ENVIRONMENTAL AND SOCIAL IMPACT FOR KAMPALA …
Transcript of ENVIRONMENTAL AND SOCIAL IMPACT FOR KAMPALA …
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
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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
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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
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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
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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
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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
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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.
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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
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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.
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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;
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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.
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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
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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
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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
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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.
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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
185
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
186
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
188
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
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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.
208
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