Uganda - Road Sector Institutional Support Technical Assistance Project : environmental assessment (Vol. 6 of 7) : Main report - sector environmental policy and management assessment of FRSP

E-358 VOL. 6 Ministry of Works, Housing & Communications Entebbe Uganda SECTOR ENVIRONMENTAL POLICY AND MANAGEMENT ASSESSMENT OF FRSP VOLUME Il: MAIN REPORT FINAL REPORT March 1999 437.4520.1 ARCADIS Euroconsult Makerere University Institute of Arnhem, the Netherlands Environment and Natural Resources, Kampala, Uganda  SECTOR ENVIRONMENTAL POLICY AND MANAGEMENT ASSESSMENT OF FRSP FINAL REPORT VOLUME II: MAIN REPORT TABLE OF CONTENTS 1. INTRODUCTION 6 1.1 Background to the Study 6 1.2 Objectives of the FRSP Environmental Policy and Management Assessment Study 6 1.3 Study Methodology 7 1.4 Report Organisation 8 2. THE ROAD SECTOR IN UGANDA 10 2.1 General 10 2.2 The Road Network 10 2.2.1 Classified Main Roads 10 2.2.2 Rural Feeder Roads and Urban Roads 11 2.2.3 Community Roads I1 2.3 The Status of the Road Network I1 2.3.1 Condition of the Road Network 11 2.3.2 Funding 12 2.3.3 Organisation and Management 12 2.3.4 Environment 13 2.3.5 Constraints 13 2.4 First Road Sector Project 13 2.4.1 The Ten Year Road Sector Development Project 13 2.4.2 FRSP Project Components 14 3. ENVIRONMENTAL IMPLICATIONS OF THE FRSP 16 3.1 Impacts of FRSP on the Environmental Management System in Uganda 16 3.2 Major Environmental Impacts of Roads and Road Works in Uganda 17 3.3 Environmental Impacts of Roads under the FRSP 20 3.3.1 Upgrading Urban Sections of Trunk Roads 20 3.3.2 Pavement Strengthening 20 3.3.3 Upgrading to Paved Standard 22 3.3.4 New Road Construction 24 3.4 Critical Constraints to Environmental Management in the Ugandan Road Sector 24 4. REVIEW OF THE PRESENT INSTITUTIONAL FRAMEWORK 25 4.1 Overview of the Present Situation 25 4.2 Ministry of Works, Housing and Communications 26 4.2.1 Construction Planning and Delivery 26 4.2.2 Maintenance Planning and Delivery 29 4.2.3 Training 29 4.2.4 Road Agency Formation Unit 30 4.2.5 Overall Policy Formulation and Planning 31 4.3 District Authorities - Roads 33 4.4 District Authorities - Environmental Management 33 4.5 National Environmental Management Authority 34 4.6 Uganda Wildlife Authority 35 4.7 The Ugandan Contracting Industry 35 4.8 Consulting Engineers 36  5. PROPOSED INSTITUTIONAL ARRANGEMENTS FOR ENVIRONMENTAL MANAGEMENT 37 5.1 Introduction 37 5.2 Position in the Hierarchy - General Considerations 37 5.3 Position in the Hierarchy - Ministry Environment Liaison Unit 39 5.4 Position in the Hierarchy - RAFU Environment Unit 41 5.5 Relationship Between the ELU and RAFU Environment Unit 43 5.6 Size and Composition - Ministry Environment Liaison Unit 43 5.7 Size and Composition - RAFU Environment Unit 44 5.8 Tasks of the Ministry Environmental Liaison Unit 44 5.8.1 Overview 45 5.8.2 Policy Development 45 5.8.3 Environmental compliance of individual programme elements 45 5.8.4 Monitoring of RAFU 46 5.8.5 Information Dissemination 46 5.8.6 Programme Monitoring 46 5.8.7 Other Matters 46 5.9 Tasks of the RAFU Environmental Unit 46 5.9.1 Overview 46 5.9.2 Policy Development 47 5.9.3 Policy and Regulation Dissemination 47 5.9.4 Conduct of Environmental Impact Assessment 47 5.9.5 Environmental Monitoring and Auditing 48 5.9.6 Development and Incorporation of Environmental Practices 48 5.9.7 Input into the design and implementation process 48 5.9.8 Code of Practice 49 5.10 Job Description for Head of Environmental Unit 49 5.10.1 General 49 5.10.2 Specific Tasks 49 5.10.3 Qualifications and Experience 49 5.11 Involvement of District Bodies in EIA 50 5.12 Role of Other Ministries in Environment Impact Assessment 50 6. TRAINING 52 6.1 Introduction 52 6.2 Overview of Training Objectives 52 6.3 Ministry Training 52 6.4 RAFU Training 53 6.5 Recommended training programme 53 6.6 Training Resources 55 6.7 Organisation and Coordination 58 6.8 Budgetary Considerations 58 6.9 Institutionalisation 60 6.10 Summary 60 7. DEVELOPING CAPACITY TO CONDUCT EIAS IN UGANDA 61 7.1 Introduction - Needs and Objectives 61 7.2 The Local Industry 61 7.3 Overview of Proposed Support 62 7.3.1 Top Management Seminar 63 7.3.2 Cross Training for Practitioners 64 7.3.3 Developing Lists of Consultants 65  8. GEOGRAPHIC INFORMATION SYSTEMS AS A MANAGEMENT TOOL AT MOWHC 66 8.1 Introduction 66 8.2 The Relevance of GIS in Environmental Management of the Road Sector 66 8.2.1 Purpose of GIS 66 8.2.2 Components of GIS 67 8.2.3 Managing Road-Related Environmental Data Using GIS 67 8.2.4 Use of GIS in the FRSP Environmental Policy and Management Study 70 8.3 Capacity for Using GIS in Uganda 70 8.4 The GIS Unit at MOWHC 71 8.4.1 Capacity 71 8.4.2 Current GIS Activities 71 8.4.3 Training Needs 73 8.5 Recommendations for Enhancing the MOWHC GIS Unit 73 8.5.1 Hardware 73 8.5.2 GIS software 74 8.5.3 Recommendations for Training 75 8.6 Management Aspects Related to the Location of the GIS Unit 75 9. MONITORING NATIONAL LEVEL PERFORMANCE OF THE FRSP 77 9.1 Performance Monitoring 77 9.1.1 Objectives of Environmental & Social Performance Monitoring 77 9.2 Identification of Indicators 77 9.3 Data 80 9.4 Assessing Environmental Performance 81 9.5 Cost of the Environmental Performance Evaluation Exercise 81 9.6 FRSP Environmental Performance Monitoring Plan 82 10. IMPLEMENTATION PLAN 86 10.1 Purpose of this Chapter 86 10.2 Implementation Tasks and Issues - Overview 86 10.3 Task 1: The Dissemination and Maintenance of Information 87 10.4 Task 2: Revision of Ministry Manuals and Procedures 88 10.5 Task 3: Development of National Level Monitoring 89 10.6 Task 4: Formation of a Ministry Environmental Liaison Unit 90 10.7 Task 5: Formation of a RAFU Environment Unit 90 10.8 Task 6: Training of Ministry and RAFU Staff 91 10.9 Task 7: Development of Local Capacity to do ElAs 92 10.10 Task 8: Implementation of EIA guidelines 93 10.11 Task 9: Overall Management and Financing 94 11. BUDGET 98 11 .1 Budget Overview 98 11.2 Comparisons 98 11.3 Financing 99 11.4 Budget Assumptions 101 12. CONCLUSIONS 102  ANNEXES I Terms of Reference II References III List of People Consulted IV Suggested Curricula for Training Courses V Proposed Establishment of the MOWHC and RAFU OTHER VOLUMES Volume I Executive Summary Volume III Road Sector EIA Guidelines Volume IV Environmental Management Resources  5 ACRONYMS AND ABBREVIATIONS DEAP - District Environmental Action Plan DEC - District Environment Committee DEO - District Environment Officer EIA - environmental impact assessment EIR - environmental impact review ELU - Environmental Liaison Unit EU - Environmental Unit FRSP - First Road Sector Project GOU - Government of Uganda LC - Local Council MOWHC - Ministry of Works, Housing and Communications (formerly the Ministry of Works, Transport and Communications) MUIENR - Makerere University Institute of Environment and Natural Resources NBDB - National Biomass Data Bank NEAP - National Environment Action Plan NEMA - National Environment Management Authority NGO - non government organisation NWCMP - National Wetlands Conservation and Management Programme RA - Road Agency RAFU - Road Agency Formation Unit RMCU - Road Maintenance Coordination Unit RSDP - Road Sector Development Programme UNP - Uganda National Parks UWA - Uganda Wildlife Authority WB - World Bank  6 1. INTRODUCTION 1.1 Background to the Study In July 1998, the Ministry of Works, Housing and Communications (MOWHC) awarded the contract for conducting a study to assess the environmental policy and management of the First Road Sector Project (FRSP) to ARCADIS Euroconsult. The study was initiated as a result of three major developments: i) the National Environment Statute of 1995 which made it mandatory for environmental impact assessments (ElAs) to be carried out for all new development projects; ii) the realisation by the MOWHC that the FRSP would include major road works requiring ElAs; and iii) increased funding for road sector activities by donors who stipulate environmental assessments as a condition of funding. In addition, the World Bank (which is supporting the FRSP through the International Development Association) requires both road-specific and sectoral environmental assessments for all activities in all sectors to which it provides assistance. The FRSP's strategy for integrating environmental concerns into road sector activities is to: a) identify the sectoral environmental impacts of the road program on Ugandan environmental management system, on the planning process and on the policy, regulatory and institutional framework; and b) conduct site-specific impact assessments for each of the planned road sections and elaborating on activities that will mitigate these impacts and contribute to environmentally sound use of the land and its resources adjacent to the proposed road works. This study addresses the first component, focusing on environmental policy and management as the basis of the Sectoral Environmental Assessment for the road sector in Uganda. 1.2 Objectives of the FRSP Environmental Policy and Management Assessment Study The objectives of the study can be summarised as follows: i) to assist the Government of Uganda to identify the status of the country's procedures for conducting ELAs of road sector projects by reviewing policies, regulations and the institutional framework for conducting EIAs; ii) to identify the most critical constraints to environmental management of the road sector in Uganda; iii) to develop sector specific environmental impact assessment guidelines; iv) to streamline and standardise the EIA process for road works in Uganda. These objectives are elaborated in the Terms of Reference (TOR) presented in Annex 1.  7 This study intends to achieve these objectives by: * illustrating how environmental concerns can be integrated into road construction, rehabilitation, improvement or routine/periodic maintenance; * establishing the modalities of setting up units within the MOWHC and RAFU/road agency that will be responsible for environmental management and related issues; * indicating training needs to undertake environmental assessments; * developing practical guidelines for environmental impact assessment applicable to the road sector in Uganda. 1.3 Study Methodolotv The Inception Phase of this study began in early July 1998. At this stage, however, the contract for the study had been signed by ARCADIS Euroconsult but not by the MOWHC. Understandably, until the contract had been signed by both parties, ARCADIS Euroconsult was hesitant to mobilise the entire study team. So for this phase, the Team Leader and Institutional Expert were mobilised and instructed to begin work on the study. The contract was signed in mid-August 1998. The postponement in mobilising the entire team resulted in a number of changes to the study workplan as proposed in the Technical Proposal. The changes were essentially related to the deferment of certain tasks from Phase I to Phase 11. This, however, did not affect the overall output of the study. Much of the first phase was spent on familiarisation with road sector activities and national environmental procedures and regulations through perusing documentation; holding meetings with affected parties, such as the National Environment Management Authority (NEMA) and the Uganda Wildlife Authority (UWA) among others; and field visits to Luwero and Mpigi Districts. Phase ll of the study got underway in mid-August. All the team members were deployed for this phase. Again, documentation was reviewed, and meetings were held with various stakeholders, organisations and institutions. During this phase, field trips were made to inspect the following FRSP roads: Jinja-Tororo Road, Mbale-Namunsi Road, Sironko-Kapchorwa Road, Mbale- Pallisa Road, Pallisa-Kumi Road, Pallisa-Tirinyi Road, Mbarara-Ntungamo Road, and the Kabale-Kisoro Road. These roads were selected on the basis of the different environmental and social situations through or near which they pass; eg. wetlands in Pallisa and Kumi Districts; mountainous/hilly terrain in Kabale and Kisoro where erosion protection measures such as terracing are practised, and Kapchorwa where they are not; and the Jinja-Tororo Road being a busy trunk road. The initial findings of the study were presented at a workshop held at the Public Works Training Centre (PWTC) at Kyambogo on 30th September 1998. The workshop was attended by participants from the MOWHC, NEMA and various other government and non-government organisations that would play a role in road sector environmental management. The main issues discussed at the workshop pertained to the nature of the environmental guidelines and the procedures for conducting EIAs, and the institutional and training aspects of the study. A Project Steering Committee (PSC) was set up to provide a platform for liaison between the stakeholders, MOWHC and the study team, and to give general guidance to the study team. The PSC comprised personnel from the MOWHC, NEMA, USAID and UWA. The first PSC meeting was held on 8th October 1998. Its purpose was to update the PSC members on the progress of  8 the study, explain the role of the Steering Committee and give an overview of the outcome of the workshop held on 30th September 1998 at Kyambogo. The consultant also requested some clarification on specific institutional aspects, these being confirmation of the acceptability of an environmental unit (EU) within RAFU, and an indication of the preferred location of an environmental liaison unit (ELU) within the MOWHC. With regard to the guidelines, the possibility of undertaking the first four steps in the EIA process (ie. preparation of the project brief, screening, scoping, preparation of terms of reference for the environmental study) simultaneously was discussed with a view to streamline the EIA process to avoid delays in road project implementation. This suggestion was affirmed by NEMA. A second PSC meeting was held on 23rd October 1998. The main issues discussed at this meeting revolved around the location of the ELU. The consultant outlined the pros and cons of various options proposed for the location of the unit, while the MOWHC circulated a paper that indicated its preferred position as being within its Policy Analysis Unit. The overall implementation of the study has more or less complied with its revised workplan as indicated in the Inception Report. 1.4 ReDort Organisation The findings and recommendations of this study have been presented in four volumes, in order to separate the distinct study components. These are: Volume I The Executive Summary Volume II Main Report Volume III Road Sector EIA Guidelines Volume IV Environmental Management Resources The Executive Summary is presented in Volume I. It gives a brief description of the study, summarises the components of the FRSP, indicates institutional changes within the road sector and lists NEMA's initiatives in road sector (and national) environmental management. The document highlights the main issues that have emerged during the course of the study. Summaries are provided of the proposed implementation plan and budget for implementation. This document is the Main Report, which looks at various aspects related to the institutional framework for environmental management within the MOWHC and as applicable to the FRSP. It is aimed at decision-makers, including top level management in the MOWHC (these being the Permanent Secretary, the Engineer-in-Chief, Commissioners and Assistant Commissioners); the Director, Deputy Directors and Heads of Division of RAFU and the future Road Agency (RA), and donor agencies involved in the road sector. The Main Report begins by describing the current institutional setting in the light of the Post Constitutional Restructuring of the Ministry of Works, Housing and Communications (Final Report, May 1998) and how this will affect environmental management in the road sector. The report also describes the role of the proposed environmental liaison unit (ELU) in the MOWHC and the environmental unit (EU) in Road Agency Formation Unit (which forms the transition to the establishment of a road agency). Training requirements for personnel involved in environmental management in the road sector within the MOWHC, and to some extent in RAFU, are discussed. The report describes local capacity to conduct ElAs. It also discusses the need for Geographic Information Systems (GIS) in road sector environmental management and possible locations for such a unit. In order to assess the performance of the FRSP at national  9 level, recommendations have been made for impact indicators, their monitoring, and for conducting evaluations of the road sector. Finally an implementation plan has been developed which highlights tasks that need to be done in order to ensure the incorporation of environmental considerations into road sector activities. A budget for execution of these tasks is provided. EIA guidelines have been developed specifically for the road sector, and the roles and functions of the ELU and EU, as well as the National Environment Management Authority (NEMA) are specified. These guidelines are presented in Volume III of this report. Volume IV is intended as a reference document for road engineers within the MOWHC, RAFU (road agency), firms of consulting engineers, environmental practitioners and any individuals interested in environmental issues related to the road sector. The document gives a description of the legal framework for environmental management of the road sector. The physical, natural and social environment of Uganda is presented as applicable to the FRSP and the road sector. The report also presents, as a guide, an analysis of the types of impacts that may arise from road works activities, indicating possible mitigation measures and responsibility for monitoring. The importance of public participation in project planning and environmental assessment is addressed. Of particular use to road engineers and EIA practitioners is a listing of environmental considerations that are included in existing MOWHC documentation.  10 2. THE ROAD SECTOR IN UGANDA 2.1 General A fundamental requisite for stimulating socio-economic development, maintaining security and consolidating national unity within the country is to have well-developed transport infrastructure, which includes road, rail, ferry and air transport. The Ministry of Works, Housing and Communications is responsible for the planning, design, construction, improvement and maintenance of all roads, railways, airports and waterways. Road transportation is the most important mode of transport in Uganda, carrying an estimated 90% of passenger and freight traffic. In addition, the road network links the eastern-most part of the Democratic Republic of Congo, southern Sudan, Rwanda and Burundi to the Indian Ocean port of Mombasa in Kenya. Indeed, the President of Uganda, Yoweri Museveni, has declared that roads be given the highest priority in the development of infrastructure in the country. 2.2 The Road Network The road transport system in Uganda totals some 60,000 km, and is categorised into Classified or Main Roads, Rural Feeder Roads, Urban Roads and Community Roads. Classified main roads, rural feeder roads and urban roads have been inventoried and make up half of the total network. Community roads are not inventoried. Table 2.1 below gives a breakdown of each road category. Table 2.1: Road Network Categories Road Category Length (Km) % of Total Classified Main Roads 9,625 15.8 Rural Feeder Roads 20,168 33.2 Urban Roads 1,000 1.7 Community Roads 30,000 49.3 Total 60,793 100.0 Sources: Ten Year Road Sector Development Programme (1996/7-2005/6), Vol 2; MOWHC (pers. comm). 2.2.1 Classified Main Roads Classified main roads cover a length of 9,625 km, of which approximately 23% is paved while 77% is gravel. There are three types of roads within the main road network: Primary, Secondary and Tertiary roads. The functions of each of these are summarised below.  11 Primary Roads * connect major urbanised regions; a connect major commercial centres; . connect ports of entry, facilitating transnational traffic; * connect major international airports Secondary Roads * connect regional commercial centres to major ones; . connect district administrative centres to the Primary Road Network; a connect the rural feeder road system to the Primary Road Network. Tertiary Roads * connect local streets and community centres to the Secondary Road Network; * connect rural areas and small communities to district administrative centres and other public services. 2.2.2 Rural Feeder Roads and Urban Roads The rural feeder and urban roads jointly make up the unclassified road network. Rural roads provide access for rural communities in the major agricultural areas. Nearly all the rural feeder roads have gravel or earth surfaces. About 60% of the urban roads are paved and the remainder are gravelled. The responsibility for both rural feeder roads and urban roads fell under the Local Authorities, but have recently been moved to the MOWHC. 2.2.3 Community Roads These are also known as "unproclaimed roads." They link small settlements and individual homesteads to the rural feeder road system. They are predominantly earth roads. Community roads are maintained by local communities or individuals. 2.3 The Status of the Road Network 2.3.1 Condition of the Road Network Approximately 72% of the classified main road network is regarded as being in fair to very good condition. This includes 87% of the paved roads and 68% of the gravel roads. Rehabilitation of about 50% of the rural feeder roads network has been undertaken over the past decade through various donor-supported activities. Only about one quarter of the urban roads in Kampala have been rehabilitated to date.  12 The condition of community roads varies throughout the country depending oni the importance placed on the roads by the individuals or local communities. 2.3.2 Funding Between 1995 and 1998, the GOU adopted the Four Year National Prioritised Main Roads Maintenance Programme. Under this programme, road financing was as follows: Table 2.2: Financing of the Four Year Main Roads Maintenance Programme (in billion UShs) Funding Source 1994/5 1995/6 1996/7 1997/8 Total Government 13.5 17.0 20.0 24.0 74.5 Donors 11.4 16.4 21.8 18.0 67.6 Total 24.9 33.4 41.8 42.0 142.1 Source: Ten Year Road Sector Development Programme (1996/7-2005/6), Vol 2 The GOU recognises that it is responsible for maintenance of main roads, and intends to provide annual Government contributions which will increase every year until 100% Government financing is achieved for road maintenance. The financing of major road rehabilitation and construction projects has been largely donor- supported. 2.3.3 Organisation and Management As a result of the recent post constitutional restructuring of the Ministry of Works, Housing and Communications, a number of changes are occurring within the MOWHC concerning its administration, management and organisational aspects (refer Post Constitutional Restructuring of the Ministry of Works, Housing and Communications, Final Report, Mav' 1998). The former Ministry of Works, Transport and Communications has taken on the additional functions of the Building and Human Settlement Departments and the Building Materials/Technology Research Station, all of which were under the Ministry of Lands, Housing and Physical Planning. Thus the MOWTC now becomes the Ministry of Works, Housing and Communications (MOWHC). In addition, the Engineering Unit from the Ministry of Local Government, which dealt with District and Urban Roads has been transferred to the MOWHC. Two new units are also proposed which will report directly to the Permanent Secretary, namely the Policy Analysis Unit and the Resource Centre. The Directorate of Transport and Communications will now have three departments: Communications, Transport Planning and Transport Regulation. The Directorate of Engineering will also have three departments: Quality Assurance, Roads and Housing. The Finance and Administration Department will remain with its three divisions: Finance/Accounts, Personnel and Administration.  13 Finally, it is proposed that a national road agency be set up by mid-2000. In the meantime, the Road Agency Formation Unit (RAFU) has been set up as a transition stage. 2.3.4 Environment In the past environmental issues have not been given due attention by the MOWHC, and environmental impact assessments have been carried out at the behest of donors supporting particular road projects. With the establishment of NEMA, environmental matters are receiving more consideration in all sectors. The Environmental Impact Assessment Regulations, 1998, require that all projects falling under the Third Schedule of the National Environment Statute of 1995 must implement ElAs in accordance with the procedures set out in these Regulations. Major road construction and rehabilitation projects fall into this category. 2.3.5 Constraints Major constraints related to the road network in Uganda include: - rehabilitation backlog; - heavily trafficked gravel road links; - poor road drainage structures; - traffic congestion throughout the Kampala urban and suburban zones; - axle overloading; - accident black spots; - inadequate design; - insufficient road financing mechanism. In addition there are a number of institutional setbacks: - fragmented road administration organisational set up; - lack of a cost-effective road management approach; - inadequately trained manpower for feeder road management at Local Administration level; - poor motivation of staff; - insufficient plant and equipment for carrying out maintenance activities; - inadequately equipped physical facilities such as maintenance workshops, office accommodation, furniture and communications; - lack of capacity within the private sector local construction industry. 2.4 First Road Sector Proiect 2.4.1 The Ten Year Road Sector Development Project The Ten Year Road Sector Development Programme (RSDP) was formulated by the GOU to provide a framework for improving the efficiency and safety of the road network by removing the major constraints over a ten year period from Fiscal Year 1996/7 to 2005/6. (refer Ten-Year Road Sector Development Programme (1996/7-2005/6), October 1996). The RSDP has been divided into two phases; the first phase covers the first five years of the programme and is known  14 as the First Road Sector Project. The objectives of the RSDP are to: i) provide a road network which will meet the present and future traffic demand and at the same time enhancing road safety and environmental protection by carrying out effective maintenance, rehabilitation, and upgrading of the major road network, and by constructing new links where justifiable; ii) establish and develop a road administration mechanism that will ensure an efficient and effective road network; iii) enhance the capacity of the local construction industry. 2.4.2 FRSP Project Components Activities within the FRSP fall into three components: road network links, road network improvement and road network administration and capacity building. Component A: Road Network Links Roads in the network have been prioritised for manual routine maintenance, mechanical routine maintenance and periodic maintenance Component B: Road Network Improvement Under this component, the following two lane roads will be upgraded to 4 lane dual carriageways, entailing capacity improvement of about 32 km of urban sections of trunk roads originating in Kampala: - Kibuye - Busega Road - Kibuye - Makindye Road - Nalufenya - Roundabout - Njeru Road - Kampala - Ggaba Road - Kampala - Port Bell Road - Kampala - Banda - Bweyogerere Road. The component also involves pavement strengthening of selected main roads as follows: - Katunguru - Kasese - Fort Portal, Equator Road and Kasese - Kilembe Roads - Jinja - Malaba and Busia - Muwayo Roads - Tank Hill and Luzira - Butabika Roads - Kampala (Kasubi) - Nansana Road - Mbale - Namunsi Road - Mbarara - Ntungamo Road Selected roads will be upgraded to paved standard: - Gayaza - Bugema - Zirobwe Road, and Gayaza - Kalagi Road - Ntungamo - Rukingiri - Ishasha Road - Kyotera - Mutukula Road - Fort Portal - Bundibugyo Road - Busunju - Hoima Road - Sironko - Muyembe - Kapchorwa - Suam Road - Karuma - Pakwach - Arua Road  15 Matugga - Semuto - Kapeeka and Butalangwa - Luwero Roads Kabale - Kisoro - Bunagana Road Masindi - Kafu Road Kyenjojo - Mubende Road Tirinyi - Pallisa - Kumi and Mbale - Pallisa Roads Some 1,700 km of feeder roads are to be upgraded. The component proposes a rural feeder road programming study and a national project for the provision of drainage structures for feeder and community roads. The Kampala Bypass will be constructed under this component. A number of studies are proposed under this component. These include: - Road Safety Improvement Study (proposals have been invited) - Rehabilitation of Bridges Phase II Study - Malaba Border Post Improvement Study - Kampala City Traffic Flow Improvement Study. Component C: Road Network Administration and Capacity Building Institutional building and technical assistance under this component includes, among others, programme coordination; establishment of the RSDP Transitional Management Unit and Management Information System; developing capacity within the local construction industry; Road Administration and Road Fund Studies; Road Network Management Policy Study (the contract for which is currently being negotiated); Road Financing and Cost Recovery Management Study (tenders have been invited), and TA for the Training Production Unit and the Central Materials Laboratory. Physical facilities such as the upcountry mechanical workshops, Central Materials Laboratory and the Training Production Unit will be rehabilitated, while regional training centres and regional maintenance/testing laboratories will be established. Studies to be undertaken under this component include: - Transport Sector Strategy Study (tenders have been invited) - Transport Master Plan - Highway Capacity and Axle Load Control Study - Study to Improve Rural Community Transport Services - Standardisation of Non-Conventional Chemical Stabilisation of Road Pavements - Implementation Manual and Management Information System for the Rehabilitation, Improvement and Maintenance of Rural Feeder Roads (at proposal stage) - Rural Roads Strategy Review. Rehabilitation of plant and equipment will also take place and a plant hire pool will be established.  16 3. ENVIRONMENTAL IMPLICATIONS OF THE FRSP 3.1 Impacts of FRSP on the Environmental Management Svstem in U2anda From the description of the FRSP in the previous chapter, it is apparent that the FRSP affects all levels of roads, ie. classified roads and unclassified roads, paved and unpaved roads, and feeder roads throughout the country. Roads play a major role in the economic development of the country, impacting on several sectors. Farm inputs such as fertilisers, insecticides, etc, are conveyed along roads to the farmers, while agricultural products (food crops, cash crops, horticultural crops) are transported to markets within the country and in neighbouring countries. Non-perishable goods and industrial products are taken to and from centres along the road network. Uganda's road network provides a transit route for inter-country traffic by linking Rwanda, Burundi, southern Sudan and the eastern part of the Democratic Republic of Congo (DRC) to the Indian Ocean, thus earning the country much-needed foreign exchange. Roads connect major tourist destinations to airports and border posts. They are instrumental in the maintenance of security. Finally, roads provide access to health centres, schools and the district administration centres. The FRSP will undoubtedly influence all these sectors. Its activities may induce envirohmental changes that could directly or indirectly affect agriculture, commerce, industry, wildlife, tourism, health or education. Consequently, it is imperative that the approach for environmental management of the road sector is multi-sectoral. Precisely because of this multi-sectoral nature of the impacts of road projects, a number of agencies or stakeholders must be involved at various stages of the road planning cycle. The most important of these is the National Environment Management Authority (NEMA) which is mandated by law to be "the principal agency in Uganda for the management of the environment" (Refer the National Environment Statute, 1995). Other stakeholders are the ministries/departments responsible for the sectors mentioned above, and of course, the public - ie. road users and those who benefit from the road. To date there has been little coordination between the MOWHC, NEMA and other government ministries or departments. Environmental impact assessments are done in an ad hoc manner, usually at the behest of a donor. When EIAs are commissioned, practitioners are restricted by the time and financial constraints dictated by the budgets for the feasibility studies, and are often unable to address pertinent environmental and social issues to the desirable extent. Cognisant environmental considerations in day to day road works activities, such as maintenance, are non- existent. The outputs of this study will contribute to streamlining environmental management systems in the road sector in Uganda, particularly in terms of: . illustrating how environmental concerns can be integrated into road construction, rehabilitation, improvement or routine/periodic maintenance; * establishing the modalities of setting up units within the MOWHC and RAFU that will be responsible for environmental management and related issues; * developing practical guidelines for environmental impact assessment applicable to the road sector in Uganda;  17 * indicating training needs to undertake environmental assessments; * encouraging inter-ministerial/departmental cooperation in addressing environmental issues; and * involving the public at critical stages in the road project planning cycle. 3.2 Major Environmental Impacts of Roads and Road Works in Uganda The magnitude and significance of impacts due to a road or road works activities will be influenced by the type of road (whether it is a major highway or a rural road), its proposed design (eg. whether a realignment is planned, in which case the length of the realignment and the terrain/nature of land it traverses ), the purpose of the road and who it is supposed to serve. The construction of a new road is likely to cause more significant impacts than the rehabilitation, improvement or maintenance of an existing road. While in most cases roads or road works impact on the environment, in some instances the environment affects roads. The physical, natural or sociological environment through which a road passes will also determine the magnitude of any impacts. The most common environmental factors relating to roads in Uganda, and having both positive and negative impacts, can be listed as: * increased runoff * changes in land use * soil stability and erosion * changes in hydrology/drainage and impacts on wetlands * exploitation of quarries and borrow. pits * pollution * depletion of forest areas * risk to protected areas and wildlife * socio-economic aspects * impacts resulting from service amenities for the workforce * impacts on public health * road safety * impacts on sites of historic or cultural value. Possible impacts due to these factors, contributing causes and examples of mitigation are summarised in Table 3.1. The table is by no means exhaustive, and should be regarded only as indicative in order to give a general idea as to the type and nature of the impacts that might be expected from road works activities.  Table 3.1: Major Environmental Impacts of Roads Factor Possible Impact Contributing causes Examples of Mitigation Measures hydrology * changes in natural runoff flow; * interception/obstruction * provide proper drainage structures; * changes in subsurface flow; of flow; * ensure safe/controlled discharge; * can control flooding; * reclamation of land eg. * restrict construction activities and clearing near wetland areas. * changes in drainage patterns, for causeways. affects swamps and wetlands. runoff (from road or upper * soil erosion along road and in * soil stability; * protection of upper catchment (eg. terracing, planting vegetation, control catchment) lower catchment; * gradient of road and/or grazing); * gullying; catchment whiichi affects * diversion ditches, catchwater drains in the upper catchment; scour * siltation; speed of runoff; checks/check dams in side drains; * increased sediment loads in * amount of rainfall; * infiltration ditches and soak pits within road reserve if water cannot be water courses. * rainfall intensity; discharged onto lower catchment; * poor vegetation cover in * gully control using gabions or check dams; upper/lower catchments. * proper drainage, safe discharge, artificial waterways; * discharge water frequently and in small quantities; * protect/stabilise culvert outfalls by installing aprons or cascades/steps; * protect slopes and embankments by planting with grasses and shrubs; * provide for gentle side slopes on embankment sections; * harvest road runoff for irrigation purposes by directing it to ditches, ground tanks, basins or canals. land use * change in type of land use; * acquisition of land for * prepare and execute a Compensation and Relocation Plan; * loss of land; new roads/realignments, * pay compensation for loss of land, crops and housing; * destruction of vegetation; quarries, deviations, * public disclosure of information; * destruction of wildlife habitats. workmen's camps, * avoid unnecessary clearing of vegetation; storage of plant and * avoid felling of trees, or replant where felling is absolutely necessary; equipment; * plant trees along the edge of the road reserve in market centres or towns; * growth of settlements. * discourage roadside development, or ensure settlements are planned. quarries and borrow pits * erosion; * excavation of large * reinstate/landscape exhausted quarries; * reduced land productivity; exposed areas; * revegetate; * visual intrusion; * unplanned excavation * plan excavation, having separate stockpiles for each type of material; * water-borne diseases, eg. methods; * fence off quarries malaria; * open pits accumulating * restrict access routes to quarries. * risk of falling into pits. water. pollution * public health risk * activities eg. quarrying, * due diligence during works; grading, tarmacking, re- * maintenance of equipment and vehicles; carpeting, asphalt plants, * legal enforcement of standards for exhaust fuimes, emissions, etc. crushing plants; * traffic. ___  Factor Possible Impact Contributing causes Examples of Mitigation Measures forests * loss of /disturbance to wildlife * access to forest areas; * avoid major road works through forest areas; habitats; * clearing of vegetation; * provide alternative routes outside forest areas; * reduced biodiversity * traffic diversions; * locate workmen's camps outside forest areas; * reduction of watershed areas * quarrying; * source material from outside forest areas; * haulage;. * minimise haulage distance within forest areas; * ensure proper disposal of construction debris; * patrolling; * prohibit felling through legal enforcement. protected areas l loss of /distirbance to wildlife * access to and through * avoid major road works through protected areas; habitats protected areas * provide alternative routes outside protected areas; * reduced biodiversity * clearing of vegetation; * locate workmen's camp outside protected areas; * disruption of migration routes * traffic diversions; * source material from outside protected areas; * quarrying; * minimise haulage distance within protected areas; * haulage. * ensure proper disposal of construction debris. socio-economic aspects * encourages agricultural * access to markets, health * awareness campaigns in workmen's camps and centres along roads; productivity; centres, schools; * distribution of condoms to workforce. * improved health, but also * need for labour for road increase in incidence of STDs; works; * increased literacy; * transmission of STDs by * employment opportunities; immigrant workforce. * increased incomes; * increased national productivity; * improved standard of living. workmen's camp * impact on local fuelwood * cooking with fuelwood; * provide alternative fuel sources (kerosene, gas, electricity); resources; * need for water for * provide water supply; * impact on local water resources; cooking, washing and * reduce amount of water and fuelwood used by having central canteen and * organic pollution; plant operations; ablution blocks; * garbage. * generation of solid * solid waste management plan; waste, wastewater, * provide facilities for sanitation. sewage. road safety * improved road surface; * road rehabilitation/ * improve sight distance and visibility; * greater traffic efficiency; improvement works; * clear and frequent road signs; * improved vehicle operating * high speeds. * discourage parking on shoulders; costs; * regular maintenance of roads; * accidents - increased risk to * sensitise motorists on safe driving. motorists, pedestrians, cyclists, especially at centres. cultural/traditional sites * enhances cultural education; * access to sites; * dialogue with local people from planning stage onwards; * creates opportunities for income * increased number of * generate respect for local customs and traditions. generation or employment; visitors to sites. * vandalism/wear and tear; * invasion by "alien cultures".  20 3.3 Environmental Impacts of Roads under the FRSP It is seen from Section 3.1 and Table 3.1 that roads are fundamental to the development of the country and provide a considerable number of socio-economic benefits. It is for this reason that roads are usually built. In general, the social and economic benefits due to a road tend to outweigh the environmental disadvantages. However, these disadvantages cannot be dismissed as they will eventually impact on the public. As awareness of the value of the environment increases, there will be a growing demand to prevent and/or mitigate adverse impacts. This section summarises very briefly the most significant environmental impacts of some of the sub-projects listed in the Road Network Improvement component of the FRSP (see Chapter 2) and is based on available reports. For sub-projects where EIA reports were not available or EIA studies have not yet been carried out, an indication of major environmental considerations is given. All roads, except the Kampala Bypass, are existing, but it has not been established in all cases whether realignments are necessary. It will be noted that ALL impacts due to FRSP roads have not been listed as these will be similar to those described in Table 3.1 above; instead in each case environmental concerns that would warrant special attention have been highlighted. 3.3.1 Upgrading Urban Sections of Trunk Roads The roads to be upgraded from 2-lane to 4-lane are the Kibuye-Busega Road, Kibuye-Makindve Road, Nalufenya-Njeru Road, and roads from Kampala to Ggaba, Port Bell, Banda and Bweyogerere. These roads all lie within urban, suburban or peri-urban areas and so the natural and physical environment in the areas of direct influence have already been considerably altered. Issues of particular concern will therefore include: * acquisition of land for road and road reserve, quarries and deviations for which compensation will have to be paid; * properties within the road reserve; * nuisance caused by diversions (traffic); x pedestrian and cyclist safety; * dust, fumes and noise pollution during and after construction, resulting from road works activities such as quarrying, earthworks, asphalt and crushing plants, construction and road traffic. 3.3.2 Pavement Strengthening Katunguru - Kasese - Fort Portal Road An EIA was carried out for this road (refer Sabbour Associates, January 1996). The Katunguru- Kasese section of the road passes through Queen Elizabeth National Park, which means there will be high speed traffic through a protected area. The road also crosses the Kazinga Channel. The stretch from Kikorongo to Muhokya and towards Fort Portal will pass through wetland areas. Anticipated impacts of significance would include: * disturbance to/destruction of wildlife habitats;