers open up offices so that we can easily go there. You

should organize and we have proper channels, we also get our own lawyer.

We need resettlement, however, let us to vote for resettlement instead of cash payment-

Sakyenzi

If we have any issue, we have agreed, are they willing to listen to us and which office

should we go to?- Mukasa.

Is the place going to be bought so tht by the time the project starts, its already there. Or

it will take 1-2 years to build a market.

Which guarantee do you give us? Government just come and pushes us. We are together

and ready to work with Government, and we wish they could give us another place.

Who is shifting Us, all politicians have come Ms Mudondo is the one concerned about

shifting us. I am the one for publicity, yesterday we saw what happened at Wedegeya.

Give us a place even without buildings, prove that it is ours.

Nakyekolede Kasubi Family Primary school- for us show us the land first, then others

can come later, we know the project is phases like EIA, don’t take us by surprise inform

our office about everything so that we are updated.

We are many, you will fine problems, first show us the place, then the building will come

later. In one voice the vendors want a place.

Lubega Moses one of the vendors- Let us come down, dont plan to riot, let’s not give

bad news

Closing remarks

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The sociologist thanked the participants for their advise

She further promised them that they would forward their requests and assured them

that work will be done in a shortest time possible since it’s a one kilometer stretch so

as to minimize the effects of dust.

Stakeholders’ comments

Meeting with

Environmental Officer

Kampala city council

Name:

Mr. Najib B. Lukooya

Designation:

Environment Manager

Date held & Place 03/10/ 2013, KCCA Offices

Concerns/recommendations

1. PAPS – A Good inventory on project affect persons was recommended. The inventory

should make disclosure on date, which will be affected/compensated.

2. Relocation – The place where any project affected persons will be relocated should be

acquired before project commencement.

3. Livelihood – Alternatives/options for loss of livelihood to project affected persons

should be explored

4. Soil erosion - Contractors should ensure that the soil originating from excavation work

at the construction site doesn’t end up filling the wetlands. The disposal of this soil

should be within a designated site

5. Noise – Well serviced equipment and machinery should be utilized to reduce on

unnecessary noise.

6. Waste management – Waste generation and disposal methods should come out properly

7. Drainage – It was noted that drainage in Kampala in general is a challenge hence proper

engineering designs should be considered.

8. Storm water – Chanelling of storm water from the road drainage channels should take

note of people downstream.

9. Trees – Reuse value for trees felled should be explored.

10. Landscaping – This aspect of the project should be included right from the design stage.

11. Safety – Safety for both workers and people in proximity of the project should be

considered during project implementation.

179

12. Monitoring – The monitoring aspect should be clearly stipulated in the project

13. Material sources- EIA for material sources (borrow pits and quarries) was

recommended.

Meeting with Nakawa

Division Leadership

council

Name:

Mr. Kalumba B S

Ms. Tushabe B

Designation:

Mayor

D/Mayor

Date held & Place 07/04/ 2014, Nakawa Mayoral Offices

Concerns/recommendations

1. Church – The Mayor observed that there is a church at the Kabira Junction. He requested

that the good considerations be taken to ensure that the church land is not encroached on

and that the entry to the church is reconstructed after road construction.

2. Compensation – The Mayor noted that there are some flower vendors along Kira road

who would need compensation before being relocated. He said that these people have

been helping restore the environment and it would be unfair to just chase them away.

3. Livelihood – Alternatives/options for loss of livelihood to project affected persons

should be explored

4. Soil erosion - Contractors should ensure that the soil originating from excavation work

at the construction site doesn’t end up filling the wetlands. The disposal of this soil

should be within a designated site

5. Noise – Well serviced equipment and machinery should be utilized to reduce on

unnecessary noise and that the project should take short time during implementation to

reduce on the disturbance time.

6. Waste management – Waste generation and disposal methods should come out properly

7. Drainage – It was noted that drainage in Kampala in general is a challenge hence proper

engineering designs should be considered. The mayor give an example of the Kira police

station roundabout where water needs proper channeling

8. Storm water – Channeling of storm water from the road drainage channels should take

note of people downstream and should be done after undertaking a separate feasibility

study to establish how far the channel should be redirected away from the road under

construction.

9. Trees – Reuse value for trees felled should be explored and that replanting of trees

elsewhere should be encouraged. He noted that the neighbors of the roads can be

encouraged to plant trees on the margins of the road where the road corridor is too small

to accommodate trees within the road reserve

10. Landscaping – This aspect of the project should be included right from the design stage.

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Meeting with Town clerk

Nakawa

Division(KCCA)

Name:

Mr. Godfrey B. Kisekka

Designation:

Town Clerk

Date held & Place 17/04/ 2015, Nakawa Division Offices

Concerns/recommendations

1. There was a notice given to flower sellers around Kabira but they are back, will they need

compensation too.

2. The high wall fence of Kabira is it in the reserve? We need assurance from Directorate of

Physical Planning that the fence of Kabira is not in the road reserve.

3. There is need to consult the administration of St. Andrews Church Bukoto for their buy in.

4. There is a deep trench to the East of the church therefore the contractor needs to put a strong

embankment to guard against accidents to road users.

5.There is also need to control developments down in the ditch

6. The taxi and Motor cycle stage near Kabira gate is it legal and is it within or outside the road

reserve.

7. The area at the junction between the old and new Kiira road junction (currently having flower

pot sellers) should be widened to cater for the increased traffic floor on the upper side of the

road as well as to improve visibility of the area. Engineering to work together with physical

planning and public Health and Environment directorates on this.

Meeting with Town clerk

Kawempe

Division(KCCA)

Name:

Mr. Robert Katungi

Designation:

Ag. Town Clerk

Date held & Place 20/04/ 2015, Kawempe Division Offices

Concerns/recommendations

1. Though Mambule road is wide there is still need to move and compensate people.

2. Mambule road has been in a bad state for some time, people wanted to strike but we

calmed them down promising that the road would be worked on. The question is; when

will the project begin because we wanted to do some small works on it to mitigate the

current impacts.

3. I have a feeling the survey was not well done therefore I would advise that is redone.

4. The detailed information can be got from Engineering and KIIDP offices.

181

Meeting with Town clerk

Kampala Central

Division (KCCA)

Name:

Mrs. Catherine B. Musingwiire

Designation:

Ag. Town Clerk

Date held & Place 20/04/ 2015, Kampala Central Division Offices

Concerns/recommendations

1. Consultations should be done with people who are going to be affected on Makerere

Hill road such as the owners of Ham towers, Total, Gapco, Full Gospel Church and

Ahamadiya Mosque

2. How much is the scope of the work in-terms of the space to be used up by the road

3. Drainage issues should properly be addressed on this road.

4. At the Fairway junction landscaping issues should be accommodated in the engineering

designs since this place is already greened.

Meeting with Engineer

Lubaga Division(KCCA)

Name:

Mr. Joseph Sekandi

Designation:

Tech-Roads

Date held & Place 20/04/ 2015, Lubaga Division Offices

Concerns/recommendations

1. Drainage should be given attention to cater for run off since water spoils the road.

2. Contractor should ensure that walkways are protected with curbs. These will also act as

demarcation between walkways and drive ways otherwise there is always a tendency of

drivers misusing them and they end up not serving their original purpose.

3. The drains should be covered, open drains are dangerous and this compromises safety

since the roads are already narrow.

4. I will be available to guide the contractor where necessary.

Meeting with Authority

Councilors (KCCA)

Name:

Attendance list attached

Designation:

Councilors

Date held & Place 22/10/ 2014, City hall

182

Concerns/recommendations

1. What are the loan repayment terms?

2. At what time do you start reallocating the allocated funds?

3. Is there a possibility of an open source GIS?

4. KIIDP2 seems to be bent on roads and drainage what about education or health and why?

5. Ssuna 1 seems not to have been included yet you are including a road that crosses over

to Wakiso district.

6. As we widen these roads what happens to compensation?

7. KIIDP2 batch 1 road subprojects should have been spread to all divisions

8. Have you included Operation and Management aspects of these projects?

Meeting with National

water and sewerage

corporation

Name:

Mr. Joseph R. Ogwal

Eng. Daniel Kyobe

Designation:

SN.WS

NPM

Date held & Place 06/09/ 2013, NWSC (6th Street Offices)

Concerns/recommendations

1. Relocation – Budget for relocation of any water pipes to be affected should be planned for

prior to Project commencement.

2. Sewerage plan – The developer should request for the sewerage plan along the planned

road

construction area to minimize on the damages

2. Service ducts – These should be designed to avoid future damage to the road when

connecting water from one side of the road to the other

3. Utilities - Laying of work should not be done prior to transfer of utilities

Meeting with UMEME Name:

Mr. Ouma Mario

Designation:

Manager Health and Safety

Date held & Place 12/05/ 2015, Lugogo Offices

183

Concerns/recommendations

1. If there is going to be migration of power lines, there should be a budget to cater

for that cost

2. Within the Central Business District (CBD) the power networks are already

underground except for overhead lighting

3. Umeme should be involved at the start to make a better assessment of what the

project will impact on.

184

Appendix IV: Attendance list

Attendence List Nakulabye Zone 6,7&8 Date: 20th August 2013

No. Name zone Telephone

1 Ntongo Grace Kibalama 6 07012 849310

2 Kisule Joshua 6

3 Lule James Micheal 8 0753 024920

4 Mayambala Appolo 8 0772 540575

5 Muburi Robert 6 0772 404863

6 Ainemukama Doreen 0788 73 9600

7 Kyambade Victor 6 0783 099819

8 Nkonge Baker 6 0774 145288

9 Muyimba Jonathan 7 0781 500441

10 Nanyonjo Robina 6 0712 527286

11 Nuwekisitu Mihammed 8 0772 576828

12 Nalukwago Irene 6 0772 841712

13 Muyinzi Chaise 7 0782 471790

14 Namutebi Teopista 7 0782 799009

15 Nanyonga Joyce 7

16 Mbazira Matia 7 0781 4566678

17 Kamulegeya Enock 6 0785 583196

18 Imushumba Joshua 6 0703 809231

19 Mugisha C 6 0772 945844

20 Nyabongo Jisoro Rogers 6 0772 891395

21 Kasozi Muzafalu 6 0754 940984

22 Ssebugwawo Steven 6 0704 721709

23 Sseyonja Joseph 6 0752 105168

24 Sseviri Harbert 6 0772 625590

25 Mukyala Iga 6 0772 652164

26 Mr & Mrs Sebuliba Y 6 0772 440147

27 Hajj Sabiti Sebunya 6 0772 431137

28 Zimbe LCII Nakulabye 0772 519752

29 Fred Muganga C/Man zone 7 0752 528520

30 Lutaya Raymond G 0701 882951

31 Tamale Chace 0782 605033

32 Nansamba Joan (Land Lady) 0772 417432

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33 Kimera Lovensi

34 Kiweewa Robert 0779 922015

35 Namayonja Sarah

36 Sserugo Abdu

37 Kasozi Enock 0775 370500

38 Sskyato Salin 0772 009551

39 Magezi Emmanuel 0703 102558

40 Lutwama Eric 7 0702 748271

41 Namara Eunice 6 0775 516772

42 Mr. Bushalila Fred kuku 0712 871156

43 Najjemba Jalia 6 0772 571776

44 Nankabirwa Sunayiah 6 0703 586014

45 Kayongo Hudson 6 0703 195834

46

No. Name Zone Telephone

1 Nereko Hassan 6 0785 053468

2 Bahati 6 0785 488700

3 Buwemo Umar 6 0712 418915

4 Ssemajulya James 6 0705 732151

5 Onzi Peter Sunday 6 0704 457781

6 Musoke Salim 6 O704 167603

7 Nabateregga Margret 6 0779 656375

8 Kyaabula Eddie 6 0702 970472

9 Mukasa Isaac 6 0772 455502

10 Kirinya Ibram (Saloon) 0775 671990

11 Namuyaba Edith (Tailor) 0793 171860

12 Kiganda Mathias(Caretaker) 0782 604660

13 Mwebaza Sharon Ashaba 0782 604660

14 Nambatya Aodah

15 Matovu Richard 0772 614363

16 Namukose Sanda 0783 140604

17 Kaitesi RuthNsereko Stephen 0752 620028

18 Kalema Lwarence 0712 591333

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Attendence list Makerere Hill Side

No. Name Zone Telephone

1. Bylon Mtabazi Tree shadow 0782 323674

2. Lule Jame Micheal T Seventh day 0753 024920

3. Lubega William Seventh day 0772 454210

4. Nuule Kisitu M 8 0772 576828

5. Hajjati Mulagubye Zaitn Katende 0782939786

6. Kitayimbwa Umar Church 0789 819464

7. Kalisti Mutabazi Stephen Church 0772 559130

8. Kigundu Moses church 0712 181992

9. Namutebi Barbrah Makerere II 0785 692511

10. Gladys Nabyongo 9 0712 926928

11. Catherine Namalwa Munyagwa 9 0772 434318

12. Kironde Charles 9 0703 303918

13. Christoph Muyanje Makerere II 0773 461372

14. Mumbere Godfrey Makerere II 0704 03121

15. Tibihira Joseph 8 0772 470331

16. Kiggundu Leonard Katende 0776 031551

17. Walusimbi Ronald 9 0788 004902

18. Lyazi Fred 9 0772 509651

19. Namulindwa Jackline Makerere 0784 193161

20. Kafuruka Peter Church 0712 065203

21. Butteri Shariti Makerere II 0782 727175

22. Ssenyonga Patrick Makerere 0782 060205

23. Nakatudde Resty Makerere 0779 252480

24. Wilson Lubwama Nsangi Makerere 0782 102319

25. Namugula Siyanifah Makerere 0702 350473

26. Mugisha Remegio Makerere 0774 343636

187

27. Namusisi Scovia Makerere Hill

Road

0775 887167

28. Nakaye Elizabeth Nakulabye 0788 652429

29. Mrs. Siyson Kassirye Nakulabye 0772 927987

30. Mayende Rogers Nakulabye 0784 020696

31. Tukamshaba Bright Nakulabye 0782 959144

32. Kato Farooq Makerere II 0782 779883

33. Kaweesi Nisha Nakulabye 0782 793639

34. Nassanga Vivian Nakulabye 0704 546792

35. Nampijja Grace Makerere 0784 858342

36. Mike Collins Church 0772 024769

37. Ritter Ssempebwa Church 0775 343509

38. Kayizzi Joshua church

39. Mutumba Gloria Makerere 0782 060205

40. Kyeyuwe Golaga Makerere 0779 252480

41. Ms. Kaliika C/Man Church 0756 842832

42. Kaddy Christopher 0782 175575

43. Mukiibi William Makerere 0772 820060

44. Harriert Luzida Church 0781 250911/0705

250999

45. Muwonge Saduti Salongo church 0783 257831

46. Sireje Kimera church 0712 803196

47. Nalubega church 0774 539813

Attendence list Namalwa Zone

No. Name zone Telephone

1. Mukaaya Gadhafi Namalwa I 0782 2349113

2. Nanlubowa L 0704 661158

3. Kaggwa J Ssalongo Namalwa I 0772 423029

4. Esther Musoke Jambula 0712 991970

5. Eyulansi Musoke Bukesa 0712 350860

6. Rukutito Johnmary Bukesa 0774 263953/0784 281276

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7. Alemu Bukesa 0774 554072

8. Kalimbuga Arnold Bukesa 0787 711952

9. Nsitinoa Patrick Namalwa I 0784 314419

10. Namuli Teopista Bukesa 0777 690045

11. Vicent Bukesa 0752 59505

12. Dirisu 0772 414202

13. Bekunda Agnes Bukesa 0781 046633

14. Danddi C 0711 063925

15. Mukooza Alex 0788 467710

16. Kabugo Dennis 0784 380618

17. Mubiru Geofrey 0773 173552

18. Kidde Micheal 0772 066837

19. Mugume Albert 0782 490712

20. Nabolwa Jena 0758 245585

21. Namale Hadijah

22. Ssembatya Ssonko Nmalwa I 0772 666270

Attendance list Ssempijja Zone- 28th/ 08/ 2013, from 10:00am- 10:30am

No. Name Business Telephone

1. Kalyowa Ibrahim Power Base (U) Technician 0752 191608

2. Kasozi Stephen K.S furniture 0752 444004

3. Sseggulu Lawrence Computer 0701 552525

4. Ballikuddembe Joseph 0753 341120

5. Mugerwa Geofrey Divine Furniture 0706 295704

6. Musaazi Siad 0782 797270

7. Giha Edward C/Man Ssempijja Zone 0772 41570

189

190

191

192

193

194

195

196

197

198

199

200

201

202

203

204

Appendix V: Pictures taken during the consultative meetings

Consultation meeting at Kasubi

Consultation meeting with Kasubi Market traders.

By show of hands, Kasubi market traders preferred to be

allocated land instead of each individual compensation

205

Consultation meeting of Namungoona residents.

Consultation meeting Bukesa Residents

206

Appendix VI: General Environmental Management Conditions for Construction

Contracts

General

1.Under the general conditions, the Contractor shall comply with any specific Environmental

Management Plan (EMP) or Environmental and Social Management Plan (ESMP) for the

works he is responsible for. The Contractor shall inform himself about such an EMP, and

prepare his work strategy and plan to fully take into account relevant provisions of that EMP.

If the Contractor fails to implement the approved EMP after written instruction by the

Supervising Engineer (SE) to fulfill his obligation within the requested time, the Owner

reserves the right to arrange through the SE for execution of the missing action by a third

party on account of the Contractor.

2. Notwithstanding the Contractor’s obligation under the above clause, the Contractor shall

implement all measures necessary to avoid undesirable adverse environmental and social

impacts wherever possible, restore work sites to acceptable standards, and abide by any

environmental performance requirements specified in an EMP. In general these measures

shall include but not be limited to:

(a) Minimize the effect of dust on the surrounding environment resulting from earth mixing

sites, asphalt mixing sites, dispersing coal ashes, vibrating equipment, temporary access

roads, etc. to ensure safety, health and the protection of workers and communities living in

the vicinity dust producing activities.

(b) Ensure that noise levels emanating from machinery, vehicles and noisy construction

activities (e.g. excavation, blasting) are kept at a minimum for the safety, health and protection

of workers, schools and hostels within the vicinity of high noise levels and nearby

communities.

(c) Ensure that existing water flow regimes in rivers, streams and other natural or irrigation

channels is maintained and/or re-established where they are disrupted due to works being

carried out.

(d) Prevent bitumen, oils, lubricants and waste water used or produced during the execution of

works from entering into rivers, streams, irrigation channels and other natural water

bodies/reservoirs, and also ensure that stagnant water in uncovered borrow pits is treated in

the best way to avoid creating possible breeding grounds for mosquitoes.

(e) Prevent and minimize the impacts of quarrying, earth borrowing, piling and building of

temporary construction camps and access roads on the biophysical environment including

protected areas and arable lands; local communities and their settlements. In as much as

possible restore/rehabilitate all sites to acceptable standards.

(f) Upon discovery of ancient heritage, relics or anything that might or believed to be of

archeological or historical importance during the execution of works, immediately report such

207

findings to the SE so that the appropriate authorities may be expeditiously contacted for

fulfillment of the measures aimed at protecting such historical or archaeological resources.

(g) Discourage construction workers from engaging in the exploitation of natural resources

such as hunting, fishing, and collection of forest products or any other activity that might have

a negative impact on the social and economic welfare of the local communities.

(h) Implement soil erosion control measures in order to avoid surface run off and prevent

siltation, etc.

(i) Ensure that garbage, sanitation and drinking water facilities are provided in construction

workers camps.

(j) Ensure that, in as much as possible, local materials are used to avoid importation of foreign

material and long distance transportation.

(k) Ensure public safety, and meet traffic safety requirements for the operation of work to avoid

accidents.

3. The Contractor shall indicate the period within which he/she shall maintain status on site

after completion of civil works to ensure that significant adverse impacts arising from such

works have been appropriately addressed.

4. The Contractor shall adhere to the proposed activity implementation schedule and the

monitoring plan / strategy to ensure effective feedback of monitoring information to project

management so that impact management can be implemented properly, and if necessary, adapt

to changing and unforeseen conditions.

5. Besides the regular inspection of the sites by the SE for adherence to the contract conditions

and specifications, the Owner may appoint an Inspector to oversee the compliance with these

environmental conditions and any proposed mitigation measures. State environmental

authorities may carry out similar inspection duties. In all cases, as directed by the SE, the

Contractor shall comply with directives from such inspectors to implement measures required

to ensure the adequacy rehabilitation measures carried out on the bio-physical environment

and compensation for socio-economic disruption resulting from implementation of any works.

Worksite/Campsite Waste Management

6. All vessels (drums, containers, bags, etc.) containing oil/fuel/surfacing materials and other

hazardous chemicals shall be bunded in order to contain spillage. All waste containers, litter

and any other waste generated during the construction shall be collected and disposed off at

designated disposal sites in line with applicable government waste management regulations.

7. All drainage and effluent from storage areas, workshops and camp sites shall be captured

and treated before being discharged into the drainage system in line with applicable

government water pollution control regulations.

8. Used oil from maintenance shall be collected and disposed off appropriately at designated

sites or be re-used or sold for re-use locally.

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9. Entry of runoff to the site shall be restricted by constructing diversion channels or holding

structures such as banks, drains, dams, etc. to reduce the potential of soil erosion and water

pollution.

10. Construction waste shall not be left in stockpiles along the road, but removed and reused or

disposed of on a daily basis.

11. If disposal sites for clean spoil are necessary, they shall be located in areas, approved by the

SE, of low land use value and where they will not result in material being easily washed into

drainage channels. Whenever possible, spoil materials should be placed in low-lying areas

and should be compacted and planted with species indigenous to the locality.

Material Excavation and Deposit

12. The Contractor shall obtain appropriate licenses/permits from relevant authorities to operate

quarries or borrow areas.

13. The location of quarries and borrow areas shall be subject to approval by relevant local and

national authorities, including traditional authorities if the land on which the quarry or borrow

areas fall in traditional land.

14. New extraction sites:

a) Shall not be located in the vicinity of settlement areas, cultural sites, wetlands or any other

valued ecosystem component, or on high or steep ground or in areas of high scenic value,

and shall not be located less than 1km from such areas.

b) Shall not be located adjacent to stream channels wherever possible to avoid siltation of river

channels. Where they are located near water sources, borrow pits and perimeter drains shall

surround quarry sites.

c) Shall not be located in archaeological areas. Excavations in the vicinity of such areas shall

proceed with great care and shall be done in the presence of government authorities having a

mandate for their protection.

d) Shall not be located in forest reserves. However, where there are no other alternatives,

permission shall be obtained from the appropriate authorities and an environmental impact

study shall be conducted.

e) Shall be easily rehabilitated. Areas with minimal vegetation cover such as flat and bare

ground, or areas covered with grass only or covered with shrubs less than 1.5m in height, are

preferred.

f) Shall have clearly demarcated and marked boundaries to minimize vegetation clearing.

15. Vegetation clearing shall be restricted to the area required for safe operation of construction

work. Vegetation clearing shall not be done more than two months in advance of operations.

16. Stockpile areas shall be located in areas where trees can act as buffers to prevent dust

pollution. Perimeter drains shall be built around stockpile areas. Sediment and other pollutant

traps shall be located at drainage exits from workings.

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17. The Contractor shall deposit any excess material in accordance with the principles of these

general conditions, and any applicable EMP, in areas approved by local authorities and/or the

SE.

18. Areas for depositing hazardous materials such as contaminated liquid and solid materials

shall be approved by the SE and appropriate local and/or national authorities before the

commencement of work. Use of existing, approved sites shall be preferred over the

establishment of new sites.

Rehabilitation and Soil Erosion Prevention

19. To the extent practicable, the Contractor shall rehabilitate the site progressively so that the

rate of rehabilitation is similar to the rate of construction.

20. Always remove and retain topsoil for subsequent rehabilitation. Soils shall not be stripped

when they are wet as this can lead to soil compaction and loss of structure.

21. Topsoil shall not be stored in large heaps. Low mounds of no more than 1 to 2m high are

recommended.

22. Re-vegetate stockpiles to protect the soil from erosion, discourage weeds and maintain an

active population of beneficial soil microbes.

23. Locate stockpiles where they will not be disturbed by future construction activities.

24. To the extent practicable, reinstate natural drainage patterns where they have been altered

or impaired.

25. Remove toxic materials and dispose of them in designated sites. Backfill excavated areas

with soils or overburden that is free of foreign material that could pollute groundwater and

soil.

26. Identify potentially toxic overburden and screen with suitable material to prevent

mobilization of toxins.

27. Ensure reshaped land is formed so as to be inherently stable, adequately drained and suitable

for the desired long-term land use, and allow natural regeneration of vegetation.

28. Minimize the long-term visual impact by creating landforms that are compatible with the

adjacent landscape.

29. Minimize erosion by wind and water both during and after the process of reinstatement.

30. Compacted surfaces shall be deep ripped to relieve compaction unless subsurface conditions

dictate otherwise.

31. Revegetate with plant species that will control erosion, provide vegetative diversity and,

through succession, contribute to a resilient ecosystem. The choice of plant species for

rehabilitation shall be done in consultation with local research institutions, forest department

and the local people.

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Water Resources Management

32. The Contractor shall at all costs avoid conflicting with water demands of local

communities.

33. Abstraction of both surface and underground water shall only be done with the consultation

of the local community and after obtaining a permit from the relevant Water Authority.

34. Abstraction of water from wetlands shall be avoided. Where necessary, authority has to be

obtained from relevant authorities.

35. Temporary damming of streams and rivers shall be done in such a way avoids disrupting

water supplies to communities downstream, and maintains the ecological balance of the river

system.

36. No construction water containing spoils or site effluent, especially cement and oil, shall be

allowed to flow into natural water drainage courses.

37. Wash water from washing out of equipment shall not be discharged into water courses or

road drains.

38. Site spoils and temporary stockpiles shall be located away from the drainage system, and

surface run off shall be directed away from stockpiles to prevent erosion.

Traffic Management

39. Location of access roads/detours shall be done in consultation with the local community

especially in important or sensitive environments including schools, health centers, and local

opinion leaders. Access roads shall not traverse wetland areas.

40. Upon the completion of civil works, all access roads shall be ripped and rehabilitated.

41. Access roads shall be sprinkled with water at least five times a day in settled areas, and three

times in unsettled areas, to suppress dust emissions.

Blasting

42. Blasting activities shall not take place less than 2km from settlement areas, cultural sites, or

wetlands without the permission of the SE.

43. Blasting activities shall be done during working hours, and local communities shall be

consulted on the proposed blasting times.

44. Noise levels reaching the communities from blasting activities shall not exceed 90 decibels.

Disposal of Unusable Elements

45. Unusable materials and construction elements such as electro-mechanical equipment, pipes,

accessories and demolished structures will be disposed of in a manner approved by the SE.

The Contractor has to agree with the SE which elements are to be surrendered to the Client’s

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premises, which will be recycled or reused, and which will be disposed of at approved landfill

sites.

46. As far as possible, abandoned pipelines shall remain in place. Where for any reason no

alternative alignment for the new pipeline is possible, the old pipes shall be safely removed

and stored at a safe place to be agreed upon with the SE and the local authorities concerned.

47. AC-pipes as well as broken parts thereof have to be treated as hazardous material and

disposed of as specified above.

48. Unsuitable and demolished elements shall be dismantled to a size fitting on ordinary trucks

for transport.

Health and Safety

49. In advance of the construction work, the Contractor shall mount an awareness and hygiene

campaign. Workers and local residents shall be sensitized on health risks particularly of AIDS

and traffic safety.

50. Adequate road signs to warn pedestrians and motorists of construction activities, diversions,

etc. shall be provided at appropriate points.

51. Construction vehicles shall not exceed maximum speed limit of 40km per hour.

Repair of Private Property

52. Should the Contractor, deliberately or accidentally, damage private property, he shall repair

the property to the owner’s satisfaction and at his own cost. For each repair, the Contractor

shall obtain from the owner a certificate that the damage has been made good satisfactorily in

order to indemnify the Client from subsequent claims.

53. In cases where compensation for inconveniences, damage of crops etc. are claimed by the

owner, the Client has to be informed by the Contractor through the SE. This compensation is

in general settled under the responsibility of the Client before signing the Contract. In

unforeseeable cases, the respective administrative entities of the Client will take care of

compensation.

Contractor’s Health, Safety and Environment Management Plan (HSE-MP)

54. Within 6 weeks of signing the Contract, the Contractor shall prepare an EHS-MP to ensure

the adequate management of the health, safety, environmental and social aspects of the works,

including implementation of the requirements of these general conditions and any specific

requirements of an EMP for the works. The Contractor’s EHS-MP will serve two main

purposes:

For the Contractor, for internal purposes, to ensure that all measures are in place for

adequate HSE management, and as an operational manual for his staff.

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For the Client, supported where necessary by a SE, to ensure that the Contractor is fully

prepared for the adequate management of the HSE aspects of the project, and as a basis for

monitoring of the Contractor’s HSE performance.

55. The Contractor’s EHS-MP shall provide at least:

a description of procedures and methods for complying with these general environmental

management conditions, and any specific conditions specified in an EMP;

a description of specific mitigation measures that will be implemented in order to minimize

adverse impacts;

a description of all planned monitoring activities (e.g. sediment discharges from borrow

areas) and the reporting thereof; and

the internal organizational, management and reporting mechanisms put in place for such

56. The Contractor’s EHS-MP will be reviewed and approved by the Client before start of the

works. This review should demonstrate if the Contractor’s EHS-MP covers all of the

identified impacts, and has defined appropriate measures to counteract any potential impacts.

HSE Reporting

57. The Contractor shall prepare bi-weekly progress reports to the SE on compliance with these

general conditions, the project EMP if any, and his own EHS-MP. An example format for a

Contractor HSE report is given below. It is expected that the Contractor’s reports will include

information on:

HSE management actions/measures taken, including approvals sought from local or national

authorities;

Problems encountered in relation to HSE aspects (incidents, including delays, cost

consequences, etc. as a result thereof);

Lack of compliance with contract requirements on the part of the Contractor;

Changes of assumptions, conditions, measures, designs and actual works in relation to HSE

aspects; and

Observations, concerns raised and/or decisions taken with regard to HSE management

during site meetings.

58. It is advisable that reporting of significant HSE incidents be done “as soon as practicable”.

Such incident reporting shall therefore be done individually. Also, it is advisable that the

Contractor keeps his own records on health, safety and welfare of persons, and damage to

property. It is advisable to include such records, as well as copies of incident reports, as

appendixes to the bi-weekly reports. Example formats for an incident notification and detailed

report are given below. Details of HSE performance will be reported to the Client through

the SE’s reports to the Client.

Training of Contractor’s Personnel

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59. The Contractor shall provide sufficient training to his own personnel to ensure that they are

all aware of the relevant aspects of these general conditions, any project EMP, and his own

EHS-MP, and are able to fulfill their expected roles and functions. Specific training should

be provided to those employees that have particular responsibilities associated with the

implementation of the EHS-MP. General topics should be:

HSE in general (working procedures);

Emergency procedures; and

Social and cultural aspects (awareness raising on social issues, and community health and

safety).

Cost of Compliance

60. It is expected that compliance with these conditions is already part of standard good

workmanship and state of art as generally required under this Contract. The item

“Compliance with Environmental Management Conditions” in the Bill of Quantities covers

these costs. No other payments will be made to the Contractor for compliance with any

request to avoid and/or mitigate an avoidable HSE impact.

Example Format: HSE Report

Contract:

Period of reporting:

HSE management actions/measures:

Summarize HSE management actions/measures taken during period of reporting, including

planning and management activities (e.g. risk and impact assessments), HSE training, specific

design and work measures taken, etc.

HSE incidents:

Report on any problems encountered in relation to HSE aspects, including its consequences

(delays, costs) and corrective measures taken. Include relevant incident reports.

HSE compliance:

Report on compliance with Contract HSE conditions, including any cases of non-compliance.

Changes:

Report on any changes of assumptions, conditions, measures, designs and actual works in

relation to HSE aspects.

Concerns and observations:

Report on any observations, concerns raised and/or decisions taken with regard to HSE

management during site meetings and visits.

Signature (Name, Title Date):

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Contractor Representative

Example Format: HSE Incident Notification

Provide within 24 hrs to the Supervising Engineer

Originators Reference No:

Date of Incident:

Time:

Location of incident:

Name of Person(s) involved:

Employing Company:

Type of Incident:

Description of Incident:

Where, when, what, how, who, operation in progress at the time (only factual)

Immediate Action:

Immediate remedial action and actions taken to prevent reoccurrence or escalation

Signature (Name, Title, Date):

Contractor Representative

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Appendix VII: NEMA EIA Approval Certificate for Seyani Int. Co. Ltd, posted at the quarry site

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Appendix VIII: NEMA EIA Approval Certificate for NICONTRA Ltd

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Appendix IX: NEMA EIA Approval Certificate for ENERGO PROJECT Ltd

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Appendix X: Communication from UMEME on underground network cables in Kampala City

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Appendix XI: Surface Water Abstraction Permit

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Appendix XII: NEMA Approval of variation in project work schedule

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Appendix XIII: Certificate of approval for the EIA for the Workers’ Camp