Public Disclosure Authorized - · Table of Contents REVIEW AND UPDATE FOR THE FEASIBILITY STUDY AND DETAILED ENGINEERING DESIGN OF KARUMA - PAKWACH - ARUA ROAD Final Feasibility

E-358VOL.3

THE REPUBLIC OF UGANDA

MINISTRY OF WORKS, HOUSINGAND COMMUNICATIONS

ROAD SECTOR INSTITUTIONAL SUPPORTTECHNICAL ASSISTANCE PROJECT (RSISTAP)

REVIEW AND UPDATE FOR THE FEASIBILITY STUDYAND DETAILED DESIGN OF KARUMA-PAKWACH-ARUA ROAD

FINAL FEASIBILITY STUDY REPORTVOLUME 2 - ENVIRONMENTAL AND RESETTLEMENT

IMPACT ASSESSMENT

MAY 2000

ROUGHTON INTERNATIONAL THE PERMANENT SECRETARY321 MILLBROOK ROAD WEST MINISTRY OF WORKS, HOUSINGSOUTHAMPTON AND COMMUNICATIONSUNITED KINGDOM P O BOX 10

ENTEBBEin association withU-GROUP CONSULTCONSULTING ENGINEERS

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Karuma-Pakwacn-Arua Poad Environmental and Social Impact Assessment PeportTable of Contents

REVIEW AND UPDATE FOR THE FEASIBILITY STUDY AND DETAILEDENGINEERING DESIGN OF KARUMA - PAKWACH - ARUA ROAD

Final Feasibility Study Report

Volume 2: - Environmental and Social Impact Assessment

This volume is the second volume of a set of four volumes. The other volumes are: -

Volume 1 Main Text

Volume 3 Appendices

Volume 4 Preliminary Engineering Drawings

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ROAD DEVELOPMENT PROJECT

REVIEW AND UPDATE FOR THE FEASIBILITY STUDY AND DETAILEDENGINEERING DESIGN OF KARUMA - PAKWACH - ARUA ROAD

Final ReportVolume 2: - Environmental and Social Impact Assessment

Table of Contents

Executive Summary

1. BACKGROUND INFORMATION ....................... 1-1

1.1 Introduction ....... , 1-11.2 Purpose and Scope of the Environmental and Social Impact Assessment ...................... 1-11.3 Acknowledgements .......................................................... 1-1

2. ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT METHODOLOGY ................. 2-1

2.1 General Approach to Environmental Impact Assessment ................................................. 2-12.2 Environmental Policy, Legal and Administrative Framework ............................................ 2-1

2.2.1 Historical Perspective ........................................................ 2-12.2.2 Current Environmental Management Practices ........................................................ 2-22.2.3 Responsibilities and Practical Problems in Environmental Management . ................ 2-22.2.4 Summary of Relevant Legislation and Guidelines ................................... 2-32.2.5 World Bank Requirements ........................................................ 2-5

2.3 Objectives and Use of Social Assessments ........................................................ 2-52.4 Methodology and Approach to Sociai Assessment ........................................................ 2-6

3. PROJECT DESCRIPTION ........................................................... 3-1

3.1 Project Aim .......................................................... 3-13.2 The Existing Road ........................................................... 3-13.3 Alternative Alignment in Area of Murchison Falls National Park. 3-23.4 Rehabilitation Works ............................... 3-2

3.4.1 Road Widening and Earthworks ............................... 3-23.4.2 Drainage Improvements ............................... 3-33.4.3 Pavement Construction ............................... 3-33.4.4 Road Safety ............................... 3-33.4.5 Programme for Execution of the Works ............................... 3-3

4. ALTERNATIVE ROUTES AROUND MURCHISON FALLS NATIONAL PARK ................. 4-1

4.1 Introduction .......................................................... 4-14.2 The 'N o Action' Option ............... 4-14.3 Route Alternatives ............... 4-14.4 Assessment of Route Alternatives Around MFNP .......................................... 4-3

4.4.1 The Existing Alignment .......................................... 4-34.4.2 Alternative A.......................................................I.....................................................4-34.4.3 Alternative B .......................................... 4-4

4.5 Mitigation Measures for Construction In or Around MFNP .......................................... 4-44.5.1 The Existing Alignment .......................................... 4-44.5.2 Alternative A .......................................... 4-54.5.3 Alternative B .I..........................................-5

4.6 Alignment Conclusions .......................................... 4-5

5. CULTURAL AND SOCIO-ECONOMIC PROFILE .................................... 5-1

5.1 Overview .......................... 5-15.2 The Project Area ........................... 5-15.3 Population Characteristics ........................... 5-15.4 Settlement and Housing .......................... 5-25.5 Energy and Domestic Water Sources ........................... 5-2

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5.6 Transport and Communication .................................... 5-25.7 Health .................................... 5-35.8 Education and Literacy .................................... 5-35.9 Land Tenure ..................................... 5-45.10 Land Use ..................................... 5-45.11 Sources of Income and Employment .................................... 5-45.12 Social Organisation .................................... 5-55.13 Areas of Socio-cultural Importance .................................... 5-55.14 Agencies with Interests in the Project .................................... 5-5

6. ENVIRONMENTAL'BASELINE INFORMATION ..................................... ; 6-1

6.1 Introduction ..................................... 6-16.2 Environmental Characteristics of Road Sections .................................... 6-16.3 Climate and Weather Patterns .................................... 6-16.4 Geology and Geomorphology ..................................... 6-26.5 Drainage .................................... 6-66.6 Soils ..................................... 6-66.7 Vegetation .................................... 6-66.8 Wildlife and Protected Areas ..................................... 6-9

7. EVALUATION OF POTENTIAL ENVIRONMENTAL AND SOCIAL IMPACTS .................. 7-1

7.1 Introduction ............................................ 7-17.2 Impacts on the Physical Environment ........................................... 7-17.3 Impacts on the Biological Environment ........................................... 7-27.4 Impacts on the Socio-economic and Cultural Environment ........................................... 7-4

7.4.1 Effects on Local Communities and Families ........................................... 7-47.4.2 Effects on Women ........................................... . 7-57.4.3 Effects on Refugees ........................................... 7-57.4.4 Effects on Private Companies ........................................... 7-57.4.5 Tourism ........................................... 7-67.4.6 Effects on Urban Areas ........................................... 7-67.4.7 Resettlement Impact Assessment ........................................... 7-6

S. PROPOSED MITIGATION MEASURES . 81

8.1 Introduction ....................................... 8-18.2 Land Take ....................................... 8-1

8.2.1 Permanent Land Take ....................................... 8-18.2.2 Temporary land take ....................................... 8-18.2.3 Compensation procedure and considerations ........................................ 8-1

8.3 Borrow Pits and Quarries ........................................ 8-28.4 Spoil Disposal ....................................... 8-38.5 Pollution of Water Courses and Drainage ....................................... 8-88.6 Erosion of Earthworks slopes ....................................... 8-88.7 Construction Camps ....................................... 8-88.8 Construction Traffic and Road Detours ........................................ 8-98.9 Traffic (Road) Safety ......................................... -98.10 Tree and Shrub Planting by Construction Contractors ....................................... 8-108.11 Tree Planting for Firewood (Afforestation) ........................................ 8-118.12 Loss of Business Opportunities by Women ....................................... 8-118.13 Proliferation of Diseases ....................................... 8-118.14 Possible Food Shortages ....................................... 8-128.15 Loss of Business Opportunities by Women ............................................... 8-12

9. CONSTRUCTION MATERIAL EXTRACTION IN MFNP ............................................... 9-1

9.1 Introduction ............................................... 9-19.2 Sources of Base Course Material (Hard Rock) ............................................... 9-19.3 Sources of Subbase Material (Natural Gravel) ............................................... 9-19.4 Sources of Selected Fill (Natural Gravel) ............................................... 9-29.5 Potential Impacts of Materials Extraction and Their Mitigation ......................................... 9-4

9.5.1 Pajok Ouarry ........ 9-4

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9.5.2 Karuma Cutting Borrow Pit ............................................. 9-59.5.3 Pajok Army Camp Borrow Pit ............................................. 9-69.5.4 Pajok West Pit ............................................. 9-79.5.5 Use and Reinstatement of Other Borrow Pits in the Park .......................................... 9-7

9.6 Conclusions ............................................ 9-7

10. MITIGATION AND MANAGEMENT PLAN . 10-110.1 Introduction ...... 10-110.2 Environmental and Social Monitoring Team Composition ......................................... 10-1

10.2.1 Monitoring Team Composition .. 10-110.3 Scope of Work for the Monitoring Team . 10-210.4 Activity Schedule for Social and Environmental Monitoring . 10-3

10.4.1 Pre-Construction Monitoring .. 10-310.4.2 Construction Monitoring .. 10-410.4.3 Post-Construction Monitoring .. 10-4

10.5 Reporting . 10-410.6 Cost of Mitigation and Monitoring . 10-4

10.6.1 Cost of Mitigation Measures .. 10-410.6.2 Cost of Monitoring .. 10-6

10.7 Future Environmental/Social Management and Training ........................................ 10-7

Appendices

A Rates of Compensation

B People Consulted During the StudySummary of Findings of Consultations

C Environmental Compliance Monitoring FormsD Details of Improved Cookstoves

E References

F List of Abbreviations and AcronymsG Correspondence with the Uganda Wildlife Authority

H Photographs

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List of Tables

Table 2-1 Permissible and Intended Activities in Different Categories of Protected Areas . ................. 2-4Table 3-1 Summary of Pavement Design .................................................................. 3-4Table 3-2 Approximate Quantities of Construction Materials ............................................................... 3-5Table 5-1 Population Numbers and Density .................................................................. 5-1Table 5-2 Other Important Demographic factors in the Project Area ......................... ......................... 5-1Table 6-1 Mean Monthly Rainfall (mm) for Masindi and Arua .............................................................. 6-1Table 6-2 Temperature in Degrees Celsius in Arua District ................................................................. 6-2Table 6-3 Characteristics of Geological Provinces .................................................................. 6-2Table 6-4 Selected Mammalian Population Estimates in the Northern Sector of MFNP ..................... 6-9Table 7-1 Summary of Potential Environmental Impacts of the Improved Project Road .................... 7-3Table 8-1 Environmental Review of Possible Quarry Sites (Sheet 1 of 2) .......................................... 8-6Table 8-2 Summary of Adverse Environmental Impacts and Mitigation Measures ........................... 8-14Table 10-1 Environmental Monitoring Activities .................................................................. 10-3Table 10-2 Estimated Costs for Environmental/Social Monitoring .................................................... 10-6

Table of FiguresFigure 1-1 Location Plan ................................................................. 1-2Figure 4-1 Alternative Alignments in the Area of the Murchison Falls National Park ........................... 4-2Figure 6-1 Regional Geology ................................................................. 6-4Figure 6-2 Regional Geomorphology ................................................................. 6-5Figure 6-3 Regional Soils .................................................................. 6-7Figure 6-4 Natural Vegetation ................................................................. 6-8Figure 6-5 Map of Protected Areas .................................................................. 6-10Figure 6-6 Wildlife Densities in Murchison Falls National Park .................................... 6-11Figure 6-7 Proposed Road Rehabilitation Programme in MFNP .................................. 6-12Figure 8-1 Location of Major Material Sources - Karuma to Pakwach ..................... ........................... 8-4Figure 8-2 Location of Major Material Sources - Pakwach to Arua ..................................................... B-5Figure B-3 Tree Protection Cage .................................................................. B-13Figure 9-1 Location of Potential Material Sources in the Pajok Area .................................................. 9-3

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Environmental and Social Impact Assessment

Executive Summary

EA Introduction

As part of the feasibility study for the upgrading of the Karuma to Pakwack to Arua Road fromgravel to bitumen standard, an environment and social impact assessment has been undertakenin order to identify the likely beneficial and detrimental consequences of the project. This studyhas been carried out with the primary aim of recommending appropriate actions to mitigate anyadverse effects on the physical, biological and human environment.

Part of the project road passes through the northern part of the Murchison Falls National Park(MFNP) and as a consequence the project is classified as Category A for environmental andsocial impact analysis by the World Bank. The guidelines for carrying out Category A studies(contained in the World Bank Operational Directive 4.01: Environmental Assessment - October1991) have therefore been followed.

This study has also been carried out in accordance with the Uganda Environmental ImpactAssessment Regulations, 1998 and the National Environment Statute (NES), 1995. Adherenceto the procedures of environmental assessment in Uganda especially the Guidelines forEnvironmental Impact Assessment (National Environment Management Authority - NEMA, 1997)has also been ensured.

The following general approach has been adopted as a basis for this assessment:

a) Determination of Policy, Legal and Administrative Framework.b) Examination of Details of Project Componentsc) Determination of the Current and Anticipated Environmental and Social Baseline

Conditionsd) Evaluation of both Positive and Negative Impacts has been undertaken.e) Analysis of Alternative Options and the 'Do nothing' Scenario and comparison of

environmental consequences associated with each.f) Identification of Mitigation Measures and Environmental Enhancement Measures.

An environmental and social monitoring plan has been developed outlining the nature, locationand methodology of monitoring that should take place during the construction and operationphases. An evaluation has also been made of the bodies/offices nominated to supervisemonitoring tasks.

E.2 Project Description

The aim of the project is to construct a high standard bitumen surfaced road to replace theexisting gravel road connecting the towns of Karuma, Pakwach, Nebbi and Arua in north westUganda (refer Figure 1-1 Location Plan).

i) The Existing Road

The existing route alignment is essentially well engineered and generally fits well into theundulating topography. As a result, there is no engineering requirement for the design of anymajor road realignments.

Karuma to Olwiyo (53 km)

This first section of road follows a nearly direct route across hilly terrain and has beenconstructed with minimum earthworks. For the first 42 kms the road lies just within the north-eastern boundary of the Murchison Falls National Park (MFNP).. Upgrading of this alignment willinvolve relatively minor deepening of road cuts and raising of embankments across watercoursesand low lying swampy land.

The existing road is generally unsurfaced or poorly surfaced with 'murram" (laterite gravel)derived from borrow pits adjacent to the road (many of which are in MFNP). As a result, parts ofthe route are extremely rough with deep rutting. Very poor side drainage has resulted inlocalised erosion of the road carriageway. During wet weather long sections of the road become

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dangerously slippery and some short sections become impassable. The existing road isgenerally 7.0 metres wide but reduces to 6.5 metres in some sections. There is one major bridgeat chainage 33.2 km that crosses the Ayago River. At Olwiyo there is a junction with the road toGulu.

Olwiyo to Pakwach (54 km)

This section of road follows a less direct alignment as it typically fDllows a watershed route. As aresult there are no bridges along this section. Approaching the Albert Nile at Pakwach the roadcrosses about 1.5 kilometres of swamp on high embankment. The road surface is typically roughexcept on the approach to Pakwach Bridge where a good gravel surface currently exists. Alongthis section the existing road is typically 8.0 m wide but varies between 6.5 m and 9.0 m.

Pakwach to Nebbi (54 km)

The first 30 km of this alignment from Pakwach to Nyaravur is hilly and undulating but follows asteadily rising ridge, consequently there are no major bridges. Between Nyaravur and Nebbi theroad crosses several rivers and tributaries with significant catchments. The majority of thebridges are single lane and will to be replaced. Visibility is also poor on the approaches toseveral bridges and some realignments will be required at these locations to improve thegeometry. Along this section the existing road is typically between 9.0 and 10.0 metres in width.The existing road surface continues to be rough and deeply rutted in places.

Nebbi to Arua (76 km)

At Nebbi the road turns northwards to Okollo and Arua. This section passes through rolling tohilly terrain. The road serves a relatively high local population and has been generallymaintained in good shape. However there are several bridges that have failed in recent timesand made the road impassable to traffic.

The road crosses the Ora River, which is the largest river between Pakwach and Arua,immediately south of Okollo. Thereafter the road descends along a ridge before rising followinganother ridge to Uleppi. Subsequently the terrain becomes more hilly, crossing several rivers.The approach to Arua is paved for 1.5 kilometres before a roundabout at the entry to the town,but is in need of rehabilitation.

With the exception of the Okollo bridge over the Ora River, which is a single span through steeltruss of about 40 metre span and 7.0 metres wide, the existing structures over the other riversare single lane. There are thirteen single lane bridges along this road section that need to bereplaced. Along this section the existing road is typically 9.5 metres in width but varies between9.0 m and 11.0 m.

ii) Upgrading Works

The upgraded road is to comprise a 6m wide bitumen surfaced carriageway with 1.5 m widebitumen sealed shoulders. Typically the existing road reserve is sufficiently wide to allowconstruction of the upgraded road without acquiring any additional land. The section through theMFNP is however the narrowest section of the existing road and will require some additional landfor upgrading (the feasibility of realigning the road completely outside the Park has beeninvestigated).

In general, the new road will follow the existing alignment as closely as possible, which willminimise the a¢!unt of cut and borrow material required to construct the road. The upgradedroad will also incorporate greatly improved and deepened side drainage. Covered road drainswill be constructed in the settlements.

It is expected that the new road pavement will typically comprise a 200 mm thick crushed stonebase course with a 200 mm lime improved natural gravel subbase. One section of road fromPakwach for 21 km to the east may be constructed with a lime improved gravel base course.Quantities of construction material required for the project are summarised on Table 3-2 and thelocation of the main sources are shown on Figure 8-1 and Figure 8-2. Various measures toimprove road safety will be incorporated in the road upgrading.

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iii) Programme for Execution of the Works

The programmed start date for construction of the Works is the year 2000. The project road willbe constructed as four separate contracts. The duration of the contracts will be between two andthree years each. The two Contracts from Pakwach to Nebbi and Nebbi to Arua will beimplemented first (Phase 1), whist the Karuma to Olwiyo and Olwiyo to Pakwach Contracts willbe implemented later (Phase 2).

E.3 Alternative Routes Around Murchision Falls National Park

A section of the project road between Karuma and Olwiya passes through the northem edge ofthe Murchison Falls National Park (MFNP) and separates approximately 4% of the area of thepark, which has a total area of 3,860 sq. kms (refer Figure 4-1 and Figure 6-5). The area of theMFNP to the north of the existing road was until quite recently inhabited (sparsely) consequentlythere has been a very low density of game in the area for many years. This has beenexacerbated recently by the presence of security forces (there are now less than 10 wildmammals per km2 according a survey in 1997).

The assessment of the impact of constructing a high standard bitumen road through a section ofNational Park is considered to be a key environmental issue associated with this upgradingproject. The engineering and environmental studies have therefore reviewed the possibility ofrealigning the section of road in the Park outside the northern boundary.

Two alternative alignments, which do not encroach into MFNP, were selected for detailedconsideration along with the existing alignment. These routes are shown on Figure 4-1. The firstalternative route (Alternative A) runs along the line of the ridge to the north of the Adibu River andthe second (Alternative B) pursues a route through the valley immediately to the north of theriver (Alternative B).

The benefits and potential adverse impacts of realigning the Karuma to Olwiyo road outside theMFNP boundary or along the existing alignment are fully examined in Section 4.

The potential adverse impacts associated with the construction of new alignment (throughpredominantly undisturbed natural habitat) are significant, not least because it will encourageribbon development along the Park boundary with possible associated poaching and firewoodcollection problems in the Park.

It is therefore recommended that the existing route through the Park is upgraded, but that welldefined mitigation measures are implemented to control construction activities and vehiclespeeds. These mitigation measures should be developed and agreed with the Uganda WildlifeAuthority and MFNP authorities. Particular care will need to be given to controlling and restrictingthe extraction of construction materials; construction camp development; and restoration ofconstruction sites to natural habitat. A key mitigation activity will also be control of vehiclespeeds and road signing to limit the occurrence of wildlife kills.

E.4 Socio-economic and Cultural Environment

Section 5 describes in detail the social and cultural issues, which (in combination with technical,economic and environmental dimensions) may affect or influence the design and implementationof the project.

i) Demographic Characteristics

The project road goes through the districts of Gulu, Nebbi and Arua and forms part of the north-west trunk road system which connects to the eastem and southem parts of the DemocraticRepublic of Congo and the Sudan respectively (refer Figure 1-1 Location Plan). The threedistricts have a combined total area of 22,460 km2 and a total population of approximately 1.5million people. Nebbi and Arua districts are ethnically rich with every major tribe in Ugandarepresented particularly in the urban areas. The Acholi tribe mainly inhabits Gulu district withvery few 'outsiders'.

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The pooulation growth rate in Nebbi and Arua is much higher than the national average andpressure on natural resources is beginning to be felt. Accessibility to safe water for drinking isalready 13w. Statistics show that 68% of the total population in the project area lies in the non-productive age group. The population in the study area is mainly rural. And up to 92% of theentire population in the study area live in grass thatched huts made from mud and wattle,although use of bricks is becoming popular especially in urban centres.

Development of settlements (including major towns such as Nebbi, Pakwach and Arua) isgenerally not planned. This has had a negative effect on the provision of social services andimproved environment management e.g. sanitation. Within the study area kinship ties are themain factor determining settlement patterns and choice of area for settling.

An average 32% of the households in the project area have access to safe water (ie boreholes).The majority of people rely on water for domestic uses from unprotected sources such as shallowwelis, rivers or dams. Urban areas such as Pakwach and Nebbi do not have piped water despitethe fact that they have relatively high population densities. For this reason, water borne diseasessuch as cholera, dysentery, bilharzia, malaria and river blindness are rampant especially in theWest Nile area.

The majority of households in the project area depend on woodfuel for cooking. Nebbi and Aruatowns are connected to the Uganda Electricity Board grid, but due to the high costs of runningthe diesel generators, power is only available between 7 p.m. and 10 p.m. This explains whycharcoal buming and firewood sales are important activities along the project road

ii) Transport and Communications

Road transport is by far the most important mode of transport in the study area. The project roadis a trunk road and is fed by a number of feeder roads which are usually in poor condition and notalways motorable during the rainy seasons. An estimated total of 538 km of feeder roads exist inNebbi district, while Arua district has about 1,039 km.

Public transport is only found on the major roads within the project area. The three districts ofGulu, Nebbi and Arua can also be accessed by air. The pedal bicycle is the most common typeof transport for medium distances whilst short journeys are typically made on foot. Women ingeneral do not pedal bicycles but only travel as passengers.

Communication between Kampala and the study area is largely by radio. A privatecommunications company now operates in Arua, which has greatly improved communicationwith this town. Uganda Posts Ltd is operational but letters currently take a number of days to bedelivered. Upgrading the road would be expected to help to alleviate this problem.

iii) Sources of Income and Employment

The main source of household livelihood in the project area is predominantly subsistencefarming. An average 80% of all households grow various crops on small-holdings. Incomes fromactivities such as petty trading and formal employment may be used to augment the assuredincome from subsistence farming.

The project area is potentially a highly productive agricultural fegion, which will benefit from theupgraded road. In particular, it will become worthwhile for farmers to invest in traditionalagriculture cash crops that they were previously unable to sell.

iv) Health

Each of the districts in the project area has at least one government run hospital, which is usuallysupported by mission hospitals. The best equipped referral hospital in the region (MulagoHospital) is about 500 km from Arua and 325 km form Gulu. Very few people in the project areaare able to utilise this hospital, due to existing high transport costs and poor bus services.

The consequences of this situation are shown by the large number of widows and orphans livingin the project area and by the infant mortality rate (under 5 years) which is much higher than thenational average (the national average is high compared to other countries).

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The most common diseases in the study area malaria (40%), respiratory infections (34%),diarrhoea diseases (8%) and intestinal worms (7%). The Aids pandemic is also rampant. Thecurrent level of AidEs awareness is estimated at over 60% of the total population.

v) Education and Literacy

Literacy levels in the three districts of the project area are still low. The lowest literacy levelsbeing associated with females and rural areas. In Nebbi for example, only 32% of all thepopulation aged 10 years and above can read and write. However, with the current UniversalPrimary Education (UPE) Program supported by the government, the rate of literacy is expectedto increase. With improved accessibility (when the project road is upgraded) and increasedliteracy due to the UPE Program, the number of unemployed youths are expected to decrease.

E.5 Physical and Biological Environment

Section 6 describes the environmental baseline conditions in the project area. The purpose ofthis section is to facilitate the evaluation of potential impacts. It describes in greatest detail theresources that are most likely to be affected by the proposed project activities. Namely, florafauna and protected areas.

E.6 Evaluation of Potential Environmental and Social Impacts

Possible positive and negative impacts of upgrading the Project road are assessed in Section 7of the Report. The impacts are categorised according to their effects on either the physical,biological or socio-economic environment.

As the road has existed for many years most of the environmental impacts associated with thisupgrading project will be direct in nature and associated with the construction activities. Asummary of potential positive and negative impacts on the physical and biological environmentthat may be caused by upgrading the project road is given in Table 7-1. This Table considers themagnitude, extent and-duration of potential impacts and confirms that positive impacts outweighpotential negative' impacts. Mitigation measures for the identified potential negativeenvironmental impacts have been defined.

The assessment of the significance of potential social impacts has been primarily based on theirpossible effect on the key stakeholders (identified in Section 1.3), which has been evaluatedthrough meetings and discussions with stakeholder representatives. The main issues are brieflyreviewed below:

i) Effects on Women and Households

As a special group, women will be affected in a number of ways, by the proposed roadupgrading. The positive impacts will be of medium to long-term duration, since they are allsignificant. They include: improved mobility to health care facilities and markets; increasedincome from their produce; improved job opportunities; increased dealings with other areas of thecountry and their women's groups. Some negative impacts may be felt by women, such as areduction in the availability of firewood.

ii) Effects on Refugees

The project area especially Gulu and Arua districts have a number of internally displaced peopleand refugees from Sudan and the Congo within their boundaries. The upgrading of this road willimprove accessibility to the refugee camps and protected areas for relief agencies. The road haslong been a problem to relief organisations dealing with refugees in northem Uganda. Most ofthe relief supplies to the internally displaced and refugees from neighbouring countries, comesfrom Kampala.

iii) Sites of Cultural Importance

Investigations show that this project will not directly affect any known sites of archaeological orcultural importance. But as a general principle, the construction phase activities should try toavoid religious sites such as graveyards and family shrines.

E.7 Proposed Mitigation Measures

Bitumen sealing and upgrading the existing Karuma to Pakwach to Arua road will be associatedwith some adverse environmental and social impacts. However, these undesirable impacts can


Karuma-Pakwach-Arua Poad Environmental and Social Impact Assessment ReportExecutive Summary

be minimised by implementing appropriate mitigation measures. These measures areconsidered in detail Section 1 and summarised on Table 8-2. Major issues are reviewed brieflybelow.

i) Land Take and Resettlement

There will be a very small amount of permanent land take that will be associated with roadwidening and with minor alignment improvements (such as at the approaches to new bridges).The existing alignment is generally well engineered therefore it will almost always be possible forthe improved road to be coincident with the existing road. The construction of the new road willnot require the demolition of any buildings. The majority of land taken will be grassland but somecultivated land (mainly maize and cassava) may be affected.

Temporary land take will occur when land is used for borrow pits, quarries, contractor's campsand other working areas and accesses to them. Land will also be required for temporarydiversions during construction of the road. Some bush houses are occasionally found in the areaof potential borrow pits, but the need for involuntary resettlement is not foreseen, sincealternative extraction sites will typically be available.

Land take must be mitigated by fair compensation paid promptly. It is recommended thatconsideration be given to making compensation payments through the Contracts and that theContractor enters into an approved agreement with the user/owner for the purchase or lease ofthe land in conjunction with the relevant Government authorities.

ii) Borrow Pits and Quarries

The development of borrow pits and quarries to supply construction materials is considered to bethe construction activity with the greatest potential to create negative impacts on theenvironment. Considerable quantities of gravel, rock and embankment fill material will berequired during road upgrading (refer Table 3-2). Borrow pits and quarries will have a variety ofimpacts. These include land take, access road requirements, dust and noise while operational,effects of blasting, haul road traffic, and visual impact.

In view of these potential negative impacts, detailed consideration has been given toenvironmental factors associated with developing the identified possible material sources. Table8.1 presents an environmental review of all possible quarry sites.

Borrow pits and quarries development will need to be strictly controlled, particularly in the MFNP.Where investigations indicate that most natural gravel requirements could be supplied from justthree locations where pit excavations already exist. Rock requirements could be supplied from asingle quarry development at Pajok (21 km north west of Karuma)-. Site specKfic consideration ofmaterials extraction in MFNP has been requested by the Uganda Wildlife Authority and isreported in Section 9 of this report.

All material sources should be operated in accordance with a management plan to be agreedbetween the Contractor and Resident Engineer in advance. Each plan should include:

* Arrangements for consultation with the farmer/land-user, and other affected parties.* The extent of each pit/quarry should be marked on the ground.* A compensation agreement must be signed with the farmer/land owner.* Access arrangements must be agreed.* A working plan must be agreed, giving an outline of the direction, timing and depth of

working.* A reinstatement plan must be agreed, giving details of the final profile, method of

achieving the final profile, drainage and sediment control, re-soiling and re-vegetationmeasures.

It seems that none of the existing material sources developed for the construction andmaintenance of the existing gravel road have been reinstated. Once the road has beenupgraded to bitumen standard many of the existing borrow pits will no longer be required.

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It is recommended that all-borrow pits in the MFNP, whether used during the upgrading or notshould be reinstated under the contract, unless the Ugandan Wildlife Authority specifically asksfor pits to left open (for future Park Road gravel surface maintenance).

iii) Spoil Disposal

Relatively small, but environmentally significant, quantities of soil that is unsuitable for use in theroad construction will be produced during road widening and slope trimming activities (referTable 3-2).

Ideally, worked out borrow areas or quarries should be used for disposing of spoil accumulatedduring construction. At some locations it may be impractical or uneconomical to haul spoil to adisused borrow area. In which case, the land used for dumping should not be under cultivationnor a wooded area. Swamps will not be infilled without consideration for the impact on the localwetlands ecology. Wherever spoil is dumped, it must be landscaped and top-soiled so thatvegetation can be re-established. All areas must be approved by the Engineer, and suitablecompensation paid for the land, if this is applicable.

iv) Pollution of Water Courses, Drainage and Water Abstraction

The most important impacts in need of control during the constructon phase are sedimentationand the alteration of natural drainage and ground water levels.

The application of good engineering practices in design and construction should ensure thatwater sources are not affected by the rehabilitation process. The most likely source ofwatercourse pollution is from loose soil being washed into rivers and streams during theconstruction of drainage structures. This hazard is not thought to be serious. However, if thereis a risk of serious pollution, then the engineer must instruct the contractor to construct silt trapsto alleviate the problem.

v) Erosion of Earthwork Slopes

Previous experience in the project area shows that climatic and other conditions are favourablefor natural revegetation of slopes. The Contractor's responsibilities for revegetation should beextended over two growing seasons to ensure full establishment.

vi) Construction Camps

Though covering a relatively small area, Contractor's camps can cause significant environmentaldamage for a considerable time if not controlled. The major causes are pollution (due to allforms of waste), indiscriminate fuelwood collection, soil erosion, spillage of oils and fuel, landtake, dust and noise of construction traffic.

Many of the potential impacts of the contractor's construction camp can be prevented ormitigated. The Contract Documents will make clear the Contractor's responsibilities with respectto the operation and reinstatement of construction camps and workshops. Larger camps shouldbe provided with a health clinic by the Contractor.

In MFNP construction camps should be located on the site of the present army camps. This willhelp to reduce environmental damage and will provide additional security.

vii) Loss of Roadside Trees

A significant number of both small and relatively large trees have grown in the road reserve (rightof way). As a consequence of road widening and construction of improved side drainagestructures there will be no option but to remove many of these trees. This will have a significantadverse environmental impact, unless a programme of replacement tree planting is implemented.

It is proposed that the construction contract makes provision for the growing, planting andmaintenance of about 1,000 replacement trees per construction contract. Recommendations areprovided as to the location where planting should occur, type of trees to be planted, andmaintenance of the seedlings.

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viii) Road Safety

Improvement of the road will encourage more traffic and higher vehicular speeds. A major partof the traffic will be long-distance haulage trucks to and from southern Sudan and easternCongo.

Increased traffic speed due to a better standard of road will have an effect on road safety forpedestrians, cyclists, livestock and their owners, who will face increased risks of injury from faster-moving vehicles.

The existing road has a poor safety record therefore particular attention will be given to designingmeasures that will increase road safety along the rehabilitated road. The main safetyimprovements include:

* Road widening and improved junction lay-outsProvision of bitumen sealed shoulders (whole road), bus bays and parkingspaces in settlements

* Improved road signs and road marking* All new bridges will be constructed with 1.5 metre wide raised footpaths on

both sides of the carriage-way

ix) Proliferation of Disease

Spread of diseases such as AIDS and other infectious diseases along the project road could be asignificant social impact. Strengthening the medical facilities and improving on people'sawareness based on current active programs will help in reducing the rate of infection. The levelof awareness in Uganda with regard to improved health is now relatively high, therefore diseasecontrol is improving.

x) Scarcity of Fuelwood

Woodfuel is the main source of energy in Uganda and more especially in rural areas. Fuelwoodconsumption is likely to increase when the project road is upgraded. The main reason being thatmore new trading centres are likely to develop along these roads which may attract people fromwithin and outside the project area. Since electric power from UEB grid will not be immediatelyavailable, th- icreased population in the centres and outside the area served by this road willuse woodfuec ior most of their energy requirements.

The end result will be that the now well-vegetated areas along the proposed road will be targetedfor charcoal production. Existing plots of wood on private land and some trees may be depleted.Strengthening afforestation programs and supporting the use of fuel saving cook stovesespecially around all settlements in the project area should help alleviate the scarcity offuelwood.

E.8 Materials Extraction in Murchison Falls National Park

The road alignment studies, which were strongly influenced by environmental influences, haveconcluded that the Karuma to Olwiyo road should be upgraded along its existing alignmentthrough the MFNP (refer Section 4). Construction materials studies have shown that roadupgrading along this section will require the excavation of natural gravel materials from a limitednumber of existing (open) borrow pits and the development of one new hard rock quarry in thePark at Pajok Hill.

Proposals for the development of construction material sources in the Park were forwarded to theUganda Wildlife Authority (UWA) in August 1999 for their review. The UWA responded on 8September by stating that they required a site specific EIA carried out with respect to extractionof construction materials in the Park. This would then provide a basis for either accepting orrejecting the proposals.

Section 9 of this report has been prepared to fulfil the requirements of UWA and presents sitespecific details of materials extraction proposals in MFNP along with provisions for environmentalprotection and mitigation.


Karuma-Pakwacn-Arua Road Environmental and Social Impact Assessment ReportExecutive Summary

E.9 Mitigation and Management Plan

It is essential that all proposed mitigation measures should be implemented and monitored toensure that they are undertaken to a satisfactory standard. Mitigation measures that can beimplemented as a part of the construction contracts will be provided, for under the Contracts.Where appropriate, Clauses will be written into the Contract Documents that ensure that theContractor is aware of his responsibilities and environmental controls.

There is an identified need for a full time environmental/social specialist (monitor) employed aspart of the construction supervision team. It is recommended that this monitor is supported bythree full time District Liaison Officers. They will co-ordinate activities within the Districts togetherwith a further 12 part time District Assistants. The environmental/social monitoring team will workclosely with the Engineer, the Contractors, and members of the local communities that may beaffected by the road rehabilitation. The monitor will also liase with NEMA, UWA, MOWHC and allother interested stakeholders.

The scope of work to be undertaken by the environmental monitoring team is outlined in Section10.3. Details are also provided for activity and reporting schedules. Reporting will be aided bythe use of specially designed Environmental Compliance Monitoring Forms (refer Appendix C).

A cost estimate has been prepared for environmental/social monitoring (refer Table 10-2) whichtotals US $ 996,200 for supervision of the 4 contracts over a project period of 6 years. Thisequates to a cost per Contract of approximately US $ 250,000.

For the mitigation activities to be implemented, there will be financial costs incurred. Many of therecommended mitigation measures are simply good engineering practice, and should not beconsidered as 'extras" to the construction cost. Main areas of expenditure for mitigation andmonitoring include: -

* Compensation for land take both temporary and permanent, and for loss of crops andresulting income (approximately US $60,000/ Contract);

* Reinstatement of borrow pits and quarries at the end of the contract (approximately US$70,000f Contract - included in Contractor's rate for material supply and revegetation);

* Establishment, management and ultimate reinstatement of contractor's camps(approximately 30,000/ Contract - included in Contractor's establishment charges)

* Provision of road safety measures for vehicle speed control, accident reduction etc.(approximately US $450,000/ Contract)

* Road safety education (expected to be carried out by with monitoring team with all costabsorbed under monitoring team fees)

* Re-vegetation and replacement tree planting activities (US $300,000/contract)

* Support for reafforestation programmes (recommend US $ 200,000)

* Monitoring team fees, subsistence and transport costs (US $250,000/contract).

EAD Conclusions

Consultations with local representatives, women's groups and youth groups has shown thatupgrading the Karuma to Pakwach to Arua Road to bitumen standard is very strongly supportedin the communities served by the road. Indeed, road upgrading is thought to be long over duebecause the West Nile region has no good road connection to Kampala (unlike other regions).

Upgrading the road will be associated with a number of potential adverse environmental andsocial impacts. Virtually all the identified undesirable impacts can be minimised or evenprevented altogether by implementing the proposed mitigation measures.

A comprehensive management plan has therefore been proposed that is designed to enableeffective environmental and social monitoring throughout the project cycle and to facilitateeffective implementation of measures required to mitigate potential negative impacts. Thismanagement plan will ensure that the benefits of road upgrading will far outweigh any negativeimpacts.


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Karuma-Pakwach-Arua Road Envtronrrental and Social Impact Assessment ReporlSection 7: Background Information

1. BACKGROUND INFORMATION

1.1 Introduction

As part of the feasibility study for the upgrading of the Karuma to Pakwack to Arua Road fromgravel to bitumen standard, an environmental and social impact assessment has beenundertaken in order to identify the likely beneficial and detrimental consequences of the project.This study has been carried out with the primary aim of recommending appropriate actions tomitigate any adverse effects on the physical, biological and human environment. A location planof the project road is presented as Figure 1-1.

1.2 Purpose and Scope of the Environmental and Social Impact Assessment

Part of the project road passes through the northern part of the Murchison Falls National Parkand as a consequence the project is classified as Category A for environmental and socialimpact analysis by the World Bank. The guidelines for carrying out Category A studies,contained in the World Bank Operational Directive 4.01: Environmental Assessment (October1991) have therefore been followed.

This study has also been carried out in accordance with the Uganda Environmental ImpactAssessment Regulations, 1998 and the National Environment Statute (NES), 1995. Adherenceto the procedures of environmental assessment in Uganda especially the Guidelines forEnvironmental Impact Assessment (NEMA, 1997) has also been ensured.

The need for Environmental and Social Impact Assessments as an essential procedure in theinitiation of development projects has become generally accepted world-wide, since mostprojects ultimately have an impact on the environment and local population in will one way oranother. In recognition of this, Uganda's National Environment Statute gives detaileddescriptions of the type of projects, which require impact assessment before they areimplemented.

In accordance with the Third Schedule of the NES (Transportation), all major roads and all roadsin scenic, wooded or mountainous areas are subject to EIA. The Project road is a major roadpassing through three districts and connecting Uganda to Sudan and the Democratic Republic ofCongo. It also traverses a vast stretch of woodland and crosses a number of rivers andwetlands, but of greatest significance the road currently passes through a part of Murchison FallsNational Park (MFNP). This park is one of the most highly valued protected areas in Uganda. Itis therefore imperative that the Ministry of Works, Housing and Communication (MOWHC)conducts a full EIA to review the possible consequences of any road improvements.

Part IX, Regulation 36 of the Environmental Impact Assessment Regulations makes it an offencefor any person to commence, proceed with, carry out, execute or conduct any project withoutapproval from the National Environmental Management Authority (NEMA). Any person whoimplements a project without this approval commits an offence contrary to Section 97 of theNational Environment Statute and on conviction is liable to a penalty prescribed under thatsection.

1.3 Acknowledgements

The environmentaListudy team consulted with representative from a large number ofcommunities, organisations and Government Ministries and Departments. The Consultantexpresses appreciation to all those people who have generously assisted with this study, inparticular all people listed in Appendix B.

This study has been prepared by the following people: Mr Edson Mujuni (ProjectEnvironmentalist);); Mr Ted Bishop (Project Materials Engineer/Team leader) and Mr StevenJones (Project Team Leader).

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2. ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT METHODOLOGY

2.1 General Approach to Environmental Impact Assessment

In accordance with the National Guidelines for Environmental Impact Assessment (NEMA, 1997)and Regulations 14 and 15 of the EIA Regulations, 1998, the following general approach hasbeen adopted as a basis for this assessment:

a) Determination of Policy, Legal and Administrative Framework and requirements throughidentification of relevant legal documents, guidelines and planning procedures. Thesehave been reviewed in order to ensure that necessary measures are included in the designand implementation of the project. In particular those measures, which could have animplication on environmental resources, were identified.

b) Examination of Details of Project Components, including review of construction,maintenance and operation activities (taking place on and off-site) associated with theproject. In particular consideration was given to those components that could haveimplications on environmental resources.

c) Deternination of the Current and Anticipated Environmental Baseline Conditions throughreview of existing information as well as field survey to establish site specific issues andsensitivity.

d) Evaluation of both positive and negative environmental effects has been undertaken.

e) Analysis of Altemative Options and the 'Do nothing' Scenario and comparison ofenvironmental consequences associated with each.

f) Identification of Mitigation Measures and Environmental Enhancement Measures. Whereadverse environmental impacts can be reduced to acceptable levels through theincorporation of practical and cost-effective measures, these have been identified. Whereappropriate, opportunities for enhancement during construction or operation of the schemehave also been identified.

An environmental monitoring plan has been developed outlining the nature, location andmethodology of monitoring that should take place during the construction and operation phases.An evaluation has also been made of the bodies/offices nominated to supervise monitoring tasks

2.2 Environmental Policy, Legal and Administrative Framework

2.2.1 Historical Perspective

Due to political upheavals that characterised the post independence period until 1986, no newpolicy or legislative instruments were put in place to promote sustainable development inUganda. Environmental management issues were relegated to the background on the pretextthat Uganda was well endowed'with abundant natural resources. It was not until 1987 that aministry in charge of environment protection was established. Since then, a number ofdevelopments have taken place in a bid by the Govemment of Uganda (GOU) to use andmanage environmental resources on a sustainable basis.

One such development has been the creation of the National Environment Action Plan (NEAP)which was embarked upon in 1990 with assistance from United States Agency for InternationalDevelopment (USAID). NEAP was given the mandate to recommend policy and legislativeactions, institutional strengthening guidelines and potential investments with the main objective ofputting in place a sustainable national development strategy. For instance, with NEAP'sguidance the then Ministry of Natural Resources (MNR) formulated a National EnvironmentManagement Policy in 1994. Strategies of this policy are intended to provide and assistdecision-makers and resource users in determining priorities in the national context and also atthe sectoral, private sector and individual levels.

One of the strategies to assist in implementing the National Environment Management Policywas the establishment of the National Environmental Management Authority (NEMA). The

-National Environment Statute (NES) passed by parliament in early 1995 created NEMA andprovided its legal mandate. NEMA is now the principal national agency responsible for thesupervision, co-ordination and management of the environment in Uganda.

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The post-1986 era in Uganda has been associated with more development programs and anaverage economic growth rate of over 6% per year. This trend necessitated directing nationaldevelopment efforts to ensure that plans aimed at improving the standard and quality of life takedue consideration of environmental concerns. Environmental management issues were initiallymade the responsibility of the Ministry of Environment Protection in 1987 and then theDirectorate of Environment Protection in 1993. Since 1995 NEMA has been responsible for theenvironment. NEMA is under the general supervision of the Minister of Lands, Water andEnvironment (until May 1998 it was the Ministry of Natural Resources) which is also a member ofthe committee, that provides and co-ordinates environmental policy guidelines. NEMA is headedby an Executive Director, who is also an ex-officio member of the board that oversees theimplementation and successful operations of the policy and functions of the Authority.

NEMA is made up of four divisions, one of which is the Information and Monitoring Division(IMD). The primary purpose of this divisions to ensure adequate surveillance and control of theenvironment. Part of IMD's mandate is to see that environmental regulations such as EIA arecomplied with; environmental standards are set; and an environmental monitoring system is putin place.

2.2.2 Current Environmental Management Practices

At the national level, NEMA works with lead agencies. According to the National EnvironmentStatute, a lead agency is "any ministry, department, parastatal agency, local government systemor public officer in which or whom any law vests function of control or management of anysegment of the environment.' In each sectoral agency, there is supposed to be an environmentdesk known as an Environment Liaison Unit (ELU) to act as a contact point for NEMA. As withthe districts, day-to-day activities of running ELUs are not the responsibility of NEMA butrespective lead agencies.

In line with the national programme on decentralisation, the National Environment Statuteprovides for the transfer of environmental management responsibilities to districts, municipalitiesand rural communities at the grass roots.- Based on the guidelines that had been provided duringthe National Environment Action Plan process, NES gives a framework in which to manage theenvironment at districts and lower levels so as to be in line with the overall decentralisationprocess which is one of the current priority govemment policies.

In summary, this was set up to create an environmental management system that integrates andfortifies links among all levels in the districts, public sector and non-governmental organisations(NGO). Environment related activities in districts are facilitated by District Environment Officers(DEOs) who are direct employees of respective districts. Among other duties, DEOs aresupposed to liase with NEMA on all matters relating to the environment in their areas ofjurisdiction.

2.2.3 Responsibilities and Practical Problems in Environmental Management

According to the National Environment Statute, NEMA in consultation with lead agencies isresponsible for establishment of quality standards for air, water, effluent, noxious smells, soil,noise and any other standards deemed necessary. However, due to the short time NEMA hasexisted, most of these are still in draft form (including soil standards, which have just beenreleased).

The whole NEMA establishment is in place but still has much to accomplish becauseenvironmental management and planning in Uganda is a relatively new phenomenon. TheEnvironment Policy, Statute and NEMA are all new, as is the process of decentralisation. NEMAis expected to improve environment management practices in the country without taking over theduties of lead agencies.

Initially, some practical problems emerged in the institutional and legal framework. For instance,the Ministry of Local Government had to amend the Local Government Statute of 1993 in orderto accommodate DEOs who were originally not direct employees of districts. They were,however, provided for by NES although NEMA does not have the mandate and means to deploypermanent staff anywhere outside its Kampala headquarters. On the other hand, the Ministry of

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Lands, Water & Environment, which is the parent ministry of NEMA, does not have any structureto take on such responsibilities because all environmental issues are supposed to be handled byNEMA. Recent pronouncements by the Prime Minister, which reflect the government position onthe same issue, have eased the tasks.

Some districts, including Nebbi, do not have District Environment Officers, although plans areunderway to recruit one for Nebbi. This means that all other structures established to manageuse of the environment at various local levels are also missing. Gulu and Arua districts,however, do have environment officers but they are not well facilitated to carry out all theirexpected duties.

Environment Liaison Units in sectoral agencies are faced with financial, administrative andlogistical constraints. For example, there are no guidelines at the sectoral level with regard toEIA procedures in most institutions with exception of the MOWHC. MOWHC expects to prepareEIA procedure guidelines by the middle of 1999.

2.2.4 Summary of Relevant Legislation and Guidelines

In order to ensure that the post-1986 environmental organisation and policies succeed inUganda, a number of legislative instruments and guidelines are being implemented. Those thatare relevant to this study are reviewed below: -

(i) The 1995 Constitution

Land related issues were given high priority by the new Constitution. Article 237 vests all theland in the country to the people, while Article 26 prohibits forceful seizure of individual propertyincluding land by any authority public or private without adequate compensation. This hasinstilled a sense of security of tenure in most Ugandans, especiatly those who have beensquatting on public or other lands. What is stated in these Articles of the new constitution cannotbe described as "land reform actions", therefore a Land Bill was provided for by the newConstitution in which issues pertaining to land tenure and land use would be dealt with in detail.The Land Act (1998) is now in place and provides for all issues related to land in Uganda.

One of the national objectives and directive principles of state policy is to promote sustainabledevelopment for the present and future generations. To ensure this, Article 245 of the newconstitution empowers Parliament to provide for measures intended to protect and preserve theenvironment from abuse, pollution and degradation among others.

(ii) The Wildlife Statute,1996

The management of wildlHfe both in protected and unprotected private land is vested in theUganda Wildlife Authority (UWA). UWA came into existence in August 1996 following theenactment of the Wildlife Statute, and has taken over the management of Uganda's 40 WildlifeProtected Areas (WPAs). These comprise 10 National Parks (NP), 12 Wildlie Reserves (WR),14 Communal WildlHfe Management Areas (CWMA), and 4 Wildlife Sanctuaries. NPs are one ofthe most strict forms of protected areas. These are areas established to preserve natural orscenic resource while allowing research and controlled tourism. In WRs activities such aslivestock management, charcoal/firewood or traditional materials or medicines may be granted byUWA on special permit (SP). Hunting in WRs and CWMAs may be allowed on the basis ofWildlife Use Right (WUR) and in order for this to occur, the wildlife species would be placed indifferent categories based on their rarity. Priority would be given to trophy hunting, which isconsidered to generate more income than subsistence hunting. In open areas such as Luwero,Ankole ranches and Karamoja, WUR may also be granted by UWA to landowners to practicewildlife ranching.

Use of any resources-in WPAs or carrying out an otherwise unlawful act in WPAs may take placeon permission granted by the Authority's Executive Director on the advice of the Board or aftercarrying out an EIA. Section 27, however, gives powers to the Minister, on the advice of theBoard, to make regulations regulating acts or omissions within a wildlife conservation area(WCA). A National Park is the highest level of wildlife protection in Uganda where extraction of

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natural resources is completely unacceptable unlike in a wildlife reserve or community wildlifearea. General restrictions in wildlife conservation areas are summarised in Table 2-1 below:

Table 2-1 Permissible and Intended Activities in Different Categories of Protected Areas

Activity National Wildlife Wildlife CommunalPark Reserve Sanctuary Wildlife

____ ___ ___ Area

Protection of species and habitats \\\\\\\\\\\\\ \\\\\\\\\\\\\\ \\\\\ \\\\\\\V\\\\\\\\Settlement \\\\\\\\\\\\\\\\ \\\\\\\\\\\\\\\\\\Cultivation ___\\\\\\ \\\\\\\\\\\\\\\Livestock \\\\\\SP\\\\\\ V\\\\\\\\\\\\\\\\\ \Charcoal/FirewoodfTimber \\\\\\SP\\\\\\\ \\\\V\V\X\\\\\\\\\\ \\\\\\\\\\\\\\\\\\\Traditional materials for building or \\\\\SP\\\\\ \\\\\\\SP\\\\\ \A\\\\\\\\\\\\\\\ \\\\\\\\\\\\\\\\m edicines _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Hunting \__\WUR\\\\\ \\__ _ _W_ _R\\\\\\

Ranching/FarminglTrade \\\\\\WU_R\\\\\\

Shaded boxes indicate activities permitted or intendedWUR Wildlife use rightSP Special permits

Source: UWA, Strategic Plan for Biodiversity Conservation in formerControlled Hunting Areas of Uganda, July 1998

From the above, it would appear that construction of roads either by govemment or UWA inWCAs is not explicitly prohibited and may after all, be allowed by the appropriate authorities inUWA establishment and the line ministry. The section of the project road that goes throughMFNP does not belong to UWA but to the Ministry of Works, Housing and Communications(MOWHC). This means that UWA does not have any control whatsoever, over this road now orin the future if it is upgraded. The design of the road will therefore have to meet the requirementsof the MOWHC such as providing the correct road and shoulder width and alignment geometryfor the designation of road.

(iii) The National Environmental Impact Assessment Guidelines

NEMA has finalised development of the National EIA Guidelines, which provide a brief summaryof their requirements. These guidelines are now in force because they have the legal ratificationof Parliament. Developers and any other interested and/or concemed parties are required by lawto undertake EIA studies after consulting respective lead agencies and NEMA. There are anumber of procedures to be completed before a development is allowed to proceed.

(iv) The National Environmental Audit Guidelines

Environmental audit guidelines have not been published yet.

(v) Environmental Quality Standards

According to the National Environment Statute, NEMA in consultabon with respective leadagencies is responsible for establishment of quality standards for air, water, effluent, noxioussmells, soil, noise and vibration and radiation. NEMA has been directed to establish criteria andprocedures for the determination of the standards for buildings and other structures; industrialproducts; materials used in industry, agriculture and for domestic uses; solid waste disposal; andsuch other matters and activities that may affect the environment.

However, due to the relatively short time NEMA has been in existence, none of these standardshave been sufficiently developed to be ready for use. Recently, in June 1998 an advert was

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placed by NEMA informing the public of the Authority's intention to start applying some of thestandards being developed. In addition, comments were invited from all the interested partiesand more especially, the lead agencies before these standards are confirmed. By inference,therefore, it is probable that environmental quality standards for air, water, effluent, noise and soilin Uganda will be available in the near future.

(vi) Other Legislative Instruments and Guidelines

Other policies, laws and guidelines which are highly relevant to this project include but are notlimited to:

* The Local Government Statute, 1993 and the 1997 Local Government Act;

* The Water Statute, 1995;

* The National Environment Management Policy, 1994;

* The Wetlands Policy, 1995;

* The National Environment Statute, 1995; and

* The Uganda Wildlife Authority Statute, 1996.

2.2.5 World Bank Requirements

Under the World Bank's Operational Directive 4.01 (World Bank), 1991, EIA is a flexibleprocedure depending on the nature of the project. ElAs are to be conducted during projectpreparation and to be closely linked to the feasibility study. EIA must cover project-specific andother environmental impacts in the area of influence of a project. ElAs are also to take accountof the country's own environmental study and action plans, and overall policy framework, nationallegislation and institutional capabilities.

2.3 Objectives and Use of Social Assessments

Social assessment (SA) is a process for ensuring that developments take into account keyrelevant social issues; and incorporate a participation strategy for involving a wide range ofstakeholders. The process aims to ensure that project objectives and incentives for developmentare acceptable to the range of people who are intended to benefit from the intervention. It alsoensures that project viability and risks are assessed early. People are emphasised because theyare the reason for and the means of development. Their cultures, societies, and organisationsprovide the foundation on which development programs rest.

SA is a method developed by the World Bank and it is used by the Bank for projects involving:

* Indirect social benefits and direct social costs

* Significant uncertainty or risk

* iLarge number of direct beneficiaries; and* Target assistance.

Karuma to Pakwach to Arua Road, like other infrastructure projects falls in the first category i.e.will bring a number of indirect social benefits to all the people in the project area with respect toincreased accessibility.

Social Assessments are usually carried out in a project context and the main objectives ofcarrying them out are to:

* Identify key stakeholders and establish an appropriate framework for their participation inthe project;

* Ensure that project objectives and incentives for change are acceptable to the range ofpeople intended to benefit, and that gender and other social differences are reflected inproject design;

* Assess the social impact of development projects, and where adverse impacts areidentified, to determine how they can be overcome or at least substantially mitigated; and

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Develop capacity at the appropriate level to enable participation, resolve conflict, permitservice delivery, and carry out mitigation measures as required.

2.4 Methodology and Approach to Social Assessment

The methodology and approach adopted in the steps of preparing this SA are consistent with theWorld Bank procedures and existing Operational Directives. Generally, the following approachwas used:

a) Data collection through review of existing secondary data, local consultations,participatory analysis, and on - the - sport assessment of the current state of affairs inthe project area. All this data was later analysed for ease of use in the assessmentexercise.

b) Identification of stakeholders in this project. The range of stakeholders in Bank projectsincludes those affected by the outcome, negatively or positively, or those who can affectthe outcome of a proposed intervention. In this case they include MOWHC, NEMA,UWA, BAT (U) Ltd, Urban Authorities such as Pakwach, Nebbi and Arua, LocalCommunities/families, Educational Institutions, the Youth, Women, Refugees and ofcourse the World Bank.

c) Systematic analysis of the social factors consisting of cultural and demographic factors,employment and income, land use and ownership of land, heafth, education and otherservices, and the perception of the road project in the local communities.

d) Assessment of social impacts and risks likely to be caused by this road project withrespect to stakeholders.

e) Development of mitigation plan for the adverse socio-cultural impacts.

F) Determination of plans on how key stakeholder groups will be involved throughout theproject.

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3. PROJECT DESCRIPTION

3.1 Project Aim

The aim of the project is to construct a high standard bitumen surfaced road to replace theexisting gravel road connecting Karuma to Pakwach, Nebbi and Arua.

3.2 The Existing Road

The existing route alignment is essentially well engineered and generally fits well into theundulating topography. As a result, there is no engineering requirement for the design of anymajor road realignments.

i) Karuma to Olwiyo

The road from Karuma to Olwiyo is 53.1 kms in length. It follows a nearly direct route acrosshilly terrain and has been constructed with minimum earthworks. For the first 42 kms the roadlies just within the north-eastern boundary of the Murchison Falls National Park (MFNP). Thelandscape is mainly dense vegetation consisting of both grass and trees with some localisedswamps. Upgrading of this alignment will involve relatively minor deepening of road cuts andraising of embankments across watercourses and low lying swampy land.

The existing road is generally poorly surfaced with 'murram' (laterite gravel) derived fromborrow pits adjacent to the road (many of which are in MFNP). Some sections of the road arecurrently essentially unsurfaced (earth road) due to lack of adequate road maintenance(grading and regravelling). As a result, parts of the route are extremely rough with deeprutting. Very poor side drainage has resulted in localised erosion of the road carriageway.During wet weather long sections of the road become dangerously slippery and some shortsections become impassable. The existing road is generally 7.0 metres wide but reduces to6.5 metres in some sections. There is one major bridge structure at chainage 33.2 km wherethe road crosses the Ayago River, which drains southwards into the River Nile. At themajority of low points elsewhere along the road there are small diameter cross drainageculverts.

Outside MFNP the landscape becomes more open with progressively fewer trees. The roadcrosses over the disused railway, which runs between Pakwach and Gulu, just beforeentering Olwiyo. At Olwiyo there is a junction with the road to Gulu.

ii) Olwiyo to Pakwach

This section of road is 54 km in length. The road follows a less direct alignment betweenOlwiyo and Pakwach since it follows a route influenced by a need to avoid steep gradientsassociated with incised drainage courses. As far as possible the road follows a watershedalignment and as a result there are no bridges along this section. The road does howevercross the railway three times in this section. Approaching the Albert Nile at Pakwach the roadand railway line share the same alignment as they cross about 1.5 kilometres of swamp onhigh embankment. The road surface is typically rough except on the approach to PakwachBridge where a good gravel surface currently exists. In this section the existing road istypically 8.0 metres in width but varies between 6.5 metres at its narrowest to a maximum of9.0 metres.

iii) Pakwach to Nebbi

The section from Pakwach to Nebbi is 53.7 km in length. The first 30 km of the alignmentfrom Pakwach to Nyaravur is hilly and undulating but follows a steadily rising ridgeconsequently there are no major bridge structures along this section. Between Nyaravur andNebbi the road traverses the terrain, crossing several rivers and tributaries with significantcatchments. The majority of the river bridges are single lane and will need to be replaced inorder to meet the design requirements of the proposed road. Visibility is also poor on theapproaches to several bridges and extensive realignments will be required at these locationsto improve the geometry. In this section the existing road is typically between 9.0 and 10.0


Karuma-Pakwach7-Arua Road Environmental and Social Impact Assessment ReportSection 3 Project Description

metres in width, narrowing down on the approach to bridges. The existing road surfacecontinues to be rough and deeply rutted in places, but has received more maintenance thatthe road section east of Pakwach, which has suffered from more acute security problems.

iv) Nebbi to Arua

At Nebbi the road forks right at the junction with the road to Goli and then continuesnorthwards to Okollo and Arua. This section from Nebbi to Arua is 76.0 km in length andpasses through rolling to hilly terrain. The road serves a relatively high local population andhas been generally maintained in good shape. However there are several bridges that havefailed in recent times and made the road impassable to traffic.

The road crosses the Ora River, which is the largest river between Pakwach and Arua,immediately south of Okollo. Thereafter the road descends along a ridge before risingfollowing another ridge to Uleppi. Subsequently the terrain becomes more hilly, crossingseveral rivers. The approach to Arua is paved for 1.5 kilometres before a roundabout at theentry to the town. The main road and some of the side streets through Arua are partiallypaved. The roundabout has three arms, the left forms the main road through Arua and theright goes to the White Rhino Hotel and airstrip beyond. The approach road and the pavedroads in the town are in need of rehabilitation.

With the exception of the Okollo bridge over the Ora River, which is a single span throughsteel truss of about 40 metre span and 7.0 metres wide, the existing structures over the otherrivers are single lane. There are thirteen such structures, all of which need to be replaced onthe grounds of width and in some cases inadequate geometry on the approaches. Most aresingle spans of 10 metres or less. In this section the existing road is typically 9.5 metres inwidth but varies between 9.0 metres at its narrowest to a maximum of 11.0 metres.

3.3 Alternative Alignment in Area of Murchison Falls National Park

The section between Karuma and Olwiya passes through the northem edge of the MurchisonFalls National Park (MFNP). The northern boundary of MFNP in general runs along the lineof the Adibu River.

Assessment of the impact of constructing a high standard bitumen road through a section ofNational Park is considered to be a key environmental issue associated with the upgradingproject. The engineering and environmental studies have therefore reviewed the possibility ofrealigning the section of road in the Park outside the northern boundary. Full consideration isgiven to the possible options for road upgrading in the area of the park in Section 4.

A number of alignment options, including following the existing alignment, have beenconsidered for the Karuma to Olwiyo section, which passes through MFNP. Elsewhere it isproposed that wherever possible the proposed road will following the existing alignment inorder to minimise disruptions to the environment.

3.4 Rehabilitation Works

3.4.1 Road Widening and Earthworks

Following consultations, the Ministry of Works, Housing and Communications (MOWHC)confirmed that a bitumen class 11 road should be selected to provide a carriageway width of6.0 metre with paved shoulder widths of 1.5 metres. This is the current normally acceptableminimum width for a paved road. There would appear to be no advantage in considering aroad using reduced design standards in order to make cost savings, as the reduction in levelsof safety for road users would be unacceptable. Thus the preliminary design is for a bitumen-surfaced road to full geometric and cross sectional standards.

The majority of the project lies within an existing road reserve, which will be sufficiently wideto construct the road without requiring additional land. The section through MFNP is howeverthe narrowest section of the existing road and will require some additional land in order toconstruct the road.


Karuma-Pakwacn-Arua RoaO Environmertal anc Social Impact Assessment ReportSection 3 Project Description

The majority of the project-road is in roiling terrain and the geometry of the existing alignmentfalls within the requirements for a new bitumen surfaced road with a design speed of 80 kphwhich is the requirement of the MOWHC. The new road will therefore follow the alignment ofthe existing road as closely as possible which will minimise the amount of cut and borrowmaterial required to construct the road.

3.4.2 Drainage Improvements

The rehabilitated road will incorporate greatly improved and deepened side drainage. Thestandard side drain will be 700 mm deep and 500 mm wide at the bottom with side slopes of 1in 1.5. Side drains on slopes of greater than 5% in cut will be lined (stone pitching) to preventsoil erosion. Covered road drains will be constructed through the main settlements. Wherethere are deep cuttings cut off drains along the length of the cutting will be provided.

As a result of widening the road it will be necessary to extend the majority of existing culvertpipes. Where hydrological calculations and past records show that a culvert is unable to takethe peak flow, or inspection show the culvert to be structurally unsound, then the culvert willbe replaced.

3.4.3 Pavement Construction

Various pavement constructions will be used along the length of the project road assummarised on Table 3-1. All constructions will utilise the existing pavement as subgrade(road foundation) where ever possible.

The natural gravel (murram) deposits in the project area are typically too weak and clayey tobe used to form the base course of the upgraded road. As a result, the base will usually haveto be formed from crushed quarry stone. There is only one location, from Pakwach to 21kmwest, were a lime stabilised natural gravel base could be constructed.

Natural gravels occurring from Karuma to Nebbi are typically suitable for construction of theroad subbase when improved by the addition. of 3.5 to 4.5 % lime. To the north of Nebbinatural gravels suitable for pavement construction are rare, therefore the subbase is expectedto be largely constructed from crushed quarry stone.

Table 3-2 shows- the quantities of the various road construction materials required forconstructing the road pavement.

3.4.4 Road Safety

The existing road has a poor safety record therefore particular attention has been given todesigning measures that will increase road safety along the rehabilitated road. The mainsafety improvements include:

Road widening and improved junction lay-outs

Provision of bitumen sealed shoulders (whole road), bus bays and parking spaces insettlements

Improved road signs and road marking

All new bridges will be constructed with 1.5 metre wide raised footpaths on bothsides of the carriageway

3.4.5 Programme for Execution of the Works

The programmed start date for construction of the Works is the year 2000. The project roadwill be constructed as four separate contracts ie. from Karuma to Olwiyo, Olwiyo to Pakwach,Pakwach to Nebbi and from Nebbi to Arua. The duration of the contracts will be between twoand three years each. The two Contracts from Pakwach-Nebbi-Arua will be implemented first(Phase 1) whist the Karuma-Olwiyo-Pakwach Contracts will be implemented later (Phase 2).


Karuma-Pakwach-Anra Road Environmental and Social Impact Assess,n." _

Section 3: Project Description

Table 3-1 Summary of Pavement Design

SelectedTrafic Design Lime Stab Gravel Crushed Stone Stab Gravel Crushed Stone Subgrade Fill Total Pavement

Road Section Class Ufe Base Base Subbase Subbase SSGI CBR >15% Depth

(Natural Gravel) (mm)

(10' ESA) (years) (mm) (mm) (mm) (mm) (mm)

Karuma loOlwiyo T420

Km 0.0 to 45.6 (1.5-3.0) 200 200 400

Olwiyo to Pakwach T4

Km 45.6 to 107 (1.5-3.0) 20 200 200 400

Pakwach to Nebbi

T4 Either 200 (Opt 1) 100 100 400Km 0.0 to 21 (1.5-3.0) 20

Or 200 (Opt 2) 200 400

Km 21 to 53.7 200 200 400

Nebbi to Arua14

Km 53.7 to 84 (1.5-3.0) 20 200 Either 200 Or 200 400

Km 84 to 129 200 200 400

noughton Intemational Page No 3 4

Section 3: Project Desctptloon

Table 3-2 Approximate Quantities of Construction Materials

Section of Road. Length Cut to Fill Cut to Spoil Borrow to Fill/ Subbase Lime for Gravel Base Lime for Base Crushed Stone(kms) (inc. Side Selected Subbase Base

Drains) Subgrade

Karuma to Olwiyo 53.1 95,000 75,000 60,000 102,000 2,600 0 0 98,000(Existing Route)

Karuma to Olwiyo 66.1 59,000 324.000 128,000 126,990 3,200 0 0 122,000(Alternative A)

Karuma to Olwiyo 63.3 57.000 354,000 58,000 121,480 3,00 0 0 116,000(Alternative B)

Olwiyo to Pakwach 54.1 65,000 55,000 60,000 103,870 2,600 0 0 100,000

Pakwach to Nebbi 53.7 16,000 91,000 64,000 103,000 2,600 99,000 5,000 0

Nebbi to Arua 76.0 31,000 164,000 165,000 146,000 3,600 0 0 139,840

Notes:1 All quantities are cubic metres unless otherwise noted2 Quantities along preferred alignment up-dated to reflect detailed design studies.

Roughton Intemational Page No, 3 5In association with U-Group Consult

Karuma-Pakwacn-Arua Road Environmental and Social Impact Assessment ReoonSection 4 Altematives Through MFNP

4. ALTERNATIVE ROUTES AROUND MURCHISON FALLS NATIONAL PARK

4.1 Introduction

A section of the project road between Karuma and Olwiya passes through the northern edge ofthe Murchison Falls National Park (MFNP) and separates approximately 4% of the area of thepark, which has a total area of 3,860 sq. kms (refer Figure 4-1 and Figure 6-5). The area of theMFNP to the north of the existing road was until quite recently inhabited (sparsely) consequentlythere has been a very low density of game in the area for many years. This has beenexacerbated recently by the presence of the army (there are now less than 10 wild mammals perkm2 according a survey in 1997).

The assessment of the impact of constructing a high standard bitumen road through a section ofNational Park is considered to be a key environmental issue associated with this upgradingproject. The engineering and environmental studies have therefore reviewed the possibility ofrealigning the section of road in the Park outside the northern boundary.

This chapter identifies and describes the alternative routes around MFNP. The concept ofalternatives is aimed at ensuring that the best among all possible options in all aspects(environmental, economic, etc.) is selected. The option of not carrying out the proposedimprovements to the project road is discussed in order to demonstrate environmental conditionswithout the project.

4.2 The 'No Action' Option

The road improvement project is proposed in an area that is by all standards very poorlydeveloped, with households whose incomes are below national poverty levels according to aWorld Bank Study. This state of affairs prevails in spite of the fact that the region has a highagricultural productvity potential. Households are continuing to live off the natural resource basedespite high population growth rates, which are now causing resource base degradation.Deforestation, declining land productivity and food insecurity are some of the indicators of naturalresource degradation that are evident in the project area.

A major cause of this situation is poor accessibility to other regions and markets. Without animproved road, the standard of living in households in the project area will continue to deterioratewhich in turn will lead to further degradation of the natural resources upon which the populationdepend. Also, current govemment efforts to reduce poverty among the population may be futilein the long run if accessibility to this area remains difficult. The current trend will changepositively if the project road is upgraded

4.3 Route Altematives

As part of the environmental impact assessment a number of alternative alignments betweenKaruma and Olwiyo have been considered which do not pass through MFNP. From these, twoalignments have been selected for further consideration. The first is a route which runs along theline of the ridge to the north of the Adibu River (Alternative A) and the second is a route throughthe valley immediately to the north of the river (Alternative B). The alignments underconsideration are shown in Figure 4-1. Two possible methods of construction have beenconsidered for upgrading the existing route through MFNP, one is to use borrow material fromwithin the Park and_the second is to haul borrow materials from outside the Park. During thepresent security situation it has not been possible to carry out any fieldwork or carry out atopographic survey along the line of the proposed alternative routes.

The proposed upgrading of the road will follow the existing alignment wherever possible for theremainder of the project road from Olwiyo to Arua. It will only deviate from the existing where anew structure is proposed alongside an existing structure or where it is necessary to improve thealignment geometry to meet the MOWHC requirements.


Area that could be T- National Parki

added to Mrchinuon ~ %'~/~; <w- AbinatlygA~~~~~~~7

fts~~~~~~~~~~~~~~~~~~~~~~~~~~i

00~~Z~Atentv 4

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MURCHISON FALL NATIONAL PAR

Karuma-Pakwach-Arua Road Environmental and Social Impact Assessment ReportSection 4 Alternatives Through MFNP

4.4 Assessment of Route Alternatives Around MFNP

The following is an assessment of the benefits and disbenefits of upgrading the route throughMFNP when compared to the routes known as Alternatives A and B.

4.4.1 The Existing Alignment

MFNP has the highest form of conservation status in Uganda where most development activitiesare prohibited. However, constructing or upgrading of the project road by either Government orUWA is not explicitly prohibited.

The benefits of the existing route are:

* It is the shortest alignment and does not involve cutting a new route corridor, withassociated damage to natural habitats.

* Whichever alignment is chosen the improved road will make the Park more accessible topoachers, but if the road is in the Park then Game Wardens will be able to exercise morecontrol over it when compared to routes that are outside the park.

* Perhaps the most significant benefit of the road being inside the park is that ribbondevelopment and settlement along the roadside cannot occur.

* Senior army officers operating in the area reported that if the security situation in the Parkremains a problem, the existing route would be the easiest to protect from attack byrebels. Unlike routes that may be constructed outside the Park, anyone seen on foot whois not army or game park personnel is most likely a rebel or poacher.

- Hard rock suitable for the production of pavement construction material exists close to theexisting road (at Pajok). Similar rock outcrops have not been identified close to thealternative routes.

The negative aspects of upgrading the existing road in the Park include:

* The road will continue to separate the area to the north of the road from the remainder ofthe Park.

* The higher design speed of the upgraded road will increase the likelihood that speedingvehicles will kill game animals.

There are already a number of National Parks in Uganda and elsewhere through which relativelyhigh speed roads-have been constructed, with no severe repercussions on the wildlife.

4.4.2 Alternative A

The benefits of this route are:

* Alternative A is located outside the Park and provides a 'buffer zone" between the roadand the Park.

* This alignment crosses fewer watercourses and cuts through less woodland thanAlterntive B.

* This route would provide the best access for the scattered farmers and ranchers to thenorth of MFNP when transporting goods to market.

* Constructing a route that does not follow the existing alignment will be somewhat easierin terms of traffic management and will be less disruptive for road users.

* MFNP management would benefit from the alternative route because it would enhancethe implementation of its community conservation programmes in the areas east of thePark, which are currently quite inaccessible

The negative aspects of Alternative A are:

* The road passes through a new corridor and may provide more access for poachers thanthe existing alignment.

* The route will open up the northern boundary to encroachment and will make accesseasier for the collection of firewood and subsequent production of charcoal.

.. * This alignment will be considerabiy more expensive to construct than upgrading theexisting road.


Karuma-Pakwach-Arua Road Environmental and Social Imoact Assessment ReportSection 4. Altematives Tnrougn MFNP

With the present security situation if an alternative route is chosen outside the Park, it willbe almost impossible to carry out any detailed survey and the road construction work ismore likely to be delayed.

4.4.3 Alternative B

The benefits of Alternative B are:

* It is the shortest alignment that passes outside the park.* This route will provide some access for farmers and ranchers to the north of MFNP to

transport goods to major markets.* As with alternative A constructing a route that does not follow the existing alignment will

be easier in terms of traffic management and will be less disruptive for road users.

The negative aspects of Alternative b are:

* The road passes through a new corridor located primarily in undisturbed natural habitats.* The route passes through the wooded Adibu River valley and will deter wildlife on the

northern edge of the park. Constructing a route through mature woodland willnecessitate the felling of a large number of trees.

* The route will open up the northern boundary to encroachment and will certainlyencourage uncontrollable ribbon development along the road close to the park boundary.

* The road would make illicit access to the park easier for poaching and the collection offirewood.

4.5 Mitigation Measures for Construction In or Around MFNP

Apart from the general mitigation items, which are discussed elsewhere in this report, there are anumber of items, which are specific to the alignments through and around MFNP. Whicheverroute is chosen, the upgrading of the road will put pressure on the resources of MFNP.

4.5.1 The Existing Alignment

Consideration has been given to upgraded the existing road through the Park using rock andlime stabilised natural gravels either from within the Park or transported wholly from outside thepark. Development of pits within the Park is clearly undesirable, but transporting constructionmaterials from outside the Park would cause increased disruption to road users (and hazards towildlife) and would create more dust throughout the construction period. In any case, sufficientmaterial resources are not available outside the Park within economical haulage distances toenable supply of all requirements from outside.

The best solution is therefore is to restrict and strictly control the development of borrow pits andquarries in the Park. Investigations indicate that most natural gravel requirements could besupplied from just four locations where pit excavations already exist and that rock requirementscould be supplied from a single quarry development at Pajok (21 km north west of Karuma).Great care would have to be taken during pit and quarry development to ensure thatenvironmental impacts are minimised. After use full reinstatement to natural habitat would berequired as far as practically possible and certainly to the satisfaction of the Park authorities.

It is important that the Contractor's camps are limited in number within the park and are locatedonly at the sites that are presently used by the Army. An important environmental issue, whichshould be carefully addressed in the contract documentation, is the correct reinstatement of theContractor's camps at the end of the road construction.

One of the main adverse effects of upgrading the road on the present alignment would be anincrease in vehicle speeds. This could be mitigated by careful traffic signing and possibly rumblestrips on some sections.

Another adverse impact of a route following the existing alignment is that it will continue toseparate the area to the north of the road from the remainder of the Park. As part of themitigation measures consideration should be given to taking the area to the north of the road outof MFNP and swapping it with the area of land further west which is bounded by the roadalignment and the existing park boundary (see Figure 4-1). The separated area north of the road


Karuma-Pakwacn-Arua Road Environmental and Social Impact Assessment ReDorrSection 4. Altematives Througn MFNP

could then be redesignated as a Game Reserve to act as a buffer between the park and farminginterests further north.

Should the new road remain on its existing line through the park, measures to mitigate thepossible adverse impacts of upgrading must be fully developed and implemented. NEMA, UWAMFNP Authorities and MOWHC should all be involved in this process.

4.5.2 Alternative A

Care should be taken with the design of the alignment not to displace small-scale farmersunnecessarily or separate their farms from existing water supplies. The buffer zone that will beformed to the north of MFNP should be considered for designation as a Game Reserve, to retaina degree of legislative control over the woodland of the Adibu River. During construction, theContractor should be required to maintain the existing road.

4.5.3 Alternative B

Care should be taken with the design of the alignment through the mature woodland in order toavoid specimen trees and also care should be taken to limit the number of crossings ofwatercourses. As with Alternative A during construction, the Contractor should be required tomaintain the existing road.

4.6 Alignment Conclusions

There appears to be no compelling reasons why Alternative A should be chosen as the preferredroute when compared to the existing alignment, particularly as the area of MFNP that is severedwouid presumably revert back to being inhabited by small scale farmers if rebel activity ceased.

The potential adverse impacts associated with the construction of a new alignment (throughpredominantly undisturbed natural habitat) are significant, not least because it will encourageribbon development along the Park boundary with possible associated poaching and firewoodcollection problems in the Park.

It is therefore recommended that the existing route through the Park-is upgraded, but that welldefined mitigation measures are implemented to control construction activities and vehiclespeeds. Particular care will need to be given to controlling and restricting the extraction ofconstruction materials; construction camp development; and restoration of construction sites tonatural habitat. A key mitigation activity will also be control of vehicle speeds and road signing tolimit the occurrence of wildlife kills.

Roughton Intemational Page No: 4-5In association wth U-Group Consult

Karuma-Pakwach-Arua Road Environmental anrd Social Impact Assessment ReportSection 5 CuLtural and SociO-economic Profile

5. CULTURAL AND SOCIO-ECONOMIC PROFILE

5.1 Overview

This Section describes in detail the social and cultural issues, which (in combination withtechnical, economic and environmental dimensions) may affect or influence the design andimplementation of the project. The profile includes data about the type of communities,demographic characteristics, economy and livelihood, land tenure and natural resource control,social organisation, factors affecting access to power and resources, values and perceptions.The socio-cultural profile helps to ensure that proposed projects and policies are culturally andsocially appropriate, and potentially sustainable.

52 The Project Area

The project road goes through the districts of Gulu, Nebbi and Arua and forms part of the north-west trunk road system, which connects to the eastern and southern parts of the DemocraticRepublic of Congo and the Sudan respectively (refer Figure 1-1). The three districts have acombined total area of 22,460 km2 and a total population of approximately 1.5 million people.

5.3 Population Characteristics

Nebbi and Arua districts are ethnically rich with every major tribe in Uganda representedparticularly in the urban areas. The Acholi tribe mainly inhabits Gulu district with very fewoutsiders'. Population numbers in these areas have increased over time and pressure onnatural resources is beginning to be felt. For example, there is beginning to be a scarcity offirewood in areas around Nebbi and Arua urban centres. Population numbers and densities aresummarised in Table 3.1 below:

Table 5-1 Population Numbers and Density

District Population in '000s Area (km2)| Population Density (km2)

| 1969 1980 1991 Land 1969 1980 1991

Gulu 224 270 338 11,560 19 23 29

Nebbi 204 233 317 2,781 73 84 114

Arua 370 472 638 7,595 49 62 84

Uganda 9,535 12,636 16,672 197,096 48 64 85

Source: The 1991 Population and Housing Census - National Summary

In all the districts, there are more women than men and the average sex ration (males per 100females) in 1991 was 94 having been 93 and 96 in 1980 and 1969 respectively.

Table 5-2 Other Important Pemographic factors In the Project Area

Factor/Districts Gulu Nebbi Arua Uganda

Dependency rato % 68 68 68 52

Under 5 years Mortality Rate per 1000 290 -234 230 203

Total Fertility Rate per female 6.9 6.9 6.7 7.1

Orphan-hood as % of Total Populabon 14 8 8 9

Average Annual Growth (1980,1991) 2.1, 1.8 1.3, 2.8 2.4, 2.7 2.3, 2.5

Urban Populabon as % of Total pop. 11 8 4 11

Household size 4.9 5.3 6.0 5.0

% Access to Safe Water 24 20 22 49

% Households Headed by Females 33 28 22

Source: The 1991 Population & Housing Census - District Summaries

Roughton Internationai Page No: 5-1In association with U-Group Consult

Karuma-Pakwact7-Arua Roac Environmental ano Social Impact Assessment ReportSection 5 Cultural and Socio-economic Profile

As may be seen from Table 3.2 above, there are a considerable number of widows and orphansliving in the project area. The mortality rate for the under 5 years is much higher than thenational average. The national average is high compared to other countries. The populationgrowth rate in Nebbi and Arua is much higher than the national average, however accessibility tosafe water for drinking is low.

The dependent population refers to that part of the population, which is below 14 years andabove 65 years of age and is therefore, not working. The above table shows that 68% of thetotal population in the project area lies in the non-productive age group.

5.4 Settlement and Housing

The population in the study area is mainly rural with clustered settlements in a lineararrangement especially on hillsides. Most of these settlements lack clean water and have verypoor sanitary provisions. Up to 92% of the entire population in the study area live in grassthatched huts made from mud and wattle, although use of bricks is becoming popular especiallyin urban centres.

Development of settlements (including major towns such as Nebbi, Pakwach and Arua) isgenerally not planned. This has had a negative effect on the provision of social services andimproved environment management e.g. sanitation. Within the study area kinship ties are themain factor determining settlement pattems and choice of area for settling.

5.5 Energy and Domestic Water Sources

Majority of households in the project area depend on woodfuel for cooking. Nebbi and Aruatowns are connected to the Uganda Electricity Board grid, but due to the high costs of runningthe diesel generators, power is only switched on once a day between 7 p.m. and 10 p.m. in theevening. This explains why charcoal burning and firewood sales are important activities alongthe project road. A head load of fuelwood ranges in cost between Ug Shs 500 and 800, while asack of charcoal costs between Ug Shs 2,500 and 3,500 depending on where it is bought.Acacia and Combretum tree species are the preferred fuel wood sources because they producegood quality charcoal.

As indicated in Table 3.2, an overall average of 32% of the households in the project area havegot access to safe water. The rest get their water supply for domestic uses from unprotectedsources such as shallow wells, rivers or dams. Urban areas such as Pakwach and Nebbi do nothave piped water despite the fact that they have relatively high population densities. For thisreason, water borne diseases such as cholera, dysentery, bilharzia, malaria and river blindnessare rampant especially in the West Nile area.

5.6 Transport and Communication

Road transport is by far the most important mode of transport in the study area. The project roadis a trunk road and is fed by a number of feeder roads. These feeder roads are usually in poorcondition and not always motorable particularly during the rainy seasons. An estimated total of538 km of feeder roads exist in Nebbi district, while Arua district has about 1,039 km. Majorfeeder roads serving the project road are summarised in table 3.3 below.


Karuma-Pakwacn-Arua Road Environmental and Social Impact Assessmen' ReportSection 5 Cultural and Socio-economic Profile

Table 5-3 Major Feeder Roads to Karuma - Pachwach - Arua Road

District Road Length (km)

Gulu Olwiyo - Anaka 10Nebbi Pakwach - Panyimur 36

Acwera - Erusi 24

Gole -Paidha 8Paidha - Zeu 44

Nyaravur - Parambo - Panyimur 38

Arua Olepi - Ofaka 32

Vurra - Anyavu 26

Ochoko - Pawor 65

Olepi - Alijora 20

Okollo - Inde 27

Bondo - Koyo 30

Source: Nebbi and Arua Department of Works.

Public transport is only found on the major roads within the project area. The cost of a bus totravel from Kampala to Arua is between Ug Shs`10,000 and 15,000. The three districts of Gulu,Nebbi and Arua can also be accessed by air. The pedal bicycle is the most common type oftransport for medium distances whilst short journeys are typically made on foot. Women ingeneral do not pedal bicycles but only travel as passengers.

Communication between Kampala and the study area is largely through radio transceivers. Aprivate communications company called 'Stariight Communications' now operates in Arua, whichhas greatly improved communication with'this town. Uganda Posts Limited is operational butletters currently take a number of days to be delivered. Upgrading the road may help to alleviatethis problem.

5.7 Health

Health Care Services and facilities are provided and operated by the government, privatepractitioners, NGOs and missions. Each of the districts in the project area has at least onegovernment run hospital, which is usually supported, by mission hospitals, such as KuluvaHospital in Arua. Mulago Hospital is the best equipped referral hospital but is about 500 km fromArua and 325 km form Gulu. Very few people in the project area are able to utilise MulagoHospital due to high transport costs and poor bus services.

The most common diseases in the study area malaria (40%), respiratory infections (34%),diarrhoea diseases (8%) and intestinal worms (7%). The Aids pandemic is also rampant. Thecurrent level of Aids awareness is estimated at over 60% of the total population.

5.8 Education and Literacy

Literacy levels in the three districts are still low, the lowest literacy levels being associated withfemales and rural areas. In Nebbi for example, only 32% of all the population aged 10 years andabove can read and write. Males who have not had formal education in Gulu and Arua districtsconstitute 34% and 30% respectively which implies that in both districts about 70% of theilliterate people are females.

However, with the current Universal Primary Education (UPE) Program supported by thegovernment, the rate of literacy is expected to increase. With improved accessibility (when theproject road is upgraded) and increased literacy due to the UPE Program, the number ofunemployed youths is expected to decrease.

Table 3.4 below shows the Schools along the project road between Pakwach and Arua.


Karuma-Pakwact-Arua Road Environmental and Social Impact Assessment ReportSection 5S Cultural and Socio-economic Profile

Table 5-4 Educational Institutions along the Karuma - Pakwach Arua Roads

Road Section Institution

Pakwach - Nebbi Primary Post Primary

Pakwach, Alwi, Leyi, Alwi Pateng, Pakwach UCC, Alwi PatengPaila, Oryang, Nyaravur, TTC

Pakwach - Nebbi Agwok, Akaba and Namrwodho

Nebbi - Arua Afere, Namthin, Omyer, Anyiribu, Nebbi SS, Uleppi SS, ArivuAnika, Army, Bondo, Payuru, Arivu, SS, Ocoko Vocational, MuniAnava, Okpova, Ocoko, Enzeva, Girls SS, Muni TTCRingili, Ewava and Upper Arua.

Source: Field Data 19985.9 Land Tenure

The Land Act (1998) and any other previous land laws notwithstanding, the majority of people inthe project area own land on communal basis as has been the case since time immemorial. Inaccordance with the 1995 Constitution of Uganda, this arrangement of land ownership falls underthe customary land tenure system. Households have user rights over their land andresponsibility to utilise the land according to their wishes. Individual household rights may onlybe terminated ff the household ceased to cultivate the land or if members of the householdbecame social outcasts. In which case, land would revert to the clan heads/leaders forreallocation. Individual user rights are passed on to the next person through inheritance.

For any dealings on land for public projects or where 'an outsider' wishes to acquire a largechunk of land, clan elders/leaders have got to be contacted first. These days, members of localcouncils and chiefs may be co-opted but on the preference of elders.

There are few households with land titles even in main urban centres such as Nebbi and Arua.The other forms of land tenure as listed under Article 237 of the Constitution are not common inthe project.

5.10 Land Use

Land use in the districts along the project road is typically not planned but determined byavailability, suitability and to a great extent by clan decisions. Agriculture is the major use towhich land is put and is a major economic activity. Agriculture provides employment to over 90%of the total population. A wide range of agricultural crops and livestock are farmed.

Major crops grown include simsirn, sunflower, finger millet, cassava, matooke, sorghum, rice,sugarcane, sweet potatoes and a whole range of other food crops. Traditional cash crops arecotton, coffee and tobacco upon which households depend for their income.

The average size of land holdings ranges between 0.2 and 2.0 hectares. Some householdskeep a few cows and other small livestock. Fishing is a significant activity in areas close to therivers, especially the River Nile. Species caught include Nile Perch, Tilapia, Clariaris, Lungfishand Loleco.

5.11 Sources of Income and Employment

Most households obtain their main source of livelihood from subsistence farming, growing bothfood and some cash crops. A significant proportion of the population is involved in trade,especially cross-border trade. Other activities include the production of timber for buildingmaterials. Some households support their incomes by the sale of charcoal and firewood alongthe roadside. Women contribute significantly in the production process, however the men withinthe household generally control cash generated from the sale of charcoal or otherwise.


Karuma-Pakwacn-Arua Road Environmental and Social Impact Assessment ReoortSection 5 Cultural arnd Socio-economic Profile

An average of 80% of the total households practise subsistence farming growing a variety ofcrops on small-holdings using rudimentary methods and relying on family labour especiallywomen and children. No soil enhancement practises such as application of fertilisers are used toimprove productivity per unit area. Income from activities such as petty trading and formalemployment is used to augment the income from subsistence farming.

At the district level, the majority of households are not engaged in any formal economic activity.In urban areas and areas close to the road, the young and women especially are employed aslabourers or for other forms of manual work, generally on a casual basis. People in this categoryinclude mechanics of all types, labourers, vendors/hawkers, carpenters, brick makers andbuilders, teachers, and fish-mongers. Such people normally stay in villages from where theycommute every morning. Others conduct various types of petty trade business. Examplesinclude small shops/kiosks and market stalls dotted along the project road and village paths.These shops and market stalls provide surrounding areas with basic commodities in small andaffordable quantities.

A considerable number of people, especially the young, aged, disabled and unemployed dependon family support. Women shoulder most of this responsibility in addition to their otherobligations. In recent years, the number of orphans has almost doubled in each household dueto wars and the Aids pandemic, thereby making the life of women much more difficult.

5.12 Social Organisatlon

The project area is generally a rural setting because Ife in the local communities is still based oninformal ties such as kinship or extended family system. In tum, these ties determine the day-to-day socio-economic and cultural activities including land use and land tenure systems, division oflabour, conflict resolution and decision making at family and community levels.

Most people in the project area, with the exception of a few non-indigenous and formallyemployed, stay in their villages/ancestral homes and only visit the major towns on speciicmissions following which they return to their village.

Views of the household head takes precedence in most issues pertaining to family issues.Issues that cannot be handled within the family are normally discussed with family elders beforebeing taken elsewhere. The Local Council System (which is also based on similar arrangementsor formal courts) may be referred to as the last resort. The Local Government Act, 1997stipulates how Local Councils are set up and handle disputes in order to avoid legal confusion.

5.13 Areas of Soclo-cultural Importance

Preliminary investigations show that this project will not directly affect any known sites ofarchaeological or cultural importance. But as a general principle, the construction phaseactivities should try to avoid religious sites such as graveyards and family shrines.

5.14 Agencies with Interests in the Project

There are a number of agencies with varying degrees of interest in this project either becausethey have on-going projects in the region or by the nature of their mandated activities andresponsibilities. Some agencies have been consulted during the EIA investigations (referAppendix B). These include MOWHC, NEMA, UWA, and the Directorate of Water Development,German Development Service (DED), German Technical Co-operation (GTZ), Gulu, theWetlands Program, Nebbi and Arua district administration, World Bank, USAID, and UrbanCouncils.

The major development activities currently in progress in the project area include therehabilitation of roads in MFNP and the bitumen surfacing of the main street in Arua. Urbancouncils also have development plans, which should not be adversely affected by the roadupgrading.

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Karurma-Pakwacr-Arua Road Environmental and Social Impact Assessment ReportSection 6: Environmental Baseline Information

6. ENVIRONMENTAL BASELINE INFORMATION

6.1 Introduction

This chapter describes the baseline conditions in the study area and provides a summary ofinformation on the physical and biological environment. The purpose of this chapter is tofacilitate the evaluation of impacts assessed in the next chapter. The description considers ingreatest detail the resources that are likely to be affected by the proposed project activities.

6.2 Environmental Characteristics of Road Sections

For purposes of this study and ease of reference, the whole length of the road has been dividedinto four approximately equal sections. These sections are Karuma to Olwiyo, Olwiyo toPakwach, Pakwach to Nebbi and Nebbi to Arua. The sections are ecologically different and havesome site specific characteristics, which need to be considered individually.

I) Karuma to Olwiyo

The Karuma to Olwiyo section is almost entirely within Murchison Falls National Park (MFNP).Rebel activity in the area has meant that there are currently virtually no human activitiesanywhere along this stretch, apart from army patrols. Much of the area supports natural forestand there are a number of very mature trees especially Ficus and Combretum species. Wildlifedensity is low in the part of the MFNP crossed by the road.

ii) Olwiyo to Pakwach

The Olwiyo to Pakwach section almost forms the northem boundary of MFNP with the exceptionof a small portion of land around Purongo which lies to the south of the road but is not part of thepark. The section is sparsely populated with only two settlements close to the road (Olwiyo andPurongo). The landscape is dominated by grassland, Acacia seyal, Borassus aethiopum,Themeda triandra and Hyparrhenia species. Some agriculture is practised and agroforestryactivities appear to be popular. This area is well known as a corridor for game, especiallyelephants, which cross from MFNP to the Achwa - Lolim Game Reserve. This reserve is aboutto be degazetted by the Uganda Wildlife Authority (UWA).

iii) Pakwach to Nebbi to Arua

The Pakwach to Nebbi to Arua sections are similar to each other in some ways. They traverserelatively highly populated areas with numerous urban centres along the road including towncouncils and a municipality. Agriculture, especially the growing of crops and charcoal burningare major activities. The road crosses a number of bridges. The natural vegetation andlandscape is dominated by Imperata grasses and Acacia woodland containing Hypanrhenia,Panicum.

6.3 Climate and Weather Pattems

The average annual rainfall in the area traversed by the project road ranges from 1,260 mm inMasindi to 1,500 mm in Arua as seen in Table 6-1. Most of this rainfall is of relatively highintensity generated during storms. Such rainfall will tend to cause soil erosion on bare orunstable ground. It is reported that rainfall patterns are changing and becoming less predictable.Mean minimum temperature in the area is between 17.50 C and 200 C whereas the meanmaximum temperature is 30° C per year. Table 4.2 provides information on average monthlytemperatures in Arua district.

Table 6-1 Mean Monthly Rainfall (mm) for Masindl and Arua

Station Jan Feb Mar Apr May Jun Jul Aug. Sep. Oct. Nov. Dec Total

Masindi 30.1 53.7 105.4 167.9 129.1 73.0 93.2 135.5 145.4 147.3 124.1 55.7 1,260.9

Arua 62 66 156 227 201 87 90 121 148 139 132 85 1,514

Source: Masindi and Arua District Environment Profiles, 1997

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Karuma-Pakwach-Arua Roac Environmental ano Social Imoact Assessment ReportSection 6: Environmental Baseline Information

Table 6-2 Temperature in Degrees Celsius in Arua District

Month Jan Feb Mar Apr May Jun July Aug Sep Oct Nov Dec

Mean' C 24 25 25 24 23 22 22 21 23 22 23 23

Max°C 31 32 30 28 28 27 27 27 28 29 30 30

Min0C 18 18 20 20 18 17 16 15 16 16 17 16

6.4 Geology and Geomorphology

An extract from the 1:1,500,000 Geology Map covering the project area is presented as Figure6-1. The regional Geomorphology Map illustrating the distribution of major landforms in theproject area is presented as Figure 6-2.

The project area can be considered to broadly comprise three geological/geomorphologicalprovinces, namely the East Nile Precambrian Terrain, Westem Rift Valley and the West NilePrecambrian Terrain. General characteristics of these provinces are outlined in Table 6-3.

Table 6-3 CharacteristIcs of Geological Provinces

Geological Occurrence along Project Road GeologicallGeomorphologicalProvince Charactenstics

Area underlain by ancient PrecambrianEBasement Complex' rocks, primarily

East Nile comprising undifferentiated gneisses andPrecambrian Karuma to Olwiyo to Te Okot granulite facies rocksTerrain

Rolling to hilly terrain with incised drainagecourses

Fault bound graben containing thick alluvialWestem Rift sands, silts, clays with diatomite andValley Te Okot to Pakwach to Alwi pebble beds of Pliestocene to Recent age

Typically gently rolling terrain withoccasional prominent ridges

Area underlain by ancient Precambrian'Basement Complex' rocks, comprising:

West Nile . * Mirian flaggy gneissesPrecambrian Aiwi to Nebbi to Arua * Aruan banded gneissesTerrain * Watian granulite facies rocks

Rolling to hilly terrain with areas of tors andinselbergs around Nebbi and south of Arua

The edges of the westem rift valley in the project area are marked by a series of discontinuousnorth-easterly trending faults which tend to form weakly defined scarp features. The rift valleyprovince is underlain by poorly consolidated alluvial sediments mainly comprising sandy clays,but pebble deposits may be associated with the tops of ridges. These deposits accumulated in

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Karuma-Pakwach-Arua Roac Environmental and Social Impact Assessment ReportSection 6. Environmental Baseline Information

the rift valley trough that began to develop at the beginning of the Tertiary System (65 millionyears ago) and have continued to subside up to the present time. Rift valley sediments are morethan 2000m thick in parts of the Western Rift Valley. Evidence that the rift is still developing isprovided by seismic activity (earthquakes) with epicentres located along the feature. The 1966Uganda Earthquake", which originated in the rift valley, caused some damage in Kampala.

The ancient Precambrian terrains are each primarily formed from medium to coarsely crystallineforms of metamorphic gneiss. Adjacent to the rift valley the Precambrian terrains havedeveloped surfaces and scarps that are related to the rift formation. Further from the rift,successive cycles of erosion have left identifiable remnants of ancient upland and lowlandsurfaces (refer Figure 6-2).


I ~~~~~~(,C

r /t

j.. Geological boundary / Mylonlte Soe cale 1. 1 500 000

-. sological boundary lndeflnite .X Fault with downthrow

C-AINOZOIC P(C) Wholly granltlz.d or high toIPrTT1 PLEISTOCENE to RECENT: medium grade metamorphosed formations

an morS irnes P1^ *luviR Rit 'Valley Sedmianta -MR -MIRIAN GNElSSES:Flaggy gnelss.,_ffected by the Mtirlan tectonbmi In W.Nlhe

PRECAMBRIAN -~ -i3nde dgneisseaofAruan tectonic*ge In=_W.Nlhe & ot Prearasuk *cries age In XaramnojaP(A) Little metamorphosed formations --; Granulite faces rocia including charnocicites & *ndertines

& retrograded denivatives, inc. the Waitban of W.NlbeKIBALIAN SYSTEM (Presumed): tndifferentiatd gneisaes including *lement of P(B) and.

g_ Amphibolitea in the north. granuilte fades rocks

P(B) Partly granltized and ,M-' Granltoid und highly granitized rocks

metamorphosed formations OTHER ROCKS

MA MADI SERIES: v -1m Schist quarizites. marbles and gneisaea M tobIlized and Intrusive granite.

Catmiasites

Miles Miles20 0220440

R° 0u G H T 0 N INTERNATIONAL REGIONAL GEOLOGY

a~~~~~~~~~~~~~~~~~~~~

.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~tA~~

r} -L\. ., a - , :

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MAJOR WARPING AND FAULTINGAxis or oparp Remnants of upland surface

Auits 4 rala ve Remnants of lowland surface

Dimtion _ ; ~;t 3{ t7Surfaces and scarps related toa liht -* x rift orAchwa

Mhan fwt . Bevels In eastern upwarpPM fty = a- Zones of tors and or inselbergs

Sediments of Western Rift valley

Areas of infill

/& $ . : o . -E : Axis of upwarp

.- , .' . -. S3 Major watershed

Scale 1: 1 500 000Miles Miles20 0 20 40

. y -W- -- ; -- - ____Linmon

TITLE

Ro U G H T 0 N INTERNATIONAL FIGURE 6.2REGIONAL GEOMORPHOLOGY

Karuma-Pakwacn-Arua Road Environmental and Social Impact Assessment ReportSection 6 Environmental Baseline information

6.5 Drainage

The Victoria Nile and the Albert Nile (which is located in the rift valley) dominate the drainagesystem of the region. A dendritic drainage network of streams and rivers feed the Nile

Along the Karuma - Pakwach road, major rivers include the Agira, Arorwa and Ayago, all ofwhich drain southwards into the Victoria Nile. Between Pakwach and Nebbi, notable rivers arethe Acwera, Awit, Akaba, and Nayarwodo, which flows northwards into the Albert Nile. North ofNebbi the main rivers are the Namthin, Anyang, Ora, Agoi and Ala. These rivers are alsotributaries of the Albert Nile.

Any contamination or pollution of rivers crossed by the road may have an effect on the ecology ofthe River Nile and on all the people and animals which depend on it. The spread of the waterhyacinth is an existing problem affecting the ecology of the Nile.

6.6 Soils

An extract from the 1:1,500,00 scale Soils Map of Uganda is presented as

Figure 6-3. Soils in the East Nile geological province are red ferruginous tropical soils withlithosols. Ferralitic sandy clay loams have been mapped around Olwiyo.

The Westem Rift Valley is characterised by red sandy ferralitic soils and undifferentiatedvertisols. These sandy soils tend to be easily worked for cultivation and are typically quite fertilebut the high temperatures associated with the relatively low elevation of the rift valley restrict thevariety of crops that can be successfully grown.

A variety of ferralitic soils are found in the West Nile geological province including sandy loams,sandy clay loams 'and podsolic soils. The sandy loams in the upland peneplains of Paidhadistrict provide an ideal environment for coffee cultivation.

6.7 Vegetation

An extract from the 1:1,500,000 scale vegetation map of Uganda covering the project area ispresented as Figure 6-4. The Karuma - Olwiyo - Pakwach section of the project road traversesan area rich in natural/original vegetation as reported in the early 1960s by researchers such asLangode Brown, H. Osmaston and J.G. Wilson. The reason for the continued existence ofnatural vegetation here is that most of this area lies in the Murchison Falls National Park (MFNP)or Aswa - Lolim Game Reserve both of which are protected areas (unfortunately plans are underway to degazette the latter).

The project road starts at Karuma in Deciduous woodlands, which gradually give way to dryCombretum Savannah, which extends into Olwiyo District. Continuing westwards to the riftvalley dry grass savannas and Acacia Savannah dominate the landscape. Dominant species areAcacia seyal and Themeda triandra. Generally, the Karuma to Pakwach area is characterised bythe variety of tree species, which include Grewia ssp., Accacia spp., Terminalia glaucescens,various Combretum spp., Borassus aethiopum, Albizia spp. and Rhus spp. The grass layerconsists mostly of Hyporrhenia filipendula, H. dissoluta and Andropogon dummeri. Others areImperata cylindrica var. africana, Panicum maximum and Hyparrhenia fura.

The section of road from Pakwach to Nebbi is characterised by a dry thicket and savannas withoccasional trees such as Butyrospermum parkii and B. paradoxum. Other tress/shrubs in thissection are Albizia coraria, Combretum molle, Acacia hockii, A. gerrardiv, A. abyssinica, Carisaedulis, Grewia, Lantana Camara, Balanites aegyptica, Solenum spp. and Euphorbiacandelabrum. A number of planted Cassia simea are also common along the road as well asMangifera indica (mango). Grasses are dominated by Hyparrhemia rufa, Imperata cylindrica,Panicum maximum and Hyparrhenia disolluta.

There are no forest reserves along this road but caution should be taken to minimise loss oftrees, including fruit trees (growing by the roadside (see photographs in Appendix G).

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: -

ZZIBd Not differentiated Hc' On alluvial deposits F- sandy sedimentVERTISOLS FERRUGINOUS TROPICALSOILS Ln Not differentiatedTopographic Jc On crystalline acid rocks (7 (A) Mainly sandy loams[7] -|DJ Not differentiated (A) Mainly freely drained (B) Mainly sandy clay loams

PODSOLIC SOILS ' (B) Complex with DJ (Blacik clays)

Ea Not differentiated (C) Complex with Bd (Uthosols)

Miles Miles20 0 20 40

Scale 1: 1 500 000

nTLE.

Ro u G H T O N INTERNATIONAL FiRguoreal6o3.~ ~ ~~~~Rgoa Solis

L~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

iE Semi-Decidiuous Forests 3 Pl aans- DyTikt

ET ForesUlSavannah Mosaics is1 Dry Combretum 1 Seasonal SwampSavannas iEaPermanent Swamp

R Moist Thickets E Dry Acacla Savannas $|1Swamp Forests

3 Deciduous Woodlands- Grass Savannas

;,JMoist Acacia Savannas Scale 1: 1 500 000

E MoIst Combretum Savannas 20 0 20 40le

23 Butyrospermum Savannas ! ~

R° u c H T O N INTERNATIONAL Figaurl e6.4o

LI

Karuma-PaKwach-Arua RoaO Environmental ano Social Impact Assessment ReportSection 6. Environmental Baseiine Information

6.8 Wildlife and Protected Areas

A map showing the location of protected areas with respect to the project road is presented asFigure 6-5. As can be seen, the protected areas include a National Park and 4 Game (Wildlife)Reserves as follows:

* Murchison Falls National Park (MFNP)* Karuma Game (Wildlife) Reserve* Bugungu Game (Wildlife Reserve* Aswa - Lolim Game (Wildlife) Reserve* Agoi Game (Wildlife) Reserve

The Masindi, Karuma and Pakwach areas form an extensive wildlife conservation area as aresult of the MFNP and the designated Wildlife Reserves, which form a buffer between theNational Park and the unprotected surrounding countryside. The legal status of Uganda'sprotected areas has been considered in Section 2.2.4 and in Table 2-1. MFNP is one of theoldest parks in the country and covers about 3,860 km2. Due to the magnificent waterfalls fromwhich the park derives its name, it has been suggested that MFNP be declared a World Heritagesite.

The existing Karuma to Pakwach section of the project road is located largely in or adjacent tothe MFNP. The effect of the road upgrading on the MFNP is therefore one of the most importantproject impacts to be evaluated. The concept of a 'National Park' in Uganda implies that an areadeclared so will have been accorded the highest conservation status, protecting natural andscenic areas of national and international scientiic, educational and recreational use. NationalParks in Uganda are 'no-go" areas for any form of land use or extractive resource use unlesswith express permission of Ugandan Wildlife Authority (UWA). Any activity in the park, includingmajor construction of roads and bridges, may only be undertaken with the approval of UWA.

A survey of the northern sector of MNFP by the Parks Department has provided the animalpopulation estimates contained in Table 6-4. It can be seen that the area of the park throughwhich the existing road passes has a relatively low wildlife population as indicated on Figure 6-6.On average, the area of the park north of the road, which constitutes only about 4% of the totalpark area, has less than 10 mammals per square kilometre.

The area to the east of Pakwach used to be well known as a corridor for game, especiallyelephants, which crossed from MFNP to the Achwa - Lolim Game Reserve. The current lowwildlife population in this Game Reserve is believed to have put pressure on the Uganda WildlifeAuthority to degazette this protected area.

The area between Pakwach and Arua is sparsely populated with mammalian wildlife due tohuman settlement. However, this area continues to support a great diversity of bird species.

Table 6-4 Selected Mammalian Population Estimates In the Northem Sector of MFNP

Species Estimated Populabon

Buffalo 107

Elephant 201

Giraffe 100

Hartebeest 3,068

Hippo 1,498Oribi 986

Uganda Kob 6,355

Warthog 411

Waterbuck 539

Sources: Murchison Falls National Park, Paraa.


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MLIRCIIISON FALS NAIIONA_ PAR

MAP 12: Combined Wildlife Densities, M F N P Survey Areo

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Density [Number per sq km]

More than 60 41 - 60 10 - 41 Less than 10

Rf.ElW AND UPDATE FOR THE FEASIBILIT STUDY

R OU GH T ON AND DETAILED DESIGN Of KARUMA-PAKWACH-ARUA ROADx. r E N roN I FIGURE 6.6 WILD UfE DENSITIESIN

MURCHISON fALLS NATIONAL PARK

Karuma-Pakwach-Arua Road Environmental Impact Assessment ReooftSection 7 Potential Impact

7. EVALUATION OF POTENTIAL ENVIRONMENTAL AND SOCIAL IMPACTS

7.1 Introduction

This section of the report identifies and evaluates the possible positive and negative impacts ofupgrading the Project road. The impacts are categorised according to their effects on either thephysical, biological or socio-economic environment.

As the road has existed for many years most of the environmental impacts associated with thisupgrading project will be direct in nature and associated with the construction activities. Asummary of potential positive and negative impacts on the physical and biological environmentthat may be caused by upgrading the project road is given in Table 7.1. This Table considers themagnitude, extent and duration of potential impacts and confirms that positive impacts outweighpotential negative impacts.

The assessment of the significance of potential social impacts has been primarily based on theirpossible effect on the key stakeholders (identified in Section 1.3) which has been evaluatedthrough meetings and discussions with stakeholder representatives.

Some of the possible negative impacts that could be caused by improving the road are notsignificant, while others will be less severe f mitigation measures, as discussed in Section 8 ofthis report, are undertaken.

7.2 Impacts on the Physical Environment

Some land will be permanently lost to road widening and other related improvements. Such landwill mainly be grassland and rarely cultivated. Since the existing alignment has been wellengineered it will almost always be possible for the improved road to be coincident with theexisting road. As a result, the construction of the new road will not require the demolition of anyproperty because the existing road reserve is sufficiently wide.

The cultivated land affected will mainly consist.of maize and cassava, some fruit and other treescommon to the area.

Temporary land take will occur when land is used for borrow pits, quarries, contractor's campsand other working areas and accesses to them. Land will also be required for temporarydiversions during construction of the road.

Considerable quantities of gravel, rock and embankment fill material will be required during roadconstruction (refer Table 3-2). Borrow pits and quarries will have a variety of impacts. Theseinclude land take, access road requirements, dust and noise while operational, effects ofblasting, haul road traffic, and visual impact.

The majority of the borrow pit and quarry sites that have been identified for possible use duringroad upgrading are situated close to the project road but some are close to settlements and/ornear cultivated areas. One or two may be developed (temporarily) close to schools. A limitednumber of borrow pit and one quarry will be required within the MFNP. These are generallyclose to the existing road. It will be essential that all pits and the quarry used during theconstruction of the road in MFNP are operated and reinstated with the greatest of care andsupervision

Between Nebbi and Arua pavement construction materials will largely be supplied from hard rockquarries. The potential sources have been reviewed and the most appropriate development sitesin environmental terms have been identified (refer Section 8).

During construction, any form of excavation presents a risk of soil erosion. This is likely to occuraround borrow pits, steep slopes, along drainage channels and where there is water runoff.However, proper reinstatement of slopes will significantly reduce the possibility of soil erosionand for this reason soil erosion and sedimentation are not considered significant potential impacts.

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Karuma-Pakwach-Arua Road Environmental impact Assessment ReportSection 7 Potenral lmoact

During the construction phase, there is a possibility of contaminating land or polluting watercourses from fuel and oil spillage from construction vehicles, bitumen spillage, and spillage oflime during stabilisation of the road base.

Although covering relatively small areas, a contractor's camp, can if not controlled, causesignificant environmental damage and social problems. The major causes of environmentaldamage are pollution due to all forms of waste, increased fuel wood consumption, spillage of oilsand fuel, land take, dust, noise and poaching if sited in game protected areas. It is not clear atthis stage how many camps will be set up by the contractor. However, considering the probablelocation of camps in relation to MFNP and the importance, which is attached to land and itsresources, possible impacts of camp(s) are considered quite significant.

The extra traffic that will be generated by the construction process will be significant, particularlyclose to borrow areas. With this traffic, will come increased noise and dust nuisance, as well aspossibly increased safety hazards. Without proper control, construction traffic may destroy cropsand cause other problems while travelling off road to borrow areas.

When the road is upgraded to bitumen standard, its routine maintenance will have negligibleenvironmental impacts: indeed far less than the equivalent maintenance work required for gravelsurfaced roads. For instance, there will be no need for borrow pits for gravel, with associatedimpacts, and there will be no grading operations with resulting dust and noise pollution. Controlof roadside vegetation will be by manual labour using slashers and hoes as anywhere else inUganda.

With the improved road operational, it is more iikely that there will be an increase in populationand consequently pressure on land and other resources such as forestry and wildlife. Closelyassociated with these phenomena is accelerated land clearance for settlement, growing of maizeand other crops such as beans and cassava for sale. Ultimately, there will be more crop fieldsand more buildings than today with the effect that the current state of landscape and land coverwill have changed.

7.3 Impacts on the Biological Environment

During the construction phase, there are a number of possible sources of watercourse pollution.Predominant-among these are the inevitable loose soil, gravel and crushed rock material that willlie on and adjacent to the road. There is also the possibility of fuel and oil spillage fromconstruction vehicles, of biumen spillage, and of debris from the construction and repair ofdrainage structures.

After construction, when the improved road is in operation, there is always the danger ofwatercourse pollution from general fuel or oil spillages or more serious spillages caused by roadaccidents. Many watercourses crossed by the road are used as domestic sources of water fordrinking, bathing and washing clothes. It is therefore vital that measures are taken to preventwater pollution. In addition, extraction of water by the contractors must not be allowed tosignificantly deplete resources downstream.

Lake Albert and the Albert Nile water are important fishing zones for the West region and part ofthe eastem Congo. The upgrading of the road could increase commercial fishing based on thearea around Pakwach

Loss of trees and vegetation along the road is one of the consequences likely to be associatedwith this project. During the construction of the road and accesses to borrow pit areas sometrees, hedges, and other land cover such as grass and shrubs will be lost. Some sections inMFNP and between Nebbi and Arua will be more affected because of the narrowness of theexisting road corridor and in some cases the close proximity of large trees. Compared to thesocio-economic benefits that will accrue to improved accessibility, the effect of the loss will beinsignificant as long as the compensatory tree planting recommended in the mitigation section iscarried out.


Karuma-Pakwact -Arua Road En vironmental Impact Assessment RepoerSection 7 Potential !moacr

Table 7-1 Summary of Potential Environmental Impacts of the Improved Project Road

Impact Magnitude Extent Duration Total score

POSITIVE IMPACTSBetter MFNP northern sector management 60 20 20 100

Reduced chances of ribbon development" if road 60 20 20 100passes in the park

Reduced expenses on northern sector monitoring 20 20 20 60activities200 206

Alternative route to Masindi - Paraa - Pakwach which 60 60 20 140dissects the park

Access to Sarova Hotel without using the ferry on R. 20 20 20 60Nile at Paraa

Reduced pressure on land 60 60 20 140

Reduced need for maintenance materials 60 10 20 90

Less dust generation 60 20 20 100

Reduced soil erosion and siltation 60 10 20 90

Improved ecological integrity 60 20 20 100

NEGATIVE IMPACTS

Land take

Temporary 20 10 05 35

Permanent 10 20 20 50

Borrow pits and quarries 60 10 20 90

Spoil materials 10 20 20 50

Soil erosion 20 20 05 45

Land and water pollution 20 20 05 45

Construction camps 60 10 10 80

Air and noise pollution 20 20 20 60

Construction traffic and detours 20 20 05 45

Maintenance 10 20 20 50

Changes in landscape 10 20 20 50

Roadside litter 20 20 20 60

Disrupbon to hydrology and drainage pattems 20 10 0 50

Effects on fish resources 20 10 20 50

Loss of vegetation cover 10 20 10 40

Effects on animal kills 20 20 20 60

Damage to ecological system 10 20 10 40

Effects of water extraction 10 10 05 25

Key to the Evaluation Table:Magnitude- Extent Duration

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

20 = Moderate 20 = Local 10 = Medium term

10 = Minor 10 = Site specific 5 = Short term

Notes:Total maximum score is 140Any.score below 56 (401) is insignificant and vice versa.Evaluation of impacts was based on NEMA Guidelines for EIA in Uganda, 1997


Karuma-Pakwacn-Arua PoaO Environmenral Impact Assessment ReportSection 7 Potential Jmpaz-

7.4 Impacts on the Socio-economic and Cultural Environment

The main potential social impacts are considered below. The assessment of their significancehas primarily been based on their possible effect on the key stakeholders (identified in Section1.3) which has been evaluated through meetings and discussions with stakeholderrepresentatives.

7.4.1 Effects on Local Communities and Families

Improvement of the road will encourage more traffic and higher vehicular speed in the hithertoquiet rural areas. A major part of the traffic will be long-distance haulage trucks to and fromsouthern Sudan and eastern Congo.

Increased traffic speed due to a better standard of road will have an effect on road safety forpedestrians, cyclists, livestock and their owners, who will face increased risks of injury from fastermoving vehicles.

It is not considered that noise will be a significant problem when construction is complete and theroad is operational.

As with noise, there will be an increased problem of dust during the construction process.However, when the road is upgraded, there will be no impact due to dust. This will be a positiveenvironmental benefit of the improved road.

Improvement to the road will greatly improve access and trade to hitherto remote and lessdeveloped parts of the West-Nile region and in particular farmers will have access to markets.Basic commodities such as paraffin, washing soap and salt will become more readily availableand small businesses are more likely to prosper.

A positive benefit of improving the road will be that it will be far easier and cheaper for excessproduce to be taken to major markets such as Kampala. It will be worthwhile for farmers toinvest in less traditional agriculture cash crops that they were previously unable to sell.

The upgraded road will improve access, resulting in the existing settlements increasing in sizeand possibly new settlements being established, thereby increasing the population. There islikely to be increased household incomes and employment opportunities.

The project area is potentially a highly productive agricultural region, which will benefit from theupgraded road. It will become easier to transport cotton and other agricultural products toKampala and Jinja while it will become easier to transport manufactured goods from those townsto the project area. Transport and vehicle maintenance costs will reduce because of improvedroad surface and reduction in the time taken to complete a journey. Because of reductions invehicle operating costs created by improved roads, the price of goods into the region fromelsewhere in the country should reduce, as should the cost of passenger transport. The likelyresulting improvement to feeder roads will spread this effect into areas some distance from theproject road.

Improvements to the project road are likely to bring changes to socio-economic status, socialrelations, household incomes and other related aspects as a consequence of improved physicalmobility and rniarket information flow, access to health care services, education, agriculturalinputs and manufactured goods.

A small area of land will be permanently lost to road widening and other related improvements.Temporary land take will occur when land is used for borrow pits, quarries, contractor's campsand other working areas and accesses to them. Land will also be required for temporary trafficdiversions during the construction process. This temporary land loss will be mitigated by faircompensation. There will also be no displacement of families to warrant involuntary resettlementplans.

With increased accessibility to the region, there is a possibility that particularly from Pakwach toArua the value of land will increase and also bring about changes in the way it is used.

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Karuma-Pakwach-Arua Road Environmental impact Assessmenr Repor?Section 7 Potent;aJ impact

Proliferation of diseases during and after construction may occur in the communities alongsidethe road. Labourers, truck drivers and other travellers will be in the project area for sometimewhich will necessitate them to mix socially with the local communities. As a result, variousdiseases including AIDS may be spread to the community.

Social problems caused by contractor's camps can include local inflationary pressure due toincreased commodity demand, prostitution and increased incidence of sexually transmitteddiseases. The setting up of a contractor's camp does however bring employment and additionalwealth to the area.

Based on the consultations with local representatives and some youth groups, upgrading theproject road is very strongly supported. It is also considered to have been long over duebecause the West Nile region has no good road connection to Kampala (unlike other regions). Itis understood that there may be disruption to communities during the construction period due tonoise, dust, and traffic generation, but these are considered minor temporary inconveniences.

The most significant concern of the people in Aura, voiced at all meetings was that the roadcontract should not be let out as one to a single contractor. They were of the view that theKaruma to Pakwach section be given to a different contractor from the Pakwach to Arua sectionin order to minimise delays, especially those associated with insecurity.

7.4.2 Effects on Women

As a special group, women will be affected in a number of ways, by the proposed roadupgrading. The positive impacts will be of medium to long-term duration. They include: -

- -Ease mobility especially in reaching health facilities, markets and other areas ofimportance to them in their day-to-day lives.

* Increased incomes and better prices for the products they sell as a result of increasedmarketing facilities. This will make their life easier as they fulfil their social obligations.

* Job opportunities, for example, through the sale of food, drinks, fruits, grinding stones,charcoal and firewood.

* Possible change in the status of women due to increased incomes as a result of moreeconomic opportunities.

Possible indirect social costs that may affect women as a result of this project are not expectedto be signHicant and are far outweighed by the benefits. These include: -

* Possible losing out in their small time businesses along the road to bigger and moreorganised groups with more money to invest.

* Shortage of fuelwood due to increased sales of charcoal and firewood by various groupsin the project area to the travelling public especially those going to Kampala.

* Loss of land to the project will have an insignificant affect on women and households.

7.4.3 Effects on Refugees

The project area especially Gulu and Arua districts have a number of internally displaced peopleand refugees from Sudan and the Congo within their boundaries. The condition of the existingroad has been a problem to relief organisations dealing with refugees in northern Uganda. Theupgrading of this road will improve accessibility to the refugee camps and protected areas byagencies, which provide relief supply. Most of the relief supplies to either internally displaced orrefugees from neighbouring countries, comes from or are co-ordinated in Kampala.

7.4.4 Effects on Private Companies

Private companies operating in the project area such as British American Tobacco (BAT)Uganda Limited will greatly benefit from this project through reduced transport and operationalcosts of vehicles and save in terms of time spent in transporting goods to Kampala. Theupgraded road may increase competition and diversity amongst private companies producingcash crops. In either case, the community within the project area will gain from this competition.

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Karuma-Pakwacn-Arua Roac Environmental Impact Assessment ReporSection 7 Potential Imoac:

7.4.5 Tourism

The general opinion expressed by tourist operators in Murchison Falls National Park (MFNP) andUWA is that upgrading of the road will not significantly increase their trade in the short term. Thisis because most tourists at present come from the south and east of MNFP and do not use theroad. It is recognised however that improvements in security and reconstruction of the roadwould significantly improve access for tourists on the northern side of MFNP.

At present tourists wishing to visit MFNP enter the park from the South Gate close to Masindi.Provided that the rebel activity in the area between Karuma and Olwiyo ceased, the upgrading ofthe project road would encourage tourists to travel along the project road to enter MFNP eitherthrough the gate south of Owiyo or through the gate immediately to the east of Pakwach Bridge.This may in turn encourage investment in reconstructing the old tourist lodges on the north bankof the Victoria Nile, which could provide future employment. Tourism will encourage fruit stallsand stalls selling handicrafts alongside the road which will have limited effect on the localeconomy. Improvements to access for tourists may have a limited effect on the Nationaleconomy. No negative criticism of tourism or tourists was made during meetings.

7.4.6 Effects on Urban Areas

Increased urbanisation is likely to be associated with road upgrading and in the long to mediumterm this may tend to cause erosion of traditional values. Then issues such as truancy, crime,prostitution and other social vices may become more widespread.

As populations increase in the urban areas many shops will be built and small trading centres willincrease in size. Traders will find it easy to purchase items for their businesses and the livingconditions of the people will greatly improve.

It was found during the field survey that urban authorities in Nebbi and Pakwach were concernedabout the possibility of the new road affecting the existing structure plans especially if the roadavoids these towns. However as the proposed road follows the existing road, the alignment ofthe road will not affect any existing structure plans.

7.4.7 Resettlement Impact Assessment

The road (outside the uninhabited MFNP) will in almost all instances be upgraded along theexisting alignment and as a result will require no resettlement. Some bush houses areoccasionally found in the area of potential borrow pits, but the need for involuntary resettlement isnot foreseen, since alternative extraction sites will typically be available.

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Karuma-Pakwacn-Arua Roaa Environmental Impact Assessment RecortSection 8 Mitication Measures

8. PROPOSED MITIGATION MEASURES

-8.1 Introduction

Upgrading of the project road will be associated with a number of adverse environmental andsocial impacts. Virtually all undesirable impacts can be minimised, or even prevented altogether,by designing mitigation measures. However, it is inevitable that the construction work involved ina project such as this will cause a number of impacts. If the measures described below areimplemented then such impacts will be substantially reduced.

A summary of the main possible adverse environmental impacts and appropriate mitigationmeasures is provided in Table 8-2.

8.2 Land Take

There are two basic issues regarding the mitigation of land take. The first is to minimise theamount of land taken by construction activities, and the second is to promptly compensate theowner or user of the land for its loss or temporary loss. Regarding the first, road diversions andaccess tracks to and from sources of materials should, as a matter of principal be designed tominimise their effect on local communities. The overriding goal for compensation of permanentor temporary land take is for the process to be fair. It would be reasonable to apply the rule thatno person or family should be worse off after the project development than before it.

In all cases, MOWHC and the contractor must explain to the affected people in detail, thereasons for land take. A provisional sum item will be included in the contract documents for thepayment of all compensation through the contract.

8.2.1 Permanent Land Take

For land taken permanently especially between Nebbi and Arua, compensation should not beless than the market value of the land, including any standing crops, buildings or fruit trees (seeAppendix A for a price list). For plantations, such as coffee, an allowance should be made forloss of income until alternative plants are established. Although it is -unlikely to occur there maybe justification for hardship grants to permit the affected families to re-establish themselves. Thisoption seemed to be the most preferred from community consultations carried out along theproject road. -

8.2.2 Temporary land take

For land to be used temporarily, it is recommended that the Contractor makes all necessaryarrangements subject to the following:

a) approval to the lease agreement, and the individual amounts of compensation byMOWHC and project manager;

b) the inclusion of full reinstatement of the land as a condition of the agreement;c) that any compensation payment made be not less than the value of the agricultural

produce which would otherwise have been produced from the land, until the contractorhands it back, reinstated; and

d) payments to the affected should be made in instalments no less frequently than quarterly.8.2.3 Compensation procedure and considerations

The compensation procedure should be designed to protect farmers from exploitation bycontractors. Poor, uneducated farmers may be mislead into accepting a "one off payment" thatdoes not fully take account of the time that the land is to be out of production and the value ofpotential crops. A "one-off payment' is likely to be squandered rapidly, leaving nothing over forthe remainder of the lease period.

Presently, there are long delays in the payment of compensation, creating major hardships forfarmers. If there is money in the construction contract to cover this, then one of the most seriousadverse aspects of road development projects would be mitigated to a great extent.


Karuma-Pakwacn-Arua Road Environmental Impact Assessment ReportSection 8 Mirigation Measures

8.3 Borrow Pits and Quarries

i) General Material Source Management and Mitigation Procedures

It is recommended that all borrow pits and quarries are operated in accordance with amanagement plan to be agreed between the Resident Engineer and the Contractor in advance.Each plan should include:

* Arrangements for consultation with the farmer/land-user, and other affected parties.

* The extent of each pit/quarry should be marked on the ground.

* A compensation agreement must be signed with the farmer/land owner.

* Access arrangements must be agreed.

* A working plan must be agreed, giving an outline of the direction, timing and depth ofworking.

* A reinstatement plan must be agreed, giving details of the final profile, method of achievingthe final profile, drainage and sediment control, re-soiling and re-vegetation measures.

In each case, whether borrow pit or quarry, they should not be located close to watercourses.

Before excavating a borrow area any available topsoil should be stripped and stockpiledseparately for eventual use in reinstatement. As part of good practice, edges of borrow pitsshould be regraded to shallow slopes and top soiled to enable vegetation to re-establish.Blasting of rock should not be carried out close to any buildings and all potentially dangerous,loose faces must be made sound by the Contractor.

ii) Existing Borrow Pits and Quarries

It seems that none of the existing material sources developed for the construction andmaintenance of the existing gravel road have been reinstated. Once the road has beenupgraded to bitumen standard many of the existing borrow pits will no longer be required. It istherefore recommended that all borrow pits in the MFNP, Whether used during the upgrading ornot should be reinstated under the contract, unless the Ugandan Wildlife Authority specificallyasks for pits to-left open (for future Park Road gravel surface maintenance).

Got-Apwoyo Pit (ref K-A 23), located, about 6 km east of Pakwach in MFNP, is an example of anexhausted borrow pit that should certainly be reinstated under the upgrading contract (referPhotographs in Appendix G).

The cost of reinstating borrow pits in MFNP can be estimated with some accuracy during thedetailed design investigations. It is recommended that provision is also included in the contractdocuments for reinstating selected borrow pits outside MFNP. The supervising Engineer maythen identify unsightly pits, that may not have been utilised by the Contractor, for fullreinstatement.

It was noted that the old exhausted Oryang Pit (Ref P-A 12), located 34 km west of Pakwachdeserves special treatment. This unreinstated borrow pit opposite Oryang Primary School, couldbe very easily levelled to provide a large school playing field.

iii) Environmental Review of Possible Sources of Rehabilitation Materials

It is expected that the new road pavement will typically comprise a 200 mm thick crushed stonebase course with a 200 mm lime improved natural gravel subbase. One section of road fromPakwach for 21 km to the east may be constructed with a lime improved gravel base course.Quantities of construction material required for the project are summarised on Table 3-2 and thelocation of the main sources are shown on Figure 8-1 and Figure 8-2.

The details of a large number of potential sources of natural gravel are contained in the projectSoils and Materials Reports. This report contains materials resource evaluation forms which,

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Karuma-Pakwacn-Arua Poad Environmental imoact Assessment ReportSection 8 Mitiaation Measures

when appropriate, include pertinent comments on environmental aspects of individual borrow pitdevelopments. In some cases further pit development has not been recommended due toenvironmental considerations.

A total of 14 quarry sites have been identified that may be developed for the supply of crushed stonepavement materials. These potential crushed stone sources have been reviewed and the mostappropriate development sites in environmental terms have been identified (refer Table 8.1)

Environmental factors that need to be evaluated when assessing the suitability of quarry sitesinclude:

* Quantity of land take

* Quality of land taken

* Suitability of access route* Proximity to settlements and associated hazards to local communities caused by haulage

traffic, steep quarry face, blasting and processing equipment.

* Impact of noise and dust pollution (from blasting operations)

* Visual impact on landscape of quarry face, stockpiles and any waste heaps.

8.4 Spoil Disposal

Considerable quantities of soil that is unsuitable for use in the road construction will be producedduring road widening activities (referTable 3-2).

Ideally, a worked out borrow areas should be used for disposing of spoil accumulated duringconstruction. Table D 4 in Volume 3 Appendices presents an inventory of all existing materialsources along the=project road, this includes unreinstated exhausted borrow pits and otherborrow pits that may not be required during road upgrading.

At some locations it may be impractical or uneconomic to haul spoil to a disused borrow area. Inwhich case, it is preferable that the land used for dumping is not under cultivation or a woodedarea. Swamps should not be infilled without consideration for the impact on the local wetlandecology.

Whether spoil is dumped in worked out borrow pits or spread out across a designated area ofland, it must be landscaped and top-soiled so that vegetation can be re-established. All areasused for dumping spoil must be approved by the DEC and LEC with the advice of a MOWHCengineer. Where applicable, suitable compensation should be paid for the land.


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FIGUry rE,.;H RP COFUADJ~ 0 U G H T 0 N LOCATION OF MAJOR MATERIAL SOURCES MINISTRY OF WORKS,HOUSIN

INTERNATiONAL PAKWACI4 TOARUA AND COMMUNICATIONS KM 0.0

Section 8 . Mitigation Measures

Table 8-1 Environmental Review of Possible Quarry Sites (Sheet 1 of 2)

CHAINAGE MATERIAL TYPEQUARRY NAME

(OFFSET) STATUS (RESOURCE POSSIBLE USE ENVIRONMENTAL CONSIDERATIONS(PIT REFERENCE) K SIAE

KM ESTIMATE)

Pajok Quarry 22.9 Potential Banded to Granitic Base, subbase & This Quarry is located In the Murchfson Falls National Park (MFNP), but relatively(K-P 6B) Karuma to Olwiyo Gneiss (Extensive) sealing chip close to the northern boundary. The site is a large hill with well exposed rock (little or

(1.5 LHS) no overburden to clear). There is no Identified alternative base course source for thesection of project road in the Park between Karuma and Olwiyo. Animal density inthis area of the Park is low. It is essential that this quarry is developed in such amanner as to produce minimum long term visual impad. Matetial processing plantshould be located adjacent to the road, ideally at the site of an existing army camp.Special care should be taken with all reinstatement works (including removal ofaccess tracks and appropriate revegetation).

Olwiyo Quarry 51.7 Potential Granitic Gneiss Base, subbase & This quarry Is lcated outside the MFNP. The outcrop is poorly exposed, hence

(K-P 49.9 Karuma to Olwiyo sealing chip considerable overburden clearance will be required. Resource size is insufficient to

(0.3 RHS) supply the road section in Pajok area. If excavated to depth there may be groundwater In-flow, In which case pollution of local water courses must be avoided.

Pakwiyo Ouarry 41.9 Potential Banded Gneiss Base, subbase & Potential quarry site in small low bare hill, located in populated area close to a

(P-A 16) Pakwach to Nebbi (Extensive) sealing chip church. Thidro Hill quarry site is the preferred altemative for development.

(0.1 RHS)

i Thidro Hill Ouany 44.3 Potential Banded Gneiss Base, subbase & Good potential quarry site that could exploit a very extensive source of hard rock

(P-A 17) Pakwach to Nebbi (Extensive) sealing chip forming a large hill offset 1.5 km from the road. Working face and processing /(1.5 LHS) stockpile areas could be located on rough grazing land away from settlements,

where noise and dust pollution would not be significant. Face should be located sothat it Is not visible from the road.

Nebbi North Quarry 53.1 Existing Banded Gneiss Base, subbase & Old quarry opened by the Chinese. Houses are now located on the town side of the(P-A 20) Pakwach to Nebbi (Large) sealing chip quarry, therefore the size of the development is restricted. Nebbi South Quarry is the

(0.7 LHS) preferred alternative for development.

Nebbi South Quarry 53.3 Potential Banded Gneiss Base, subbase & Large hill to the south of Nebbi. Could form a long-term material source, providing

(P-A 21) Pakwach to Nebbi (Extensive) sealing chip some local employment. Plenty of open rough land close to the hill suitable for(0.7 LHS) development as processing and stockpile areas.

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Karurrna-Palkwach-Arua fRoad Environmental Impacl Assessrnenl ReportKa____uma____Pakwach ______A____a___Road___ Seciion i; Mitigation Measures

Table 8.1 Environmental Review of Possible Quarry Sites (Sheet 2 of 2)

CHAINAGE MATERIAL TYPE

(PUA REFERENME) (OFFSET) STATUS (RESOURCE POSSIBLE USE ENVIRONMENTAL CONSiDERATIONS(PIT REFERENCE) KM ESTIMATE)

Okollo Quarry 76.1 Potential Granitic Gneiss Base, subbase & Poenteial sie in bouldery ridge on west bank downstream of the Ora Bridge. Site(P-A 25) Nebbi to Anua (Extensive) sealing chip would require considerable clearance to fully expose sound bedrock and would

(0.2 RHS) probably be very visible trorn the road.

Goli Quarry 82.7 Potential Granrlic Gneiss Base, subbase & Potential sie klentified in steep rock face about 300m south west of the road.(P-A 28) Nebbi to Arua (Extensive) sealing chip Establisthnent of working lace may be dilficult and dangerous. Processing and

(0.3 LHS stockpile areas would have to be localed some distance away from the face,preferably on the same side of the road to limit hazard to road users.

Laura Ridge Quarry 98.7 Potential Granitic Gneiss Base, subbase & Quarry sie Identified In rock scarp adiacent to road in wooded area. Could be(P-A 32) Nebbi to Arua (Extensive) sealing chip screened from the road but would require localised clearance of trees.

(0.3 RHS)

Anava Quarry 110.0 Potential Finely Banded Base, subbase & Potential quarry site in rocky outcrop about 8 m high, some 80 m above road level(P-A 38) Nebbi to Anua Gneiss sealing chip and 100m west of the road. Poor site from an engineering and environmental

(0. 1 LHS) (Extensive) viewpoint when compared to Enjeva Quarry site, which is only 4.3 km north.

Enieva Quarry 114.3 Existing Finely Banded Base, subbase & Good existing quarry site located several hundred metres from the road at a location(P-A 39) Nebbi to Arua Gneiss sealing chip that is screened from the road. Access Is good. A benched quarry development in

(1.5 LHS) (Extensive) : the relatively gently sloping hill would presert no engineering dificulties. Site islocated well away from any settlements or cultivated land.

Awindre Quarry 128.1 Existing Banded Gneiss Base, subbase & Existng quarry In small rock outcrop offering limiled potential for further(P-A 46) Nebbi to Arua (Moderale) sealing chip devebpment. Houses and cultivated gardens are located close by.

(0.1 LiHS)

Arua Hill Ouarry 129.7 ExIsing Banded Gneiss Base, subbase & Furher development of this hill Is restricted by the presence of a radio aerial, housing(P-A 47) Nebbl to Arua (Large) sealing chip develpment and water tanks. Large scale drilling and blasting operations would

(+0.4 RHS) have an unacceptable environmental impact.

Ezeva/ Airport Ouarry 82.7 Potential Banded Gneiss Base, subbase & Existing quarry located close to Arua Airport In densely populated and cultivated(P-A 48) Nebbi to Arua (Moderate) sealing chip area. Geology and existing land use restric further development. Large scale

(0.3 LHS operations at this site are undesirable on environmental impact grounds.

Karuma-Pakwach-Arua Road Environmental and Social lmpact Assessment ReportSection 8 Mitigation Measures

8.5 Pollution of Water Courses and Drainage

The most important impacts in need of control during the construction phase are sedimentationand the alteration of natural drainage and ground water levels.

The most likely source of watercourse pollution is from loose soil being washed into rivers andstreams during the construction of drainage structures. This hazard is not thought to be serious,as the contractor is likely to carry out this work during the dry season. However, if there is a riskof serious pollution, then the engineer must instruct the contractor to construct silt traps toalleviate the problem.

It is important that any traffic detours, or Contractor's access roads to camps or borrow areasshould not pollute watercourses. Should any such road need to cross a watercourse, then theContractor must construct a suitable crossing, which is generally likely to be a simple pipe culvertsystem.

Lime must not be allowed to enter watercourses during pavement stabilisation operations. TheContact Documents will direct the Contractor as to how the lime stabilisation works are to becarried out. There will be a maximum area of road that can be worked on in one operation, inorder to minimise the amount of free lime that will be lying on the surface. As with otheroperations, his method of working will require the approval of the Engineer, which will be givenonly if it includes proposals for minimising the risks of water course pollution.

To minimise sedimentation, loose fill material should not be stored within.the possible floodzones of wetlands. Consideration should be given to grassing and seeding of bare areas likeslopes and road embankments as soon as possible. Short grass varieties such as Cynodondactylon, Imperata cylindrica and other Hyparrhenia grass species will act as natural filters andhelp to reduce erosion.

Construction camps, stores, vehicle repair workshops and other sources of pollutants should notbe sited near watercourses.

8.6 Erosion of Earthworks slopes

Previous experience in the project area shows that climatic and other conditions are favourablefor natural revegetation of slopes. Where required potentially useful grasses for the purpose ofplanting on embankment or cut slopes include Cynodon dactylon, Hyparrhenia filipendula,Panicum maximum and other related species and Sporobolus pyramidalis. The contractor'sresponsibilities for revegetation should if possible, extend over two growing seasons to ensurefull establishment.

8.7 Construction Camps

Many of the potential impacts of the contractor's construction camp can be mitigated. TheContract Documents will make clear that for all construction camps (whether for himself or theEngineer), the Contractor is responsible for undertaking the following, to the satisfaction of theEngineer and the monitoring team: -

* The land must be acquired with full consent of its owner and if the MOWHC requires thecamp after thend of the construction contract, then the affected landowner must becompensated for permanent acquisition of his land.

* A reliable supply of portable water treated to World Health Organisation standards (orfrom a safe source e.g. borehole).

* An effective sewage disposal system, either water borne using septic tank, or for verysmall camps pit latrines, must be provided. These precautions would minimise theoutbreak of -epidemics like cholera or dysentery, which could easily spread to thecommunities neighbouring such camps.

* Establishment of an operating and self sustaining refuse collection and disposal system.Non-biodegradable refuse such as glass, metal and polythene paper should be disposedof separately from the rest of the refuse.

Roughtbon Intemational Page No: 8-8In association with U-Group Consult

Karurma-Pakwacn-Arua Roac Environmentai and Social Impact Assessment ReeponSection 8 Mitroation Measures

* The contractor should supply paraffin cooking stoves and paraffin for use in cooking andlighting. Only wood or charcoal from Eucalyptus may be used for cooking.

* Where possible, the camp(s) should not be sited near existing settlements in order tominimise conflicts with the local community. Siting such camps near wetlands, forestedareas, areas of conservation or other social infrastructure such as schools should bediscouraged.

* All used motor oils and other related material should be disposed of according to theguidelines set out in the National Environment Statute.

* If not required by the client (MOWHC) at the end of the project, all camps must be totallydismantled by the contractor and the land reinstated to the satisfaction of theenvironmental regulation.

Practices should be established on site with the aim of controlling diseases such as Aids.Provision of condoms, awareness programmes on how to use them and general hygienemeasures should be included. The contractor must establish an open system of dealing withlocal health authorities to extend their services to camps. Larger camps should be provided witha clinic by the Contractor.

In MFNP construction camps should be located on the site of the present army camps. This willhelp to reduce environmental damage and will provide additional security.

8.8 Construction Traffic and Road Detours

Whenever there are existing tracks to borrow areas and quarries, they should be used andimproved if necessary. If they are non-existent, new tracks should be constructed alongalignments agreed with the land users. In either case, only the agreed access tracks should beused for the haulage of materials. Road detours are unavoidable however, their impact onsurrounding land can be minimised by keeping them as close as possible to the road line.Where the improved road deviates from the existing road, then the latter should be used wherepossible as the detour. Employment of qualified drivers, detailed briefing of the job in hand,imposition of maximum speed limits within settlements and vigilance of the project managementare some of the measures to reduce the impact of construction traffic and road detours.

8.9 Traffic (Road) Safety

If not property organised, the construction process itself will create a serious traffic hazard. Anysuch hazards must be reduced by sensible forward planning (subject to the approval of thesupervising Engineer). The minimum of disruption to existing traffic must occur. All deviationsand reductions in normal road width must be sign posted well in advance. Any stretches of roadthat are restricted to one way traffic must have a clear and effective *stop-go* system. Preferablylarge rotating signs ("STOP' on one side, 'GO on the other) should be used, rather than flagwaving which is often confusing to drivers.

By far the most serious traffic impact of the improved roads will be on road safety, due toincreased vehicle speeds. Properly designed and constructed road signs should be erectedbefore every settlement, sharp bend, bridge, and cattle farm, etc. Clear line markings todemarcate lanes and restrict overtaking should be constructed. Marker posts should be used onsharp bends, and guard rails installed where there are steep embankments or river crossings.All signs, paint markings and guard rails should be properly maintained throughout the design lIfeof the road.

During the design phase the following should also be considered: -

* Provision of footpaths and cycle tracks separated from the road in settlements

* In order to reduce speeds through villages a combination of rumble strips and/or roadhumps ("sleeping policemen") should be considered in conjunction with warning signs.Zebra crossings should be provided in villages at schools etc

* In villages and at major junctions bus / parking bays should be provided to allow vehiclesto park and not restrict traffic flow.

Roughton /ntemational Page No: 8&9In association with U-Group Consult

Karuma-Pakwacr-Arua Road Environmental and Social impact Assessment ReportSection 8 Mit,cat,on Measures

* In MFNP speed restrictions should be considered in order to reduce accidents involvinganimal.

* Drainage channels in settlements should be covered

* An education and awareness programme to inform villagers of the dangers of theimproved road should be carried out. This should be done through schools and LocalCouncils, women and youth groups. . Though not directly in the scope of this project, it isrecommended that training should be given to primary school teachers in methods ofimparting road safety knowledge.

8.10 Tree and Shrub Planting by Construction Contractors

It is proposed that a programme of tree planting is implemented under the construction contracts.This tree planting will have several objectives as follows:

* To provide mitigation for the unavoidable removal of trees during road rehabilitation (treefelling necessary to facilitate road widening and improvements in driver sight lines).

* To enhance the landscape and possibly mask construction activities such as borrow pitand quarry development, and cutting excavation.

* To enhance urban environments by providing shade and visual improvement

* To assist in the prevention of soil erosion and instability on suseptible natural and cutslopes.

Tree planting will be required both on government land within the road right of way (roadsideplanting) and on private property (reinstatement of construction activities or environmentalenhancement).

As soon as project activities allow tree planting is to be carried out at the selected locations.Tree planting locations will be determined primarily by the supervising engineer andenvironmental specialist. Such locations would typically be inside and around towns, close tobus stops and junctions and around material sources. Particular attention will be given to therepacement of trees where clearance has occurred.

We recommend that the local residents are involved in the roadside tree planting program. Theyshould be consulted in order to establish the best locations for new tree planting and todetermine the preferred species of tree to be used. The contractor should be encouraged to hirelocal residents to protect and water the trees, This consultation and involvement will help toensure the sustainability of the planting and the protection of the trees by the residents.

When trees are to be planted on private property the full approval and cooperation of thelandowners will be necessary. Tree species may be suggested by local landowners andresidents. The only suggested restriction on tree species to be planted is that they shouldpreferrably be indigenous to Uganda. The planting of fruit trees, such as mangoes, is likely to bepopular when feasible.

It is proposed that the construction contract makes provision for the growing, planting andmaintenance of about 1,000 trees per Contract. Planting of shrubs is measured in hectares andwill be sufficient to allow full reinstatement of borrow areas and planting on cut slopes asappropriate.

The allowance for tree planting in Contract (No 3) that crosses the Murchison Falls National Park(MFNP) will be similar to the allowance on the other Contracts (1000 trees). In MFNP it will beinappropriate to plant any avenues of trees, it would also be inappropriate to plant any roadsidetrees where there are currently no trees or few trees. Clearly the MFNP landscape must remainas little affected by human intervention as possible, this will best be achieved by treepreservation. Tree planting will therefore be primarily restricted to borrow pit sites, where locallyindigenous trees should be replaced.

The quantity of tree planting is expected to be insufficient to justify the Contractor establishing hisown nurseries. Tree seedlings are therefore expected to be purchased from established tree


Karuma-Pakwach-Arua Road Enviro- - ntal and Social Imoacr Assessment ReportSection 8- Mitigation Measures

producers. The seedlings for transplant must be straight, with a diameter at least equal to that ofa pencil and a height between 200 and 300 mm.

In dense plantings (such as for the protection of soils in borrow pits) the seedlings should beplanted at 3 m x 3 m spacing. Along roads, as at bus stops and junctions, seedlings should beplanted in a line at 3 m. spacing. This density of planting will aliow for thinning later asnecessary.

Successful establishment of trees will be dependant on the provision of maintenance andprotection by the Contractor. This will include watering, keeping the ground clear of vegetationand providing cages to protect them from grazing and trampling.

It is recommended that a wooden cage 500mm in diameter is constructed around each seedlingas shown in Figure 8-3. The cage should be 1.0 to 1.5 m tall and should be a rigid structure.The five vertical poles should be at least 50mm in diameter and will be connected with a rigidmaterial (ie cane) and then tied with sisal string. The cane should be at 150 - 200 mm intervalsvertically. The poles should be buried into the ground at least 300mm.

8.11 Tree Planting for Firewood (Afforestatlon)

Woodfuel is the main source of energy in Uganda and more especially in rural areas. Forexample, consumption of fuelwood is estimated at an average of 0.9 to 1.0 dry tonnes per yearper capita. Fuelwood consumption is likely to increase if the project roads is upgraded. This isbecause new trading centres are likely to develop along the road which will attract people fromboth within and outside the project area. Since electric power from UEB grid will not beimmediately available, the increased population in the centres and outside the area served bythis road will use woodfuel for most of their energy requirements.

The end result will be that the now well-vegetated areas along the proposed road will be targetedfor charcoal production. Existing plots of wood on private land may be depleted which will forcewomen to travel longer distances in search of fuelwood. The potential impact is considered to bemoderate but of long-term significance.

Strengthening afforestation programs and encouraging the use of fuel saving cook stoves suchas the 'Upesi" cook stove should be implemented to help alleviate the scarcity of fuelwood.Appendix C contains details of the 'Upesi" cook stove.

Funding for the planting of forest lots to compensate for increased fuel wood demands (outsideMFNP) is recommended, but it is not thought to be appropiate to include this work in the roadConstruction Contracts. Such forest development would best be implemented by the ForestDepartment in association with district authorities and existing planting programmes (such as theBAT programme or other NGO implemented scheme). It is recommended that US $ 200,000 beallocated to the support of afforestation programmes in the project districts.

8.12 Loss of Business Opportunities by Women

The upgrading of the road will encourage new business to develop. A lot of people will join thebusiness sector in which women are already involved such as sale of charcoal, essentialcommodities and other small trade activities. This will increase competition and as a result, thebigger and better organised groups, will affect the small family businesses which are mostly runby women. In order to minimise the rate of loss by women, support should be sought frompoverty alleviation program such as the 'Entandikwa' Scheme for soft loans. Training in businessmanagement and marketing skills should also be extended to women so that they are able tocompete favourably.

8.13 Proliferation of Diseases

Spread of diseases such as AIDS and other infectious diseases along the project road could be asignificant social impact. Strengthening the medical facilities and improving awareness based oncurrent active programs will help in reducing the rate of infection. The level of awareness in


Karuma-Pa,wacn-Arija Road Environmental and Social Inmact Assessment RepornSection 8 Mitation Measures

Uganda with regard to improved health is now relatively high; consequently disease control isimproving.

8.14 Possible Food Shortages

The project area especially Nebbi district is agriculturally productive and tends to have surplusfood to feed families all the year around. Some of this food has always been sold to traders inother districts with inherent food shortages such as Pallisa, Kumi ahd Kotido. This trade hascontinued despite access to these districts being difficult. With a new road, more traders offeringbetter prices and terms are likely to buy all the food produced in the region leaving individualfamilies with less food to see them throughout the year. If this occurs, more burden will beplaced on the women to feed their families.

However, food shortages caused by families over-selling their food as a result of improving theroad will not have significance effects on the local communities. Money from the sale of producewill be used to sustain families up to the next harvest season and most likely, families willincrease their total production in order to cater for both selling and their own food supply.

8.15 Loss of Business Opportunities by Women

The upgrading of the road will encourage new business to develop. A lot of people will join thebusiness sector in which women are already involved such as sale of charcoal, essentialcommodities and other small trade activities. This will increase competition and as a result, thebigger and better organised groups, will affect the small family businesses which are mostly runby women. In order to minimise the rate of loss by women, support should be sought frompoverty alleviation program such as the 'Entandikwa' Scheme for soft loans. Training in businessmanagement and marketing skills should also be extended to women so that they are able tocompete favourably.


TOP VIEW

50mm diameter

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Karuma-PaKwach-Arua Road Environmental and Social Imoact Assessment ReooriSection 8 Mitigation Measures

Table 8-2 Summary of Adverse Environmental Impacts and Mitigation Measures

Impacts Mitigation Measures Responsibility* Reinstatement after works

Borrow pits and * Avoid siting them in residential areas and near schoolsquarries * Design and operate so as to reduce visual impact Contractor

* Minimize access routes* Restore existing unused borrow pits* Dispose waste in borrow pits

Spoil materials * Landscaping if dumped outside borrow pits Contractor* Avoid ecologically sensitive areas as dumping grounds. Avoid arable land. Plant grass on slopes

Soil erosion * Provide adequate drainage Contractor* Avoid steep gradients dipping into the road. Protect drainage channels. Provide infiltration ditches to capture silt and pollutants

Land and water * Remove all solid wastes lying along the road and waterpollution courses always Contractor

* Clear all work sites after use. Train workforce in precautionary measures ____

. Reduce their number by employing local residents. Locate them far from local settlements and protected

areasConstruction camps * Full reinstatement after road works Contractor

. Provide adequate supply of energy and safe water

. Provide adequate sanitation and medical facilities* Provide for emergency cases

* Proper choice of equipmentNoise and air pollution * Creation of screen barriers around work sites e.g.from quarries and quarries Contractortraffic . Proper maintenance of equipment

* Watering of the road to reduce dust* Use parallel bypass roads if existing* Speed limits enforcement

Construction traffic and * Keep construction traffic in good mechanical condition Contractordetours * Rework unwanted access routes before end of the

construction. Train and closely supervise drivers* There will be no need for borrow pits except for quarries

in the medium termRoad maintenance * Roadside vegetation should be kept down by slashing MoWHC

and not herbicides* Laborers should stay in their homes* Keep most sites off the road

Changes in landscape * Landscaping work-sites Contractor* Restoring work-sites. Provide for disposal facilfties District Authorities

Roadside litter * Pass anti-litter by-laws - MoWHC* Use road sign warnings - MFNP. Public awareness campaigns - Road Users

Disruption to hydrology . Provide adequate drainage where lacking Contractorand drainage pattems * Install appropriate size of culverts and embankments


Karuma-PaKwacn-Arua Road Environmental and Social Impact Assessment ReportSection 8 Mitigation Measures

Table 8.2 Summary of Adverse Environmental Impacts and Mitigation Measures.

Impacts Mitigation Measures Responsibility

* Stringent measures are already in place to enforce Ministry ofEffects on fish appropriate laws Agriculture, Animalresources * Keep up to date information on all fishermen in the area Industry and

* Train and equip district officers in-charge Fisheries

Loss of vegetation * Clear only the required areascover * Camps and all work sites to be in less vegetated areas Contractor

* Compensatory tree planting. Provide under-grade crossings* No work-sites in the park Contractor* Reduce vehicular speed MoWHC

Effects on animal kills * Step up monitoring activities - MFNP* Keep records of animal kills* Provide adequate and legible road signs* Increase public awareness* Collect water from various sources

Effects of water * Minimize pollution and soil erosion around sources Contractorextraction * No cleaning of project equipment should be allowed

near water sources

Roughton International Page No: 8-15In association wrth U-Group Consult

Karuma-Pakwacn-Arua Road Environmental Impact Assessment PeoortSection 9 Construction Material Extraction in MFNP

9. CONSTRUCTION MATERIAL EXTRACTION IN MFNP

-9.1 Introduction

The road alignment studies, which were strongly influenced by environmental influences, haveconcluded that the Karuma to Olwiyo road should be upgraded along the existing aiignmentthrough the MFNP (refer Section 4). Construction materials studies have shown that roadupgrading along this section of road will require the excavation of natural gravel materials from alimited number of existing (open) borrow pits and the development of one new hard rock quarryin the Park at Pajok Hill.

Proposals for the development of construction material sources in the Park were forwarded to theUganda Wildlife Authority (UWA) in August 1999 for their review. The UWA responded on 8September by stating that they required a site specific EIA carried out with respect to extractionof construction materials in the Park (refer Appendix G). This would then provide a basis for theiraccepting or rejecting the proposals.

This Section of the Report has been prepared to fuffil the requirements of UWA and presents sitespecific details of materials extraction proposals in MFNP along with provisions for environmentalprotection and mitigation.

9.2 Sources of Base Course Material (Hard Rock)

The road base course is the load bearing layer constructed directly beneath the bituminous roadsurfacing. This layer will be 200mm thick along the project road. Initially it was thought that thebase course might be constructed from either lime improved natural gravel (murram) or fromcrushed hard rock. It was expected that lime stabilised natural gravel would be a slightly moreeconomical base course construction. Therefore existing and potential borrow pits in the Parkand close to the Park were investigated to evaluate the suitability of the available gravels for useas lime stabilised base material.

Laboratory test results for natural gravel samples obtained from borrow pits that might supply theKaruma to Olwiyo road, showed that the materials are of relatively poor quality. In most cases,the natural plasticity of the materials is too high and stabilised strengths too poor to allow theiruse in the base course.

It will therefore be necessary to construct the base course layer from crushed hard rock. Theonly feasible source of crushed stone base material in the Karuma area is located about 21 kmfrom Karuma Junction on the Olwiyo Road at Pajok Hill. This proposed quarry site is about 1.5km south of the existing road and would be accessed about 6.5 km past Pajok Army camp (referFigure 9-1). A second quarry site has been identified outside the Park close to Olwiyo, howeverthis rock outcrop is not large enough to provide sufficient base course material to supply the roadsection through the Park.

It is proposed that Pajok Hill provides all base course materials from Karuma (km 0.0) to the Parkboundary (km 45.6) which is about 8 km south of Olwiyo. Approximately 85,000m of crushedbase aggregate would need to be produced at Pajok Quarry. This quarry could also provide theaggregates for bitumen surfacing, this would require production of about 8,500m3 of chippings.Crushed aggregate supply would then total approximately 94,000 m3.

It is proposed that the Karuma to Olwiyo Road Contract Documents state that Pajok Hill is thedesignated base course and sealing aggregate source. The potential impacts of quarrying atPajok Hill and proposed mitigation and environmental protection measures are reported inSection 9.5.

9.3 Sources of Subbase Material (Natural Gravel)

The subbase is the layer that supports the road base course. The subbase has a lower strengthspecification than the base. The road pavement design requires a subbase 200 mm thick.


Karuma-PaKwacn-Arua Roao Environmental Impact Assessment ReDorTSection 9 Construction Material Extraction in MFNP

Materials studies have shown that the subbase may be constructed from either available naturalgravels stabilised with 3.5 % to 4.5% lime or from crushed hard rock. Stabilised natural gravel isexpected to be the more economical subbase construction.

It is considered that careful extension of a limited number of existing open borrow pits forsubbase material supply will be less environmentally damaging than excavation of a large hardrock quarry. Borrow pits can be effectively reinstated and revegetated so that in the medium tolong term there will be little or no evidence of their existence. Supply of subbase from borrow pitsis therefore preferable on environmental grounds.

Eight existing open borrow pits have been identified in the Park adjacent to the project road.One aim of recently completed construction materials investigations has been to identify newsources of natural gravel (murram) outside the Park, so that extraction of materials in the Parkcan be reduced as far as possible. New potential natural gravel sources have been identifiednear the Karuma road junction and in the Olwiyo area (outside the Park). The road Contractorwill be required to use these resources. Nevertheless, it is expected that there will still be arequirement to extract considerable quantities of natural gravel from the following pits within theboundary of the Park:

Distance from Distance FromPit Name Status Karuma Bridge Dxistange FRomd Map Coordinates

towards QIwlyo xsigRa

1.9 kmplu 1. km 1.5 from Karma 417060Karuma Cutting Pit Potential 1.n5 km plus 1.5 km Junction (adjacent 249870

along Glu Road to Gulu Road

Pakok Army Camp Pit Existing 16.3 km Adjacent to road 24030

Pajok West Pit Existing 22.3 km 1 00m from road on 399050Pajok West Pit(Open) 223right side 260780

It is proposed that the Contract Documents designate these as the only approved location forsubbase material extraction in MFNP and that the development of alternative or additionalsubbase sources in the Park is unlikely to be approved.

The potential impacts of utilising materials from each of these borrow pits is reviewed in Section9.5 along with proposed mitigation and environmental protection measures.

9.4 Sources of Selected Fill (Natural Gravel)

Selected fill is required to support the road subbase where the existing foundation soils(Subgrade) has inadequate strength. In embankments selected fill will form a layer 400mm thickbeneath the subbase.

Materials that are suitable for use as selected fill will sometimes be derived from new cuttings butadditional low quality gravel will have to be taken from borrow pits. In the MFNP it is anticipatedthat selected fill will primarily be derived from the designated subbase sources. However, thereare other existing open borrow pits in the Park that should be reinstated by the Contractor and itseems reasonable that a controlled amount of selected fill could be extracted from these sourcesif necessary prior to their reinstatement. The location of major borrow pits between Karuma andOlwiyo is shown on Figure 8-1 details of each pit are contained in the Soils and Materials Report.

It is proposed that the Contract Documents state that the designated subbase sources may beutilised to supply selected fill materials. In addition, these sources may be supplemented bymaterial from other existing open pits in the Park, but only with the approval of the SupervisingEngineer who may restrict extraction volumes to limit the size of pit extensions.


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Karuma-Pakwach-Arua Road Environmental Impact Assessment ReportSection 9 Construction Material Extraction in MFNP

9.5 Potential Impacts of Materials Extraction and Their Mitigation

9.5.1 Pajok Quarry

9.5.1.1 Quarry Site and Local Environment

The proposed Pajok Quarry will be located in a large rocky hill about 21 km from KarumaJunction on the Olwiyo Road at Pajok Hill. This proposed quarry site is about 1.5 km south of theexisting road and would be accessed about 6.5 km past the main Pajok Army camp (refer Figure9-1). There is currently a small detachment of soldiers based adjacent to the road by the accesstrack to the hill.

Although not clearly visible from the project road Pajok Hill rises slightly above all itssurroundings. The peak of the hill reaches a level of 1025 m whilst the low hills and valleys in thearea typically range in level from 940m to 1000m. Vegetation in the area comprises a mix of lowdensity woodland (mainly acacia), scrub and grassland. Much of the hill itself has little or no soilcover and hence no vegetation.

Hard massive gneiss rock crops out over an area of greater than 60,000 m2 and so represents avery extensive material resource that will require little or no overburden stripping. In places steepnatural rock faces up to about 1Om high exist.

The Pajok area has a very low density of mammals (less than 10 per square kilometre) accordingto a recent survey (refer Figure 6-6). Nevertheless, the rocky environments at Pajok Hill will be afavoured habitat for certain animals (ie reptiles) and plants.

9.5.1.2 Quarry Development and Operation

An access track about 1.5 kilometers long will be required from the project road to the outcrop.The track will cross a small stream and swampy area about 200m from the road. A smallembankment will be required with construction of a culverted crossing.

The exact location for the development of the quarry face should be defined following a sitereview by the Contractor, Supervising Engineer and representatives from MFNP/UWA. It is veryimportant that the face is located so that its visual impact is minimised. There appears to bescope to work the quarry from the south, such that the excavation is completely hidden from theroad. However thought will need to be given to minimising the visual impact from the south,therefore some limits on face height and orientation may be necessary. A full quarrymanagement plan, as defined in Section 8.3, would be agreed before any excavationcommenced.

The rock at Pajok hill is very widely jointed (massive) therefore pre drilling and blasting will berequired to facilitate excavation. Even during peak production there would be unlikely to be morethan three 'blasts" per week.

It is recommended that the broken quarry rock is transported to a processing site close to theroadside (but preferably screened from it by natural vegetation). It would probably be bestlocated adjacent to the existing army detachment camp. An area of fairly level ground about 3 -4 hectares will be required for establishment of the crushing plant and aggregate stockpile area.

The total quantity of processed rock to be produced is estimated to be about 94,000 m3. Thiswould supply base course materials and bitumen surfacing aggregates for use within theboundary of the Park. As an indication of the quarry excavation size this quantity of aggregatecould be won from a face 150m long by 7m high and 90m deep. Quarrying would probably takeplace over a period of 18 months to two years.

9.5.1.3 Environmental Impact and Mitigation Measuresi) Impacts on Wildlife

The quarry site is located relatively close to the northern boundary of a very large Park in whichthe greatest density of animal life is found close to the Victoria Nile. In the Pajok area, there areas few as 10 mammals per square kilometre reported to exist (Figure 6-6). However, it is


Karuma-Pakwacn-Arua Road Environmental Impact Assessment ReportSectioon 9 Construction Material Extraction in MFNP

recommended that representatives from the UKA/MFNP visit the site and assess whether thereare any specific plants or fauna that occupy this habitat and require special protection.

It is not anticipated that any rare or endangered species will. rely on Pajok Hill being leftundisturbed. It is expected that this rocky environment will be the home of a variety of snakes,lizards, hyrax and birds. It is also reported that Pajok hill is occasionally visited by lions andbaboons. Whilst human activity is associated with the hill, these animals will tend to relocate to amore quiet location, but will probably return quite quickly after quarrying is terminated.

It is recommended that the quarry workers are briefed, by representatives of the projectenvironmental monitoring team, to emphasis the requirement to preserve both animals andplants at the site. The Contractor should be encouraged to implement appropriate wildlifeprotection rules. For example, it should be made clear that the malicious killing of a snake orother animal would be an offence subject to instant dismissal.

ii) Impacts on Tourism

The development of Pajok quarry is expected to have no impact on tourism in either the short orlong term. During the iife of the quarry there will almost certainly be very few tourists visiting thePajok area due to its recent history of security problems. Pajok Hill is many miles from any of thegame trails that are currently used by tourists.

Tourist may be able to hear blasting at the quarry but this is unlikely to significantly affect theirgame viewing activities and will typically only occur once or twice a week.

The quarry should have no long term impact on tourism provided it is reinstated such that itblends back into the natural Park landscape.

iii) Impacts on Peripheral Communities and Park Operations

The development of Pajok Quarry is unlikely to have any effect on local communities, apart frompresenting an employment opportunity. No significant impact on Park operations is anticipated.

iv) Reinstatement and Revegetation.

The requirement to adequately integrate Pajok Quarry back into the Park landscape afterquarrying is finished must be a consideration throughout the development of the site.

The height and orientation of the face will need to be strictly controlled if reinstatement is to beeffective. It is anticipated that surplus soil materials (spoil) derived from the road excavationswould be stockpiled at the quarry site, so that once quarrying is completed this soil can be usedto bank against the excavation face and support the planting of trees and shrubs.

Revegetation will be required at the quarry site, along its access road and at the processing andstockpile area. The total area for revegetation might total 5 or 6 hectares. Only locallyindigenous trees and shrubs will be allowed to be planted and guidance/approval for piantingprogrammes should be obtained from UWA/MFNP. The Contractor will be required to maintainthe seedlings for at least one year. Any dead vegetation could be replaced during theContractor's defect liability period.

9.5.2 Karuma Cutting-orrow Pit

9.5.2.1 Borrow Pit Site and Local Environment

A potential new source of natural gravel has been identified on the GululUra road about 1.3 kmnorth of the Karuma junction. An existing road cutting about 250 m long up to 4m deep exposeshard laterite gravel which has been shown to be suitable for use as lime improved subbasematerial. It is proposed that this deposit is excavated on both sides of the road for a distance ofabout 100 m from the road.

This site is technically within the Park, but is literally within a few hundred metres of theboundary. The land at the pit site is uncultivated scrub with occasional trees


Karuma-Pakwacn-Arua Road Environmental imoact Assessment ReportSection 9. Construction Material Extraction in MFNP

9.5.2.2 Pit Development and Operation

It is proposed that this potential borrow pit becomes a designated source of subbase material inthe Contract Documents. This source is expected to supply all subbase materials from Karumajunction to about km 8, this would amount to about 12,000 m3 of compacted subbase. It is alsoexpected that all selected subgrade fill materials required up to about km 8 are supplied from thissource, this might involve extraction of a further 6 - 8, 000 m3 of gravel. If necessary, there areother pits nearby which could be used to supplement gravel supply along the first 8km of road.

The gravel at this site tends to be moderately well cemented therefore it will probably have to beextracted by bulldozer. The selected material would then be loaded onto trucks using a front endloader and taken to the project road by tipper truck. On site it would either be used 'as dug" asselected fill or treated with 3.5% -4.5% lime to form the road subbase.

9.5.2.3 Environmental Impact and Mitigation Measures

The development of Karuma Cutting Pit would be expected to have no significant negativeimpact on the Park, due to its location right on the Park boundary, adjacent to a relatively heavilytrafficked bitumen sealed road. There is essentially no game in this area, certainly none utilisingthe land proposed for pit development.

Its development will have a significant positive benefit, because it will mean that existing openpits along the Karuma road between the junction and the Army Camp at Pajok (km 16.3) can bereinstated without further extraction. These pits are located in wooded areas of the Park,therefore there are considerable benefits attributable to the avoidance of further pit extension.

The Karuma Cutting Pit will be landscaped and revegetated after material extraction so thatevidence of its existence is totally eliminated in the medium term.

9.5.3 Pajok Army Camp Borrow Pit


The main Pajok army camp is located about 14.3 km from Karuma junction. There is a largeexisting open gravel pit at this camp, that seems to have been the major source of gravel used inthe area to surface the existing gravel road. Materials site investigations indicate that there areconsiderable resources of gravel remaining on both sides of the road particularly beneath andaround the camp itself.

The area around the camp is quite densely wooded, but for security reasons much of thevegetation at the camp was cleared, it is primarily in this area that it is proposed the pit would beextended.


It is intended that Pajok Army Camp Pit be designated a subbase source. It is expected that itwould supply subbase gravels from about km 8 to km 20, this would amount to about 23,000m3

of compacted subbase. It is also expected that selected fill requirements between km 8 and km16 would be supplied from this source, this might involve extraction of a further 10 - 15,000 m3 ofgravel.

The gravels at this site are not well cemented therefore they could be excavated by bulldozer,loader or excavator.


Wildife density in this part of the Park is very low. The potential negative impacts of extractinggravel in an area that is already densely populated and largely cleared of natural vegetation areconsidered to be of little significance. However, there are considerable benefits attributable torestricting gravel extraction to the area of the army camp, since this will conserve undisturbednatural habitat.

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Karuma-Pakwacn-Arua Road Environmental Impact Assessment ReportSection 9: Construction Material Extraction in MFNP

An additional benefit will be derived from the construction contract in that both the existing pit andany extensions will be fully restored and revegetated by the Contractor so that there will be littleevidence of the excavations in the medium term.

9.5.4 Pajok West Pit


Pajok West Pit is an existing excavation located about 20 km from Karuma junction and offset1 00m from the road on the right side. The existing pit is located just before an existing roadcutting which is about 2 to 3 m deep and exposes additional exploitable gravel. The areaimmediately around the pit is quite densely wooded, but wildlife surveys suggest that the gamepopulation is very low.


It is intended to make Pajok West Pit a designated source of subbase material. It is expected tosupply the project road with subbase from about km 20 to km 38. This would involve extractionof about 34,000 m3 of gravel. If resources are available this pit might also supply some selectedfill.

The gravels at this site are not well cemented therefore they could be excavated by bulldozer,loader or excavator.


It is recommended that the pit is extended away from the road and that deposits exposed in theroad cutting are only utilised if necessary. By extending the existing pit away from the road anyworking will not be visible from the road thus minimising any visual intrusion.

Pit rehabilitation and replacement tree planting will ensure that there is no long termenvironmental impact associated with its exploitation.

9.5.5 Use and Reinstatement of Other Borrow Pits in the Park

It is considered that it would be acceptable to extract limited amounts of gravel from some of theexisting open borrow pits (for use as selected fill) before reinstating them. In particular, it may benecessary to extend Ayago Pit which is located about 1.7 km past the Ayago River Bridge some34 km from the Karuma Junction. This is recommended because there are no other suitablesources of selected gravel in the area. Several other pits between Pajok West and the Parkboundary have been tagged for no further development (see Soils and Materials Report)because the gravels are thin and exploitation would result in a relatively large land take for asmall quantity of aggregate.

It is proposed that the subbase for the section of road from about km 38 to the Park Boundary atkm 45.6 is derived from a gravel pit (Aparanga Pit) to be opened outside the Park near Olwiyo atkm 53.6. This will reduce the demands placed on borrow pits within the Park.

9.6 Conclusions

The development of gravel pits and a hard rock quarry in the MFNP to supply road buildingmaterials for uprading the section of road which passes through MFNP is unavoidable.However, considerable effort has been made to ensure that any environmental damage thatmight be associated with materials extraction is minimised and that appropriate environmentalprotection measures are in place through the Contract Documents.

The main environmental protection measures that are specific to the MFNP include:

the designation of only one quarry site as the base course source (with provision for theSupervising Engineer and UGA to be involved in developing the Quarry ManagementPlan with the Contractor, so that environmental impacts will be minimised);

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* the designation of a limited number of selected existing open borrow pits in the Park assources of subbase material (it is not foreseen that any other sources in the Park will beapproved for supply of subbase material);

* the designation of one subbase source that is to supply the road in the Park but is locatedoutside the Park

* the requirement that selected fill materials are primarily derived from the designatedsubbase sources and that any other proposed sources will be subject to approval by theSupervising Engineer, who may restrict extraction volumes to limit the size of pitextensions due to environmental considerations.

* All open borrow pits in the Park must be reinstated by the Contractor regardless ofwhether he uses them, unless the UWA/MFNP specifically require them to be left open(for future park track maintenance)

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Karuma-Pakwacn-Arua Poad Environmental ImDact Assessment ReportSection to. Mltigation anC Management Pian

10. MITIGATION AND MANAGEMENT PLAN

10.1 Introduction

The previous sections of this report have discussed the possible environmental and socialimpacts that the road improvements are likely to have on the environment as well as proposingmeasures to mitigate negative impacts. Where appropriate, Clauses will be written into theContract Documents for the construction contracts to ensure that the Contractor is aware of hisresponsibilities. Mitigation measures that can be implemented as a part of the constructioncontracts will be provided for under the Contracts.

It is essential that all proposed mitigation measures should be monitored to ensure that they areundertaken to a satisfactory standard. The construction site supervision team can carry outmany of the monitoring activities with some guidance from environmental specialists. However,there is an identified need for a full time environmental/social specialist (monitor) employed aspart of the construction supervision team.

The environmental/social monitor will work closely with the Engineer, the Contractors, andmembers of the local communities that may be affected by the road rehabilitation. The monitorwill also liase with NEMA, UWA, MOWHC and all other interested stakeholders.

Monitoring should include regular reviews of the impacts that cannot be adequately assessedbefore the beginning of the works or which arise unexpectedly. The Monitor will then assist withthe development of appropriate mitigate measures for any such adverse effects.

10.2 Environmental and Social Monitoring Team Composition

10.2.1 Monitoring Team Composition

10.2.1.1 Full TimeEnvironmental/ Social Monitor

The full time monitor will be an environmental/social expert responsible for co-ordinating theimplementation of environmental and social mitigation measures proposed in this report. Theexpert's role would also include provision of some technical assistance to the engineeringsupervision teams.

In view of the significance of the environmental issues concerning Murchison Falls National Park(MFNP) within the overall mitigation and management plan, it is recommended that an expertwith extensive experience of environmental and social issues relating to Game Parks should beappointed.

In order to enhance the significance of the mitigation measures on impacts and to maximisecommunity participation, it is further recommended that the implementation of mitigationmeasures in the social sector (i.e. in efficient fuelwood consumption methods etc.) becommenced around one year ahead of road construction. Furthermore, mitigation activitiesshould be continued for a year after the completion of road construction. This will facilitate thedrawing of conclusions and the preparation of recommendations for the way forward. As theduration of the construction period for the project road is expected to be three years a period offive years for the implementation of mitigation measures is required. The recommended full-timeexpert should therefore serve for a five year period.

During the road construction period he/she will monitor the participation of the community in roadconstruction through district liaison officers, and monitor the implementation of all environmentalmitigation measures including those within the construction contracts. At the end of the six yearassignment, the full-time expert will have prepared a comprehensive report to be submitted to theMinistry and to the Bank.


Karuma-Pakwacn-Arua Road Environmental Impact Assessment ReportSection 10: Mitigation and Management Plan

10.2.1.2 Support for Full-Time Expert

The full-time expert will utilise the services of three full time District Liaison Officers. They will co-ordinate activities within the Districts together with a further 12 part time District Assistants.

The National Environment Management Authority (NEMA) has the mandate to carry outenvironmental monitoring activities in Uganda, but this organisation currently does not have thestaff capacity to cover the whole country and/or all sectors. It is for this reason that a monitoringteam is proposed to assume this role. However, NEMA would be involved in periodic externalauditing.

Members of the proposed monitoring team would also be required to liase closely with:

* Representatives from the MFNP, preferably the warden in charge of communityconservation programme or law enforcement;

* Representatives of the Environmental Liaison Unit in MOWHC,

This monitoring team will also work closely with the local communities that may be affected byimpacts of the road and will report directly to the Resident Engineer. The monitoring team couldalso co-opt some local people willing to help with monitoring and implementation of mitigationmeasures.

10.3 Scope of Work for the Monitoring Team

The monitoring team's main activities will include the following:

* review compensation and/or lease agreements for land take (both temporary for the useof the Contractor and permanent for the road itselft),

* check that no land has been taken unnecessarily, no crops destroyed unnecessarily andno buildings nor trees destroyed unnecessarily,

* review and advise on management and reinstatement of borrow pits, quarries, spoildisposal areas (including access tracks to them),

* inspect the contractor's camps, workshops, stores and the like and review siting, energysources, water supply systems, sewerage systems, soiid waste disposal, and the storageof hazardous substances,

* review reinstatement and/or future management plans of the construction camp,

* review community relations, particularly with regard to the health aspects of theconstruction camp,

* review the sourcing and method of collection of water for construction,* review and advise on the stabilisation and revegetation of all earthworks slopes,

* check planning and operatioh of detours, and associated road safety measures, duringconstruction,

* review measures to control excessive speeding and general road safety managemente.g. road signing,

* assess impact levels of nuisance such as dust, noise, vibrations and advise on possiblemethods of improvement.

* impact of the road construction on game conservation in MFNP

Table 10-1 on the next page provides a summary of the main environmental monitoring activitiesalong with the environmental and social indicators that may used to assess project impacts andthe success of their mitigation measures.


Karuma-Pakwacth-Arua Road . Environmental Impact Assessment ReportSection 10: Mitigarion ano Management Plan

Table 10-1 Environmental Monitoring Activities

Issue/Component Requiring Monitoring Environmental Indicaior

Control of noise and dust during - control of working hoursconstruction - record of consumer complaints

Operation and reinstatement of Borrow - pre-works photos in sensitive areasPits and Quarries

Disruption to traffic and reinstatement of - pre-works photos in sensitive areasroads and access ways

Health and Safety of workforce and public - record of accidents notified

Protection of trees and vegetation during - preservation of treesconstruction - records of compensatory planting

Compensation of crop loss - record of compensation paid- establishment of standard payments toensure equity

Compensation for land take - record of compensation paid- record of complaints

Water quality in the drainage systems - analysis of samples against Ugandastandards specdfication

Spillages of oils and other chemicals - implementation of recommendations forduring construction and operation phases storage and handling

- development of control measures andemergency procedures

Wildlife conservation - animal death rates recorded in the park- criminal cases record of poaching

Road safety - details of road accidents

10.4 Activity Schedule for Social and Environmental Monitoring

The environmental and social impact monitoring with have three activity phases, namely: pre-construction; during construction; and post-construction.

10.4.1 Pre-Construction Monitoring

The appointed social and environmental monitors will undertake pre-construction assessmentsslightly before actual road rehabilitation begins in order to become acquanted with the existingsituation (establish baseline data). The whole length of the road contract and associated sites(quarry sites, water sources etc) will be inspected and when appropriate guidance provided tothe Contractor concerning measures required to minimise environmental impact. The monitorswill:

* assess the existing environment situation with a view to establishing a datum for finalevaluation at the end of the project,

* visit all proposed sites of borrowing, quarrying, construction camps and access roads toassess the impact of their positions, and to effect changes where necessary,

* estimate all land to be taken both permanently and temporarily and find out people'sattitude towards the project in the context of compensation,

* ensure that the Contractor and the site supervision staff understand the environmentalimplications of the Contract Documents.


Karuma-Pakwach-Arua Road Envwronmental Impact Assessment ReportSection tC: Mitigation ano Management Plan

10.4.2 Construction Monitoring

The main activities during construction will be:

* Working with the supervising engineer and Contractor to develop appropriate mitigationmeasures

* Ensuring these mitigation measures are properly implemented and that avoidabledamage to the environment is prevented.

* Identification of any unforeseen environmental and social impacts and design ofappropriate mitigation measures.

* Liaison with all interested stakeholders

* Preparation of environmental monitoring progress reports for distribution to MOWTC,World Bank and stakeholders.

10.4.3 Post-Construction Monitoring

Monitoring should continue after the Contractor completes all the works, but has not yet handedover to MOWHC. If there are any problems identified, the Contractor will then be obliged tocorrect them during the defects liability period.

In the long term, following construction, only MOWHC, UWA, and respective LECs shouldcontinue monitoring any impacts and inform responsible institutions accordingly.

10.5 Reporting

At about 6 monthly intervals the environmental and social monitoring team should prepare amonitoring report for MoWHC, NEMA and the World Bank. Other Institutions which might getcopies of this report, include respective District Technical and Planning Committees, the DistrictEnvironmental Officers (DEOs) and Local Environmental Committees (LECs) and any NGOsinterested in the project.

A final report should be prepared upon completion of the project- This will summarise: activitiesundertaken; the success of mitigation measures and monitoring; and will discuss lessons leamt.

10.6 Cost of Mitigation and Monitoring

For the mitigation activities and monitoring plan to be implemented, there will be financial costsincurred. Many of the recommended mitigation measures are simply good engineering practice,and should not be considered as 'extras" to the construction-cost.

"i 0.6.1 Cost of Mitigation Measures

Main areas of expenditure for mitigation and monitoring include: -

* Compensation for land take both temporary and permanent, and for loss of crops andresulting income (approximately US $60,000! Contract);

* Reinstatement of borrow pits and quarries at the end of the contract (approximately US$70,000/ Contract - included in Contractor's rate for material supply and revegetation);

* Establishment, management and ultimate reinstatement of Contractor's camps(approximately US $40,000/ Contract - included in Contractor's establishment overheads)

* Provision of road safety measures for vehicle speed control, accident reduction etc.(approximately US $450,000/ Contract)

* Road safety education (expected to be carried out by with monitoring team with all costabsorbed under monitoring team fees)

* Re-vegetation and replacement tree planting activities (US $300,000/contract)

* Support for reafforestation programmes (recommend US $ 200,000)

* Monitoring team fees, subsistence and transport costs (US $250,000/contract).


Karuma-Pakwach-Arua Roac Environmental Impact Assessment RetortSection 10 Mtigation and Management Plan

10.6.1.1 Compensationi) Buildings

It is not expected that any buildings will be affected by the new road.

ii) Crops

Very few crops will be lost to this road. Some millet and sorghum are grown close to the roadbetween Nebbi and Arua. Appendix A contains crop compensation rates applied in Nebbi Districtfor the period July 1995/June 996.

iii) Land Take

With the project area being sparsely populated and the existing road corridor generally beingwide enough, virtually no permanent land take is envisaged. However if a new alignment were tobe constructed around the outside of MFNP compensation would need to be paid to affectedlandowners.

Temporary land take will be required for borrow areas, quarries and temporary diversions. TheContractors are expected to allow for the costs of temporary land take in their tender price (iecost of materials supply).

Total cost of compensation for land take and crops is expected to be only about $60,000 percontract.

10.6.1.2 Reinstatement of Borrow Pits and Quarries

The cost of reinstating material sources must largely be included in the cost of supplying thevarious construction materials, although separate BOQ items exist for grassing and revegetation.It is expected that an allowance of about US $ 70,000 for each Contract would be about correctfor material source reinstatement. However, it may vary considerably from Contract to Contractdepending on the number and type of material sources opened by the Contractor.

The Environmental Monitor may require some existing unreinstated borrow pits that are notused by the Contractors during upgrading to be reinstated (ie in MFNP). In this case, fullpayment through BOO items (Dayworks and revegetation clauses etc) should be made.

10.6.1.3 Establishment and Reinstatement of Contractor's Camps

The Contractors site establishment costs will be deemed to be included in rates tendered forother work. As a part of these overhead costs it is expected that about US 30,000 will need to beallocated on each of the contracts for establishment and reinstatement of construction camps,workshops and other facilities in accordance with environmental constraints.

10.6.1.4 Provision of Road Safety Measures

In the Contract BOOs there are iterris for guardrails, road signs, road traffic marking; road humpand rumble strips. The approximate cost per contract for these safety features is about US$450,000. In addition to these features there are many other safety measures inherent in thedesign, such as bitumen sealed road shoulders, footpaths on bridges etc.

10.6.1.5 Road Safety Educational and Awareness

A provisional sum might be put into the contract documentation, but it is envisaged that themonitoring team will organise and carry out seminars as part of their brief.

10.6.1.6 Tree and Shrub Planting by Construction Contractors

There should be compensatory tree planting for all the trees lost during road construction asdetailed in Section 8.10. An allowance for planting about 1000 trees per Contract is included inthe Bill of Quantities. An allowance for planting grass and shrubs on slopes and in borrow areasis also included and is measured in Hectares. Total cost of planting grass, shrubs and tree undereach of the four construction contracts is about US$ 300,000.


Karuma-Pakwacn-Arua Road EnvironmentallmpactAss, ,ment ReoortSection 10- Mitigation and Managemenrt Plan

10.6.1.7 Tree Planting for Firewood (Afforestation)

Funding for the planting of forest lots to compensate for increased fuel wood demands (outsideMFNP) is recommended, but it is not thought to be appropriate to include this work in the roadConstruction Contracts. Such forest development would best be implemented by the ForestDepartment in association with district authorities and existing planting programmes (such as theBAT programme or other NGO implemented scheme). It is recommended that US $ 200,000 beallocated to the support of afforestation programmes in the project districts.

10.6.2 Cost of Monitoring

There is an identified need for a full time environmental/social specialist (monitor) employed aspart of the construction supervision team. It is recommended that this monitor is supported bythree full time District Liaison Officers. They will co-ordinate activities within the Districts togetherwith a further 12 part time District Assistants.

A cost estimate has been prepared for environmental/social monitoring (refer Table 10-2) whichtotals US $ 996,200 for supervision of the 4 contracts over a project period of 6 years. Thisequates to a cost per Contract of approximately US $ 250,000. These costs should be includedin the design and supervision item in the breakdown of construction costs.

Table 10-2 Estimated Costs for Environmental/Social Monitoring

1) Full-Time Expert US $Full-Time Expert @ $3,000/month for 72 man-months 216,000

Transport and travel costs @ 50% 108,000

Secretarial services i $1,000/month for 72 man months 72,000

Operational costs @ $300/month for 72 months 21,600

Sub-total 417,600

Contingency 15% 62,600Full-Time Expert Total $ 480,200

2) Support for Full-Time Expert U Shs'000

3 Liaison Officers @ 800,000/month for 72 man-months 172,800Transport and travel costs 50% for 72 man-months 86,400

12 District Assistants @ 500,000/month for 36 man-months (i.e. 50% 216,000time)

12 Transport and Travel costs @ 50% 108,000

Sub-total 583,200

Contingency 15% 87,500

Support Total U Sh 670,700

Support Equivalent in US$ (1$ = 1,300 U Sh) S 516,000

Total Cost of Co-ordination and Supervision of the Mitigation Measures $ 996,200Karuma -Pakwach to Arua

Cost for per Contract (assuming equal split between 4 contracts and $ 249,050Phase 2 starting 12 months after Phase I - ie 25% of total)


Karuma-Pakwach-Arua Road Environmenral lmpact Assessment ReoortSection 10. Mitigation and Management Plan

10.7 Future Environmental/Social Management and Training

The potential benefits from effective environmenta/social management during an infrastructureproject such as the Karuma to Packwach to Arua (KPA) road are considerable. They includeeffective compliance with environmental standards and improvements in project design. Theproven capacity to implement effective environmental/social management should lead to quickerapproval for future development projects in Uganda.

However, these benefits may not be fully realised because of a lack of sufficient appropriatelytrained and experienced people in day to day environmental management. At present, there isvery limited capacity either in NEMA, MoWHC, UWA or the districts to ensure that these benefitsare realised or that future mitigation plans are implemented effectively.

As an immediate but short term solution, a monitoring team headed by a full time independentEIA specialist is recommended for the KPA project. For future projects, MoWHC should employan environmentalist who would establish a system to handle all environmental and social issuesin the Ministry including training, co-ordination (with NEMA etc) and monitoring.

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Karuma-Pakwach-Arua Road Environmental Impact Assessment ReportApoendices: Table of Contents

APPENDICES

Contents

A. Rates of CompensationB. People Consulted During The Study & Summary of Consultation FingingsC. Environmental Compliance Monitoring FormsD. Details of Improved CookstovesE. ReferencesF. List Of Abbreviations And AcronymsG. Correspondence with the Uganda Wildlife AuthorityH. Photographs

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Karuma-Pakwach-Arua Road Environmental Impact Assessment ReportAppendix A

APPENDIX A

COMPENSATION RATES FOR THE PERIOD JULY 1995/JUNE 1996 IN NEBBI DISTRICT

ITEM DESCRIPTION UNIT RATE (U Sh)

CROPS

1. Avocado per tree 75,000=

2 Coffee " 500=

3 Finger Millet acre 50,000=

4 Cotton acre 100,000=

5 Tobacco per plant 250=

6 Maize acre 60,000=

7 Simsim 150,000=

8 Sorghum 80,000=

9 Groundnuts 90,000=

10 Serena 140,000=

11 Grams 50,000=

12 Beans 90,000=

13 Soya beans 120,000=

14 Cow peas 50,000=

15 Pigeon peas 70,000=

16 Sunflower N 150,000=

17 Cassava - 40,000=

18 Bananas Stool 20,000=

1 g Plantains N 1,500=

20 Sweet potatoes acre 50,000=

21 Rice 180,000=

22 Yams per plant 500=

23 Pineapple 350=

24 Lady finger (otigo) M2 200=

25 Pumpkin per plant 800=

26 Tomatoes 350=

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27 Egg plant per plant 250=

28 Cabbage per plant 250=

29 Sugar cane cluster 300=

30 Sisal plant 150=

31 Passion fruit plant 20,000=

32 Oranges & Lemons per tree 6,000=

33 Cashew nut . 5,000=

34 Guava tree 7,000=

35 Mango 10,000=

36 Jambula 2,500=

37 Jack fruit 15,000=

38 Greens, all types M 200=

39 Pawpaw tree 2,000=

40 Chiles per plant 200=

41 Cocoyams per plant 200=

42 Irish potatoes acre 560,000=

43 Onions 600,000=

HOUSES/PHYSICAL INFRASTRUCTURE

44 Grass fhatched roof with mud walls m2 2,000=

45 New Grass thatched house with mud walls M2 3,000=

46 Semi Permanent Building 3,500=

47 Permanent Building 5,000=

48 Grave uncemented No. 1 10,000=

49 Grave cemented 30,000=

50 Granary M2 2,000=

51 Pit latrine grass thatched p 2,500=

52 Bath House (a) temporary 500=. (b) permanent 1,000=

53 Plate Lack: (a) Reeds/Sticks No. No. 1,000=(b) Poles/Timber 2,500=

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54 Animal enclosures 350= per(a) Barbed wire on poles meter run per(b) Sticks strand

250= permetre run

55 Disturbance Allowance:(a) 3 months or less quit notice 30%(b) 6 months quit notice 15%

FOREST PRODUCE

56 Timber: Classes:i) Hard wood M3 34,200=ii) Hard wood & Cypress 7 9,496=iii) Hard wood and Pines 7,600=

57 Poles(a) PlantationClass: Size (diameter at thick end)i) 5cm - 9cm per pole 300=ii) 10cm - 14cm per running metre of

length 400=iii) 15cm - 19cm

per running metre of variesiv) 20cm 0 24cm length according to

measuredlength

v) 25cm - 29cm

vi) 30cm - 40cm

Produce above 40cm is timber e.g.Eucalyptus SSP is Class I(b) Natural Forest Bushi) 5cm - 9cmii) 10cm - 14iii) 15cm - 19cmiv) 20cm - 24cmv) 25cm - 29cm

58 Withes (Faggots) per head load 600=

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59 Treated Fence Posts(Treated with preservative by hot and coldmethods and sap-displacement method).Class

i) 5cm - 9cm per running metre ofii) 10cm - 14cm pole 720=

" ~~~~~~1 ,050=iii) 15cm - 19cm 1,590=iv) 20cm - 24 cm 2,040=

60 Fire wooda) Plantation per stacked m3 1,794=b) Natural Forest (Bush Fuel) 1,650=

61 BambooWild/Plantation species per pole 150=

62 Christmas Tree-less than 3 metres high per tree 4,500=-3m - 5m high 9,000=-over 5m high 15,000=

63 Seeds and Seedlingsa) Seeds per kg. 15,000=b) Seedlings per plant 90=

Forest trees per plant 300=c) Ornamentals (shade/foliage tree, shruband house plants) 3,000=

respectivelyd) Fruit Plants per plant 300=

64 PalmsBorasus palm per tree 3,600=other palms per tree 2,400=

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Karuma-Pakwach-Arua Road Environmental (moact Assessment ReportAppendix B

APPENDIX BPEOPLE CONSULTED DURING THE STUDY

The list of people and Authorities consulted during this study were: -

Kampala and EntebbeJustine Ecaat EIA Specialist, NEMAMoses Mapesa Deputy Director - EIA & Planning, UWA

Bart Young Chief of Party, UWADr. Yakobo Moyini Ag. Executive Director, UWA

Eng. Mugisa Obielo Commissioner of Works, MOWHCMasindi District

Mugabi Adyeri Warden, Community Conservation, MFNP

Francis Ogwal Warden, Community Conservation, MFNPNelson Guma " Tourism, MFNPThomas Akora Law Enforcement, MFNPDoreen Environmental Officer, Masindi

Kamdini Township Apac DistrictPeter Abura ElderSam Otim Resident

Robert Emuna ResidentHerbert Ogwal Chairman, Urban Development CommitteeOkello Etot Councillor, Aber Subcounty

Gulu DistrictDesion Oola Obonyom Road Engineer, Local GovemmentAlex Otim Environment Officer

Pakwach Town CouncilSebi Juma Land SupervisorAlex Ouchi TreasurerSteven Anecho Assistant TreasurerNyaravur Trading Centre, NebbiCeasar Kacungumbe Ocul Youth SecretaryGeorge Ojuku Resident/transporterJuma Abdulai Finance Secretary for YouthIsmail Nasur Transport BrokerFederico Pithua Onega Resident

Nebbi TownEriam Ozele District Works Engineer

Richard Ongom Asst. Resident District CommissionerS.K.B. Kertua Town EngineerEric Fagayo Town ClerkCharles Kissa Asst. Water Officer, Nebbi District

Arua TownAnson Draku Senior Assistant EngineerEdward Adraku District Environment OfficerFilda Odongkara Administrator, MOWHC, AruaFrancis Anguzu Roads Supervisor, Arua MunicipalityPaul Anyayo Works Supervisor, Arua MunicipalityRobert Achot Treasurer, Arua Municipality

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Karuma-PaKwach-Arua Road Environmental Impacr Assessment ReportAppendix B

Appendix BSUMMARY OF RESULTS OF THE CONSULTATION MEETINGS

Date Name/Location Summary of ConcernsConsidered the impacts of development along the road in MFNP as

Masindi Town less significant because it is generally a no-go area.22/10198 Adyeri Mugabi, - Expected increase in animal kills and roadside litter when the new

Warden I/C Community road passes in the park.Conservation, MFNP. . Acknowledged the fact that the section of the park where the road

passes has less animal density per km2.* Were generally of the view that the road should go outside the park

because it would help them reach local communities neighbouringthe park and enhance monitorng. Outlined many more socio-economic advantages associated.

* Whichever altemative is opted for, improved KPA is expected toParaa Lodge, MFNP reduce traffic passing through the Paraa-Pakwach road.Headquarters M * Easy accessibility to Sarova Hotel from the north and east withoutNelson Guma, Francis using ferry if KPA is upgraded.OgwalsonTGmas Aorans . They were of the view that if options outside the park fail, the

24/10/98 Ogwal, Thomas Akora, project should not be abandoned. The in-park option should beWardens I/C TourismtaeupCommunity Conservation taken up.and Law Enforcement in . They suggested exchange of land for land incase the road passesMFndPLa rEnfoctively. I through the park, i.e. MFNP to give up the severed section for theMFNP respectively, unprotected land west of Olwiyo and Purongo.

* Asked for closer cooperation between MFNPNUWA and MoWHCduring the operation phase unlike today.

. Implored the EIA study team to consider the issue of speed in thepark very seriously because their (MFNP) monitoring capacity iscurrently poor.

* Want the new road outside the park so that their centre is alsoconnected to the West Nile route.

Kamdin. Trading * Were willing to mobilize local people to give up land to the newKamdlni Trading road and resettle them elsewhere.

Captaintreter Obura, . Pointed out that there already exists an access road from Kamdini25/10/98 Captain Peter Obura, to Olwiyo via Koc Lii, which could be surveyed.Sam Otim, Robbet * Insisted the area along this access road is less inhabited but has

Emuna Obura, Herbert moewtadOgwal (JI resdents)more wetlands.Ogwal (All residents) * Insecurity was given as the biggest problem for works outside the

park.. Youth were looking forward to getting job opportunities.* Confirmed the existence of an access road from Kamdini to Olwiyo

District Engineer, Gulu via Koc Lii but said it was not motorable.Mucipaicty Engineer, Gulu .Also pointed out that the issue of insecurity in those areas couldMusin opaliboyoy hamper the progress of road works.Desion Oola Obonyom, h Was willing to work with anyone trying to improve roads in Gulu

district.* Was worried about the many wetlands if the road went outside the

26/10/98 park.* Thought there would be more pressure to the park H the new road

Environment Otficer, passed outside which would make monitoring a problem.Gulu * Was also concemed about the many issues that would be involvedAlex Otim if a new alignment outside the park was preferred e.g.

resettlement, effects on the ecology, etc.* Showed desire to be involved in the future monitoring of the

mitigation implementation plan.

Roughton intemational Page No: Appendkx B-2In association with U-Group Consult

Karuma-Pakwach-Arua RoaC Environmental Impact Assessment ReportAppendix B

Date Name/Location Summary of Concerns* Said the Town Council area is now 20km" with a total population of

about 15,000 people.* Major economic activities for residents in the council are fishing,

trading in various goods and growing of crops.PnCouncil * Dominant land tenure system is communal/ customary, with no titlePakwach Town l deeds.

Ouch Alexi Anecho * The Council plans to build a lorry park near the railway terminalSteven, Sebi Juma and a bus/tax park to the north of the KPA Road.

* Pakwach Town Council would prefer the new KPA road to retainthe current alignment and is willing to help in any way to achievethis.

27/10/98 * Were concerned about safety in town when the road is upgraded.. People are highly expecting the project and say it is long overdue.

. * Advised that all issues to do with land for the project have to behandled by elders through LCs.

* The youth looking forward to job opportunities and reducedNyaravur Trading transport costsCentre (many people as * A number of borrow pits exist in and around the centre and ownersshown in Appendix B) want to hire them out.

* They are not aware of the importance of reinstating them sincenone has ever been.

* They asked for the road works to begin in Arua instead of Karumafor fear of insecurity in Gulu district.

* The District Works Engineer explained that the Olwiyo-Arua part ofthe road is wide enough because it had been rehabilitated twice.

* Pointed out that the state of bridges on KPA road and feeder roadsis poor.

* Nebbi district has got a road maintenance unit but lacks a waterbowser and operation funds.

.* Identified a number of potential borrow areas and quarries for theproject.

* Plenty of labour available.* Expected more work on feeder roads when KPA is upgraded.

28/10/98 Nebbi Town Council * The Resident District Commissioner emphasized the politicalimportance of this project and asked that it should not branch toArua before reaching Nebbi Town.

. The Town Council said a lorry park is planned near Onjiku hill andbus/tax park near the forest reserve on Arua Road. Nearby, asports ground is planned for 2001.

* The Town Council covers 1400ha with 12,000 people in 1998.Town council roads total only 3km.

* Expected a number of impacts with the new road such as moreaccidents, roadside litter plus improved drainage.

. Plans are underway for negotiations between the Town Counciland the Forest Department about the forest reserve on Arua road.

28/10/98 . Highly expecting the road and women thought there would be morevehicles on the road, hence reducbon in transport costs and morechances of selling various commodites.

. A river crossing the road at the centre and there is a borehole nearthe road, it should not be destroyed.

Bondo Trading Centre * A number of educabonal insttubons nearby, an army barracks anddispensary.

. Worried about over-speeding vehicles and children crossing whenthe road is improved.

. Wanted the bridge nearby improved even before road works.* Agriculturally productive area.

Roughton International Page No: Appendig B-3In association with U-Group Consult

Karuma-PaKwach-Arua Road Environmental ImPact Assessment ReportApoenidx B

Date Name/Location Summary of Concerns* Authorities not sure where the project road will stop/pass with

regard to the town centre.* Municipality area is 9km2 but expected to expand to 29km2.* There are plans to construct a paved road from White Rhino Hotel

roundabout to the airfield via Mvara Ward.* A road unit exists but a water bowser and a low loader are missing.

Inadequate funds to use the whole unit.* Increased feeder road maintenance costs to be offset by taxes

29/10/98 Arua Municipality from road users or farmers paying more taxes.• Fear of increased tree cutting for charcoal production for sale on

the road.* District Environment Office poorly facilitated and operates on a

budget of $8,000 a year.a Most organsfinstitutions established by the Environment Statute,

1995 are in place but ineffective e.g. DEC, LECs.* Environment Officer willing to participate in the monitoring process

of KPA Road.• Appreciated that MoWHC is taking up EIA issues seriously and is a

leading example.* The problem of lack of a substantive environmental desk in

MoWHC hampers coordination.4/11/98 NEMA * NEMA usually gets communicabon about which roads are being4/1 ~~~~~~~~~~studied from consultants.

* NEMA never receives draft reports for comment or final reports forreference.

a Need to -harmonize operations and EIA guidelines. MoWHC isdeveloping its own sectoral guidelines.

* Opposed to establishing any sort of work-sites within the park.* Vehicular speed to increase with the new road and so will the

animal kills.a Law enforcement section of MFNP not well equipped to monitor the

road and its effects.. No practical arrangements between UWAIMFNP and MoWHC with

regard to who does what within the park e.g. road signing, speed5/11/98 Uganda Wildlife control, etc.

Authority Headquarters e Generally opposed to the road going through the park for variousreasons e.g. MFNP would reduce on their costs of law enforcementestimated at US$100 per day if located outside.

a If for inevitable reasons the road ultimately goes through the park,MoWHC should ensure that speed in the park section is reduced,road signing is standardized and maintained, speed limited to60km/h and an effective working relationship established with UWAfor managing the road in the park.

. Admission there lacks an elaborate arrangement to handleenvironmental issues in the ministry.

* Expected that within RAFU, a post will be created for anenvironmentalist.

10/11/98 MoWHC a The relationship with NEMA is not strong because of thecircumstances mentioned.

a Efforts would be made to identify someone within the ministry to goon the monitoring team if by the time the project starts, there is noenvironmentalist for MoWHC.

Roughton Internatonal Page No: Appendix B-4In association with U-Group Consuft

Karuma-Pakwacm-Arua Road Environmental Impact Assessment ReportAppendix C

APPENDIX CENVIRONMENTAL COMPLIANCE FORMS

Roughton /ntemational Page No: Appendix C-IIn association with U-Group Consult

Karuma-PaKwach-Arua Road Environmental Impact Assessment ReportADpenoix C

ENVIRONMENTAL COMPLIANCE MONITORING FORM- NO 1

ROAD SECTION:- km ... ........ To km.

ACTIVITY CONTRACT COMPUANCESPEC.REF STATUS NOTES(CLAUSE NO) (1,2 OR 3l

LAND TAKE - PermanentCompensation AgreedCompensation being AgreedResettlement

LAND TAKE - Temporary(for detours and the like)Lease AgreedCompensation AgreedCompensation being Agreed

WATERCOURSE POLLUTION

MITRE DRAINS

EROSION OF EARTHWORKS SLOPES

SAFE OPERATION OF DETOURS

SAFE MANAGEMENT OF TRAFFIC

PERMANENT TRAFFIC SAFETYMEASURES

NOISE! VIBRATION/ DUST

SITE ROADS

TREE SAVING

Other Environmental Issues:

Compliance Monitoring Key:1 Activity complied with specifications/recommendations2 Activity not at stage for compliance at time of audit3 Activity not complied with contract specifications (see notes)

Roughton Intemational Page No: Appendix Cv2In association with U-Group Consult

Karuma-Pakwach-Arua Road Environmental Impact Assessment ReportApoercix C

ENVIRONMENTAL COMPLIANCE MONITORING FORM - NO 2

BORROW PIT / QUARRY - km.........

ACTIVITY CONTRACT COMPLIANCESPEC. REF STATUS NOTES(CLAUSE NO) (1,2 OR 3)

DEVELOPMENT PERIT ISSUED(MARENA)

DEVELOPMENT PLAN APPROVED(RE/ Environmental Monitor)

LAND TAKE.....Compensation Agreed

Compensation being AgreedResettlement

SITE DEMARKATION

LAND CLEARANCE

TOPSOIL CONSERVATION _

ASSESS ARRANGEMENTS

EXTERNAL APPEARANCE

POLLUTIONNoise (Blasting)DustContaminated WaterMachinery -fuel, lubricants, emissions

SAFETYBlastingMachineryMaterial StoragePersonel ProtectionIntrusion Protection

REINSTATEMENT

Other Environmental issues:

Compliance Monitoring Key:1 Activity complied with specifications/recommendations2 - Activity not at stage for compliance at time of audit3 Activity not complied with contract speciftications (see notes)

Roughton Intemational Page No: Appendix C-3In association with U-Group Consult

Karuma-Pakwact-Arua Road Environmental Impact Assessment ReportAppendix C


CONSTRUCTION CAMP/ STORE/ WORKSHOPNAME: .............. KM.

ACTIVITY CONTRACT COMPLiANCESPEC. REF STATUS NOTES(CLAUSE NO) (1,2 OR 3)

SITE APPROVED


LAND TAKE..... Compensation Agreed

Compensation being Agreed

SITE DEMARKATION

LAND CLEARANCE

TOPSOIL CONSERVATION

ASSESS ARRANGEMENTS

OPERATIONWater supplySanitabonWaste managementFuel/ oilstorageBitumen storageHazardous chemical storageEnergy supplyHealth/ social services

SAFETY

DECOMMISSIONING

REINSTATEMENT



Roughton /ntematbonal Page No: Appendix C-4In association with U-Group Consult

Karuma-Pakwach-Arua Road Environmental Impact Assessment ReportAppendix C


STRUCTURE No.NAME: .................. KM.

ACTIVITY CONTRACT COMPUANCESPEC. REF STATUS NOTES(CLAUSE NO) (1,2 OR 3)


LAND TAKE.....Compensation agreed

Compensation being agreed

WATERCOURSE PROTECTION/POLLUTION

Sediment traps

DISPOSAL OF OLD MATERIALS

EROSION OF EATHWORKS SLOPES

SAFE MANMNAGEMENT OF TRAFFIC /PEDESTRIANS

PERMANENT TRAFFIC SAFETYMEASURES

NOISE I VIBRATION / DUST

SITE ROADS / DETOURS

TREE SAVING



Roughton Intemational Page No: Appendix C-5In association with U-Group Consult

Karuma-Pakwacl,-Arua Road Environmental lmoact Assessment ReporrAppendix D

APPENDIX DDETAILS OF IMPROVED COOKSTOVES

Roughton Intemational Page No: Appendix 0-1In association with U-Group Consult

THE "UIPESI" IMPROVED COOKSTOVtDETAILS AND GUIDE TO MANUFACTURE

The Upesi stoveThe Upesi stove is a simple potterv cylinder (known as the liner)which is built into a mud surround in the kitchen. It is designed toburn wood, although it can also burn crop waste such as maizestalks and cobs, and animal dung. Fuel is fed into the fire throughan opening at the front of the stove. The stove does not have achimney, but produces less smoke than an open fire. This is becauseit bums fuel more efficiently. Fig. 1. 1 An Upesi liner

The Upesi is designed for one pot, buttwo or more stoves can be installed sideby side so that the cook can use morethan one pot. The stove's three strong pot-0 ' \ rests can support a range of commonly-used pots, with round and flat bottoms.However, it is unsuitable for very smallpots, or very wide ones such as theEthiopian mtad.

Fig 1.2. An Upua stove

History of the Upesi stoveThe Upesi was developed in the mid- I 980s, as part of the Special Energy Project thatwas run by the Kenyan Ministry of Energy and the German governnent agency,GTZ. The Kenyan national women's organization, Maendeleoya Wanawake, helpedto design the stove, and as a result the Upesi began its life as the "Maendeleo". Thename "Upesi" - a Swahili word meaning "fast" - was adopted in the early 1990sto make the stove more marketable.

Early tests by the Special Energy Project showed that, compared with the three-stoneopen fire, the Upesi consistently used over 40 per cent less fuel. Further tests haveshown that it reduces smoke by up to 60 per cent. Many users report that they are alsoable to cook much more quickly on an Upesi than on an open fire. The maindisadvantage of the Upesi is that it gives out less light and heat thn an open fire.This can be a major problem in highland areas. Cooks may also have to cut their fuelinto small pieces so that it will fit into the stove.

GTZ began training small-scale businesses in central Kenya to produce Upesistoves. In west Kenya, Intermediate Technology Development Group (ITDG) andits local parmer, Kenya Energy and Environment Non-govemmental Organizations(KENGO), trained groups of women potters, including the Keyo Women's Group,which is one of Kenya's largest stove producers.

F.1

The stoves wvere onginallv distributed bv the Ministrv of Agriculture's extensionagents. the Home Economics Officers (HEOs). Thev sold them. with the heip of

= transport subsidies from the Special Energy Project, for "less than the price of achicken". This made many people aware of the stove, but distribution was limitedand production was slow. In 1992, ITDG carried out a marketing study to establishhow best to market the stove commercially, and so stimulate both demand andproduction levels. On thecommercial market, the price ofa stove includes full productioncosts plus a profit margin forproducers, distributors. \wholesalers, retailers andinstallers. An Upesi stove nowcosts between KShs 100 andKShs 150 (approximately £ 2).This is slightly less than theprice of a chicken. The markethas grown significantly, whichis a good sign that the Upesimeets the needs of its users fora clean, efficient, fast-cookingstove. Fig. 1.3A4n Upess stove for Itss than the price ofa chicken

F.2

HOW TO MAKE AN UPESI LINERYou will need:materialsO Prepared clay (see Chapter 3)O WaterO Fine, sieved ash

EquipmentCD A table or work board O Polythene sheetsO Paddle mould (see Appendix 1) 3 Cardboard, wooden boards, or sacking0 Pot-rest mould (see Appendix 1) O Place to store the stoves whilethey dryO Cutting mould (see Appendix I) O Cloth3 Knife O WireO Plastic spatulas for smoothing

Fig. 4.1 T, > equpwut

F.3

Moulding the stove liner

Step IWipe the base plate and inside of the mould with a damp cloth: Then sprinkle it withfine sieved ash to make a "non-stick" surface. This will prevent your liner sticking tothe mould when you tum it out. It is important that the inside of the mould is coveredevenly with ash.

7The base plate coated with ash Wiping the inside of the mould

Sprinkling the insuie of the mould with ash Removing excess ash

Fig. 4.2 Creating a "non-stick'surface

F.4

Wedge the ciay to remove any air that is *rapped. To do this. take a block of ciav thesize of a large brick and cut it in half with a short lenzth of wire. Slam the top halfonto the bortom half. then turn the clay. Repeat the procedure until all the air bubbleshave gone.

Fig. 4. 3 Cutting a block ofc*y into half and slamming the top half onto the bottom half (wedging)

Step 3Lay a plastic sheet on a flat surface, the floor or a table top. Mould two slabs of clay,each about 50 cm long, 30 cm wide, and 5 cm thick. Each slab should be largeenough to cover more than half of the inside of the mould.

.Fig *.4 Mahng slabs

Step 4Lift one of the slabs and carefully ease it into the mould so as not to disturb the ashlayer. Push it against the inside wall of the mould. Repeat this with your second slab,which should overlap the first slab on each side.

Fig. 4. 5 Putting the slabs in the mould and pushing the slabs agamit tsh inside walls

F.S

Comoact the seams where the siabs ioin. using your fist. until the seams becomeinvisible.

Fig. 4.6 Compacting the seams Fig. 4.7 Filling holes

Step 6Remove any excess clay from around the top of the mould and use this to fill in anyholes or gaps in the clay.

Step 7jAttach the paddle to the central shaft, and lower it /gently until it touches the clay. Sprinkle a little /water on the surface of the clay and rotate thepaddle slowly so that the blade squeezes the clay - -

against the mould wall and scrapes off any excessclay. Continue to rotate the blade, pushing it downa little after each turn. Remove any build-up ofclay on the paddle with your other hand.

Fig. 4.8 Rotatng the pleStep 8When the paddle blade reaches the correct depthit will scrape the top edge of the mould. Stop thepaddle and fill any holes in the clay, sprinkle witha little water, and rotate the blade faster to smooththe surface. .

Watch for any air trapped in the clay; if theclay surface swells as the blade approaches,then open up the air bubble and fill the areawith more clay.

Fig. 4.9 Removing air bubbles

F.6

Stev YTo remove the paddle when you have finished moulding. spnnile on a lIttle more

wvater and rotate the paddle quicklv for wvo to three turns. Holding the handle in one

hand and the top of the paddle in the other. Iift the

paddle out while it is turning so that it leaves no

C? mark on the clay.

Fig. 4J II The mould body in the linerFig, 4 10 Removing the padle

Do not use too much water because this can cause the stove to crack during

drying or firing.

Step 10

Lift the mould body off the mould base complete with the clay stove liner. Turn it

upside down onto cardboard or sacking in the storage place, zapping the mould gently

on the floor to loosen the clay liner. Alternatively, tum the liner out onto a wooden

board, and carry it to the storage place.

- /

Fig. 4.13 Turning the mouid upside down Fig. 4.14 Turning out the liner

Žlep 11Smooth the bottom of the liner. and check the areas where the clav slabs were joined.Ideallv thev should be smooth and hardly visible. If not. repair the joints using moreclav if necessarv. Do not just smooth over the joint. Make sure that the clav in theioint is fuillv combined.

Fig 4.15 Smoothing the liner

Step 12Cover the liners in sacking or polythene to slow the drying process, especially if theweather is hot and dry. If the liners dry too fast, they may crack.

Fig. 4.16 Cowred liners

Step 13Wipe the mould clean after making each stove and wash it thoroughly when youfinish moulding the last stove. The mould should be left completely clean and dry,ready for making the next stove.

* Finishing the stove liner{0 Handle each wet stove with great care. Avoid pushing it out of shape, becausealthough it can be reshaped it may crack later during drying or firing.

F.S

Step 14Leave the liner to dry for a dav. to make the clav firmer. If the climate is cool or wet.vou mav have to leave it for two days. Do not move the liner. Place the template ofthe door-against the stove. Cut out the door using a wet knife. and smooth out itsedges.

Fig. 4.17 CQang the door Fig. 4.18 Removing the clay

Keep the knife at the correct angi4o ensure that the imner door measurement is{ the same as the outer one.

Step 15Leave the liner to dry for one more day or until it is dryenough to be moved without being damaged. Carefully tun/the liner the right way up.

Fig. 4.19 77u no" linerStep 16Mark the positions of the pot-rests by laying three fingers inside the liner next to thedoor and then making a vertical mark on the clay surface. Make four more marks atintervals of I cm away from the door. Repeat this on the other side of the door.

To make the final pot-rest, make another mark directly opposite the middle of thedoor, then make two more marks, I cm on either side of the first mark. It is veryimportant that the pot-rests are equally spaced. This ensures that the cooking pot willbe stable on the stove.

Fig. 4.20 Fig. 4.21Mariang the postuons Of the poe-nm

An altemative way of making sure that the pot-rests are equally spaced is to make atemplate marking where the pot-rests should go. The template is an equilateral triangle(a trianglc with all sides equal) made of metal bar or wood, with each side measuring35 cm.

F.9

Step / 7Spnnkie a little ash inside tne Dot-rest mouldand tip out any excess to make a non-stick"surface.

Fig 4.22 A pot-resr mould

Step 18

Make three large eggs from the clay. Note that(( 4?' / it must not be very wet. To make a pot-rest,

-_ v press one of the clay eggs into the pot-restP * \mould. making sure that it completely fills the

mould. Remove any excess clay. To remove,z. -, -it from the mould. stick a small ball of clay to

e ~s. ~. the clay surface and pull the pot-rest free fromthe mould. Make two more pot-rests in thesame wav.

Fig 4J.3 aking pot-rests

Step 19

To attach the pot-rests to the liner. scratch the twosurfaces which are to be joined and coat each surfacewith a thick watery clay mix (slip). Attach the top ofthe pot-rest to the top of the liner, holding it firmly inplace as you bend the pot-rest down to attach it to theinside of the liner. Ensure that there is no air trapped inthe joint. as this can cause the pot-rest to break offduring firing. Repeat the process for the other two pot-rests. The top of the pot-rests should be I cm higherthan the top of the stove. Make sure all three pot-restsare the same shape and size and that all the joints are Fig. 4.24 Attaching ilie pot-resis

smooth and well finished.

Srep 20Smooth the stove, using a little water and a piasticspatula. Complete the stove by decorating or putting \ '

an identifying starnp on it. This stamp should identifywhere the liner was made. It can be carved in woodor rubber like an office stamp. Fig. 4.25 Puatzng the si.

( The stove has to be attractive and functional. If you want to sell it, someonehas to like its appearance to want to buy it.

F.10.

Sreo 21Dr-y the stove liners for two to inree ;veeks. If the ciimate is hot and dr. cover -heliners in polythene or sacking for the first week to prevent them from drvinr too fastand cracking. If the climate is damp. the liners can be left to dry without being covered.When the liners look and feel completely dry, they should be put in the sun on a drysurface, for two to three days.

Fig. 4.26 Drying the liners

Notes on drying stove linersStove liners have much thicker walls than most traditional pots. This means that theywill take longer to dry. It is important to dry the liners as slowly and evenly as possible.

DO NOT a put wvet liners in direct sunlight to dryO put wet liners in a draughty or windy place to dry0 put wet liners directly on a cement floor0 put wet liners in a hot tin-roofed shed without covering them.

DO a put wet liners in a cool humid place for the first few days of drvingO put cardboard, sacking, cloth, dried grass or leaves under the liners.

especially if they are to stand on a cement floorO cover wet liners for the first few days of drying with sacking. cloth,

cardboard or even banana leaves. If you use polvthene. make smallholes in it to allow some moisture to escape.

After about one week the liners will be hard. They can then be uncovered and left ina shaded area for at least one more week. The stoves should be sun-dried for the lastfew days before firing.

Your stove is now ready for firing!But before firing you should do a quality control check. Check each stove for cracksor other defects. If stoves have small cracks at this stage, most probably they willbreak during firing. If you fire a poor quality stove, you will be wasting both the clayand fuel. Remember that you can re-use the clay from any stoves you reject beforefiring.

*.1f

FIRING THE STOVE LINERS

Firing is the process of bakling sun-dried clav into pottery During firing, the clay

structure changes and it becomes a brittle substance which will no longer dissolve inwater. Most clays change colour during firing.

Stove liners can be fired in a traditional potter's bonfire or pit. However, it isimportant to remember that because the walls of the liner are thicker than mosttraditional potterv products. they need to be fired for a longer period than pots. The

experience of firing Upesi liners in Kenya has shown that if temperatures of

600-700°C are reached and held for two to three hours. the liners will be adequately

fired. The total firing time is, of course, much longer as it includes the heating and

cooling time.

\_, --.-

Fig. 5.)1 A frdiional potter's bonfirt pit

While you can never totally prevent pots or liners from cracking during firing, you

can minimize these losses. It is realistic to expect a few liners to crack. If fewer than

10 per cent of the liners crack during fiing, then you are on the right track. Linerswill crack if the temperature in the kiln rises too fast as the firing begins. There are

several possible reasons for this. If any remaining water in the clay reaches boiling

point too quickly, it gets trapped, expanding suddenly as it becomes steam, and cracks

the liner. The clay itself also expands as it is heated. If this happens too fast, the liner

may crack.

Cracking will also occur if the temperature in the kiln drops too fast during cooling.

This is because the pottery will conract suddenly and crack. Liners may also crack if

heated unevenly. This could happen if the temperature rises too fast on one side of

the bonfire, or if the bonfire cools down unevenly due to wind or draughtExperienced potters should be familiar with what causes cracks and how to prevent

them. Trial and error will help you to understand the causes of cracking and how to

remedy the situation. Chapter 9 gives you some practical advice on what to do if

your liners crack during firing. Bear in mind, however, that every clay is different,

and you will need to experiment with your clay to discover the best way of firing

your stoves. The most important points to remember in order to improve the firing

are:a slow the heating stage of the firingO slow the cooling stage of the firingO make sure that the heat during firing is evenly distributedO maintain temperatures of 600-7000C for at least two to three hours.

F.12

Stove hners have th:ck- waais and vou shouid be careful that they are properiv tired.

Partly fired liners may look all rinht but will crnble when thev eet *wet or arier asnort period of use.

If you hold a liner with one hand and tap it with the other. or using a short stick.vou should hear it ring. .An under-fired liner will sound dull. Traditional potters will

be familiar with this process as it is used to check pots.

Fuel for firing

Given that improved cooking stoves aim. among other things, to reduce the amountof fueiwood required. this fact should also be considered at the production phase.

Most potters who produce traditional pots or improved stoves use fuelwood and

dried grass as the main fuels for firing. Some potters use other agricultural wastesuch as stalks, leaves and even dung. There are alternative fuels. although most of

these require the use of a specialized kiln. Exarnples include coffee husks. rice husks,

old engine oil, or even gas or electricity. Start with the technology and fuel that you

have experience in using. If this is the traditional bonfire or pit, you can try enclosingthe fire with a simple brick or mud wall.

You can reduce the fuel needed for firing by:

O keeping the heat in the "kiln" or bonfire by enclosing the fire

Fig S.2 A "Better Bonfi,v" kAi developed by 1nermedie Technolog

O improving the combustion of the fuel by ensuring that sufficient air reaches thefire

0 firing a larger number of stoves together. This would mean having an appropriate

sized kiln in which you would fire a full load of stoves each time.

Once you have established that stove liner production is possible and that there is amarket for the product, it may be worth considering investing in a kiln or an improvedbonfire. This can save fuel, improve the quality of your liners and reduce the numberof liners that crack during firing.

F.13

HOW TO BUILD AN UPESI STOVE

You will need:

an Upesi liner* three wheelbarrows of soil (this should ideally be good building soil which is

sticky but strong when compacted, such as murram)* two wheelbarrows of stones (about fist size)* a large bowl and a bucket of water* a hoe or shovel* a flat piece of wood or a panga* a handful of small flat stones* half a bucket of the best mixture you know for smearing walls. Ash, cow dung

and clay is a good mixture.

Hanefl of snma flat stoneThr" Whoebaffs of sdol

Tw/o wheelbstw of stone Buckt of water

Fig 7. I Some of the enwalsequud

_ ~~~~~~~~~~~~~~~~~Upm ihner

Fig. 7.2 Mizing murmm with watr

Step IMix the soil with a little water until it just holds wgether in a ball when you squeezeit. Soak the liner in water.

F.14

Step -

Choose a site for your stove. This should be aplace where it will not be rained on. It shouldface the direction from which air flows into theroom. Mark the area to be covered by the stoveand make the foundation by laying stones overthe area. Cover the foundation stones with thesoil mix and compact it with a flat piece of woodor panga, to make it level, flat and strong. Fig. 7.3 Bulduig tMefoundanon

Step 3 ,Stand the pottery liner on the foundation with theliner door facing the kitchen door. Make sure thestove is level by puting a pan or sufia withwater on the stove. Check that the water coversthe bottom of the pan evenly. If not, adjust theliner until it is level.l

Step 4 ig 7.4 Stand the pony lu& oan the foundano

Put more stones and soil around the liner,leaving the door clear. Compact the soiluntil it just reaches the top of the liner,leaving the pot-rests free.

Step .5Make sure that you have a wood-rest areain front of the stove door to support thefuelwood. Finish shaping and smoothingthe stove until it looks attractive.Step 6 Rg. 7.5 P stoner a toil around the linerPut a layer of small flat stones at the bottom of the firebox and tap them level. Let thestove dry for seven days, then smear with traditional plaster. This could be a mixtureof clay, ash and cow dung. Allow the stove to dry for three more days.Your stove is now ready. First, light a small fire to ensure that it is completely dry!Remember that the stove can be built to suit the user. There are many options. Thestove can be built with a big surround that can be used like a table or shelf.Alternatively, you can build a small one to fit into a small kitchen. It can also be builthigh or low to suit the cook. Two liners can be installed next to each other as a doublestove, but remember toAeave enough space between them so that there is room for alarge pot on each liner.

Fig. 7.6 The double Upe.z Slove

FAS

z~r-.ec S;e U nda,~ ~ PcUec-an aeV } ga 3 acK P-ower COzr:ar:,

Etniopia. Kenva. Suzan, Zarnbia 3GW. Kyaz7e. PC 2oxKampala. Uganca

UGA2hcm .

- i,-~.

ack_ Poe Stv inusry. pot, 'pesr cokrsn

!.

-. - -

- - "M r. r. . 5 .

,ountry, localities: Stove makers:.Jganda Black Power Workshop in SpeCiclfc:y-Jame ot stove: Kisangats (small-scale ohrtpwer aof produs,cesai R hlack Power Stove Inuty.pots, "pressure cookers" and (.Jsers: Production method: sawdust bnquettes made ofJouseholds.women Ceramic liner local ctay, fired sawdust from its carpentry

in kilns. Metal cladding: workshop.uel type: simple metal tools, use of Start of dissemination:harcoal, sawdust briquettes scrap or new sheet metal, 1985. ongoinglaterials: cutting, folding, nvetting

assembly of ceramic liner andiay. metal, casite ironpot metal cladding with plaster

made of a special clay-tandard size: 0 mm: vermiculite mixture. §: 1 240 C2 300 EMficiency: ".3 340 (lab. tests) 26 - 33%4 400 Fuel saving:

andard size: Price (USh): (field tests) approx. 50 - 65%1 8.000 Dissemination systemt2 10,000 Markets, traders. sensitization.3 15.000 advertising

93: 1 USS = 1,180 USh) Disem. statistics:A1 1US$ 1, 80 Sh) 1985 -June 1993: 15.332

F.t6

Stove Data Sheet 1993 Stove Images 1995

- _ENC- Keenva Erner3y a,fjSJ vurKina Faso, E:n(ocia. Rwancaa S.can. Ta-3ania. Environment CrganrZat;cr

Uganca =0. Box 48197. Nairot.,Kenva. RWEPA and otnerprojects. artisans. enterpr

:,N2hcm

__

:-untr localities: Production method: Dissemination system:-nya. .airobi and other Ceramic liner: preparation and The same marketing Channels

.-Ian I,entres moulding of clay, grating, firing as for the tradlitional Jiko. in go in traditional pit/surface or general self-sustained produc-

3me ofstove: brick kiln. Metal claddling: tion and marketing, micro-->a Ceramic Jiko, KCJ cutting, formning, folding, enterprises, artisans. pnivate

sers: assembly of metal compo- markets. Shauri Moyo artisans'-isemolds, food sellers nents by riveting and weldling; market in Nairobi, hardtware?I Typ e: flting of ceramic linier and snops. Training and demonstra-

* 2rcoal metal cladding with cement- tionS were provided, but untilvermiculite mixture. now no systematic marketing

arat s: Production rate: campaign or monitonng ands - -ap metal, cement- 1360KJmnh20evaluation of fuel savings, use

-cuI re mixture a3r6isanC/micoenterp2se and production quality. 00Oc

'ndardI size: o mm: Efficiency, Specifics:254 (lb et)3%aeaePU The KCJ is dlisseminated in

* ~~~280 (lb et)3%aeaeP-U most East African and Central305 Fuel saving: African countries. The design

(KSh): (field tests) 25 -50% (Sudan) (1 98 1) was basedJ on the Thai50 1994) ~~~no recent field tests in Kenya Bucket. Specialists andi

USS0 =659 KSh known. consultants visited Thailandl to

1nakers: Dissem. statistics: suyteTa uktsoe-,cI er:poter cramcsAbout 700.000 stoves sold Start of dissemination:

Iac ner: poter,ceramicsd and usedl in Kenya, i.e. 16.8% 1983. ongoing-atrne (ecanized,Mea market penetration (56% of all End of TA project:meciagnizforma Metal urban househiolds). periodic TA support

fls. small-scale indus-

Stove Data Sheet 7994 Stove Irmages 1995

r'I-rvec Irs:;t:ic'ai , Kenya:;,Aanc:a. Tanzania. U9ganca a-94airrci, Keru;a

EN22wam

* -ii 7.. I~~~~~~~~~~~~~catiro ie

I tt \>9}J)- -.,C ! zo re :cokir~g ,,c c

-nnercnngy !(er

'. 1- - s; 3 ~~~~~~exl,aust outler )

)untry. localities: Production method: Dissemination system:nya. Nairoo3t, Lrban areas Heavyi machinery required. Conversion of Fuel in Institu-

ime of stove: ~~Cutting, bending, rolling. tions (CFI), Bellerive Founcda-]rne of Stove: seaming and welding. Stnct tion project, field and exten-

;tituticnral Stove adlherence to specifications as sion officers, appointedWeS: set by Bellernve Foundation. retailers, organized demon-Iois. colleges, hospitals. Quality assurance camned out strations with relevant KenyanrracKs. prisons or other by Foundation personnel. The Government minis"r officials.;titutions with catering stoves are stored in a central Agricultural Society of Kenya-hens store in the Foundation andl shows, seminars and work-

iel type: ~~~installed partly by Foundation shops with heads of institu-yirewotype artisans and partly by private tions and managers.

y firewood ~~~contractors. Dissem. statistics:

ad teril set as rn Efficiency: 1985 -July 1993: 2,400Id seelshee, cst ion, (lab, tests) 38 - 40%. SFC Institutional Stoves.

.1vanized sheet, (previously 00 gk dymiead Seiisjit to slightly different dlesign beansi Othertoif ypscremauth brick and clay lining)Otesovtysarmnu

andard sie: o mm:Fuel saving: factured and marketedl:ndard sit e - mm: (field tests) 60-75% Nouna, 15-25 litres. 500

o litres 390 So .units. C2C Mama 2 pots. 6.5

litres 890 Smok(es oeults)COu04 litres. 500 units, H-oteli, 30 andandard size: Price (US$): (tes reuts0 O QQ% 50 litres. 160 units. BF has0d litres 915 00developed a "Fuel-efficient

n litres 1,170 (1993) Institutional Catering System"(1991 - 1993).

ibsidized: Start of dissemination:Subsidy 1985 0

ove makers: End of TA projectlellerive Foundation Continuing o -

F.1 S__ _

1Of5 ctegs.hootas, Qultyasurne amd u srains it rlevn ena5

Zimoacwe ,7C. 7e'n,ciacy Deveicomere

uganca Center. )avid HanrccK, andFueiwood Crisis ConsortiurnIFC_), POC. Box BE 398.Harare, Zimoabwe

M2wm 'Y-

untr/, locaiities: Efficiencyt.-jaDwe. urban areas. (lab. tests) 23% (PHU).gee camps Fuel saving

mne of stove: (field tests) 30 - 60% and-Tso stove evident time savings V'It, Dissemination system:!rolds. women Marketing (agricultural fairs,

!l type: logo, advertising, stove shops,all 7~ieces of wood, waste, stockists) managed byasl. es Jetmaster, independently of

subsidies. Free distnbution toterials: Mozambican refugees by'al. vermiculite (insulation Fuelwood Crisis Consortium.ernal) Dissem. statistics:

ndard size: o mm: About 40,000. A large number284 of stoves (18,000) have been

:e (ZS): disseminated in refugee I lcamps near the border with

33 I USS = 6.5 ZS) Mozambique.

ve makers: Specifics:"aster (Pvt) Ltd. PO. Box Tso-tso is a highly efficient j ,**lXillwood Rd, Worlington, and very fast cookstove. Fuel : :*

is top-loaded, so that the cookare (steel firm), sheet metal t se the fie Wood haskShopS in refugee camps cannot see the fire. Wood has 1_Shops in refugee camps to be cut into small pieces.

The stove will burn any kind ofduction method: dry organic waste.JStrial production method.3 stoves per month (in S o86

'gee camps the prefabn- 1986KI aieces are assembled, End of TA project. -

rts sans). ongoingF.19

Stove Data Sheet 1993 Stove Images 1995

Karuma-Pakwach-Arua Road Environmental Impact AsSessment ReportAppendix E

APPENDIX EREFERENCES AND BIBLIOGRAPHY

NEMA, 1996. Decentralization of Environment Management in Uganda.

Nebbi District Environment Profile, 1997.

Nebbi District Development Plan (1995 - 2000).

Arua District Environment Profile, 1997.

GoU, 1996. Uganda Wildlife Statute, 1996.

GoU, 1995. National Environment Statute.

GoU, 1996 The Constitution of the Republic of Uganda, 1995.

GoU, 1989. Uganda Demographic and Health Survey 1988/89. Ministry of Health, Governmentof the Republic of Uganda, Entebbe.

GoU, 1991. Report on the Uganda National Household Budget Survey (1989-1990). Ministry ofFinance and Economic Planning, Govemment of the Republic of Uganda, Kampala.

GoU, October 1992. The 1991 Population and Housing Census. Ministry of Finance andEconomic Planning, Government of the Republic of Uganda, Kampala.

GoU, December 1992. Report on the Uganda National Census of Agriculture and Livestock(1990/91). Ministry of Agriculture, Animal Industry and Fisheries. Government of the Republic ofUganda, Entebbe.

GoU, 1993. Health Facility Inventory and Access to Health Services, Ministry of Health,Government of the Republic of Uganda, Kampala.

GoU, February 1994. Report on the Uganda National Integrated Household Survey. Ministry ofFinance and Economic Planning, Govemment of the Republic of Uganda, Kampala.

GoU, October 1994. Equity and Vulnerability: A Situational Analysis of Women, Adolescents andChildren in Uganda, 1994. The Uganda National Council for Children, Government of theRepublic of Uganda, Kampala.

GoU, 1994. Report on the Working Group on Gender, Special Groups, Socio-Cultural and LegalIssues in Uganda. Ministry of Finance and Economic Planning, Government of the Republic ofUganda, Karnpala.

GoU, 1995a. Key Economic Indicators, 20th Issue: January 1995. Ministry of Finance andEconomic Planning, Government of the Republic of Uganda, Kampala.

GoU, 1995b. Background to the Budget, 1995-1996. Ministry of Finance and EconomicPlanning, Government of the Republic of Uganda, Kampala.

World Bank, 1991. Environmental Assessment. Operational Directive 4.01 Oct 1991 WorldBank, Washington DC.

World Bank Technical Report No 154. Environmental Assessment Source Book. Vol ll Chapter 9Transportation

World Bank, 1993a. Uganda: Agriculture. World Bank, Washington DC.

Roughton Intemational Page No: Appendix E-1In associabon with U-Group Consult

Karuma-Pakwach-Arua Road Environmental Impact Assessment ReportApoenoix E

World Bank, 1993b. Uganda: Growing Out of Poverty. World Bank, Washington, DC.

World Bank, 1995. Uganda: The Challenge of Growth and Poverty Reduction. World Bank,Washington DC.

Roughton Intemational Page No: Appendix E-2In associaton with U-Group Consuft

Karuma-Pakwach-Arua Roac Environmental Impact Assessment RenortAooendix F

APPENDIX F

LIST OF ABBREVIATIONS AND ACRONYMS

DEC - District Environment CommitteeDEOs - District Environment OfficersEIA - Environment Impact AssessmentELU - Environment Liaison UnitEIS - Environment Impact StatementGOU - Government of UgandaIMD - Information Management DepartmentKPA - Karuma - Pakwach - AruaLEC - Local Environment CommitteeMOWHC - Ministry of Works Housing and CommunicationMFNP - Murchison Falls National ParkNES - National Environment StatuteNEMA - National Environment Management AuthorityNEAP - National Environment Action PlanMNR - Ministry of Natural ResourcesNGO - Non Government OrganizationUSAID United States Agency for Intemational DevelopmentGTZ - German Technical CooperationKfW - Kraditanstalt fur WiederaufbauUEB - Uganda Electricity BoardUWA - Uganda Wildlife AuthorityRIA - Resettlement Impact Assessment

Roughton Jntemational Page No: Appendix F IIn association with U-Group Consult

Karuma-Pakwach-Arua Poad Environmental Impact Assessment ReportAppendix G

APPENDIX GCORRESPONDENCE WITH THE UGANDA WILDLIFE AUTHORITY

Roughton Intemationat Page No: Appendix H-IIn association with U-Group Consult

RO U G H T 0 N INTERN ATI ONAL

CONSULTING ENGINEERS

ARCHITECTS & PLANNERS

The Executive DirectorUganda Wildlife Authority3 Kintu RoadP.O. Box 3530Kampala

2 3 'd August 1999

Dear Sir,

REVIEW AND UPDATE OF THE FEASIBILITY STUDY AND DETAILEDENGINEERING DESIGNS OF KARUMA - PAKWACH - ARUA ROAD

As you may be aware, the Ministry of Works, Housing and Communication(MOHWC) is planning to upgrade the above named road to bitumen standard. Asection of this road between Karuma and Olwiyo passes through the northern mostpart of the Murchison Falls National Park (MFNP).

A major part of the study is the preparation of a detailed Environmental ImpactAssessment report. We held consultations with UWA and MFNP officials somemonths ago and in particular considered the sources of road building material toconstruct the road through the MFNP. At this time we expected the road to beconstructed from lime stabilised murram. After these consultations with the UWAwe were proposing to limit the number of murram borrow pits within MhFNP to sites

MAPB;CExMrcEF*ITACAAFCE close to the road. An alternative that we had considered was to obtain all murramA EC= Eg - CEFIHT FConsE from borrow pits outside the Park.DN S o.3aEBbgCEqAMlCEF04tFC*c.E

P MFikobmon BSc MSc CEng MICE Laboratory test results for murram samples obtained from borrow pits proposed forJSs&kury fSc CEng MICE DMS MIMr use in this section of the road, have now shown that the materials are of relativelyDO,rror & Comra"Stccrrivv poor quality. In most cases, the natural plasticity of the materials that have beenC GL Samc FCA

rkhl.,vlD,, coff tested is too high and stabilized strengths too poor to allow their use in the upper layerHEQo(nfvTMEPMDMIEAWuFIHT of the road (base course). As a consequence, it will be necessary to construct the 200M J Car, DIC CEng MICE• wf>.IAR% phcCEMcM"WL-iT mm thick base course layer' from crushed hard rock. The only suitable source of hard

TINye M{SC CLsg MCIBSE FIHospEthIPM=SsccE"micE nHT Fc,E rock in the Karuma area is located about 21 km from Karuma on the Olwiyo Road at

J S-sn 3Sc BArn b Pajok. The proposed quarry site is about 1.5 km south of the existing road and wouldE B18,o MSc CE.g MIMM CGcc FOS be accessed. about 5m past Pajok Army amp.C M Bo-d MSc MICE MCIOB CEngA F Clarkc MAtCanuabl CEng MICE MISrutEC A Ma,shall SSe FICE FIHT ACIA1i Pjo ury,4,,,,. ih nsc a stM I P Taylor SU CEng MICE Pajok Quarry would be developed, in Consultation with UWA, in such a way as to

cause least possible visual intrusion. It would be carefully reinstated and landscapedA.A..ffi"Pf-,__ # ~following completion of quarrying. It is anticipated that the processing machinery

op.rr I/ !l l.8 . (crushers and screening plant) would be located adjacent to the existing road (on theYtS.,AaiujgS# M.'s,t5 north side). The processing and aggregate storage area would be fully reinstated

following completion of the road.Afric*a. te P* fk ad Cmibb.sa.

msd in LwU.K. a Ldin. NrculI A second quarry site has been identified outside the Park close to Olwiyo, howeverthis rock outcrop is not large enough to provide sufficient base course material tosupply the whole section through the Park.

321 Millbrook Road " estSouthampton S015 OiWUnited KingdomTelephone: +44 1703 705533Telefax: +44 1703 701060emairoughton@compuseivexom Amember of the Ro U G H T 0 N GROUP

R O U G H T ON INTERATIOAL

Murram will still be required to form the 200 mm thick subbase layer that willsupport the base course. One aim of our recent construction materials investigationshas been to identify new sources of murram outside the Park, so that extraction ofmaterials in the Park can be reduced as far as possible. We have been successful inidentifying new potential murram sources near the Karuma road junction and in theOlwiyo area (outside the Park). We will require the road Contractor to use theseresourses. Nevertheless, it is expected that there will still be a requirement to extractmurram from the following pits within the boundary of the Park:

Distance from Distance From MapPit Name Karuma Bridge Existing Road Coordinates

towards Olwivo Exsio_ oa_______Karuma Cutting Pit 1.95 km plus 1.5 km 1.5 from Karuma 417060

along Gulu Road Junction (adjacent 249870to Gulu Road

Pakok Army Camp Pit 16.3 km Adjacent to road 404080257730

Pajok West Pit 22.3 km lOOm from road 399050l_______ _______ ____________on right side 260780

Karuma Cutting Pit would be adjacent to the Gulu Road right on the Boundary of thePark. Hence, we would anticipate no significant impact on the Park.

The Pajok murram pits will be excavated adjacent to the existing road and once themurram has been removed will be reshaped, topsoiled and planted so that there willbe no evidenice of extraction in the long term.

Mitigation measures for material source extraction have been recommended by ourenvironmentalist Mr Edson Mujuni and their implementation will be required underthe construction Contract Documents. Furthermore a full time environmental expertand supporting environmental team will be appointed as part of the contractsupervision team.

We would appreciate your comments about the use of the Pajok Quarry. We wouldstress however that murram is not an option for use as base material for the section ofroad that passes through MFNP and that the quarry sites identified are the only sitesthat will provide material that is of sufficient quality to use as base material.

Hoping to get your earliest response on this matter.

Yours faithfully

Mr E C BishopTeam Leader

UGANDA WILDLIFE AL'THORLI-1*9t%X53Xh HEAOOlJARTERS, PLCT 3 K!Tru ROAD. NAKASERO

P 0. Box 3530, Kampala UgandaTeephone 346287, 346288

346290346651 Kampala

Fax. 346291 JYour Ref: Telegrams: SIMBA

E-mail:director@Infocom co.ug

Our Ref: UWA;BDG!2

8 1999

Mr E C BishopTeam LoaderRougnton InternationalP 0 Box 5481KAMPALA.

Dear Mr Bishop

REVIEW AND UPDATE OF FEASIBILITY STUDY AND DETAILED ENGINEERING:DESIGNS OF KARUMA-PAKWACH-ARUA ROAD

As mentioned in mly hitter of 30th August, 1 999 that I would request commontsfrom the staff of UWA.

Pleaso, find attached the responses I have received. Unfortunately, I am not toofamiliar with the terrain and therefore cannot appraise the situation.

With kind regards. -

Yours sincerelV

Dr Rob e RobinsonEXECUT VE DIRECTOR

En-.;

To: Deputy D)irector, PMRC

;:0ron- PAP helen Bugiatga:Assistei by: Franco Busenere

Date: 63' September 1999

Sublect: Review and Update of the Feasibllity study and detailed engineering dolgnsof Karuma-Pakwach-Arua Road.

Background information:

* Whereas 'he orginal t.IA addressed burrow ptts as identified outside the Park, the situation1has now changed where there is a need to find alte-native locations for stone quarryingbecausa the pits originally identced kave hbjetn found to have poor quality mnaterials. Stonesinstead of rm,irram will now be used for the 45-km section of road Inside the Park. Stonequarrying haR rnore serious tnpi-tive environmental impacts than murram extraction.

* The ntm locations that have better quality ma:erials have been identified. One location Insidethe Park area is at Pajok, near the Pajok army camp, another is close to Olwinyo Road atPajok, but is nr^t large enough to r,nvide tI n required material and at the Karuma cutting pit,on the bouncary of the Park.

=omments oas tho proposal:

* A now skte specific EtA will be required for this proposal. The outcome of the EIA is whatshould pruviade a basis for edher rejectiAc or acceping this proposal. The EIA should be ableto identify ,ll thp possible impacts and mitigation measure that might result from this newproposal.

T.he deciO:inl to allow the borrow pits within the Park should also be raached whon UNWA staffhave visited tie site to make their own assessment of the area and the impacts that mayarise out of this proposal. Incase the EIA does provide adequate mitigation measures thenUVVA can decido accordingly.

Based on tho F:IA study by Roughton International, the area in question has very low wildlifepop;Lwtions. iess than 1 11 mammals per sq. km. Even with this apparent low density ofmammalian sppcies, there might be a wide range of other species that ought to be protected.The s,te specific EIA should address these.

Key sroat that UWA would like '. see addressed Inr the sito speelfcf ElA:

* ltpacts on Wildlife

Impacts on Tou.aris m and the reiaVd visuai impacts that may create an eyesore for visitors inthe area

* Impacts on tne peripheral communities/Park operations relaticns.

Thd period of S-urface extraction/quarrying

Detailcd ci)scr:;pUOin of tne method o, axtraction

* How tno ril.; will be concealedi so that they are not visibly clear from the main road.

r he oeriod. it wati tal,e and the method thta will be used to acnieve effectve vegetative re-cclonization cf the site.

* Impac:s from roise and air pollution

* Alternative sitCs

Other points to conisider If s decislon to permit quarrying within thc Park Is reached.

The strnes extracted from the Park area should bo limited for use only for the section of road.that passes within the NP This is a 45km stretch. This will Rmit the period of quarrying andthe associated impects.

Tnere are (atxiut 15) open burrow pits that were used in previous construction work and wererever restored. UWA couid set a condition whereby the contractors are given a condition torestore all the ourrow pits In the area other than the one they will create. This could be a goodtrace off.

Ielephni, 256.-4I-25126J4. 3402 1 0. ROAD AGENCY FOPN17A\[ l)No;Nil232S1 2,232826,232803. ivlinistry of Wurko. I l,m:siqi .iln23125X, 34021 1 Conmiunic:itnonn,

F;X% 256-41 .232807 Communicanons-i busu, Flo[r 7

IT-Ninul RAF iLinfon_onl c01 u J Plot I Colville Strccr. ~~~~~P O Box 28487

Jri an, correspnonndence on thi, stblet, KAM'IPA L.A IJg.ind;tpIr;m: *lIOLC N( GClR/II09 I HE REI'UULIC 01t UGANDA

17 April 2000

The Executive DirectorNational EnvironmentManagement AuthorityKAMPALA.

Attn: Mr. J. Ecaat

Dear Sir

RSISTAP Credit No. 2987 - UGKaruma-Pakwach-Arua Road Study

I have been trying to agree a date for a meeting with you and UWA to discuss Dr.Robinson's letter of 16 March but it has not proved possible. I have therefore setout below my response, to the issues raised by Dr. Robinson. I will be awayfrom the office from 20 April to 9 May but my Deputy, Eng. Mwedde would beavailable to meet you and/or Dr. Robinson.

As I explained, when we last met, the improvement of the road from Karuma toArua is a very high priority project for the government and therefore we would bewilling to discuss any reasonable proposals for making it acceptable to NLMAand UWA. The alternative alignments outside the Park were investigated at afeasibility level and although it was not possible to carry out extensive surveys, itwas established that on cost and value for money grounds, the alternatives wereunattractive. In addition, the consultants environmental expert conclucIed that theeffects of improving the route through the Park could be adequately mitigatedand would be less damaging overall, than a completely new route.

Dealing now with the-points numbered 1 to 9 in Dr. Robinson's letter, mycomments are;

1. The Consultants report should have said "sufficient material resourceshave not been identified outside the Park with economic haulage distanceto enable supply of all requirements from outside"". Of course, it there are

I

any rock outcrops similar to Pajok Hill north of the existing road and v.'lhi,reasonable haulage distance we would be willing to investigcit-suitability.

Whatever the contractor's soucce of "borrow", he will be required toreinstate the site and plant indigenous species. The existing situation willtherefore be improved and bituminous surfacing of the road will mean bt-atno further extraction of murram will be required to surface it.

2. One of the adverse effects of a new road just outside the Park is !l.,

would encourage ribbon development along the edge of the ark: 1Iwould be difficult to control encroachment into the Park from such a road

3. Government does not accept that the insecurity is a long term problemFor as long as security is a problem, it is more difficult to identify rebe7l-,mixed with a local community than along the existing route, where anvgroup would be immediately suspect.

4. The 237 km Karuma to Pakwach to Arua Road is much more than anaccess road for local farmers. It is a major national trunk road connectingthe underdeveloped northwest of the country with the rest of Uganda. ThefeasibHity study has shown that improving the existing route is easily thebest economic option.

5. We accept that traffic signs and rumble strips alone may not be sufficientto control speeding vehicles. Other mitigation measures could beinvestigated including means of effective enforcement such as mobileradar speed detection.

6 It is our belief that ribbon roadside development along the Park boundarnywill make control of poaching more difficult. At present, anyone scen on-foot close to the road in the Park who is not army or game park personnelwould be suspicious.

7. Considerable thought has been given to mitigation of the adverse effectsof materials extraction and establishment of construction camps. This isnot only demonstrated in the Environmental Impact Assessment Report(Sections 8,9 & 10) but will also be translated into strict contractualrequirements. The recommendations, in term of environmental monitoringduring construction have been supported by World Bank and we believe Lcomprehensive and effective mitigation plan has been developed.

We would be very happy to consider any altemative proposals from UWA

8. The Karuma area is already served by a high standard bitumen surfacedroad. There seem to be no reason to suppose that the construction of a

bitumen surfaced road through the Park will have a significant directimpact on settlement pressure in Karumna.

On the contrary, the new road is likely to encourage settlement in thePakwach, Nebbi and Arua areas,

I am sorry for the length of this letter but I hope it will be useful as the basis ot adiscussion when we meet, hopefully with Dr. Robinson or another representalivetf IJWA.

Please contact my office, telephone No. 232814, to arrange a meeting as earlyas possible. Alternatively my Deputy is on telephone number 232825.

Yours faithfully

B. SperringDIRECTOR, RAFU

c.c. Permanent Secretary, MOWHC

c c. Dr. Robbie Robinson, UWA

c.c. Deputy Director, RAFU

3

R 0 U G H T 0 N INTERNA TIONA L

CONSULTING ENGINEERS

ARCHITECTS & PLANNERS

14 April 2000Road Agency Formation UnitMinistry of Works Housing and CommunicationsCommunications House Floor 7P0 Box 28487KAMPALA

Attention Mr B Sperring Director RAFU

By Fax: 00256 41 232807

Dear Sir

Karuma - Pakwach - Arua Road StudyComments from Uganda Wildlife Authority (UWA)

In response to your letter of 14 April 2000, herewith please find our detailedcomments arising from the Uganda Wildlife Authority's (UWA) letter to NEMAdated 16 March 2000, which was attached.

Our comments address issues raised by UWA using their paragraph numbering.

1. Alternative Sources of Material Outside the Park. It is assumed UWAcomment refers to the first paragraph of Section 45.1 of the E&SIA report. It isagreed that the last sentence should say "sufficient material resources akeene!a.eiable bave not been identified outside the Park within economic haulage

distances to enable supply of all requirements from outside".Ovnnp Masalzgerrg Dtr-ror.M A Rm'3SCEngMEICEFHT MCIAhb Ca

%4AR=13ScCEmMICE W bFC,rmE As stated no field searches for construction materials could be made along the&rLnM-, DmworrAS , Cwk;r CE.g FICE FIHT FCOE alternative alignments outside the Park. However, from our review of the

Dirror - topography and discussions with local inhabitants and soldiers there is no evidenceJ S..nurmy BSc CEng MICE DMS MIMV to suggest that any hard rock outcrops exist close to alignments A or B (outside the

D- & C-pySemay Park). In which case, the identified source at Pajok close to the existing roadC G L B FCA

through the Park would remain the only economic source of material for buildingH E ZofingeW ME PhD MIEAust FIHT the upper layers of the-road (base course and bit' - ous surfacing).M i C- DIC CEng MICEM I.D BScPhDCE#WMKE MCTMIHTM I =1: Id5 CEng MICE FIHT FCoMEa

If the Park Wardens know of the existence of rocik outcrops similar to Pajok Hill toE Bm" MSr CFng MIMM CGol FGS the north of the existing road through the Park we would be interested to hear this.C M Bo)d MSc MICE MCIOB CEngM J P T. rbr 8Sc CEng MICER C Ww-o., Bsc CEng MICE MIHT We have found that natural gravel (murram) deposits in the area of the Park are of

-. .. _ - low quality for road building. None are suitable for use in the base course evenuZwsA £tg when treated with lime. Two existing open borrow pits along the existing section

S..,p.nSOfl OHWSvArn,j.- N. 438 W2,,l,of road through the Park have been identified as sources of lime stabilised murram

for use in the lower part of the road (subbase and selected fill). Some minorG OUki. i additional extraction may be required from one or two other open pits in the Park.Alrir s. o' t the rad4c sw Caribbena.mad is Ike U.K.i Lse... Nem1I%k However, the Contractor will be required to fully reinstate all murram sources andsd S...bsgia

to plant indigenous plant species after reinstatement. The existing situation willtherefore be improved and bituminous surfacing of the new road will mean that no

321 M llbrook Road West further extraction of murram will be required in the Park to surface it. If the ParkSouthampton S015 OHWUnited KingdomTelephone: +44 (0)23 8070 5533Telefax: +44 (0)23 8070 1060email:[email protected] A member of the Ro U G H T O N

0 U G H T Q ' , TER%NATtO14L

road is left as a gravel road murram extraction will continue to disfigure the Parklandscape.

We have no reason to expect that high quality murram deposits exist along thealtemative alignments A and B. However, it is possible that subbase qualitymaterials may exist along these routes and this was taken into account whencomparing alignment costs.

2. Settlement of Public Land. We agree that the public land outside the park islikely to be settled once the security situation stabilises. We also noted that onebenefit of the alternative alignments is that the new road would then better servesuch communities. However, we also noted a number of adverse impactsassociated with routing the road along the Park boundary, not least being that suchan alignment would encourage ribbon development along the edge of the Park.

We also understand that before the security problems the area to the north of theexisting road through the Park was illegally inhabited by scattered farmers. Wewould therefore anticipate significant encroachment to the south of any legalroadside development.

3 Rebel Ambushes. The current alignment only encourages ambushes because it isremote and uninhabited. Any route to the north will be remote and largelyuninhabited until such time as the security situation is fully resolved, hence it willbe just as prone to ambushes.

4 Economic Case for Alignment Options. The 237 km long Karuma to Pakwach toArua Road is much more than an access road for a few subsistence farmners along a45km section of land to the north of the Park. It is a major national trunk roadconnecting the underdeveloped north west of the country with the rest of Uganda.

We believe our environmental specialists have fully considered the pros and consof upgrading the Karuma to Pakwach to Arua road and have not been undulyinfluenced by economic pressures. However, the economic analysis whichcompared the cost of upgrading each alignment option in the Park area hasconclusively showed that any new alignment to the north of the existing routewould involve very substantial addition expenditure. Both in terms of additionalcost/km and because of increased length (Option A is 13 km longer and Option B10.2 km longer than the existing route). Indeed the increase in cost is such that itcould seriously threaten the viability of building the link to Packwach.

Unfortunately the possible adverse effects of road upgrading must be balancedagainst the positive benefits and economic considerations. Our environmentalspecialists have concluded that the adverse effects of continuing to use the existingroad through the Park can be adequately mitigated and are not so severe as toprevent implementation of the project. Please remember that the "do nothing"option will not benefit the Park and will certainly have a major adverse effect onthe region.

5 High Traffic Speeds in the Park. We note your concern that traffic signs andrubble strips may not be sufficient to fully mitigate the occurrence of animal killsdue to speeding vehicles. However, as noted in our report the density of animals inthis section of the Park is very low (less than 10 wild mammals per km2 in 1997),and is very much lower than along the sealed road in the Queen Elisabeth NationalPark.

Page 2

R U G H T O N MrEa-sTIoV4L

We would recommend that additional mitigation measures are investigated andreviewed. For example, there seems sufficient justification for the Park Authoritiesto be authorised to set up mobile radar speed traps along the road and impose fineson drivers breaking speed restrictions. We would then incorporate in our designdocuments road signs warning of speed restriction enforcement.

6 Access for Poachers. It is our belief that ribbon roadside development along thePark boundary will make control of poaching more difficult. At present anyoneseen on foot close to the road in the Park who is not army or game park personnelis most likely a poacher. Also any stationary vehicle is suspicious in the Park.

7 Mitigation Measures for the Quarry, Borrow Pits and Construction Camps.We have given considerable thought to mitigation of the adverse effects of materialextraction and establishment of construction camps. This is not only demonstratedin the Environmental Impact Assessment Report (Sections 8, 9 andlO), but has alsobeen translated into strict contractual obligations imposed on the Contractorthrough the Contract Documents. Our recommendations in terms of environmentalmonitoring during construction have been supported by the funding agency and itis our belief that a comprehensive and effective mitigation plan has beendeveloped.

We would be very pleased to have the UWA undertake a detailed review of theContract Documents and the Mitigation and Management Plan and would be happyto incorporate any reasonable amendments that they consider might improveprotection of the Park environment.

8 Increased Settlement in the Karuma Area. The Karuma area is already servedby a high grade bitumen surfaced road (the Lira/Gulu Road). There seems to be nogreat reason for expecting that the construction of a bitumen surfaced road throughthe Park will have a major direct impact on settlement pressure in Karuma.

On the contrary, the new road is likely to encourage settlement in the Packwach,Nebbi and Arua areas and discourage migration to a previously better served centrelike Karuma.

As previously stated we would be pleased to receive any detailed recommendations orsuggestions from UWA that would enable us to strengthen the environmentalprotection elements of this project.

Yours faithfully

Ted BishopTeam Leader

Page

[ _ -k , , i,- , r i, tII: ..,

...... . MINISTRY OF TOURISM. TREADE aND* ;r; ,n.-os 2Qi> )4fi h$ 2Z~323i2 ,tINDUSTRY

,;;;^alcon ....... co b; P.O. Box 7102

TN N W 236-24210./.U,3jEZT %..e OQLOTN *K .,,,,JnEIC OF UC KAMPAL

12 April 2000

The Perrnanern SecretaIy 'U l u OJ'O ) 18APR7.02 jMinistry of Works. I-lousing and Cdn,muaicazions -P.O. BOX 10 Dor 3'85 -K-14".

EN^.>TEB13JW.j-

FEASD3ILITY STUDY FOR UPGRADING KARUIA-ORUIVO -

JPAKVWACH ROAD.

We acknowledge recetpt of your letter, ref RD/14 1/2417 2 of 5 April,-2000 in which you sound concern over the Wildlife Authority's atfitudeon the above matter. It is true thiat upgrading of the said road will havesome environmnent impact in that area. Ilowever, the positive effects ofhne ,resence of this road fax outwcigh the negative ones. I am therefore

pleased to inform you that aeer due consideratior, of all factors, theNinistry of Tourism, Trade and Inidustry is of the view that your planisfor the Karuma Oi uiyo - Pakwach road shouild go ahead.

Should you, at any momnent require frither clarification or assistanceplease..6o not hesitate to contact us.

DrM4<agodaPERMANENT SECRETARY

*fhe ChairmanBoard of Directors , '' / V..Iganda Wildlife AuthorityKAMPALA.

c c '1 h; Executive Director

KAMPALA.

-',4 c The DirectoLRAFUKAMIPALA

Tci.gum: 'MtN[lORR5 i R P ROA) AGENCY FORMAU:ONUNITTelveDhonc: 256.41-232SCiO26 ivinistrycf Works, Jlou.ing and

25641-251244G21 I Communicutions.I.Mx 256-41-2,322J Communcations House, i'loor ?f&-maii: RAFUaiYIfocom.C R~POL:I ColVitJI: Szeet

hi aniy c;wvspongead cnc thi, sbjec P 0 Bo% 28487pilasmoq"IJe No: C-cRIIV9 ThIEPUBC OF UGA4DA ALA, Uganda

3 March 2000

Executive DirectorUganda Wildlife AuthorityPO Box 3530Kampala

For the attention of Dr Robbie Robinson

Dear Sirs,

Review and Update for the Feasibility Studv and Detailed Engineering Design forKarurna-Pakwach-Arva Road

'We are grateful that your Mr. Moses Mapesa was able to atuend the meeting held in theoffices of NEMA on Thursday 24 February 2000. At that meeting we discussed thecontents of the letter from yourselves dated 24 January 2000 (a copy of which is attached)addressed to Mr. Edson Mjuni. which appears to conflict with your letter of 8 September1999. To assist Mr. Mapesa an extra copy of the Final Feasibility Report Volume 2Environmental and Social Impact Assessment October 1999 was handed over by RAFUand at his request we attach another copy, which we understand is for the Chief Wardenat Murchison Falls National Park

We would again stress the urgency of resolving this matter, which affects the programmefoor the construction of a road of National imporance. We look forward to your earliestresponse.

Yours faitfillly,

Mr B. SperringDirector RAFU

Enc.

cc Mr Justin Ecaat NEMA

^6L gitv NATIONAL ENVIRONMENT MANAGEMENT AUTHORITY (NEMA)

Commun~iaons House, 6th FloorPlot 1 Colvile Street. Plot 3 Portal Avenue

NEMA/4.5 P. o. Box 22255, Kmrazla, ugarnaTd: 256841-23e8 7251064/251 065/251068Fax: 256-41-25521/232880

17 February, 2000 E-Mai: [email protected]: niosiarcom.co.ug

The Executve DirectorUganda Wildlife AutorityP.O. Box 3035KAMPALA

RE: BITUMINISATION KARUMA - PAKWACH ROAD

Our attenton has been drawn to the comments made by managemenrt of MurchisonFalls National National Park (MFNP) to the effect that the proposed bituminisation ofKaruma - Pakwach road should be done on the sect passing outside and not withinthe conservation area. However, discussions with the Road Agency Formation Unit(RAFU) indicate that earlier discussions with your agency dunng the EnvironmentalImpact Assessment stage had given no objecton to the bituminisation of the roadpassing through the park. Henceforth, all the design works and preparation for thisproject have been bases on the works for the road passing through the park. We arealso informed that a copy of the Environmental Impact Statement was submitted toyou and subsequent discussion held with you on this project through the consultanats,Roughton Intemaonal.

In view of the position expressed in the leter from MFNP, and In order to guide thisauthority regarding the environmental aspects of this project, I would wish to seekfurther clarification on the position of Uganda Wildlife Authority regarding the proposedroad works and whether or not the position expressed in the letter from MFNPrepresents the official positon of UWA. A copy of the letter from MFNP submitted tous through RAFU is attached for your reference.

In view of the natonal implications of this road works. I would also wish to suggestthat a joint meeftng between UWA, NEMA and RAFU be held on Wednesday the 23rdof February 2000, at 2.00 p.m. in the NEMA Board room to discuss the varyingopinions regarding which sector of e road should be bituminised.

Aryamanaya-Mugisha, HenFor: EXECUTIVE DIRECTOR

C.c The DirectorRoad Agency Formaffon Unit

* Ministry of Works, Transport and CommunicatfonsKampala

Enc.

1 Original

4tIV '

THE REPUBLIC OF UGANDA 4

THE NATIONAL ENVIRONMENT MIANAGEMENT AUTHORITY (NEMA)The National Environment Statute, No. 4 of 199S

The Environmental impact Asessment Regulatlons. S.l. No. 13 4f 1998411

g Certificate of Approval of Environmental Impact Assessment i

Certificate No. NEMAWE _At____

Ttis is to certify that the Project Brief/Ennironment1 Impat Statement t

, VS ROAD AGNCY FORKAT1qu 0

" of P.O. sOX 2440,; KAMPLA E,.A *-A .3

9¢ ., *. st t4i.g L '. -t

submiucd in a. 9rdance with the Nl4Kuua&Environment Stautw National EnviroMent Managementr Authority (EMA) regarding: ! . -; b -$i, i '

^.r briefly ctescribed as -.. . 'i -8t!l 'ft t;z*tl : .M :|tt * ~~~~~~~ ~ ~ ~~~* .a!3.

AA~~~~~~~~~~

y: _ _ stw5st ~~~~~~~~~~- -~ - jI- a. g

' (Arcie Puojie) it.._ . $. _-; .

3.(Di <, .-. I ..

b has beenl reviewed and wasfoundJ.to:,-*. ; s

zt *tiave significant environmental imnpact;s andtcflon appropriate mitigation mcasums were identified I,.r iimd made a condition precedent for approval and implementation, <

.. -'.

2 's~~~~~~~PLES TIJPN OsJER-

,~~"'. I _

-'IAtra.ch relevanidewils *;here necessarv)

'DIatedstL KAMWALA _ on 23D MltY, 2000 i5

Signed j

*Ovnitcd L:)c% NAPSTUpu GATL UndAeeTuurAND TWARuinA' Q-oIsTeTC:A --y:'hW t.'-'- *def whi-cf is_ _ _. .."

* oehle whichctcr tS WX eppi3i~~~~~~~~~~~~~~~~~* '*~

CONDITIONS OF APPROV'AL.(Additional Information Sheet)

Ci) The Developer shall institute a comprehensive monitoring pLan to detect

and avert any undesirable incidents of soil erosion during road re-

construction and post-reconstruction period as well as during road

maiatenace.

(ii) The Developer shall ensure that environmental pollution (both land

and water) due to waste oil or oil leaks and spillages from construction;

equipment is avoided as a matter of legal requirement.

(iii) The Developer shall control and regulate excessive noise pollution,

oVst and gaseous emission by the construction equipment and trucks.

(iv) The Developer shall identify strategies and measures for management

of all wastee (including used engine oil ard other waste oils),

construction debris, metal wastes,effluerat and solid wastes)

generated by the project and their safe disposal.

(v) The Developer shall institute traffic/speed control measures,

including traffic signs and rumble strips. W

(vi) The Developer shall, in the construction of workmen's camps adhere

to well defined xtrict contractual obligations. including proper '

management of solid and liquid wastes as weLl as sewerage; demolition o

or the camps, removal of all materials and rehabIlitation of the camp .:

sites after completion of the project.

(vii) The Developer shall undertake full restoration of all sites where

construction materials are excavated, including burrow pits, murram 4

pits, quarry areas and any other excavated areas by re-fillirng them, W

re-46zttihn and landscapping. '

- PLEASK TURN OVER- I

? K_AMPAL_A on 23RD MAY, 2000.

Signed

;S~~~~~~~~~~~~~IIvf Direfo r(N'gEA) h

Approval Conditions(continued)

(viii) The developer shall implement the monitoring programme proposed in theEIS and that the various actors, particularly Uganda Wilolife Authority(UWA), shall be facilitated through a capactty building programme toenable them carry out monitoing of impacts of project activities to enablethem fuHfil their mandates in a timely manner.

(ix) Notwithstanding this approval, the Developer shall be required to fulfill anyother reasonable condftions and requirements as will be presctibed fromtime to time by the Uganda Wildlife Authority.

-(x) The Developer shall be required to ensure that any other environmentalimpacts not contemplated during the assessment and by the time ofissuing this approval are mitigated.

c.c. The Permanent SecretaryMinistry of Works, Housing and CommunicationsENTEBBE

c.c. The Permanent SecretaryMinistry of Tourism, Trade & IndustryKAMPALA

c.c. The Executive DirectorUganda Wildlife AuthorityKAMPALA

Dated at KAMPALA this 23' Day of May, 2000.

Signed <-

ECIJTYVE DJR-E *O (NEIV.A)

.z---,1 j-,eT re - > >5 FFOI i- I ;v, : _ 'eE,_J I-S .7 Fi 771. 1''1_ S.F- i F:,

- rt

3 ?ii ; 04&5 20428 o * t.. ii E 0

- l' . )(tI'lDAXVIl.DLII4'i; A1J lHalt'rYMurchison tallfh C ^saiij lAM i,

5)K -- (4-11F. ~~~~~~P. U. iJLD.xc 4.5-

.. 'I'~~~~~~~~~~~el. 0Q%z7S-2M4?.KPax. O46S-20428

Lsv,r iter

Rovf:t lAlJtI Dot.8t. 24101l/20t00(

I-.tAloln X-titjll;i

z)ave.lUP111VO 'l 8wbil7 ated * .sW

Envirounmecau Ma.nagvinemit CQi uttitgPU. ( ,B o 2I1 S9 &O

KAl9t^^.L.,~~~~~, <tA ves >wXo -F£~~,. .

L*I" oa 04 - 1t*J

Dear i,,j,,,,;

JUM; RIR1'OSE D 8IJUMISATION OF KARUNIA- r.ALKWAcII RO4AD

I relr to con'iultAtion,; you had with mana8erneni of Nluivhison aIa16 ConscryuLioll Aral,

rcgardimg ihe YiLvOW SubjOCt.

T S'r.: maiws issuc at hand wAs whether ithe roftd to be bituisdsed parses Throtibl ileConservition arta cr relocated ourside. The po5ition of ihlt managcnment of MICA is Ihat

\ 9.. timhe road to bg bilntiwcd be reiocatod outsidc t1e Conv4rvation areat and ihc foilowiz)& aresome t.f ihe highhlilw or olc argunients for thnu p-miticn talkeir

t I) Thq. road passing thrciuAgh the Clonservatlon area will covvr an area of i.S hun" It will- ' use aloi of resoutrces *or e"ample murramn which will 4iegrade 1lhc ecosystemw sia0lficantly

2) A I i in clearanc - on road shoulders on cadl side will aturact Isibivoi rm Ihat -will L>vulite otile to road kills by over speeding vchicies.

S. .(..1t-

.- '7-

K~~ ~~~ LIrs;, ,,~-

'.f ol i4i J:S:,i 2 "; hlibC; 24,420 , d1 F C A

3 ) A Iuigh "q thIrnuhIT tjh I, Pf;tfI-0 I tfiI-ll url toi', 1 1111-110i \)Pi'1NO Wi)iI;I lih

Cr'n.,,r,wa¶irjn re

41 a l ighb W;iy thlll 1v,%N thce Co'twervalon droa b ini,Inry wil diticoLiraMe enuorune,igtellentonlillw,ia.lvlc

5) lDevelomnetif o Ilhilding eciitge gwrurb1in ceniltwil ll Lot ortnlJ o lo reas t(side thot'onsciSvXaikr, we.l. A Itij;iws3vIly tIhat serves as iie hounuary ol'the CeOtsevatLicon arc% will

rcduce the pTresenl strcs.s on aninjuls aind cnable recnveny ro' tht ecosstani where thLt

pre- -ii r.tmd pamws.

I hrcrfore requesl tu bie. l\e fzqIII WilIt infnAVIVn feiudin% t¶he EIA fc:r thc proposedw4 d work antl u5ly Otahut televaRt inrogTaLiLI.

.1 will greatly appreciaie iryou givc ihe requoes modest CQansitfradlon dtId a sporid S0011

Kind retgrdsi anid I la;pv Ntw MilliCriium

Yo$ursNf§'t:-y

ClA (iT.l.JIWAc. hiu i Walden

W %ardcli Rwus¢h&M°l

Karuma-Pakwach-Arua Road -Environmental Impact Assessment ReportAooendix H

APPENDIX HPHOTOGRAPHS

Roughton /ntemational Page Ho: Appendix H-1In association with U-Group Consult

Karuma - Pakwach - Arua Road Feasibility Final ReportPhotographs

¾':>~~~~~~~~~~~~~~~~~~~~~~7

; § ^- ,= a -.-,

-t v~ ~ ~ ~~~~- 3 ., ,~ _- v -

Godatoyo borrow pit in Murchison Falls National Park. Unreinstated stockpile area

contract to -p t her• soile rosion n .t

Roughton Interniational in assorciation wifth U-GroLp Conssult

Karuma - Pakwach - Arua Road Photo graphs

I~~~~~~~~~~~~~~~~~~~~~~I

'24

Typical landscape and alignment showing narrow width of road in MFNP

south (left) ~ ~ I,i% '',

Roug,ton international inassociaionwo -

e ;; *, arsa9 ^ .

_.A 3~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~A

Typical landscape and land cover between Oiwiyo and PakwNach. MFNP on horizon to thesouth (left)

Roughton International in association with U-Group Consult

Karuma - Pakwach - Arua Road Feasitility Final ReportPhotooraphs

4k~~~~~~~~~'

Project road through Pakwach Town Existing development plans for urban centres suchas this will be considered during detailed design

9 ~~~~~~~~~~~'' - _ _ - * *;- '

-4~~~~~~

One of a number of schools close to the road especially between Pakwach and Arua.Safety of children will need to be carefully addressed during detailed design


Karuma - Pakwach - Arua Road Feasibility Final PeportPhotographs

An orchard on the Nebbi to Arua section. The existing road reserve is generally wideenough to avoid agricultural development

4 rS Cr

.- ~~~~~- A ,-mr-s .~~~~~~~~~~~~~~~~~~~~~~~~e7

A typical single lane bridge on the section between Nebbi and Arua which will need to bereplaced
