E1879 VOL.3 REPUBLIC OF UGANDA UGANDA NATIONAL ROADS AUTHORITY FINAL DETAILED ENGINEERING DESIGN REPORT CONSULTANCY SERVICES FOR DETAILED ENGINEERING DESIGN FOR UPGRADING TO PAVED (BITUMEN) STANDARD OF VURRA-ARUA-KOBOKO-ORABA ROAD VOL IV - ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT The Executive Director Uganda National Roads Authority (UNRA) Plot 11 Yusuf Lule Road P.O.Box AN 7917 P.O.Box 28487 Accra-North Kampala, Uganda Ghana Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report TABLE OF CONTENTS o EXECUTIVE SUMMARY .............................................................................................................. 0-1 1 INTRODUCTION ............................................................................................................................ 1-1 1.1 BACKGROUND OF THE PROJECT ROAD ........................................................................................ I-I 1.3 NEED FOR AN ENVIRONMENTAL SOCIAL IMPACT ASSESSMENT STUDy ...................................... 1-3 1.4 OBJECTIVES OF THE ESIA STUDY ............................................................................................... 1-3 2 APPROACH AND METHODOLOGY .......................................................................................... 2-1 2.1 INITIAL MEETINGS WITH NEMA AND UNRA ............................................................................. 2-1 2.2 BIOPHYSICAL ENVIRONMENT BASELINE STUDy .......................................................................... 2-2 2.3 FIELD WORK AND FIELD SURVEY TECHNIQUES ............................................................................ 2-2 2.4 CHECKLISTS .................................................................................................... ~ ........................... 2-3 2.5 SOCIO-ECONOMIC ASSESSMENT .................................................................................................. 2-3 3 DESCRIPTION OF THE PROJECT ............................................................................................. 3-1 3.1 PROPOSED DESIGN ...................................................................................................................... 3-2 3.2 PROJECT ACTIVITIES THAT WILL BE ASSOCIATED WITH UPGRADING THE ROAD .......................... 3-3 3.3 PROPOSED ROAD PAVEMENT MATERIALS .................................................................................... 3-4 4 ENVIRONMENTAL POLICY, LEGISLATIVE AND ADMINISTRATIVE FRAMEWORK4-1 4.1 POLICY AND LEGISLATIVE FRAMEWORK ..................................................................................... 4-2 4.2 ADMINISTRA TIVE FRAMEWORK .................................................................................................. 4-6 5 EXISTING SOCIAL AND ENVIRONMENTAL CONDITIONS OF PROJECT AREA ......... 5-1 5.1 ARUA (TEREGOIMARACHA) DISTRICT ........................................................................................ 5-5 5.2 BIOPHYSICAL ENVIRONMENT .................................................................................................... 5-10 5.3 KOBOKO DiSTRICT.................................................................................................................... 5-12 5.4 SOCIAL ECONOMIC CONDITIONS ................................................................................................ 5-14 5.5 HIV/AIDS ................... :............................................................................................................ 5-17 6 PUBLIC PARTICIPATION PROCESS DURING THE ASSESSMENT ................................... 6-1 6.1 OBJECTIVES OF PUBLIC PARTICIPATION PROCESS ........................................................................ 6-1 6.2 STAKEHOLDER COMPOSITION ..................................................................................................... 6-2 6.3 ANNOUNCING THE OPPORTUNITY TO PARTICIPATE ..................................................................... 6-2 6.4 KEY STAKEHOLDER BRIEFINGS AND COMMUNITY CONSULTATION ............................................. 6-2 6.5 RESPONSE FROM PUBLIC CONSULTATIONS .................................................................................. 6-2 6.6 SOCIO-ECONOMIC AND SOCIAL ISSUES RAISED ............................................................................ 6-3 6.7 ROAD SAFETY CAMPAIGN ........................................................................................................ 6-10 6.8 HIV I AIDS COMPONENT ........................................................................................................... 6-11 7 ANALYSIS OF POTENTIAL ENVIRONMENTAL IMPACTS ................................................. 7-1 7.1 MATRIX FOR IDENTIFICATION OF POTENTIAL ENVIRONMENTAL IMPACTS .................................. 7-1 8 DESCRIPTION OF POTENTIAL IMPACTS .............................................................................. 8-1 8.1 SOCIETAL WELL-BEING ............................................................................................................... 8-1 8.2 REGIONAL ECONOMIC DEVELOPMENT AND INTERNATIONAL TRADE ........................................... 8-1 ·,... .. 'to Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report 8.3 LINKING THE AREA TO THE REST OF THE COUNTRY ..................................................................... 8-1 804 EMPLOYMENT OPPORTUNITIES .................................................................................................... 8-1 8.5 SKILLS TRANSFERS AND TRAINING .............................................................................................. 8-2 8.6 IMPROVEMENT PUBLIC TRANSPORT ............................................................................................ 8-2 8.7 ENABLING RAPID RESPONSE AND HUMANITARIAN AID ................................................................ 8-2 8.8 OPPORTUNITY TO IMPROVE DRAINAGE ....................................................................................... 8-2 8.9 CLIMATE CHANGE AND REDUCTION OF VEHICLE AIR EMISSIONS AND POLLUTION ....................... 8-3 8.10 SUGGESTIONS ON ENHANCING THE POSITIVE IMPACTS ................................................................ 8-4 9 DESCRIPTION OF NEGATIVE IMPACTS................................................................................. 9-1 9.1 FLORA ........................................................................................................................................ 9-1 9.2 IMPACT ON FLORA RELATED TO CLEARANCE AND EARTHWORKS ................................................ 9-1 9J POTENTIAL LONG-TERM IMPACT ON FLORA ................................................................................ 9-2 9.4 SOIL EROSION ............................................................................................................................. 9-2 9.5 CHANGES IN HYDROLOGY ........................................................................................................... 9-3 9.6 POLLUTION ................................................................................................................................. 9-3 9.7 NOISE AND GROUND VIBRATIONS ............................................................................................... 9-5 9.8 VISUAL INTRUSION (LANDSCAPE DISFIGUREMENT) ..................................................................... 9-6 9.9 WASTE MANAGEMENT ................................................................................................................ 9-6 9.10 CONSTRUCTION CAMPS/YARDS .................................................................................................. 9-6 9.11 POTENTIAL IMPACTS OF WATER SOURCES FOR CONSTRUCTION ................................................... 9-7 9.12 ENHANCED URBANIZATION ......................................................................................................... 9-7 9.13 PUBLIC HEALTH AND SAFETY ...................................................................................................... 9-7 9.14 HIV/AIDSAND STD's ............................................................................................................... 9-8 9.15 ROAD SAFETy ............................................................................................................................. 9-8 9.16 GENDER ...................................................................................................................................... 9-8 9 .17 OCCUPATIONAL SAFETY AND HEALTIl ....................................................................................... 9-9 9.18 LAND ACQUISITION, PROPERTY AND SOCIO CULTURAL IMPACTS .............................................. 9-9 10 POTENTIAL IMPACTS AND PROPOSED MITIGATION MEASURES .............................. 10-1 10.1 SPECIAL CONSIDERATIONS ....................................................................................................... 10-7 10.2 MATERIAL SITES ..................................................................................................................... 10-10 10J WASTE MANAGEMENT PLAN ................................................................................................... 10-12 lOA WATER SOURCES .................................................................................................................... 10-13 10.5 THE MAIN CONSTRUCTION CAMPsNARD, STORAGE AND EQUIPMENT ................................. 10-13 10.6 ENVIRONMENTAL MONITORING PROCESS .............................................................................. 10-15 to.7 ENVIRONMENTAL MITIGATION AND MONITORING AND RESPONSIBILITIES AT THE IMPLEMENTATION STAGE ....................................................................................................... 10-17 10.8 ENVIRONMENTAL MANAGEMENT AND MONITORING COSTS .................................................. 10-20 11 CONCLUSION ............................................................................................................................... 11-1 II t Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment " Final Detailed Engineering Design Report ANNEXES Annex 1: PEOPLE CONSULTED AND RECORDS OF PUBLIC MEETINGS Annex 2: TERMS OF REFERENCE Annex 3: RECOMMENDED GRASS SPECIES Annex 4: SOURCES OF MATERIALS Annex 5: WATER QUALITY ANALYSIS 1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road · Environmental Social Impact Assessment Final Detailed Engineering Design Report LIST OF TABLES Table 5.1: Social Infrastructure along the Proposed Road Table 5.2: Arua District Population Table 5.3: Population by Function of Age Table 5.4: Educational Facilities - Kuluba Table 5.5: Primary School Enrolment- Midia Sub- County Table6.l: Summary of Proceedings on Community Consultations Table 7.1: Rating Evaluation Table 7.2: Analyzing Socio-Economic Impacts Table 7.3: Analyzing Biological Conditions Table 7.4: Analyzing Physical Environment Table 7.5: Relating Construction Activities to Potential Environmental impacts Table 9.1: Locations and Nature Table 10.1: Potential Impacts and Mitigation Measures Table 10.2: Borrow Pit Management Plan Table 10.3: Waste Management Plan Table 10.4: Environmental Management and Monitoring Plan. IV Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road .. 'f Environmental Social Impact Assessment Final Detailed Engineering Design Report LIST OF PLATES Plate 1: Koboko health centre unit along the road Plate2: Existing road -Koboko section Plate 3: Market activities along the road Plate 4: Commercial activities along the road Plate 5: Vegetation Plate 6: Terrain and Soils Plate 7: Consultations in Oraba Plate 8: Consultations in Ovujo Plate 9: Properties close to the road in Nyadri Plate 10: Traffic problems at Oraba Plate 11: Border crossing point at Oraba Plate 12: Regional trade -Sudan Plate 13: Drainage problems near Koboko Town Plate 14: Dust on the road Plate 15: Cultural rock in Koboko v ,· Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report ACRONYMS AIDS Acquired Immunodeficiency Syndrome AOI Area of Influence HC Health Centre CAO Chief Administrative Officer CBD Central Business District DEO District Environmental Officer DLB District Land Board DLP Defect Liability Period DWD Directorate of Water Development DRSC District Road Safety Council EIA Environmental Impact Assessment EMP Environmental Management Plan EMMP Environmental Management and Monitoring Plan EIS Environmental Impact Statement LC Local Council NEMA National Environment Management Authority NEA National Environment Act NFA National Forest Authority NGO Non Governmental Organization NRSC National Road Safety Council PAP Project Affected Persons . PLC Parish Land Boards PPD Physical Planning Department PPE Personal Protective Equipment WENRECO Westline Rural Electrification Company RAP Resettlement Action Plan vi Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road , · Environmental Socia/Impact Assessment Final Detailed Engineering Design Report ROW Right of Way STD Sexually Transmitted Diseases SC Sub-County TOR Terms of Reference VCT Voluntary Counseling and Testing ULC Uganda Land Commission UNRA Uganda National Road Authority PMTCT Prevention of Mother to Child Transmission I Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report THE ESIA STUDY TEAM Name Expertise i Signature I Dr. Koojo Charles Team leader/EIA Specialist(CEP) Amooti ! Mrs. Mary Socio I Mugabe Economist/Environmental ist( CEP) I lIng. D Ntim SoilslMaterials Engineer Frimpong i Ing. Williams K. Highway Engineer i Dickson Ing. Robert Gyesi Project Team Leader Contributing Research Associates: Mr. Oluka Moses Mr. Wafula Samuel David viii Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road ,I Environmental Social Impact Assessment Final Detailed Engineering Design Report o EXECUTIVE SUMMARY The primary objective of upgrading the Vurra-Arua-Koboko-Oraba road is to enhance the national road network. Currently the road is functional but in a poor condition. It is anticipated that in the long term there will be some economic gain accruing to the areas of influence of the project road due to stimulated agricultural production and tourism activities. A better road will lead to improved transportation services along the project road which in tum will result in better access to health centres, improved delivery of social services by the Government (particularly in the health, education and agriculture sectors, and increased secondary school enrolment rates. These socio-economic benefits will contribute to higher household income levels, and improved standards of living. The project road is an existing one, and mainly traverses an area of non-uniform small holder cultivation. Community participation and consultation have been done and views and opinions analyzed. The most significant social impact is the loss of land, crops and immovable property for the road and its road reserve. There will also be temporary loss of land for the borrow pits, the construction camps, and, possible, deviations. People inhabiting these areas must be compensated for crops lost and buildings/structures removed for the purposes road construction. The scope of the initial works (such as clearing of vegetation for the alignment, extending the carriageway, etc) can to a large extent be contained within the works comprising the existing alignment. Existing laws applicable to environmental and social management with respect to the upgrading of the Vurra-Arua-Koboko-Oraba road are: · The Constitution of Uganda, 1995 · The National Environment Act, Cap 153 · The Environmental Impact Assessment Regulations, 1998 · The Land Act, 1998 · The Local Government's Act 1997 · The Town and Country Planning Act, 1964 · The Petroleum Supply Act,2003 · The National Forestry and Tree Planting Act, 2003 · The Water Act, Cap 152 0-1 ·, Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report · The National Environment ( Control of Smoking in Public Places) Regulations 2004 · The National Environment (Audit) Regulations, 2006 · The National Environment (Standards for Discharge of Effluent into Water or on Land) Regulations, 1999 · The National Environment (Noise Standards and Control) Regulations, 2003 · The Water Resources Regulations, 1998 · The Water (Waste Discharge) Regulations, 1998 · The National Environment (Waste Management) Regulations · The National Environment (Wetlands, River Banks and Lake Shores Management) Regulations, 2000 The relevant policies include: · The National Environmental Policy, 1994 · National HIV/AIDS and World of Work Policy, 2007 · The National Gender Policy, 1997 · The Policy on Conservation and Management of Wetland Resources, 1995 · GOD Resettlement Action Plan (RAP) Policy Framework The National Environment Management Authority (NEMA) is the institution mandated to coordinate, monitor and supervise all activities in the field of environment In so doing the institution works with agencies responsible for the management of different segments of the environment referred to Lead Agencies. The hydrology and natural drainage of the area will not be greatly affected. Pollution due to air, dust, noise, oil and sediments will occur during construction and continue during operation. These impacts can be mitigated. Soil erosion is also likely to occur, particularly as a result of earthworks and excavation of borrow pits; but this can be mitigated. Impacts on natural vegetation and wildlife/avifauna are considered to be minor. The road works will not harm any sites that are historically, culturally or environmentally sensitive. No other environmental impacts of significant magnitude are foreseen that cannot be mitigated or that would hinder the proposed upgrading of the project road, whether along the existing alignment or the realignments. 0-2 Feasibility Study and Detailed Design qf Vurra-Arua-Koboko-Road · . Environmental Social Impact Assessment Final Detailed Engineering Design Report The local authorities must plan for an anticipated influx of people into the project area in search of employment during construction, resulting from the temporary boost to the economy. Impacts on public health are associated with pollution, occupational health and safety, STDIHIV/AIDS (encouraged by an influx of labour into the trading centres and terminal towns and, during operation, due to truck drivers) and the disposal of solid, liquid and sanitary waste. Proposals have been made to address these impacts. The Contractor's Iworkmen's camps must use sources of fuel other than fuel wood, and they must ensure that water supplies are not stressed at the expense of local population. Contractors must maintain camp hygiene. The location of the workmen's camps is critical in mitigating their impacts. As a result of the improved road, there will be an increase in the number of vehicles plying the road, and higher traffic speeds will develop. This will pose an increased danger to non-motorized traffic. The provision of speed bumps and rumble strips, shoulders, and installation of road signs will help to mitigate these potential dangers. Other impacts relate to visual intrusion, construction waste and clean up after completion, all of which are minor impacts which can be mitigated. Recommendations The main issues of concern revolve around compensation/relocation of people along the existing road. In order to reduce the amount of compensation and relocation, the width of the road reserve in the small trading centres can possibly be reduced to 30m. Additional recommended measures for the prevention and mitigation of environmental and social impacts have been summarized below: Changes in hydrology can be mitigated by installing proper drainage structures. In order to minimize soil erosion and its impacts erosion control measures should be installed, earthworks and excavation activities should be controlled and drainage structures should be properly insta'Iled. Road embankments, as well as borrow pits, must be landscaped and grassed. Air and noise pollution can be mitigated by controlling speed and prohibiting idling of construction vehicles. The workforce, motorists and other road users must be sensitized about the causes and effects of air noise pollution. Maintenance of plant and equipment is essential in this respect. Trees should be planted in towns and trading centres through which the road passes to act as pollution screens. Speed limits should be imposed for all vehicles through the installation of speed bumps and rumble strips as well as warning signs, especially in town and village centres and near schools and health facilities. Installation of erosion control measures, proper disposal of construction debris, proper storage, handling and disposal of oil and oil wasters, wastewater and sewage will also help to reduce sediment loading in, and pollution of, water bodies. 0-3 , Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report Maintenance of plant and equipment should be done at specified areas in the contractor's camp. Owners of borrow pits should be informed at the earliest whether testing has proved that materials from their plot is acceptable or not for use on the project road. Access to these sites must be restricted. Excavation, blasting and exploitation must be carefully controlled and managed. The sites must be landscaped and grassed as appropriate after exploitation. Trees which are removed during excavation should be replanted. The use of pits as water pans after construction must not be allowed, and all old unused borrow pits along the road should be rehabilitated. Individuals/communities must be compensated for the use of materials. For both hard stone and sand sources, Contractors must prepare project briefs containing environmental management plans for each site. The project briefs are to be submitted to UNRA, for forwarding to NEMA. Local communities must be consulted during the identification of water sources and water usage must be properly managed. Deviations must be planned and should adhere to the road reserve wherever possible. If a deviation goes beyond road reserve, permission must be obtained from the affected inhabitants/community and compensation must be made for crops and property removed or destroyed by deviations. Deviations (existing tracks) must be reinstated to their original condition. The workmen's camp should be located near or close to main trading centres and/or towns. Provision should be made for water supply, proper sanitation facilities on site (e.g. VIP latrines) and disposal facilities for solid waste. Central canteen facilities should be set up. The use of firewood/charcoal should be discouraged by providing alternatives. Water use in the camps should be controlled. Landscaping and grassing of embankments, deviations, borrow pits and campsites will enhance visual impact. In addition, trees should be planted at terminal towns and trading centres. Contractors must clean up the site, remove all construction wastes (including oil, solid wastes, and debris) and restore the site to its real original condition. Land take and loss of property can be minimized by adopting a road reserve width of 30m for major trading centres. Project affected people will be identified in the resettlement action plan. The Resettlement Action Plan (which is presented as a separate document) must be implemented and project affected people compensated as recommended therein. Compensation must be paid for land and all property on land to be acquired for the road and road reserve. Compensation must also be paid for perennial crops within the road reserve. Affected persons should be notified that annual crops within the road reserve are not eligible for compensation. All crops outside the road reserve that are 0-4 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road I Environmental Social impact Assessment Final Detailed Engineering Design Report removed or destroyed during clearing of the carriageway, borrow pits and deviations will be compensated. Environmental/social impact assessment has identified potential negative impacts. Suitable mitigation measures will be proposed during the study. Recommended measures should be included in the contract documents so that Contractors are aware of requirements at the earliest stage in the construction process. With regard to induced settlement due to the project road, the local authorities must plan for the increased population and subsequent expansion of trading centres. Local people must be recruited for construction activities as much as possible, of which at least 25% should be women. Safety, health and occupation concerns will be addressed by providing and enforcing Personal Protective Equipment (PPE). In addition, an STD/HIV/AIDs awareness campaign must be conducted. Measures to enhance road safety include supervIsIon of construction traffic, safe access to work sites, erection of warning signs, installation of road-edge to road edge speed humps and rumble strips, construction of shoulders which can be used by pedestrians and non-motorized traffic at major trading centres. All findings of cultural, historical and traditional value must be reported to the Supervising Consultant, UNRA and NEMA. Graves and grave sites should not be disturbed. In order that Contractors can appreciate what is involved in implementing proposed mitigation measures, the ESIA could be made available to all Contractors during tendering process 0-5 , Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report Table 0-1: Environmental Management and Monitoring Costs I Item Quantity Cost Total Cost (U Shs.) . Grassing/re-vegetation 30Ha 3,000,000 per 90,000,000 ha I · Reinstatement of borrow pits/quarries 15 20,000,000 300,000,000 Personal Protective Equipment(PPE) 400 people Lump sum 120,000,000 · Ear muff, Dust protector, Helmets etc Social facilities and infrastructure including Lump Sum 800,000,000 800,000,000 road side amenities Establishing, management and ultimate Lump Sum Lump Sum 250,000,000 reinstatement of the Contractor's camp Provision of road safety measures during Lump sum 40,000,000 40,000,000 construction i.e vehicle speed control, accident reduction etc Road safety education Lump Sum 80000,000 80,000,000 HIV/AIDS Campaign Lump Sum 300 ,000,000 300,000,000 Environmental Specialist (Supervising 6 Months 6,000.000 36,000,000 Consultant) Environmental Officer (Contractor) 30 months 3,000,000 90,000,000 Environmental Internship 30 months 1,500,000 45,000,000 Tree planting activities and conservation 100 km 1,000,000 100,000,000 measures RAP CompensationlLand Acquisition Lump Sum 8,831,088,955 ESMP Management and Audits 50,000,000 50,000,000 Monitoring Plan(ESMP) including Lump Sum 250,000,000 250,000,000 institutional collaboration for 30 month Grand Total Costs 11,820,088,955 0-6 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road · Environmental Social Impact Assessment Final Detailed Engineering Design Report UNRA, assisted by Environment Specialist, will be responsible for reviewing civil works contacts in accordance with the ESIA report, coordinating the implementation of the ESMP among the contractors, local environmental authorities in collaboration with NEMA and preparing monthly environmental progress reports. 0-7 , Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report 1 INTRODUCTION 1.1 Background of the Project Road The Government of the Republic of Uganda has received financing from the International Development Association (IDA) toward the cost of Road Development Program Phase 3 Project CRDPP3) and intends to apply a portion of the funds to eligible payments under the consultancy services for the feasibility studies, detailed engineering design, and preparation of pre-qualification and bidding documents for the upgrading and assistance in the bidding to paved(bitumen) standard of the Arua-Koboko-Oraba road. The Road Development Program CRDP) was developed as an IDA-financed program that supports Road Sector Development Program (RSDP over the 1999/00-200911 0 period. Its objectives are to improve access to rural areas and economically productive areas and to gradually continue building up road sector planning, design and management capabilities as well as road safety management. 1.2 Project Area The Arua-Koboko-Oraba road is part of the Uganda National Roads Network. The road lies in the Arua District which was subdivided into three districts in 2006. These districts are known as Arua Municipality, Maracha-Terego and Koboko. The capital town of the Koboko district is Koboko. Due to some political problems, the capital town of Maracha-Terrego has not been designated and until the problem is resolved Arua will be considered as the district capital. The project road traverses through three main districts namely: Arua District, Maracha-Terego District and the Koboko District. The project road can be divided into four links, Vurra Custom Comer through Eruba to Arua (16.6km); Arua to Manibe (6.6km); Manibe to Koboko (50km); and Koboko to Oraba «(19km) The Vurra-Eruba Customs Comer section (9.6km) is graveled surface which the Eruba-Arua (7km) is paved and forms part of the recently constructed Arua-Nebbi trunk road. The Arua to Manibe Link, which starts at the roundabout at the outskirts of the Arua-Nebbi road, consists of 4km paved (bituminous) section through the Arua township to the Arua Airstrip and 2.2km of graveled surface road to Manibe. The Manibe to Koboko Link (50km) is graveled surface. The Koboko to Oraba Link (19km, end of project road located at north western Uganda border with Southern Sudan) is also graveled surface. 1-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report Map 1: Location ofthe project road Suan O.R.Congo Legend .. Maj(ll 'Rr"'t6 ctner Tt:lwns Pre+tctR....d r_ Ra.ad AlltWO'fk ~Itwaath.ertafmacroad A!f w.ath* muttiilm road twy wnther murram road - - Rb~aJi Di......t~ Pre+tctA.... CJ .... 1-2 . Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report 1.3 Need for an Environmental Social Impact Assessment Study According to the Uganda EIA Guidelines (1997), the Environmental Impact Study process starts with the scoping exercise that identifies areas and issues that should be included and addressed in the EIA study process. It is also contained in the EIA Guidelines (1997) and Regulations (1998) that the issues identified through the scoping process should be included in the detailed EIA process. Social Impact Assessment will be incorporated in the study. 1.4 Objectives of the ESIA study The general objective of the ESIA is to conduct in order to identify, examine, analyze, assess and recommend mitigation measures for the proposed construction and operational for the Arua-Koboko-Oraba road. The assessment will ensure that the proposed development is complaint with Government of Uganda Environmental Guidelines and Regulations and the World Bank Safeguard.The following are the specific objectives that have been addressed by the ESIA: · To document the present condition of the environment and identify the positive and negative impacts that may result from the design and implementation of the road · To address the necessary environmental mitigation and monitoring measures · To provide information that will guide the detailed design and preparation of tender documents which address the recommendations of the ESIA 1-3 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report 2 APPROACH AND METHODOLOGY The approach and methodology for conducting this study is based on the Ugandan Environmental Impact Assessment Guidelines 1997 and Regulations 1998 of the National Environmental Management Authority (NEMA). The requirements of the Environmental Impact Assessment Study are indicated in the Terms of Reference. In line with the Environmental Impact Assessment (EIA) Guidelines (1997) and EIA Regulations (1998) for Uganda, it is the responsibility of any developer in such case (UNRA) intending to set up a project for which an EIA is required to carry out the EIA and bear all the costs associated with its conduct. Because the proposed development falls under the category of "major infrastructure development" which is listed under Schedule 3 of the National Environment Act, Cap. 153; section 2 requires a developer of a project described in the third schedule of the Act to undertake an EIA. All major roads and all roads in scenic, wooded or mountainous areas are listed among transportation projects requiring mandatory Environmental Impact Assessment before implementation. An Environmental Jmpact Assessment Study is thus required before the proposed upgrading of the road can be approved by NEMA for implementation. In additional, Part (IX), section 68 of the same Act provides for mandatory environmental restoration. It requires the person initiating projects to "restore the environment as near as it may be to the state in which it was before taking of the action". Through this assessment the public has been informed about the acceptability of the project, and adverse environmental and social impacts and mitigation measures. 2.1 Initial Meetings with NEMA and UNRA Various meetings for the feasibility and detailed phase and regular consultations were held with the Uganda National Roads Authority (UNRA) and the National Environmental Management Authority (NEMA). These meetings have been held to discuss the scope of the EIA/SIA, the objectives of the study and any issues that were to be addressed during the assessment process. · The assessment would focus on the exiting road alignment and aspects of the zero option to be elaborated. · Issues to be addressed in the ESIA to cover HIV/AIDs, gender, occupational safety and health, road safety and persons with disabilities and the elderly. · An elaborate environmental management and monitoring plan to be undertaken as part of the assessment. 2-1 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment. Final Detailed Engineering Design Report 2.2 Biophysical environment baseline study Studies of the biophysical environment provide a profile of the study area, and specific impacts i.e. camps, workshop/maintenance workshop, bridges, asphalt plants, clinics impacting on: · Relief · Geology · Soils · Climate · Hydrology · Drainage patterns · Ecological resources (flora and fauna) It is under these topics that possible environmental impacts of the project were evaluated. The assessment of impacts was, therefore, carried out in the following sequence: · Qualitative and quantitative assessment of the current state of the environment in the project area; · Identification, prediction and evaluation of positive and negative environmental impacts; · Identification of mitigation measures for adverse environmental impacts; · The above process was augmented by; · Review of previous reports, and published and unpublished works on the environment of the study area; · Field investigations and Collation of baseline data on the environmental conditions of the project area; · Finally, formulation of an environmental management and monitoring plan based on proposals for preventive, compensatory and mitigation measures during project implementation and during the lifespan of the road was done. 2.3 Field work and field survey techniques Field work for the environmental social impact assessment study was conducted between January 2009 and June 2009. Preliminary data on topographical surveys, hydrology and drainage, soils and materials investigations, and condition surveys of the existing project road were collected in the field between the month of January 2009 and June 2009. The impacts of air, noise and dust emissions from construction machines have been identified without undertaking baseline conditions 2-2 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social impact Assessment Final Detailed Engineering Design Report measurements. The climate change impacts have been identified and mitigation measures for climate proofing taken into account. The field survey adopted various techniques of baseline data collection on the existing environmental conditions, namely: · Field observations and recordings including photography along the proposed route and its vicinity. · Secondary data collection from existing studies, documents and reports that were available · Use of checklists for determining potential environmental impacts of the proposed project. · Discussions with key informants (district officials, local council officials, elders and opinion leaders, traders) along the road and its vicinity. 2.4 Checklists Checklists are study instruments that aid in assessing possible environmental impacts during both construction and operational phases of a project. In this study, checklists for analysis (Table 7.1, 7.2, 7.3, 7.4 and 7.5) of potential impacts were utilized.to: · Facilitate identification of potential environmental impacts; · Provide a means of comparing the predicted environmental impacts; · Indicate the magnitude of both positive and negative environmental impacts; · Indicate possible adverse environmental impacts that are potentially significant but about which sufficient information can be obtained to make a reliable prediction; · Indicate negative potential environmental impacts in the project area, which merit mitigation measures and monitoring during project implementation. 2.5 Socio-economic assessment The socio-economic impact study was handled as a discrete activity. Combinations of recognized tools for assessing socio-economic impacts of such projects were employed in the study. Fieldwork, coupled with collection of existing data alongside inform of informal interviews, focus group discussions and public meetings with a wide spectrum of members of the society, business community, professionals and selected institutions formed the basis of evaluating potential socio-economic impacts of the project. This allowed a situational analysis on which the relationship between construction and operation of the road against human dimensions was examined. 2-3 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report 2.5.1 Community public participation According to the Guidelines (1997) for Environmental Impact Assessment in Uganda, public involvement in the EIA is an ongoing process and shall be facilitated prior, during and after the EIA exercise. Ideally, the public should have been informed about the project prior to conducting the EIA/SIA, so that during the EIA/SIA exercise focus would be on consulting the public on the acceptability of the project and adverse environmental and social impacts and mitigation measures. The EIAISIA team found however, that the public and potentially affected people were never officially informed about the proposed project by UNRA It is recognized that public participation is an important process in EIA studies and is specifically to ensure community involvement and to create a sense of responsibility and commitment towards implementation of the project. Eleven meetings were held with the local communities with a total average of forty people who were considered to be representative of the civil society, government officials and professionals, transporters and other motorist. The discussions were preceded by each individual filling in a structured questionnaire. These were then collated, and discussions were held on the topics raised by the participants. Stakeholders were consulted to solicit their views about the project in the area and specifically about the likely impacts resulting from the development. Interviews were undertaken with stakeholders, District officials (LCI-LCV), Sub-County Chiefs and local communities (Trading Centres) along the Vurra-Arua-Koboko Oraba road. They will also be involved in more detailed consultations in respect to the Resettlement Action Plan (RAP). Interviews with stakeholders were undertaken on formal and informal basis to address issues that arose out of the site inspections and environmental assessment exercise. Interviews and discussions played a key role in the environmental assessment and were of particular benefit in cases where documents were not available. The objective of the public consultations by the Consultant was therefore two-fold: (i) to inform the public about the proposed project and (ii) to elicit views on acceptability of the proposed project, possible adverse impacts and practical mitigation measures. The process of consultation will continue into the process of preparing a Resettlement Action Plan (RAP) with other stakeholders that are affected in one way or another. Community participation and consultation were initiated and held along the proposed road between the January and March 2009 for the entire Sub Counties (SC) where the proposed road traverses (Annex I).The agenda for all meetings were as follows: · Information about the proposed road project; · Discussion of upcoming issues on environment and questions; and 2-4 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social impact Assessment Final Detailed Engineering Design Report · Collect information for EIA/SIA. · Roles and responsibilities for ensuring sustainable environmental strategies in the EIS · Involvement in environmental monitoring and management: 2.5.2 Observations Targeted fieldwork involving observations of biophysical and socio-economic characteristics of the area as represented by activities in market centers and farm lands along the road were carried out and notes taken. This was complemented by representative surveys. Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report 3 DESCRIPTION OF THE PROJECT The proposed project is the feasibility and detailed design to bitumen standard of the Vurra-Arua-Koboko-Oraba road, totaling approximately 98 km and passing through Arua, Terego/Maracha and Koboko Districts. Different design aspects of the road are described in detail in the various engineering design reports. The width of the bitumen surfaced carriageway will be 6.5 m, with shoulders generally of 2m width, but possibly reducing to 1.5m in places. The proposed road is generally narrow gravel/earth road with side drainage mostly through an extension of the camber of the road with some sections exhibiting extensive corrugations. The surrounding terrain can be described generally as rolling with some short hilly sections. The immediately adjacent land use is somewhat mixed having subsistence and small scale commercial agricultural areas and a number of small communities and trading centres. The project road will follow the existing alignment as closely as possible, compatible with design standard requirements. However, some minimal realignment is foreseen, particularly in hilly sections. New drainage structures, including nine (9) bridges, located at enayu ,enve, oluffe, Ayi, Yoyo, Oru, Apa, Ore Kochi and Debar will be constructed or rehabilitated, while junctions and accesses will be improved in line with safety and capacity requirements. T a ble 3 : 1 : L oca f IOns ftor b'd rllges Distance From Existing Road Centerline to the Proposed Bridge and Location/Position Proposed Road Centerline Bridge 1 (Enayu) 14.55m (RHS) Bridge 2 (Enve) 16.58m (RHS) Bridge 3 (Oluffe) 13.93m (LHS) Bridge 4 (Ayi) 14.43m (LHS) Bridge 5 (Yoyo) 52.99m (LHS) . Bridge 6 (Oru) O.20m (RHS) · Major culvert with pond on right O.Om Bridge 7 (Apa) 6.6m (RHS) Bridge 8 (Kochi) O.Om Bridge 9 (Debara) 16.70m (LHS) 3-1 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report 3.1 Proposed design The speed limit through all the rural village areas will be sign posted at the specified limit of 80 km/hour as these villages have a relatively high volume of pedestrian traffic, particularly school children. Warning rumble strips followed by speed control humps will be installed at the approaches to all urban areas in accordance with the requirements of paragraph 10.3 of the Ugandan Geometric Design Manual, 2005 New road signs will be erected in accordance with the specified road sign standards in order to provide the required level of road safety and driver information. Steel guardrails will also be erected on the edges of all high fills, which are at the three bridge approaches, in accordance with the standard design guidelines. This Class II paved road cross-section consists of a 2.8 m wide surfaced traffic lane in either direction with 1.0 m wide shoulders on either side plus 0.2 m gravel verges giving a total road-way width of 8.0 m Busbays Bus bays are proposed to be provided at 46 locations along the road in both road sides in towns, trading centres and villages. Junctions Six major junctions (Vurra, Erumbe, Hospital, Bypass before Airport, Manimbe, Yumbe and Koboko town) are proposed for improvement Traffic Signs and Road Marking Appropriate traffic signs and road marking will be provided in accordance with the MoWHC's new Traffic Signs Manual, 2005. Pedestrian and Cyclist Facilities To secure traffic safety for pedestrians and bicycle users it has been proposed to provide sufficiently safe shoulders, i.e. 2 m wide shoulders in towns (Arua and Koboko) settlements and 1.5 m wide shoulders in village sections. Elevated (raised) pedestrian crossings and rumble strips edge to edge formed as speed humps are proposed in the 36 settlements 3-2 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report The surfaced shoulders would provide space off the trafficked lanes for the numerous pedestrians and cyclists who use these roads. Surfaced shoulders would inhibit the ingress of water from the sides of the road formation into the structural pavement layers, thereby significantly increasing the structural life of the road pavement. Drainage: All culverts will be replaced and their size increased where required because of the following reasons: poor condition, insufficient discharge capacity, get easily clogged or located too low. Side drains will be provided in cuts along . the entire road length. On the first 4.0 km where the vertical gradients are steep these side drains will be lined with grouted stone-pitching to prevent erosion. 3.2 Project Activities that will be associated with upgrading the road The road works in the planned upgrading road project will entail the following activities which are fairly presented in their chronological order. The activities are for construction phase: a) Route survey and mapping to clearly identify the areas of road alignment. This will even serve to show the properties as well as features that the road project will impact on; b) Clearance of the contractors camp site for the storage of plant equipment, medical clinic, workshop/maintenance workshop, fuel storage, dispensation field laboratory, construction materials and related equipment storage; c) Asphalt plant, heating bitumen, screening and mixing of aggregates; d) Construction of the support facilities in the camp site such facilities include access roads to the camp site, toilets, a perimeter fence and a generator house; e) Earthworks including cut and fill in low areas where embankments will be needed for the formation of proper alignments; f) The material supply sites will be cleared off the vegetation and the overburden materials which will all be stock piled for the restoration of borrow pits after road works; g) The transportation of the road construction materials by use of trucks and lorries. The routes to be used by the trucks are either existing or are to be constructed; therefore there will be minimal negative impact to the environment; h) Loading of the materials on to the trucks will be by equipment and labor and is recommended and during the transportation of the materials, its recommended that the trucks should be covered by tarpaulins to minimize wind blowing off loose soils from the trucks; i) Establishment of stone quarries for the processing and the supply of stone aggregates; j) Disposal of cut to spoil sub-grade materials especially from the flood plain; k) Grading and compaction of the road using graders and plant equipment such as 8 ton rollers; and 3-3 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report I) Installation of drainage infrastructures such as culverts, box culverts and other culverts of varying capacities depending on the need of the specific points; and construction of bridges; m) Sub-base formation with stone boulders laid down for road foundation especially in areas which are marshy and river banks; and laying and compaction of crushed stone base. The river banks will have its edges protected with gabions boxes with stones; n) Double Bitumen Surface Treatment (DBST) to attain the required paved standard in the carriage way and road shoulders; 0) Roadside drainage infrastructures such off-shoot drains; and p) Traffic studies Operational Phase Installation of road furniture to enhance road safety during operational phase of the project; these activities will have various degrees of impact on both the biophysical and human environment. According to the National Environmental Act Cap 153, Road Construction falls under schedule 3, which means that activities associated with road construction could have potentially serious impacts on the environment. This Environmental Social Impact Assessment (ESIA) Statement includes a Management Plan that is intended to act as a guide in avoiding impacts, and mitigating those, which are not avoidable. 3.3 Proposed road pavement materials The proposed project inputs will involve the use of the following materials which will be largely collected from the vicinity. These include: I. Stone boulders which be necessary for sub-base formation; II. Earth materials which are for fill and embankments formations especially in low areas; iii. Murramlgravel materials; iv. Stone aggregates of varying sizes; v. Stone dust which is ideal for priming and will be obtained from the stone quarries; VI. Bitumen; vii. Cement and bricks for headwall on culverts; viii. Water to be abstracted from nearby streams and rivers after obtaining clearance from the Directorate of Water Development(DWD); IX. Guard rails for safety mitigation in areas of sharp bends and tight comers; x. Iron bars for bridge works especially for the box culverts; xi. Timber planks for woodworks on bridges; xii. Locally available sand; XIII. Roofing materials and housing construction in-puts; and XIV. Chemicals for laboratory use during materials testing. 3-4 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report The road works will generate largely wastes relating to the activities and use of the items named 3.2. The anticipated wastes to be generated will include the following: i. Kitchen waste and food debris; ii. Waste oils and spillages; iii. Human wastes and associated effluents from the campsite; IV. Old tyres and related accessories; v. Other waste consumables such as filters; VI. Medical wastes such as used syringes, cotton swabs, expired drugs and reagents; vii. Junk and obsolete equipment; viii. Bitumen spill and contaminants; IX. Waste asphalt containers; x. Construction debris and boulders; and xi. Associated household waste such as cloth rugs However, the management of the waste generated will be discussed under the impact management section. 3-5 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report 4 ENVIRONMENTAL POLICY, LEGISLATIVE AND ADMINISTRATIVE FRAMEWORK As part of the EIA!SIA a review of the policy, legal and administrative framework was conducted to determine the framework for environmental management of the proposed road works. Relevant details of applicable policies and legislation, which play an important role for the environmental considerations of this project, are provided the review comprised: · The Constitution of Uganda, 1995. · The National Environment Act, Cap 153. · The Environmental Impact Assessment Regulations, 1998. · The Land Act, 1998. · The Local Government's Act 1997. · The Town and Country Planning Act, 1964. · The National Forestry and Tree Planting Act, 2003. · The Water Act, Cap 152. · Traffic Act, 2002. · The Petroleum Supply Act, 2003. · The National Gender Policy, 1997 · The National Environment (Standards for Discharge of Effluent into Water or on Land) Regulations, 1999 · The Policy on Conservation and Management of Wetland Resources, 1995. · The National Environment (Wetlands, River Banks and Lake Shores Management) Regulations 2000. · The National Environment (Control of Smoking in Public Places) Regulations 2004 · The National Environmental Policy, 1994. · National HIV!AIDS and World of Work Policy (2007). · GOU Resettlement Action Plan (RAP) Policy Framework 4-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report 4.1 Policy and legislative framework 4.1.1 Policy Framework The National Environment Policy, 1994 This policy was promulgated in 1994 and provides for the right to a clean environment for every person in Uganda. It also creates an obligation for every person in the country to protect the environment. The National Environment Management Policy is the framework policy statement in the field of environmental management that provides the basis for EIA in Uganda. The overall goal of the National Gender Policy 1997 is to mainstream gender concerns in the national development process in order to improve the social, legal/civic, political, economic and cultural conditions of the people of Uganda in Particular women. Thus in the context of the road sector, it aims to redress the imbalances which arise from the existing gender inequalities and promotes the participation of both women and men in all stages of the project cycle, equal access to and control over economically significant resources and benefits. The current effort to combat HIV/AIDS Policy is characterized by the policy of openness on the side of government. This has spread to the wider civil society, lower political and social institutions, and to an extent, the family. HIV/AIDS in the context of national development planning is attended to through PEAP and Vision 2025.The multi-sectoral approach is also considered to be part of the integral part of PEAP. Main streaming HIV/AIDS in all programmes including road projects is an important aspect of a national overarching policy .There is however need for government to continuous review of the policy and design appropriate interventions to fulfill the objectives. UNRA's Resettlement/Land Acquisition Policy Framework, 2002 With regard to the compensation and resettlement issues, the main pieces of legislation are the Constitution of Uganda\and the Land Act, and these have been described above. The existing legislation emphasizes adequate, fair and prompt compensation. UNRA Resettlement/Land Acquisition Framework is that: i. Compensation should be aimed at minimising social disruption and assist those who have lost assets as a result of a road project to maintain their livelihoods. In accordance with Ugandan laws and standards, a disturbance allowance is to be provided to assist the project affected individual or family to cover costs of moving and locating to a new holding 11. Community infrastructure must be replaced and ideally be improved in situations where it was deficient. This includes installation of sanitary facilities, electricity generation systems, road links and provision of water. 4-2 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report 4.1.2 Legis/ative Framework The Uganda Constitution 1995 is the supreme law in the country and it provides for environmental protection and conservation. Article 237(1) of the Constitution vests all land in Uganda in the citizens of Uganda. However, under Article 237(1) (a), the Government or Local Government may acquire land in the public interest. Such acquisition is subject to the provisions of Article 26 of the same Constitution, which gives every person in Uganda a right to own property. The Constitution also prescribes the tenure regimes in accordance with which rights and interest in which land may be held (Customary, Leasehold, Mailo, and Freehold). It provides procedures to follow during the acquisition of land in the public interest and provides for the "prompt payment of fair and adequate compensation" prior to taking possession of land. For the Vurra-Arua-Koboko-Oraba road the first 18 km of the road alignment is composed of a combination of the two land tenure systems in the country. These are the Customary (Bona fide Occupant), and Public Land !Leasehold tenure systems. CustomarylBonafide Occupant land is the most dominant tenure system along the road. The Land Act 1988 is the principal legislation on land tenure in Uganda. The Land Act addresses land holding, management control and settlement of disputes. The developer should seek to enter into mutual agreement with the occupier or owner of the land upon payment of compensation. The Act creates a series of land administration institutions consisting of Uganda Land Commission (ULC), District Land Boards (DLB), Parish Land Committees (PLC) and Land Tribunals. Section 78 of the Act gives valuation principles for compensation i.e. compensation rates to be yearly approved by DLBs. Value for customary land is the open market value. Under Section IV, the Land Act describes the different tenure systems as follows: -Mailo, Freehold, Leasehold and Customary. The Traffic Act 2002 Laws of Uganda: consolidates the law relating to traffic on all public roads. The Act also prohibits encroachment on and damage to roads including land reserved for roads. The project is under the provision of the Act. The Water Act, Cap 152 regulates the protection and management of water resources and supply. The salient objective of this Act is to promote rational management and use of all water bodies in Uganda. This objective can only be achieved if water users can adequately tell the likely project impacts on water resources. This, therefore, requires that all developers, whose activities shall have significant impacts on water and water resources, carry out EIA in that regard. The Towns and Country Planning Act, 1964 prohibits erecting of building or carrying out any form of development on land in a planning area without the formal approval by the planning Authority. Developments on land in a planning 4-3 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report area must be carried out with the permission of the Board established under the Act. The National Forestry and Tree Planting Act, 2003, section 14 and 32 requires everybody/organization to go through the legally established procedures if is to operate or extract products from the forest reserves. The only privilege that exist as established by section 33 of the NFTP Act of 2003 is extraction of forest produce such as wood fuel for domestic use. The Factories Act, Cap 198 does not expressly provide for the undertaking of EIA, however, by virtue of the National Environment Act Cap 153 and the EIA Regulations, 1998, all developers of projects that are likely to bring about significant impacts in any given environment must carry out EIA for their projects. The Public Health Act, 1964, is to consolidate all the law relating to preservation of public health. Most of its provisions relate to the keeping of premises in hygienic conditions. In respect to construction of buildings, the Act requires that any building constructed should have proper provision of lighting, and ventilation. Buildings in any given area should not be overcrowded. The Local Governments Act, 1997 establishes a form of government based on the district as the main unit of administration. Districts are given legislative and planning powers under this Act. [Sections 36-45] They are also enjoined to plan for the conservation of the environment within their local areas. District Environmental Committees established under section 15 of the National Environment Act Cap 153 are supposed to guide the district authorities in that regard. Petroleum Supply Act 2003This is an Act to provide for supervisIon and monitoring the importation, export, transportation, processing, supply, storage, distribution and marketing of petroleum. It specifically takes care for safety and protection of public health and environment. The Occupational Safety and Health Act, 2006 the Occupational Safety and Health (aSH) Act replaces the Factories Act (1964). It departs from the original listing of 'don'ts' and now has a new scientific approach in which the technical measures required in the protection of workers are spelled out to be put in place. In so doing it is preventive in approach. The Act provides for the prevention and protection of persons at all workplaces from injuries, diseases, death and damage to property. The aSH Act covers not just the 'factory' but also any workplace where persons are employed and its provisions extend not just to employees but to the self employed and any other persons that may be legitimately present in the workplace who may be exposed to injury or disease. 4-4 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report Employers must provide for the protection of workers from adverse weather, provision of a clean and healthy work environment, sanitary conveniences, washing facilities, First Aid and facilities for meals. The Act provides for safe access to the workplaces and safe work practices. Labour Laws The labour laws relevant to employment, industrial relations and workers' conditions during implementation of the road project are set out in the Employment Act (2006) and Employment Regulations (1977), the Workers' Compensation Act (2000), Labour Disputes (Arbitration and Settlement) Act, (2006) and Labour Unions Act, 2006. The Employment Act (2006) gives a provision for a Labour Advisory Board that advises on matters affecting employment and industrial relations. These labour laws address such matters as: · Contracts of Service; · Employment of children; · Termination of Contract; · Weekly rest; · Maternity and Paternity leave · Illness of employee; · Sexual harassment; · Occupational Diseases; · First-Aid; · Dust and Fumes; · Meals in certain dangerous trades; · Protective clothing and appliances; · Protection of eyes in certain processes; · Sickness and Disease; · Treatment of injuries and sickness; · Drugs and Medical Equipment; · Examination of Employees; and, · Failure to provide for the Sick. The National Environment (Noise Standards and Control) Regulations, 2003 have adequate provisions to regulate noise pollution in any environment, including major infrastructural works. The Water Resources Regulations, 1998 apply to any person who occupies land, on or adjacent to which there is a motorized water pump that pumps water from a borehole or water way, a public authority or any water supply authority or sewerage authority which operates works capable of diverting, impounding or using more than 400 cubic meters of water within 24 hours. Such a person must apply for a water permit in the manner prescribed under the Regulations in order to be able to Dtilize such water. 4-5 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report The Water (Waste Discharge) Regulations, 1998 regulate the discharge of effluent or waste on land or into the aquatic environment. NEMA sets standards for the discharge of such substances in consultation with the lead agency. A person who wishes to discharge such substances in the prohibited environment must obtain a permit from the Director of Water Development (DWD) The National Environment (Waste Management) Regulations, 1999 for management of waste including hazardous waste) are in place. The Regulations provide for; sorting and disposal of domestic waste, cleaner production methods, licensing for storage, transportation and disposal facilities of hazardous waste i.e. used oils is a requirement under the same law and resource recovery of solid waste management. The National Environment (Wetlands, River Banks and Lake Shores Management) Regulations,) No. 3 of 2000 among other things aims at promoting wise use of wetlands in Uganda. The Regulations make it mandatory for developers to carry out detailed EIA in case their projects are to be established in wetlands. They apply to wetlands both of international and national importance. The tool used under these Regulations to ensure compliance is the permit. The Executive Director of NEMA can only permit activities in a wetland if he or she is satisfied that such activities shall not degrade the wetland in question With regard to the compensation and resettlement issues, the main pieces of legislation are the Constitution of Uganda\and the Land Act, 1998 and these have been described above. The existing legislation emphasizes adequate, fair and prompt compensation. UNRA ResettlementlLand Acquisition Framework is that: Compensation should be aimed at minimizing social disruption and assist those who have lost assets as a result of a road project to maintain their livelihoods. In accordance with Ugandan laws and standards, a disturbance allowance is to be provided to assist the project affected individual or family to cover costs of moving and locating to a new holding Community infrastructure must be replaced and ideally be improved in situations where it was deficient. This includes installation of sanitary facilities, electricity generation systems, road links and provision of water. 4.2 Administrative framework All districts in Uganda operate under a five-tier system of local government. The highest level is the Local Council Five (LCV) headed by a district chairman, followed by the LC IV, LC III, LC II, and LC I all headed by the respective Local Council Chairperson. This hierarchy is the political wing of the district administrations, while the District Chief Administrative Officers (CAO) heads the technical wing inclusive of the District Engineer. Within the district, the Resident 4-6 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report District Commissioner (RDC) represents the Central Government. The Chief Administrative Officer (CAO) heads all civil servants in the district and is therefore the chief executive officer. The sub-counties are headed by sub-county chiefs, who co-ordinate all the district and central government development programmers at that level. Parish chiefs head the lowest administrative units, namely the parishes. This system can champion environmental and social activities. In addition, there are Works Technical Committees which can participate in road management, environmental and social issues. As a result of different laws and legal instruments which apply to road- related environmental and social issues, a number of players are involved at various stages in the Environmental and Social Impact Assessment 4.2.1 National Environmental Management Authority (NEMA) The National Environment Management Authority is mandated to be the "principal agency in Uganda for the management of the environment" (National Environment Act Cap 153).At district level, the responsibility of the management of environmental issues lies with the District Environment Committees. While NEMA is responsible overall for the coordination of sectoral environmental issues UNRA must ensure that environmental and social impact assessments for the road projects are adequately carried out, that mitigation measures are incorporated as appropriate, and that the construction process is environmentally and legally compliant. Furthermore UNRA will be responsible for monitoring the environmental and social impacts of the road project during construction. 4.2.2 Uganda National Road Authority (UNRA) UNRA was established by the Uganda National Roads Authority Act, 2006 for the purpose of managing the provision and maintenance of the national roads network in a more efficient and effective manner, and to render advisory services to Government on related matters. UNRA is mandated to ensure the safety of all road users, and t the environmental sustainability of the national roads corridors." 4.2.3 Lands, Housing and Urban Development (MLH&UD) In terms of compensation and resettlement, the prime participants are the Ministry of Lands, Housing and Urban Development (compensation and Valuation) and UNRA (the Lead Agency) UNRA therefore must take the responsibility for resettlement, and identification and coordination of other players. In addition Uganda Land Commission, District Land Boards, District Land Tribunal, Local Councils need to be involved. 4.2.4 National Road Safety Council (NRSC) In Uganda, responsibility for road safety management is shared among a number of agencies, the most significant ones being: National Road Safety Council 4-7 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report (NRSC), District Road Safety Committees (DRSC), Traffic Police and Transport Licensing Board. The NRSC is under Ministry of Works and Transport (MOWT) and is the principal coordinating body for road safety activities in the country. It organises workshops, seminars and campaigns with the aim of raising the level of safety awareness among road users and is responsible for conducting research on road accidents, identifying accident black spots and liaising with road authorities for corrective measures. It also initiates and advises Government on appropriate traffic and road safety legislation and enforcement measures. 4.2.5 Directorate of Water Development (DWD) The rights to investigate, control, protect and manage water in Uganda for any use, is vested in the Government and exercised by the Director of DWD in accordance with the provisions in the Water Act, Cap. 152. The duties and roles of DWD include, among others, carrying out inventory of water resources and preparation, update and revision of water action plans, revision, variation and cancellation of water abstraction and wastewater discharge permits. These permits are approved in collaboration with major stakeholders such as NEMA. The construction of river crossings along the proposed road alignment will likely cause negative impacts on the river. In addition, the water abstraction for use during road construction will require a water abstraction permit from DWD. 4.3.6 Occupational Safety and Health Department The Department lies under the Ministry Gender, Labour and Social Development mandated to oversee implementation of the Occupational Safety and Health Act, 2006 that spells out the framework for the protection of worker from occupational hazards. 4-8 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Socia/Impact Assessment Final Detailed Engineering Design Report 5 EXISTING SOCIAL AND ENVIRONMENTAL CONDITIONS OF PROJECT AREA This chapter contains the baseline socio-economic features based on secondary data and supplemented by field survey and assessments made within the project are of influence. The project road traverses through the sub counties as shown below in table 5.1 and also highlights social infrastructure and their locations. Table.5.l: Socio infrastructure along the proposed Vurra-Arua-Koboko-Oraba Road. Sub- Trading Schools Health Religious Other county centre Units centres Important facilities Vurra Ayalembe Ekufura Ovisoni Queen of Operu secondary dispensary Africana groundnuts school, Vurra catholic farmers group, Erarakafe parish Nazareti Ovisoni primary, women apiary Ezuku Association primary Zion NUSAF- . Vurra Methodist Nazareti Customs Church women comer grinding mill, Aliomuke St Barnabas Agro-forestry church of nursery beds Uganda project and learning centre (NAADS) Tilevu (NUSAF) produce store project, Vurra co-operative and savings, Orivu village cattle rearing, Vurra Sub county headquarters Ayelembe 5-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report market Manibe Tanganyika Oreku Oreku Manibe Eucalyptus market area primary Dispensary Church Plantations, school Mayangau vocational and skills training Manibe centre trading centre Aroi Aroi Aroi primary Aroi St. Johns River Enyau, trading school, Aliba Health church Ajara Aroi (BAT) centre Primary, Centre Parish out growers, Aroi sub Esemayi county Primary headquarters, Ajara school Lokira Godo Central forest reserve (NF A), Lokira BAT Out godo growers centre Kijomoro Okokoro Kijomoro Kijomoro River lnve, Primary health BAT Out lnve school, centre growers centre lnve, Kijomoro Robu sub county primary head quarters school, Victory secondary school Nyadri Olluffe Amidro Nyadri Maracha Olluffe Primary health Archdeaconry tobacco and school, centre headquarters wood out growers, Ovujjo Kakwa Maracha Ombere youth primary hospital and Carpentry school, Koyi group, Koyi pnmary Eucalyptus school, plantations, Midria Ovujjo horizon primary metal Moiga school, works(NUSAF ), Nyadri Maracha 5-2 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road .. Environmental and Social Impact Assessment Final Detailed Engineering Design Report secondary farmers school, savings credit Ombere Oniba society, Cattle primary, market, Nyadri district Nyoro headquarters, Nyadri primary Nyadri market, school, St Nyadri police Peters station educational centre Burra, Public Nursery school Oleba Oleba Oleba public Oleba Oleba sub secondary health county school, centre headquarters Emafe primary, Oleba Seed Secondary School, Nyarakua primary Kanajia primary Midia(Kob Midia Dranya oko primary district) school, Anyangaku primary, Nyangidia pnmary, Nyangidia secondary school Koboko Koboko Koboko St Charles Koboko Hotel Pacific, Town town Public Koboko hospital Koboko council secondary Parish district school, headquarters, Koboko town 5-3 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report Midia council offices, primary Koboko sc h00 I f:armers one · stop centre, Kobuko hill i cultural site Kuluba Kochi Kochi Burra cultural secondary site, school, Way Station Kerri Anyakalo pnmary (Kuluba refuge school, exchange centre), Oraba Kingaba boarder primary Telecommunic ations, Kejibe post Private cultural site, Millennium Oraba boarder college, post, Oraba Lorry park, Kuluba Oraba primary immigration school, offices, Oraba market Alipi primary school, Kaya pnmary school i I I 5-4 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report Plate 1: Koboko health Centre along the road Plate 2: Existing road- Koboko Town 5.1 Arua (TeregolMaracha) District Arua District lies between latitude 20 30'N and 30 50N and longitude 300 30'E and 310 30'E in the North Western part of Uganda. It is bordered by a District comprising of the counties of Maracha and Terego in the North West; Yumbe District in the North East; Democratic Republic of Congo in the West; Nebbi District in the South; and Gulu District in the East Arua town, the Administrative and commercial headquarters of the district is 520 kilometres away from Kampala, Uganda's capital city. 5.1.1 Land area The district covers a total area of 3,112.85 Km2 area is about 3,719.01 square kilometres 87% of which is arable. 5.1.2 Population growth and density Arua District population grew at an average annual rate of 3.97% between 1991 and 2002. This was much higher than the growth rate observed during 1980 to 1991 which stood at 2.83. The high growth rate is largely due to high fertility levels averaging about 7 children per woman, observed over the last four decades. Given the high growth rate, the district needs to expand substantially its entire infrastructure especially in education, health, and water supply in order to enhance the welfare of its population. The population distribution in the district is far from even as indicated in table 5.2. There is a relatively heavy concentration of people in the counties of Arua Municipality; Ayivu and Vurra counties are moderately populated while Madi Okollo County is sparsely populated. Overall, the population density of the district, based on the 2002 census is 153 persons per square kilometre. The population characteristics are shown in table 5.3 5-5 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report Table 5.2: Arua District Population by Sub County and Sex 2002 (Actual) 2008 (Projected) 2009 (Projected) Sub- County Male Female Total Male Female Total Male Female Total AruaHill 7,283 7,696 14,979 8,800 9,400 18,200 9,000 9,600 18,600 Oli River 14,305 14,645 28,950 17,400 18,000 35,400 17,700 18,300 36,000 Adumi 19,240 21,878 41,118 23,400 26,800 50,200 23,700 27,300 51,000 Aroi 8,881 10,017 18,898 10,800 12,300 23,100 11,000 12,500 23,500 Dadamu 12,656 13,797 26,453 15,400 16,900 32,300 15,600 17,200 32,800 ! Manibe 10,936 12,143 23,079 13,300 14,900 28,200 13,500 15,100 28,600 Oluko 13,533 14,746 28,279 16,400 18,100 34,500 16,700 18,400 35,100 Pajulu 16,484 18,244 34,728 20,000 22,400 42,400 20,300 22,700 43,000 Offaka 8,509 9,444 17,953 10,300 11,600 21,900 10,500 11,800 22,300 Ogoko 6,542 7,202 13,744 7,900 8,800 16,700 8,100 9,000 17,100 Okollo 5,761 6,253 12,014 7,000 7,700 14,700 7,100 7,800 14,900 Rhino Camp 7,540 8,103 15,643 9,200 9,900 19,100 9,300 10,100 19,400 Rigbo 14,165 14,567 28,732 17,200 17,900 35,100 17,500 18,200 35,700 Uleppi 3,018 3,222 6,240 3,700 4,000 7,700 3,700 4,000 7,700 Ajia 9,034 9,872 18,906 11,000 12,100 23,100 11,100 12,300 23,400 Arivu 8,106 9,060 17,166 9,800 11,100 20,900 10,000 11,300 21,300 5-6 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report 2002 (Actual) 2008 (Projected) 2009 (Projected) Sub- County Male Female Total Male Female Total Male Female Total Logiri 11,520 12,397 23,917 14,000 15,200 29,200 14,200 15,500 29,700 Vurra 14,934 16,938 31,872 18,100 20,800 38,900 18,400 21,100 39,500 192,447 210,224 402,671 233,700 257,900 491,600 237,400 262,200 499,600 Source: 2002 population and housing census Table 5.3: Population by function by Age Population of Selected Age Groups Number Percent / Proportion Primary School Age Population (6-12 Years) 174,986 21.0 Secondary School Age (13-19 Years) 138,285 16.6 Adolescents (10-24 Years) 279,225 33.5 University Age (20-24 Years) 70,678 8.5 Children (Below 18 Years) 460,589 55.2 Adults (18 Years and Above) 373,339 44.8 Youths (18-30 Years) 185,264 22.2 Working Age Group (14-64 Years) 432,851 51.9 Elderly (60 Years and above) 32,539 3.9 Girls Below 16 (Below Official Marriage Age) 210,568 25.3 Women of Child Bearing Age (15-49 Years) 197,650 23.7 Women 50+ Years (Above Child Bearing Age) 34,477 4.1 Source: 2002 Population and Housing Census The age structure also implies that a significant proportion of the population is dependent. This exerts a heavy burden on the few productive members of the population because they have to look after a number of other people, a fact that hampers the rate of investment in the productive sectors 5-7 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report 5.1.3 Land ownership and tenure arrangement Like in many rural districts of Uganda, land in rural Arua is mainly communally owned and governed by the customary system of tenure ship. Under this tenure ship arrangement, land ownership is vested in the lineage and is allocated by a father to his sons, who in tum, assign it to their wives and children for cultivation. While in theory, it sounds as if no single individual or household owns land under such tenure ship arrangement, in practice the ownership is actually vested in the users. In every community, it is clear which portion of land belongs to which household, and usual ty the head of the household is recognized as the defacto owner. It is also the head of the household (land owner) who has the responsibility to rent or sellout portion of such land in case of need; though this is usually done after consultation with and the consent of the larger members of the lineage is obtained. As indicated above, land acquisition under the customary tenure ship is through inheritance. This being a patrilineal society, it is the sons of the father and not the daughters who inherit the land. Women therefore tend to be excluded from owning land, although they are allowed the right of use. Those who want to have private ownership of land can also apply for lease offer from the state. However, before the state can grant private lease to any single individual, it has to ascertain that there is no customary claim over the land in question. Usually, it has to consult with the elders, neighbours and all opinion leaders in such an area. 5.1.4 The economy Like many Ugandan districts, the economy of Arua is dependent on agriculture and employs over 80% of the total population. Fertile soils and suitable climate combine to support the cultivation of a number of crops in most parts of the district. Agriculture is mainly subsistence (79.9%) and takes place on smallholdings of approximately two acres using mainly simple farming tools (hoes, panga's and harrowing sticks). Only 0.5% of the population is engaged in commercial agriculture. Family members constitute the single most important source of labour. Both food and cash crops are grown. The major food crops include cassava, beans, groundnuts, simsim, millet and maize. Tobacco is the major cash crop and is the main source of livelihood for the majority of the population in the district. It is grown mainly in the fertile highlands. Cotton used to be grown in the lower and drier plains but due to marketing problems, it has been abandoned. Efforts are however underway to revamp cotton production. Other important economic activities in the district include formal employment, which employs about 9% of the popUlation, petty and formal trade, which employs 3.8% and 0.7% respectively and cottage industry that employs 2.3%. The 5-8 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road -' Environmental and Social Impact Assessment Final Detailed Engineering Design Report remaining proportion of the population depends on family support and other miscellaneous activities. Tobacco is the major cash crop and is the main source of livelihoods for the majority of the people in the district. It is grown mainly in the fertile highlands. Arua district actually grows much of the tobacco produced in Uganda. The biggest problem associated with tobacco cultivation is its adverse impact on the environment. Cutting of trees for tobacco curing has depleted a lot of local forest reserves. Tobacco itself also has negative effect on the food security since it is quite labour intensive and the production process takes not less than six months. Because tobacco is so labour intensive, it tends to draw away family labour from food production. Available information also indicates that years of production of tobacco have not impacted positively on the incomes of tobacco frames. Farmers need to be educated and supported to diversify their activities instead of relying exclusively on the production oftobacco. Although livestock is not a dominant activity in Arua, its significance cannot be underestimated. Animals play major roles in the district's socio-economic activities. Animals kept include cattle, goats, sheep, pigs, rabbits and poultry. Most cattle owned are traditionally part of the mixed farming system, where they provide supplementary income (milk, meat and hides) and organic manure. The district had 113,727 herds of cattle as at 13th September 2002. The cattle are mainly of the local zebu type. These local varieties are very poor in breeds and most of them are small in size. There is need to improve on the breeds. On average, cattle productivity level in terms of milk ranges between Y4 - 'l'2 litre per animal per day. The average weight ranges between 30-50 kg. This is very low. The biggest problem-affecting cattle rearing in the district include diseases and poor feeding. The infrastructure for cattle production including dips, drugs, and spray equipment has broken down. With privatisation of veterinary services, it has also become difficult for most cattle keepers to get access to the veterinary services that hitherto used to be provided by government especially routine vaccination and treatment. Contagious Bovine Pleura Pneumonia (CBPP), rinderpest, black quarter, tick borne and internal parasites are some of the commonest diseases. The rehabilitation of communal dips and making available the necessary equipment and chemicals would offer opportunity for improving cattle production in the district. Water for the cattle is also a problem in some parts of the district, especially during the dry seasons. There is considerable interest in procurement of cattle for mix farming and to be used as ox-ploughs. However before this potential can be realized, there is need to give due attention to disease control and improve animal productivity. Other animals kept in the districts include goats, sheep, pigs etc. Poultry are also an important activity. Most of them are kept for domestic consumption although a significant number sold in the local markets. 5-9 -. Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report Plate 3: Market activities along the road Plate 4: Commercial activities Ovu 5.2 Biophysical environment 5.2.1 Soils The soils covering most of the district are mainly ferralitic and sand loams. These soils have fine textile with rather loose structure, which are easily eroded and leached. Most soils are acidic. Soil types in the district include: Yellow - red sandy, clay loams latosols varying from dark grey to dark which are slightly acidic and mainly derived from granite, gneissic and sedimentary rocks. They occur on gently undulating - hilly topography. Brown - yellow clay loams with laterite horizon with a variety of dark brown to dark greyish brown, which are slightly acidic. These occur on flat ridge tops or as of undulating topography. Light - grey- white mottled loamy soils with laterite horizon ground, structure-less loamy sands. They are acidic - allocative and mainly found on the lower and bottom slopes. Plate 5: Vegetation Plate 6: Terrain and Soil 5-10 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road .' Environmental and Social Impact Assessment Final Detailed Engineering Design Report 5.2.2 Flora The term savannah is widely used to denote open mixtures of trees and shrubs standing in a tall growth of grass. The savannah mosaic (medium altitude) occupies the largest area within the project area the road corridor. The most important and abundant element of this mosaic is a savannah like community which consists of a mixture of forest remnants and incoming savannah trees with a grass layer dominated by Pennisesetum purpureum (Elephant grass). It is a result of partial clearing of the original forest and subsequent succession under influence of repeated cultivation, cutting and grass fires. The proportions of forest and savannah fires vary according to previous land use history. The savannah species are abundant in areas that have been cultivated and also in drier area. Tree heights vary generally between 6 - 24 m. The grass layer which is almost pure Pennisetum purpuren varies generally between 1.8 - 3.6 m. The general cover of their foliage is generally about 10%. A variant dominated by phoenix recli;1Q(a and Acacia polycantha is found in the valleys and contains species of grass sedges commonly found under waterlogged conditions. The other elements of the mosaic are the small patches of original forests. Forest regeneration stages and early herbaceous stages of succession following abandonment of cultivation. The common species are Acacia polycantha, Alb/zia spp, beckeropsis uniseta. The grass cover, where not grazed, exceeds 80 cm in height. The grasses are in form of cauline leaved perennials. (Natural Forest and Conservation Report, 1994) Grassland is mostly found on hillsides and is predominately grazing land. The more open form of such vegetation is referred to in this context as tree and shrub savannah, while the closed form as wooded savannah. There is some evidence which suggests that some of the communities on the sites with impeded drainage are derivatives of forests while others are natural climax types (National Biomass Study, 1996). The trees are mostly about 6m high and usually cover about 10% of the area. Grass fires are an annual occurrence. There are planted (euclaptyus) forest reserves by NFA(Godo central forest reserve, Ollufe forest reserve) along the road corridor. Charcoal production is, in fact widespread along the road corridor as evidenced by numerous roadside charcoal vendors and large lorries loaded with charcoal and timber en route to nearby trading centres and to Kampala. There are however some trees within the road reserves which are both natural and splanted ones for commercial proposes. Some of these will have to be removed at they are within the area of the road construction works 5.2.3 Fauna In the course of the various field visits to the project road in February and June 2009 and along its total length of 98 Km, no large mammals were sighted, and only few small mammals, indicating the scarcity of mammalian wildlife from settled and cultivated areas adjacent to the Vurra-Arua-Oraba road. 5-11 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report However, remnant populations of some mammals such as squirrels, still occur in pockets of unsettled rangelands or woodlands and especially in between Maracha and Oraba area. The local people also mentioned squirrels, edible rats, snakes, porcupine and hyenas. Primates like vervet monkeys are widely distributed. The scattered woodlots provide ideal habitats for a variety of avifauna. 5.2.4 Air Quality No reliable information on air quality could be obtained for the project area. However, it is evident that traffic on the existing gravel road cause dust problems which impact on crop and vegetation growth and is a nuisance and health problem (respiratory diseases) for people living along the road Gaseous emissions greatly contribute to the green house effect, leading to increased global atmospheric temperatures. Emission of green houses gases occurs as a result of the following: · Human activities including road construction activities that have influence on atmospheric pollutants. · Domestic wastes and agricultural activities that result in the release of methane gas (CH4) into the atmosphere. · Chloro-fluoro-carbons (CFCs) mainly emitted from refrigerators, freezers and aerosols that are CFC based. · Combustion of fossil fuels and bushes which emit carbon-dioxide. 5.2.5 Surface Water, Ground Water, Water Quality The project area is generally not well endowed with adequate surface and subsurface water reserves. This is especially common in Koboko and MarachalTerrego district. It is not rich in water resources and therefore people have to travel long distances in search of water. An observation along the road corridor depicts few streams, both permanent and seasonal indicating poorness in surface water reserves in the area. The water table along the streams is fairly low. They are not suitable for sinking shallow wells. Water yields are unsatisfactory, sustainability should be ensured. According to the Water Survey, 1998 spring water is not reliable and is of poor quality though some have contaminated water which is brownish in colour. See annex 5 water quality analysis 5.3 Koboko District Koboko District is situated on the extreme comer of North Western part of Uganda. It is bordered by the Republic of Sudan in the North, Yumbe District in the East, Democratic Republic of Congo in the West, and MarachaITerego (Arua) 5-12 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report District in the South. Koboko town is the Administrative and commercial headquarters of the District and it is 574 kilometers away from Kampala, Uganda's capital city, only 3kms from DRC boarder and 16kms from that of Sudan. This location at the gate to Sudan and DRC has attracted flourishing businesses. A good number of other tribes reside in Koboko town and are involved in various business activities. There is also fairly high population of the Sudanese due to the influx of refugees who have settled in the town to conduct business. This has led to a high rate of population growth with its associated high rate of crime and mY/AIDS scourge. 5.3.1 Administrative set up Koboko District comprises of one county, five Sub-counties (including urban council), 43 parishes (LCIIs) and 302 villages (LCIs) and current projected 21,178 households. The district has one Urban Council namely, Koboko Town Council. Recruitment of substantive Sub County Chiefs has been conducted for all the Sub Counties that were been managed by parish chiefs. New sub-counties were created Abuku from Lobule and Dranya from Midia but to date have remained passive. A number of the parishes are not operational and have no Parish chiefs to manage them. 5.3.2 Topography Koboko District comprises mainly of flat rolling plains occurring at 3,160 to 5,283 feet above sea level with isolated undulating hills mainly in the western and northern parts of the District towards the Sudan boarder, with a slight slope towards the east. The area where the three international boarders meet consists mainly of hills and rocks hosting remains of some the indigenous savannah woodlands. 5.3.3 Climate Koboko district like other West Nile Districts has a bi-modal rainfall pattern with light rains between April and October. The wettest months are normally August and September, which receive 120mm/month. The average annual rainfall is 1,250mm. The mean monthly evaporation ranges from 130mm - l80mm. In the dry season (December -March) temperatures remains high throughout. 5.3.4 Vegetation The predominant vegetation in Koboko District is savannah woodland with bushy forest cover found in the northern part of the District in the sub counties of Kuluba and Ludara. Little hills exist in the Eastern part of the District in Lobule Sub County with Midia Sub County being generally flat and covered with bush shrubs. The bushy forests in the northern part of the District mainly comprise of natural trees with few forests comprising of planted trees. The hills in the east 5-13 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report have fertile soils around them that has led to people migrating to settle along the hill foots and slopes. 5.3.5 Soils The soils covering most of the District are mainly ferralitic and sand loams with fine textile and rather loose structure, which are easily eroded and leached. Most soils are acidic. The commonest Soil types in the District include: Yellow - red sandy, clay loams latosols varying from dark grey to dark which are slightly acidic and mainly derived from granite, gneissic and sedimentary rocks. They occur on gently undulating - hilly topography. Brown - yellow clay loams with laterite horizon with a variety of dark brown to dark grayish brown, which are slightly acidic. These occur on flat ridge tops or as of undulating topography near the border with Democratic Republic of Congo. Light - grey- white mottled loamy soils with laterite horizon ground, structure-less loamy sands. 5.3.6 Water resources Koboko district generally lacks adequate surface and ground water resources. River Apa, Kaya at the Sudan boarder, Kechi, Ora and Kochi are the most important rivers in the district. They all have their source from Democratic Republic of Congo (DRC) boarder which is a water shade and drain to the East mainly into the River Nile. Water quality along the road is good as reported by the local communities. There are no major pollution sources in the area. However in order to find out the existing water quality, representative samples of water have been collected from the surface sources listed in annex 5. 5.4 Social economic conditions 5.4.1 Population Koboko had a total population of 129,200 persons (65,400 females and 63,800 males) according to the results of the National Population and housing Census of September 2002. Over a period of 12 years the population more than doubled from 62,337 to 129,200 in 1991 to 2002. The district's current population is projected to be 189,200 using an annual growth rate of 5.6%. The popUlation density was 188 persons per square kilometre of land area in 2002. However, this population density figure is up from 101 and 57 persons per square kilometre of land in 1991 and 1980 respectively when the District was still a county in Arua District. 5.4.2 Social infrastructure within the project area ofinfluence The following are the education facilities which are within the project area of influence and are given by location in each sub county in table 5.4 and 5.5 5-14 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report Table.SA: Educational facilities by Sub County-Kuluba SINo Government Aided Location Male Female Total PIS I KayaP/S Oraba Parish 950 720 1670 2 Alipi PIS Nyoka Parish 680 400 1080 .3 KulubaP/S Kuluba Parish 670 550 1220 4 Ifoko PIS Kuluba Parish 670 620 1290 5 Monodu PIS Monodo Parish 250 225 475 !6 Pamodo PIS Pamodo Parish 570 445 1015 I 7 Ayipe PIS Ayipe Parish 300 250 550 i 8 Kandio PIS Pamodo Parish 230 180 410 9 Kagoropa PIS Ayipe Parish ! 240 170 410 10 MenaP/S Nyoke Parish 255 I 187 442 11 Nyambiri PIS Pamodo Parish 150 135 285 12 Millennium SIS Kuluba Parish 35 22 57 Community School I 13 Morimo PIS Kuluba Parish 120 85 205 14 OrabaP/S Oraba Parish 135 97 232 15 LungumaP/S Ayipe Parish 87 53 140 16 Konyebuli Ayipe Parish 62 43 105 5-15 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report Table 5.5: Primary School Enrolment for the Last Three Years in Midia Sub County i YEAR 2006 2007 2008 SCHOOL M F M F M F Dricile 430 291 338 195 447 353 · Kingaba 331 273 462 404 375 286 Anyakalio 403 312 464 321 469 385 ! Birijaku 1078 1434 1084 1521 882 619 i Leiko 436 405 448 379 791 615 Dranya 611 482 692 586 684 558 ! Nyangilia 336 388 255 467 · Ginyako 668 553 612 564 629 573 Mindrabe 299 271 304 303 290 272 Midia 141 150 141 167 170 176 Mundugoro 68 69 218 182 208 171 Ogo 316 260 218 198 223 168 Anyangaku 198 161 221 190 324 286 Usubu Grand Total 5315 5049 5457 5479 5492 4462 5.4.3 Livelihood analysis The economy of Koboko District is dependent on agriculture and employs over 80% of the total population. Fertile soils and suitable climate combine to support the cultivation of a number of crops in most parts of the District. Agriculture is mainly subsistence and takes place on smallholdings of approximately two acres using mainly simple farming tools (hoes, pang as and harrowing sticks) mainly for consumption at the household level. The proportion of farmers engaged in commercial agriculture is steadily increasing due to advisory services offered by the NAADS programme in the District. Farming practices in the District is mainly by use of traditional farming practices that lead to little outputs by the farmers due small size of plots cultivated. However, with changes in the farming technology especially with farmers working under the NAADS programme, the sizes of plots have been steadily increasing. Family members constitute the single most important source of labour. The current trend in the farming section still indicates that both men and women 5-16 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report participate in agriculture but the burden is more on the women. The women also double as the major source of labour for domestic activities, which go unnoticed and not included in the national income figures. Both food and cash crops are grown in Koboko District. Tobacco is the major cash crop and is the main source of livelihood for nearly half of the population in the district. It is grown mainly in the fertile highlands. However, with the introduction of the NAADS programme in all the Sub Counties the situation is likely to improve with more farmers embracing the programme and dropping the idea of growing tobacco. Goat rearing, Rice, Apiculture and groundnuts enterprises are increasingly being undertaken to generate household income especially under NUSAF vulnerable group support projects. A good number of the population is engaged in various businesses, notably general merchandise, transport services, petty trade and agri-business, with very little value additions. This has been made possible by the strategic location of the District at the entrance of both Sudan and Democratic Republic of Congo. With the recent opening of the Yei-Juba road, business has flourished in the District and has attracted many traders in the region. However, due to high demand of items in southern Sudan, the cost of living in Koboko District has become very high as supply does not tally with the demand for these items in Koboko and the neighbouring countries. 5.5 HIV/AIDS In Koboko district, HIV/AIDS is also a big concern. HIV/AID situation in Koboko district could be slightly higher than in the region as suggested by the PMTCT figures of 3.2% for positive cases. This is about 1% higher than the zero prevalence report of 2.3%. Koboko has unique features than can fuel the epidemic. Aware that Koboko Town Council expanded rapidly during the period of insurgency of the late 90s, the population so displaced has remained in the town. This largely rural and peasant population have to survive in the town on cash; which cash for those without skills may lead risky sexual behavior. The business opportunity with the Sudan is a challenge in HIV control. Long distance travelers stopover in Koboko to and from Sudan. The town has many sex workers who move between Sudan and the towns of Uganda with Koboko as the convergence town. For the rural majority, stigma, fear, still drives the epidemic by way of poor health seeking behavior. HIV is one of the communicable diseases that fall under cluster 3 of the UNMHCP. The mandate of the heath sector is prevention of spread of disease, treatment of the sick and psychosocial support to those infected and affected by the disease. 5-17 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report There are un-official reports that some alien tribal groups in Koboko do not want to use condoms. This attitude is also with locals too. This is a risk for spread. Men are the poorest users of the HIV/AIDS services; few men test for HIV, few attend sensitization workshops, few men access ART, few men belong to support groups, yet they have more information than women. This gender divide perpetuate the epidemic. Activities of control of HIV by the health department include; Awareness creation through, out reaches programme, drama, Radio talk shows, routine counseling to mention a few. Distribution of condoms to the communities and private sector for disease prevention has been under taken. This feeds into the medical services of voluntary counseling and Testing (VCT), Routine Counseling and Testing, Routine testing and Counseling. HIV Testing being the entry point into HIV services and support, it precedes Anti-retroviral therapy which is available in the district. Clients are also managed for opportunistic infections jointly with MSF, food support from WFP through NACWOLA, supportive counseling from health workers and 'expert patients' through testimonies. What is more worrying is that, the HIV services up take is poor. Access to ARVs is at about 15%, PMTCT access is limited to the only HC IV and the positive case detection rate in the PMTCT clinic stands at 3%. There is a big challenge of follow up of the children in this program especially after 18 months. The District also lacks NGOs and CBO/CSOs actively involved in the fight against the HIV I AIDS pandemic apart from the medicine sans frontiers (Doctors without borders) and project support from UPHOLD which is soon to end activities. FECHA-K, an organization of affected and infected members, is struggling to provide care and economic support to its members. However, they are financially crippled to undertake meaningful income generating activities as individuals and a group. With support from NUSAF, the organization has established a poultry unit which is performing well and providing them with the required income and nutrition. World Food Programme (WFP) has been instrumental in supplementing the nutritional levels of those accessing ART but this support is set to stop with the escalating world food prices. This will have devastating repercussion to the life span of these vulnerable persons. TPO has also extended support in providing psychosocial counseling before and after voluntary tests undertaken. 5-18 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road .. Environmental and Socia/Impact Assessment Final Detailed Engineering Design Report 6 PUBLIC PARTICIPATION PROCESS DURING THE ASSESSMENT The principles of the National Environmental Act Cap 153, govern many aspects of the environmental impact assessment, including public participation. These include provision of sufficient and transparent information on an ongoing basis to stakeholders to allow them to give their views and propose mitigation measures for the proposed project activity. These meetings took place in the language of choice of the stakeholders Lugbara which was translated from English. Plates 7 and 8 below show public consultation meetings being conducted for the Vurra-Arua-Koboko-Oraba road Plate 7: Consultations in Oraba Plate 8: Consultations at Ovujo 6.1 Objectives of public participation process The public participation process is designed to provide sufficient, accessible and objective information to interested and affected parties (I&APs) or stakeholders to assist them to participate. During the detailed assessment phase the stakeholders should: · Explain the proposed project and the feasibility studies to date · Obtain their initial issues of concern and suggestions, and encourage further involvement · Raise issues of concern and suggestions for enhanced benefits · Verify that their issues have been captured and considered by the technical investigations 6-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report 6.2 Stakeholder composition The full list of the stakeholders that were given the opportunity to contribute is appended to this report as Appendix 1 and includes the following sectors of society: · National and local government. · Local landowners. · Community representatives, NGO, CBOs, development bodies m the immediate vicinity · Local groupings in the vicinity, including church groups, women's groups, youth groups, schools, voluntary associations and others. 6.3 Announcing the opportunity to participate The opportunity for stakeholders to participate in the EIA was announced as follows: The stakeholders were informed through the Sub County Offices (LCIII Chairmen and Sub County Chiefs). More than 30 telephone calls were made to stakeholders in the area to advise them of the opportunity to arrange meetings. 6.4 Key Stakeholder briefings and community consultation Interaction with numerous local landowners and traders and communities along the route was undertaken, in particular with those who would be directly affected by the proposed upgrading of the road works. The Chief administrative Officer and the technical team of Arua District were consulted to obtain issues of a local government nature, and in particular regarding proposed future infrastructure developments within the project area. 6.5 Response from public consultations Informal discussions were held with transport operators (truckers, taxi drivers/owners and a bus inspector Nile Coach, Gaaga) in Arua, Koboko and Oraba town. This was to get their view on the current status of the road, transport problems associated with it and whether upgrading the road from Vurra-Arua Koboko-Oraba would be beneficial to them. The transporters complained that the condition of the road is very poor, which takes its toll on their vehicles and they would all welcome an improvement to the road. 6-2 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report 6.6 Socio-economic and social issues raised Interest was expressed by stakeholders in becoming involved in aspects of the project that would boost the local economy. Stakeholders asked if local expertise and resources could be used whenever possible. The proposed road improvements of the Vurra-Arua-Koboko-Oraba road were seen as positive. There were no real objections to the proposed road improvements, the limited alignment improvements and other changes. People's major concern was the effect of the road on their property, the prospects for getting fair compensation and the contractor's obligations. Importance was also emphasised on the issue of road safety, flood reduction, job generation during construction and immigration of more people after construction (which could be an environmental or security problem (thieves may be attracted). The feeling among the local government level is that long-term and immediate benefits of 'the road will out weight the problems, provided proper mitigation measures are planned and implemented on time, these being specifically related to compensation issues. According to the public hearing and interviews with key stakeholders, (see attached Appendix 1) the social acceptability of the proposed road with minor re alignments was very high despite the potential short term and long term impacts such as demolition of houses, encroachment on agricultural land, destruction of the forest etc. Stakeholders generally hold the view that with appropriate mitigation measures these impacts can be minimized. Perceived benefits included cheaper and more efficient transport options, resulting in improved marketing of agricultural produce and non-farm items, better communications throughout the two districts and better access to social services. The local leaders also urged the Consultant to ensure that the local people were employed during construction phase of the project road. In addition, construction workers have a reputation for undesirable social interaction, and the contractors must control their workforce in this regard. It was explained to the participants that preliminary valuation was on going along the entire road for purposes of compensation and resettlement will be dealt with in detail at a later time when a separate "Resettlement Action Plan" exercise is undertaken. The EIA/SIA has attempted to provide more detailed information on the resources along the surveyed 50 meter Right-of-Way (ROW) and 30 meter in urban centres in accordance with the UNRA Road reserve Standards. The issues raised have been summarized under table 6.1 6-3 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report Table 6.1: Summary of proceedings on community Consultation Date Area/Sub county Issues of Reactions concern/questions 24-02-2009 Ayalembe/ Will our land be The assessment team includes Vurra sub county compensated incase it lies valuers who will pick every property within the 50m road affected and compensation done reserve. basing on the existing market values. Shall we benefit by getting Apart from jobs where the local jobs or the contractor will communities don't have the required come with his own people? skill, the locals will be given first priority either as semi or un skilled / manual jobs The community wanted to The design time frame is nine know when the work will months there after a tender will be commence and when the awarded. Meaning that the actual workers will be recruited. road works may begin sometime late Community expressed mid next year. reservations on compensation since the rural electrification project people were promised compensation and up to The community leadership is to be now have never been paid. involved right from the start to ensure effectiveness of the compensation program. An There are no areas of alternative market will be cultural importance but constructed if the existing one is there is one market along affected by the road. the route. 24-02-2009 Ovisoni trading The locals demanded to Every affected property will be centre/ Vurra sub know whether they will be compensated after valuation and county compensated for the disturbance allowance allowances affected properties, trees given depending on the period of and crops. relocation. The locals complained of The properties will be properly 6-4 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report the valuation process. They valued basing on the existing said that in most cases the property values so that by the end of properties are undervalued the project everyone is better off leaving them worse off that than before the project. prior to the road project. This was in reference to the electricity line by WENRECO which up to now people are still demand for compensation The locals noted that measures such as humps, signage and other road elements are put in place to minimise accidents. 24-02-2009 V urra Custom's The residents raised the They were assured that they will be corner! Vurra issue of compensation since compensated in case they are Sub-county. many of them are in the affected 50metres road reserve. The residents raised the issue that the other side of The locals were assured that the town is a valley and everything will be done during the other areas are already design to ensure that the effect is occupied. So they don't minimised as much as possible. know where to relocate in case they are displaced. 24-02-2009 Tanganyika If gravel is found in my Land belongs to the citizens market and land, will the contractor therefore negotiations will be held Manibe trading compensate me or will I be between you and the contractor and centre !Manibe forcefully evicted. compensation will be done. After Sub-county. using the barrow pits, they should be And will my land be reinstated to their original sate reinstated after use. Will before the contract ends. compensation be done · 6-5 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report before demolition of Compensation will be done before peoples properties or after demolition. Our buildings were built These are new standards for according to engineering international roads aimed at catering standards of 30 metres road for the wide tracks and other width, is this new services like water, electricity, amendment. sewerage and communication lines. Will there be control on Drainage standards will be storm water during maintained to ensure that people's construction and will there properties are not disturbed by be speed limits runoff and humps and speed limits will be put in place during construction. 25-02-2009 Okokoro / In case my land is vacant Yes you will be compensated Kijomolo sub but its affected, will I be county , compensated If all go as per the programme sometime next year is when the When will construction actual road works on the ground will start start but this is already a process of road works. Measures will be put in place to ensure road safety such as signage, speed limits and humps. But if the accident is caused deliberately then In case of an accident the contractor is answerable. during construction who Personal protective Equipment and will be responsible safety awareness are some of the components of the project. In case a big tree is uprooted and dumped near In case of such an act the owner your house will there be a should be consulted for permission means of taking away. but people should try to co-operate with the contractor so that the road is upgraded. During construction are The contractor is supposed to carry heavy vehicles allowed to off the excavated soil from peoples tum in peoples gardens properties or level it to avoid _M._ I 6-6 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report inconveniences The contractor should also create for people alternative access in case work is ongoing near their properties. Is the contractor allowed to dump soil in our gardens blocking access to our properties? 25-02-2009 Oraba Customs Will accidents due to the A wareness and sensitization will be point (border contractors fault lead to on going but incase of the post) compensation of the contractors fault, the affected person affected person will be compensated. The community The community was informed of the complained that the issue of seriousness of the project and tarmac has been said for a assured them that this time it's for long time with no result. real. Let this not be another game which will end with nothing they asserted. The community wanted to The locals were assured that the know which safety design will cater fore safety measures will be put in measures such as visible signage, place to protect the humps and tumble strips. However pedestrians from being the communities were requested to knocked by speeding get directly involved because some vehicles. people steal the signages. 26-02-2009 Kerri trading When will compensation Surveying and land valuation is centre! Kuluba start ongoing. There after the picked sub- county properties owners will be notified, The community requested grievances addressed before that an official notification compensation takes place. letter should be written and sent to the local officials before compensation and people sensitized. 26-02-2009 KobokoTown The contractor normally Emphasis is put on engaging local Council brings workers from other man power especially for manual areas, how are we going to jobs. This is aimed at making the community look at the project as · 6-7 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report benefit. their own and hence long term sustainability. The government ensures that the affected person is not left disadvantaged that before the If my land is valued, is the project. On the contrary the government going to give government will ensure that the me alternative land as good compensation accorded to you can as the one I have or just enable you get a better piece of land money. along the high way some where nearby. All necessary help will be given to such cases and enough time given to re-locate the dead. Compensation and disturbance allowance will be If the graves of my people given to such affected persons. are affected, how am going to be helped. Fair and timely compensation for all affected people will be adhered too. The surveyors and Valuer's are Are we also not going to collecting information on all the remain complaining like the affected properties and persons and people on Nebbi-Arua road there after these persons will be who were promised contacted and negotiations initiated. compensation and have not Besides compensation is before yet been paid destruction of any ones property. 26-02-2009 Oleba trading Are we going to be All affected properties are going to centre / Oleba compensated in case we are be compensated sub-county affected by the road expansion? What will be done to the There is going to be an effort in cultural sites and grave ensuring that cultural sites are yards found to be affected? preserved and grave yards will be compensated to allow for re location. After valuation is done and approved by the Government 6-8 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report The residents wanted to Valuer, then the UNRA/government know when the will notify the affected communities compensation will be done. when compensation/payment will be done. It will be continuous throughout the The residents requested the design ,construction and operational consultants to continue phase holding such meetings 27-02-2009 Nyadri trading What type of aggregates Materials are tested by the materials centre lNyadri will be needed for the road engineers and they are of many sizes sub-county so that we start preparing? and of large quantities. Will compensation be done or it's just a lie? There are many of us who wish to Compensation is to be done for all work, how shall we access affected properties. Fast growing the jobs? crops are going to be given time so that the owners can harvest them. Compensation is to be done because the ministry of works had not acquired a land title of the road reserve. Re-location within 3 months will carry a disturbance allowance of 30% of the total compensation value and within 6 months, 15%. There are going to be two contractors, therefore there will be many jobs on the road, at barrow pits and at the quarry. First priority will be given to the locals for manual jobs. 27-02-2009 Ovujjo/Oluffe The community requested The consultant promised that health trading centre/ that the contractor should education will be continuously Nyadri sub- control his workers and carried in the workers camp and in county educate them on HIV/AIDS the communities. He advised those in or order to safe guard that cannot be faithful or abstain to there community from the use condoms. He also informed the deadly virus. community that they will work hand in hand with the existing institutions to ensure that the message cuts 6-9 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report across all sections. Community wanted to Materials will be tested and if the know how the gravel in your land is found to be borrow/quarry pit will be good, then the owner of the land will acquired enter into negotiations with the contractor for compensation. The local requested that the contractor improves and The consultant promised to look into restores their market after the matter but assured them that an construction since its going alternative market will be built for to be affected. them. I Plate 9: Properties close to road in Nyadri Plate 10: Traffic problems at Oraba 6.7 Road Safety Campaign In Uganda, the annual number of reported accidents is about 18,000 causing over 2,000 deaths, about 10,000 injuries (some become permanently disabled), economic loss in hundreds of billions of shillings and untold grief and suffering to the families of the victims. Unfortunately, accident occurrence trend shows an upward trend for instance, between 2001 and 2006, there has been a 17.6 % increase in fatalities. Accident statistics furthers show that human error that include reckless driving, over speeding, inconsiderate use of the road, careless pedestrians, and incompetent drivers among others and influence driving cause over 80% of the reported accidents. One reason why human error leads the accident causes is that the road users lack road safety awareness. The growth in the use of motorcycle taxis has contributed to the increase of accidents. The motorcycle operators are often young and inexperienced and behave poorly in the traffic system leading to accidents. 6-10 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road .' Environmental and Social Impact Assessment Final Detailed Engineering Design Report There are government structures that are supposed to promote road safety both at national and at local government level. The National Road Safety Council (NRSC) is a public body that was set up by government with to promote road safety in the country. During the 1990s several districts established District Road Safety Committees (DRSC) for purposes of promoting road safety at local government level. However, the above safety institutions are not active in their role due to lack of funding and capacity to perform road safety function, Most of the DRSCs are dormant and have never achieved their role. In addition, there are several competing priorities at district levels and it is not feasible to revive the road safety committees during the project as district are facing severe funding gaps following the banning of graduated tax. However collaboration with government is vital to ensure policy issues raised are reflected and adapted for future interventions. A local road safety and awareness campaign will be instituted before, during and after construction to advise local\residents of the potential dangers from construction vehicles and equipment during construction and the dangers of driving too fast on the road which will now be surfaced. 6.8 HIV/AIDS Component In order to commence STDs and HIV/AIDs awareness/prevention campaigns on the Vurra-Arua-Koboko-Oraba road in a timely manner, a standardized mitigation approach is necessary as stipulated by UNRA TORs for implementation on road construction projects in Uganda. Some components (tasks and out puts) of Standardized STDIHIV/AIDS campaigns include the following activities and material: · A needs assessment study will have to be undertaken in order to formulate interventions to reduce infection rates. · Census of PAPs, a target population that will include all road project-related personnel for on site and ancillary works; local residents in road-catchment area, religious and educational institutions; in catchment area, if a detachment is posted in the area. · Identification of existing organizations and/or networks in order to prepare groundwork for ensuring STDs and HIV/AIDs awareness/prevention campaign · Determination of strategy (Le.) for delivery of HIV/AIDS awareness and prevention campaign for the subject road project. Sensitization through public rallies, churches, launching of the program, radio announcements, talk shows and sensitization meetings at different schedules. · Sustainability of STDsIHIV/AIDS campaigns is based on facility-based interventions, behaviors-modification interventions and intervention funding 6-11 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report · Set dual numerical targets(1) for rec ipients of training to continue the delivery of the campaign and (2) for information dissemination (PAPs to be contacted and provided with spoken and written information) · Determination of dominant language spoken by PAPS in road-catchment area for purposes of preparing and costing HIVIAIDS educational material, particularly the booklet entitled facts and myths about HIV/AIDS which is to be provided on a free-of charge basis to appropriate · PAP Coordination and review meetings on a monthly, quarterly, bio-annual and at time need arise. Improvements on gaps that have been hindering smooth running of the activities will be identified and addressed immediately by the proponent of the project. 6-12 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report 7 ANAL YSIS OF POTENTIAL ENVIRONMENTAL IMPACTS This analysis was based on field investigations coupled by views obtained through public participation. These were collated by use of a matrix on table 7.1 that integrates the potential impacts, their potential magnitude, significance of the impacts, possibility for mitigation, rapidity of impact and the period over which the impact is likely to be felt. 7.1 Matrix for Identification of Potential Environmental Impacts Table 7.1: Rating evaluation Evaluation parameter Rating Type of Impact Nature of impact (NI) - positive + - negative - - uncertain - No Impact NO Significance of impact (LS) - major MAJ - medium MED - minor MIN - Insignificant IS Possibility for mitigation (PM) - avoidable if mitigated A - not avoidable NA - partially avoidable if PA mitigated - - uncertain I ! Reversibility (R) - easily reversible R - partially reversible PR - not reversible NR Rapidity of impact (RI) - short term ST - medium term MT -long term LT 7-1 Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report I Impact considered to be - yes Y mitigated in the EMP - no N (MP) - no but monitoring M - unnecessary (positive effect) U - uncertain UNC Period Mobilization MO . Construction period C Operational period 0 Maintenance ME I Table 7.2: Analyzing socio-economic impacts Description of Justification NI Period · impact Immigration : Immigrants looking business and employment opportunities o Public health and Possibilities of accidents, C/O safety communicable diseases including HIV - AIDS Water sources New water sources for community upon completion of works, but could be a source of conflicts and environmental degradation o Required Some land will be acquired - C/O acquisition of land as material sites, expansion and resettlement of RoW, etc Skills transfer, Increase in training employment opportunities through training and skills + C/O transfer from the project; of workforce, if local eo Ie 7-2 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report 1are employed Societal well being Faster access to social; amenities such as health 1 + facilities, administration, ; schools etc Social interactions First tarmac road in area linking region with the o . of country and beyond Transformation of Opportunity for the dominant economic activities nomadic lifestyle Regional economy, Developments will directly trade and and indirectly stimulate the commerce, regional economy, with including positive spin-offs communication, international trade industrialization Possible, in the long-term,! + especially agricultural related: International trade Trade links with Sudan and j DRC to be strengthened : o Employment and Direct job opportunities and ~ increased cash indirect job opportunities ~ + C/(O) income Research and · Improves access to area education hence new opportunities for + research and educational expeditions Cultural and Presence of graves and archeological sites cultural sites/shrines within C/O the area of influence and ROW 7-3 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Social Impact Assessment Final Detailed Engineering Design Report Table 7.3: Analyzing biological impact Description of Comments i Perio impact ld Loss of vegetation Vegetation clearance, energy for cooking by workers Loss of habitat ~ Possible as a secondary impact C ~ of bush clearing Ecological impacts These would be indirect, of water sources depending on the post closure for construction plans on any new water sources Table 7.4: Analyzing physical environment Description of Comments (Period impact Waste Materials fonn camps and management discarded containers which C the locals could re-use as water vessels Landscape Especially as relates to damages / Visual material sources and- c/o intrusion earthworks Hydrology Impacts on drainage especially within swamps/rivers Air pollution Dust and fumes from trucks and eventual increase in vehicles c/o Geological and soil Extraction of construction resources materials, soil erosion Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental and Socia/Impact Assessment Final Detailed Engineering Design Report Noise nuisance : Through construction traffic, MIN : machinery and increased I traffic volume 'PA R ST C ME D : 7.5: Relating construction activities to potential environmental impacts NATURAL (BIOPHYSICAL) COMPONENTS HUMAN (SOCIO , ECONOMIC) COMPONENTS I Water Soil Air Fauna Flora Human activities Undergr Surfa ound ce I Activity description 1;3 ;:; ...:: ] ,~ c C- ,e J:: 's :i,;';SF~··.:;,.~!lJ:~~-;.rN))1 II ~ ~.; .. 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'~'r 6~11"-!~ ~A; (7 " __ "".",-,,-.N-. .' dA--O-t"",.v,a.;,-pe.a :f ~~) , H Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report ANNEX 2 - Terms of Reference Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Oraba Road Environmental and Social Impact Assessment Draft Detailed Engineering Design Report · Preservation and protection of land-use of particular value, including agricultural land, livestock fanning areas, natural conservation areas, forests, wetlands (especially around the bridges, unique plant species and other important natural resources, cultural and historic sites. · Assessment of direct impact of the proposed road improvements on agriculture, livestock fanning, forestry, and on the communities neighbouring the project road in general. · Prevention of soil erosion, sedimentation and siltation through provision of adequate and hydraulically functional drainage system. · Prevention of negative social impacts on the local population within the area of influence of the project road, both during and after construction of the road." The Resettlement Action Plan (RAP) is being carried out in accordance with the World Bank's OP 4.12 on Involuntary Resettlement and Uganda National Road Authority (UNRA) framework of resettlement 2004.The Involuntary Resettlement Policy of the World Bank stresses that where displacement of people, loss of crops, semi-pennanent and permanent structures is unavoidable, a resettlement plan should be developed. It further goes on to add that these displaced persons should be: · Compensated for their losses at full replacement cost prior to the actual move; and · Assisted in their efforts to improve their former living standards, income earning capacity, and production levels, or at least to restore them. These issues will be addressed comprehensively by the RAP under a separate report as stated in TOR. Feasibility Study and Detailed Design ofVurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report ANNEX 3 Recommended Grass Species Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Oraba Road Environmental and Social Impact Assessment Draft Detailed Engineering Design Report The grass species for revegetating exposed soils according to UNRA's recommendations based on An Illustrated Guide to Grasses of Uganda as shown below. Recommended Grass Species for Revegetating Exposed Soils Species* Soil Condition! Habitat Comments Type Brachiaria soluta Open grasslands, bush and forest edges i Cynodon bradleyi No data Possibly introduced; now widespread; lawn grass I Cynodon dactylon No data Creeping stem that roots at most of the leaf nodes . Eragrostis No data Common exasperata Microchoa kunthii Very shallow soil; along Common rock faces Panicum fulgens Open grasslands Roots from lower leaf nodes on i stem i Panicum repens' Moist sandy soils Panicum robynsii No data Widespread; in forests Paspalum Sour soils, particularly in ! conjugatum shade i Paspalum notatum No data Horizontal creeper; introduced; used extensively in soil protect Setaria trinervia Open grassland; disturbed Common soils Themeda triandra Low-lying grasslands Source: An Illustrated Guide to the Grasses o/Uganda, 1960 * All species are perennial; all species are indigenous, except where noted in the comments column Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Oraba Road Environmental and Socia/Impact Assessment Draft Detailed Engineering Design Report ANNEX 4: Source of Materials PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR :T1AKUIAJONO BORROW AREA. OF}',.'YET 9. TKM LllS BP 1 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION (m 2 ) (m 3 ) FROMKM TOKM (m 3 ) 0+197 1.275 22,862.50 29,149.69 5,750 0+197 Arua - .. - _ · ... Vurra Custom Centre Point TP2 * KEY // TPI-TP2 Borrow Area Extent 140m 0.1 (Topsoil) _ ~ y TP2-TP3 150m TP3-TP4 155m 1.2 I:!~!~~~ 0.1 ~ TP4-TPI 160m TPI-TP4 ( Reddish brown lateritic gravel) .'·l,f.J .&OJ'; ~$-o~ ~I'.( . IQ~~ ~o&\.# 0(.>/(' ""o~ ...~$- Border Line Route ,,"0 t~ PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANlBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : AJONO BORROW AREA CIO AYELEMBE TIC ( 1. OKM OFFSET) LHS BP2 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION ~m) \m) ~m } FROMKM TOKM ~m ) LHS 0.975 17,860.00 17,413.50 AyeIembe TIC 7+500 Arua ---- c::::J c::::J · L , . Vurra Custom Centre Point TP1 0.1 (Topsoil) KEY // Borrow Area Extent \---~r'"-T ... \ ...... TP)-TP2 100m TP2-TP3 200m gravel gravel TP3-TP4 90m TP4-TPI 175m - __ 1-- - I Box culvert of Enyau TP1 0.1 0.9 Reddish lateritic Reddish lateritic gravel mat. gravel mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANlBE-KOBOKO-ORABA-ROAD SKF,TC'H MAP FOR' ()ntANYADRT BORROW AREA OFFSET)LHS BP 3 POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 BIP LOCATION (m) (m 2) (m ) FROMKM TOKM 8+900 (LHS) 1.1 14,087.50 15,496.25 2,100.05 Odianyadri TIC 8+900 c::::J c::::J ! · I Arua - .. - _ Vurra Custom Centre Point TPI 0.1 (Topsoil) KEY // Borrow Area Extent 1.0 Yellowish lateritic TPI-TP2 100m Yellowish lateritic TPI-TP3 145m gravel TP3-TP4 120m Cjl TP2-TP4 \lOrn >-l c:! V> s· l1> 0.. ~ 2 0.1 (Topsoil) ~ 10 ~ Yellowish lateritic gravel Yellowish lateritic gravel mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : OBOP! BORROW AREA (3. tkm OFFSET) RHS CIO MERlDI TIC BP 4 POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 BIP LOCATION (m ) (m ) FROMKM TOKM (ml) 22+ 100 (RHS) 1.175 14,375.00 16,890.63 4,280.13 TPI 0.1 (Topsoil) G! 5' o· ~n 0. 0 Yellowish lateritic 3 gravel "8 ;:: ::s 0. TP4 0.1 (Topsoil) Reddish lateritic gravel .. c::::J Koboko ____ Manibe TIC ManibeT/C PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD ~KF.TrH M4P FOR' ARIK() "A" 70NF BORROW ARFA (1.8km OFFSET) RHS BP 5 POTENTIAL MA TERlAL USED DEPTH AREA QUANTITY USED QUANTITY 3 3 BIP LOCATION (m) (m ) FROMKM TOKM (m ) 24+700 (RHS) 1.05 14,400.00 15,120.00 c;l KEY TPI TP2 ~ g. o // TP1-TP2 Borrow Area Extent 100m 8 <: P;;" TP1-TP3 100m ~ TP3-TP4 140m -- ~ TP2-TP4 140m a ----. n -l 2 Greyish Sandy gravel Kohoko _ Greyish Sandy gravel , .. Arua r 24+700 PROJECT: GEOTECHNICAL INVESTIGA nON AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : AROI BORROW AREA (ROAD SIDE) RHS BP 6 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 BIP LOCAnON (m) (m ) FROMKM TOKM 29+550 (RHS) 0.95 12,900.00 12,255.00 1,980.16 D TPI TP? KEY // TPI-TP2 Borrow Area Extent 100m TPI-TP4 95m TP3-TP4 120m ~ Reddish gravel material TP2-TP3 140m House 1.0 Yellowish Reddish gravel gravel material Koboko --- , -- Arua 1 29+550 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD "'KF.TCH MAP FOR . IDKTRA rrnnn nnRRnW ARFA (RnA n SIDE) RHS BP7 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION (m) (m") FROMKM TOKM 30+500 (RHS) 0.933 5,775.00 5,388.08 7,070.12 o TPl KEY 0.1 (Topsoil) / / Borrow Area Extent TPI-TP2 100m Reddish gravel TPI-TP3 120m material TP2-TP3 105m 0.1 TODsoil Used O.9S Yellowish gravel mat. Yellowish gravel mat. ~~~ · f --- Arua 30+500 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: LAMJRA BORROW AREA (2.8km OFFSET) LHS BPS POTENTIAL MATERrAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 34+300 LHS L05 11,450.00 12,022.50 6,350.00 Okoroko TIC 34+300 I Koboko . c::::J c::::J , · .. Arua KEY // TPI-TP2 Borrow Area Extent 100m TP2-TP3 120m 2.0km TPI-TP3 110m ~ Reddish gravel Reddish Brown gravel. ~ :> <§: PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD to;;"ETt:'H MAP FOR' Pfl)4 RnRRnW 4RF4 (4 )km nFf';';:;FT) lHS (RJ BPIO POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM 34+300 LHS 1.0 6,250.00 6,250.00 Okoroko TIC 34+300 c::::J c::::J L , Koboko ... · ToArua f:j KEY // TPI-TP2 Borrow Area Extent 150m TP2-TP3 120m TPI-TP3 100m ~ Catholic Church ~ <;l > Yellowish Brown ~: Sandy lateritic gravel ~ PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: PlDA BORROW AREA (4.3km OFFSET) LHS (AJ BP 9 POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 3 BIP LOCATION (m) (mz) (m ) FROMKM TOKM (m ) 34+300 LHS 0.9375 22,500.00 21,093.75 Okoroko TIC 34+300 Koboko ... c:::::J · L , c:::::J .. ToArua KEY r::::J c:::::::J TPI-TP2 180m TPl TP2-TP3 150m 0.1 (Topsoil) TP3-TP4 100m TPI-TP4 180m O.R,) / / Borrow Area Extent Yellowish gravel Yellowish lateritic gravel TP1 0.1 (Topsoil) ~ 0.95 0.9':; ~ Yellowish Brown Yellowish gravel > OQ Sandy lateritic gravel x PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD ~J{F.TrH MAP FOR . F{'fMINI R()RR()W A REA ((wOm ()FF.flET) rm NAURE VIUAGE BP 11 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 36+800 (RHS) 0.917 8,225.00 7,542.33 2,994.60 c;l Z TPI KEY e. cr (1) // Borrow Area Extent ~ ; TP1-TP2 100m (JQ (1) TPI-TP3 135m TP2-TP3 l10m .1 Yellowish gravel , Yellowish gravelly mat. Koboko - .. - _ ..... Arua 36+800 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : OVUJO/OBERE BORROW AREA ( ROAD SIDE) BP 13 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m ) (m ) FROMKM TOKM (m ) 43+750 (LHS) 1.067 7,637.50 8,149.21 3,970.10 43+470 Koboko - .. _ · · , - -....- Arua KEY // TPI-TP2 Borrow Area Extent 115m TPI-TP3 120m gravel material TP2-TP3 130m Brownish gravel Brownish gravel mat. mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKF.TrH M" P FOR . OIl TPE RORROW ARF:A dn OU 1FFF: RTVF:R ( ROA f) Sff)E lHS) BP 12 POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 3 B/P LOCATION (m ) FROMKM TOKM (m ) LHS) 0.833 4,512.50 3,760.42 7,670.50 38+650 Koboko - .. _ · ·· - -....- Arua KEY // TPI-TP2 Borrow Area Extent 95m TPI-TP3 90m TP2-TP3 100m Yellowish sandy Yellowish sandy gravel mat. gravel mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORATORY TESTING FOR VURRA-ARUA-MANLBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: OMGBOO/OLUFE BORROW AREA (i.Okm OFFSET) LHS BP 14 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 BIP LOCATION (m) (m ) FROMKM TOKM (m ) 44+425 LHS 1.2 12,870.00 15,444.24 4,630.20 44+425 ~ . Koboko -.. - _ · Arua S/country Ovujo 0 CJ Ovujo Dispensary HlQ TPI ...... ....... TP7 ...... 0.1 (Topsoil) ... ... KEY // TPI-TP2 Borrow Area Extent 135m TP2-TP3 120m ~ TP3-TP4 100m I (Topsoil) TPI-TP4 100m d ~ o Reddish lateritic Reddish lateritic (3 gravel gravel. 6 ~ PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD ~J(FTCH MAP FOR' AMRFKIIA RORROW ARF;A (4.2km OFFSET) LIlS BP 15 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 44+425 LHS 1.05 8,437.50 8,859.38 2,730.15 44+425 1 Koboko · . Arua ...... .. .. .. .. KEY ........ .... // Borrow Area Extent ........................ TPI-TP2 150m TP2-TP3 135m TPI-TP3 100m ~ TP1 ( TP7. \ 8. >-l 0 t:n ::J 0 (I) ::J E:~ c:0:;I ~o a (I) gravel. !:rravel .... PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: ANGURUMA BORROW AREA (5.0km OFFSET) LHS BP 16 POTENTIAL MA TERrAL USED DEPTH AREA QUANTITY USED QUANTITY 3 BIP LOCATION (m) (m 2) (m ) FROMKM TOKM (m 3 ) 55+900 LHS 1.175 15,600.00 18,330.00 55+900 Koboko . · .. Arua ·l~om EB 7'0 0 Vl> . '1Jo KEY TP2 // Borrow Area Extent TP1-TP2 150m 0.1 (Topsoil) TP4-TP3 100m 1+600 TPI-TP3 100m TP2-TP3 140m lateritic gravel EB Anguruma Catholic Church 5+000 mat. Uganda Congo Border Line Route PROJECT: GEOTECHNICAL INVESTIGA TION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKF,TC'H MAP FOR 'PnTPTT RORROW ARRA (6.0km OFFSETlIRS BP 17 POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 55+900 LHS 1.325 23,625.00 31,303.13 55+900 Koboko . · ... Arua KEY e 1'0 0",- . ''90 // TPI-TP2 Borrow Area Extent Church 170m TP2 TP3-TP4 150m 0.2 (Topsoil) TPI-TP4 180m 1i?'S 9o~:b- TP2-TP3 120m 1i?'I><"# .1 (Topsoil) To Koboko Uganda Congo Border Line Route To Dwamachaku Custom Centre PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANfBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: OLEBA BORROW AREA "A" (/,3km OFFSET) LHS BP18 POTENTIAL MATERIAL USED DEPTII AREA QUANTITY USED QUANTITY 2 3 B/P LOCATION (m) (m ) (m ) FROMKM TOKM (m 3 ) 55+900 (LHS A) 0.983 7,800,00 7,670.00 3,210.11 55+900 - Oleba TIC Koboko CJ c:::J cit CJ .. Arua c:::J Oleba Church KEY 300m 0,1 (Topsoil) /L Borrow Area Extent [L] TPI-TP2 140m TPI-TP3 100m TP2-TP3 130m [i] J (Topsoil) TPI-TP2 170m TP1-TP3 [!] TP2-TP3 gravel Yellowish Yellowish gravel gravel PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANillE-KOBOKO-ORABA-ROAD SKFTCH MAP FOR . OJ ,ERA BORROW AREA "B" (1.3km OFFSET) LEIS BP 19 POTENTIAL MATERlAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION (m) (mz) FROMKM TOKM (mJ) 55+900 (LHS B) 1.067 9,968.75 10,636.66 Koboko - Oleba TIC CJ p= 55+900 - Arua I CJ CJ Oleba Church KEY 300m 0.1 (Topsoil) / /' Borrow Area Extent CLJ TPI-TP2 140m TPI-TP3 100m TP2-TP3 130m [i] .1 (Topsoil) TPl-TP2 170m TPI-TP3 [U TP2-TP3 gravel Yellowish Yellowish gravel gravel PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANmE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : NYANGILlA BORROW AREA (400m OfFSET) RllS "A" BP21 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 BIP LOCATION (m) (m ) FROMKM TOKM (m') 67+780 (RHS) 1.00 4,950.00 4,950.00 5,635.17 ~ § Z TPI House ~ ;. KEY D ~ / /' Borrow Area Extent w TPI-TP2 100m TP2-TP3 90m TPl-TP3 120m lateritic gravel House TP3 D 0.1 Topsoil Used 1.0 Reddish Brown , lateritic gravel Reddish Brown lateritic gravel Koboko ... ... Arua I 67+780 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD ~1(1fTrnMAPFOR 'MTOTA RORROWARF:A (5IkmOFF.)F:T)LHS BP 20 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 64+550 LHS 1.2 15,525.00 18,630.00 2,980.14 .. 64+550 Koboko Leiko TIC c:=J · . Arua o o Leiko PIS Sign Post KEY // Borrow Area Extent TP1-TP2 140m TPI-TP3 120m TP2-TP4 130m TP3-TP4 110m Koboko To__________________________________________________________________________________________________~B~ro~w~n~ishgravelmat. Uganda Congo Border Line Route PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANlBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : NYANGILIA BORROW AREA (400m OFFSET) RHS "B" BP 22 POTENTIAL MATERlAL USED DEPTH AREA QUANTITY USED QUANTITY 3 3 BIP LOCATION (m) (mz) (m ) FROMKM TOKM (m ) 67+780 (RHS) 1.275 23,637.50 30,137.81 CJ CJ Nyangilia S.S.S CJ CJ D ;l TPI ~ g .1 (Topsoil) ~ ;. KEY ~ / / Borrow Area Extent .4 r.Il TPI-TP2 170m Yellowish TPI-TP4 160m lateritic gravel TP4-TP3 135m TP2-TP3 150m Yellowish Yellowish lateritic gravel lateritic gravel Koboko , too Arua I 67+780 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SlKETC'H MAP FOR' 4RF\'FY R()RR()W ARFA (OFFSFT R()ADSmF) RHS BP 23 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 73+730 (RHS) 0.95 7,343.45 6,976.56 1,790.15 TPI 0.1 (Topsoil) 0.9:'i Reddish Lateriric gravel material 0.1 Toosoil Used 0.90 Reddish lateritic gravel Reddish lateritic gravel Koboko · f Arua 73+730 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : ARESEY BORROW AREA (ROAD SIDE) LHS BP24 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY (m) (m 2 (m 3 I--F-R-O-M-KM-------T-O-KM----II (m 3 ) B/P LOCATION ) ) 73+730 (LHS) 1.2 16,100.00 19,330.00 2,190.17 73+730 Koboko - __ ·· - - -..... Arua Used .~'.~" ... KEY // Borrow Area Extent TPl-TP2 100m Reddish gravel material J TPI-TP3 TP2-TP3 140m 130m Reddish gravel Reddish gravel material material PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKF,TCH MAP FOR: Kfi:RI BORROW AREA (ROAD SIDE) RHS BP 25 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 B/P LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 80+328 (RHS) 1.066 11,900.00 12,685.40 1,630.16 KEY TPl 0.2 (Topsoil) // Borrow Area Extent TPI-TP2 150m TP2-TP3 170m 1.2 130m TPI-TP3 Reddish Brown / 0.1 Toosoil c::J c::J c::J Used lateritic gravel mat. 1.0 Kevi TIC Reddish Brown lateritic gravel mat. Oraba ~ ~ .. - _- Koboko r 80+328 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: NYARAGARA BORROW AREA (ROAD SIDE) RHS "A" BP 26 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 B/P LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 82+330 (RHS) 1.067 6,325.00 6,748.78 5,280.13 01 ~ .0' (1) KEY ~ 1 (Topsoil) C/'J / / Borrow Area Extent TPI·TP2 130m TP 1-TP3 100m TP2-TP3 110m OJ Topsoil 1.0 Yellowish Brown lateritic gravel Yellowish Brown lateritic gravel o o o Nyaraga TIC Uganda Side Oraba .. t --- Koboko Nyaragara TIC (Congoside) DOD 82+330 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP I?OR . NYARArrARA R{)RR{)W ARF.A (R{)An SlnF.) RH5, "R" BP 27 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 (m]) BIP LOCAnON (m) (m ) FROMKM TOKM 82+330 (RHS) 1.066 10,125.00 10,793.25 -l 0 KEY ~ >6' (I> // Borrow Area Extent ~ TPI-TP2 100m [fJ TP2-TP3 150m TPI-TP3 170m Yellowish Brown lateritic gravel Oraba ---- o , T o D Nyaraga TIC Uganda Side ---- Koboko Nyaragara TIC (Congoside) D CJ CJ 82+330 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANlBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : A WINDRl BORROWARE4 (ROAD SIDE) RHS CIO KULUBA SICOUNTY BP 28 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m3) 84+730 (RHS) 1.30 17,100.00 22,230.00 KEY TPI 0.2 (Topsoil) // Borrow Area Extent TPI-TP2 200m TP2-TP3 180m 1.2 TPI-TP3 180m Reddish Brown Lateriric gravel 0.1 TODsoil CJCJ CJ lateritic gravel mat. 1.4 Kevi TIC Reddish Brown lateritic gravel mat. Oraba . ~ .. Koboko r 84+730 J %....,(: . ~o&'\'b-~"'i "~(' " <'\'0"'/(' '\,04 ",--&'b Border Line Route '\,0 r' PROJECT: GEOTECHNICAL INVESTIGA nON AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: AJONO BORROWAREA C/O AYELEMBE TIC. ( J.OKM OFFSET) LHS BP2 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION I..m) \.m) I..m) I..m) FROMKM TOKM LHS 0.975 17,860.00 17,413.50 Ayelembe TIC 7+500 c::::J c::::J L Arua _ -.. - ·I Vurra Custom Centre Point TP1 0.1 (Topsoil) KEY , , , '\ // Borrow Area Extent T TPI-TP2 100m gravel gravel \---~r' TP2-TP3 TP3-TP4 200m 90m TP4-TPI 175m I:' :. _ 1 Box culvert ofEnyau TPI Reddish lateritic Reddish lateritic gravel mat. gravel mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: ODIANYADRl BORROW AREA (800m OFFSET) LHS BP 3 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 8+900 (LHS) I.l 14,087.50 15,496.25 2,100.05 Odianyadri TIC 8+900 c::J c::J ! , Arua - .. - _ · ... Vurra Custom Centre Point TPI 0.1 (Topsoil) KEY // Borrow Area Extent 1.0 TPI-TP2 100m TPI-TP3 145m TP3-TP4 120m Ql TP2-TP4 110m -l c: til ;. (') 0.. ~ 2 TP1 0.1 (Topsoil) ~ (') 1.0 j Yellowish lateritic gravel Yellowish lateritic gravel mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SK.ETC!:! MAP FOR' nRnPT RnRRnW ARF:A (~7km nFFSF:T) RHS rIO MERIDI TIC BP 4 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 22+ 100 (RHS) 1.175 14,375.00 16,890.63 4,280.13 TPI 0.1 (Topsoil) G! s· 1.0 o· 6:Q ~ Yellowish lateritic gravel c ::l 0.. TP4 0.1 (Topsoil) Reddish lateritic gravel c::::J Kohoko ___ ... ManibeT/C Manihe TIC PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : ARIKO "A" ZONE BORROW AREA (l.Bkm OfFSET) RHS BP 5 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 3 BIP LOCATION (m) (m") (m ) FROMKM TOKM (m ) 24+700 (RHS) 1.05 14,400.00 15,120.00 ~ KEY TPl TP? ~ a"" 0 :-; // TPI-TP2 Borrow Area Extent 0 100m < TPI-TP3 100m p;;' 0 TP3-TP4 140m 8 :-; TP2-TP4 140m - - _I ~ 0 -- ~ () Greyish Sandy gravel Koboka ____ Greyish Sandy gravel , . Ama 1 24+700 PROJECT: GEOTECHNICAL INVESTIGAnON AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : AROJ BORROW AREA RHS BP 6 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 BIP LOCATION (m ) (m') FROMKM TOKM (ml) 29+550 (RHS) 0.95 12,900.00 12,255.00 1,980.16 CJ TP! KEY // TPI-TP2 Borrow Area Extent 100m TPI-TI'4 95m TP3-TP4 120m TP2-TP3 140m CJ House 1.0 Yellowish Reddish gravel gravel material Koboko - · I -- Arua 29+550 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : LOKIRA GaDa BORROW AREA (ROAD SIDE) RHS BP7 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 30+500 (RHS) 0.933 5,775.00 5,388.08 7,070.12 CJ TPl KEY 0.1 (Topsoil) ././ Borrow Area Extent TP1-TP2 100m Reddish gravel TP1-TP3 120m material TP2-TP3 105m 0.1 TODsoil Used Yellowish ....... -- ~ ....,"S:O.9S gravel mat. Yellowish gravel mat. Koboko · f - .... ~ Arua 30+500 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: LAMlRA BORROW AREA (2.8km OH3'ET) LHS BPS POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m ) (m ) FROMKM TOKM (m ) 34+300 LHS 1.05 11,450.00 12,022.50 6,350.00 Okoroko TIC 34+300 Koboko . c::::J c::::J · l f Arua KEY // TPI-TP2 Borrow Area Extent 100m TP2-TP3 120m 2.0km TPI-TP3 110m ! Reddish gravel Reddish Brown gravel. c;3 ;J> ~: PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: PIDA BORROWAREA (4.5km OFFSET) LHS (B) BP 10 POTENTIAL MATERlAL USED DEPTH AREA QUANTITY USED QUANTITY 3 BIP LOCATION (m) (m ) FROMKM TOKM 34+300 LHS 1.0 6,250.00 6,250.00 Okoroko TIC 34+300 c::::::J c::::::J L Koboko ... · I .... To Arua TP2 f:j 0.1 (Topsoil) KEY // TPI-TP2 Borrow Area Extent 150m TP2-TP3 120m TPI-TP3 100m ~ Catholic Church j 1.0 Ql > Yellowish Brown ~: Sandy lateritic gravel ~ PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: PIDA BORROW AREA (4,3km OFFSET) LHS (AJ BP 9 POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION FROMKM TOKM 34+300 LHS 0.9375 22,500.00 21,093.75 Okoroko TIC 34+300 Koboko ... c:::J · 1 f c:::J .. To Arua KEY c:::J c:::J TPI-TP2 180m TPI TP2-TP3 150m 0.1 (Topsoil) TP3-TP4 100m TPI-TP4 180m 0.&'; / / Borrow Area Extent Yellowish gravel Yellowish lateritic gravel TP~ 0.1 (Topsoil) ~ 0.9'; 0.9'; c/ Yellowish Brown Yellowish gravel Sandy lateritic gravel ~ (j PROJECT: GEOTECHNICAL INVESTIGATION AND LABORA TORY TESTING FOR VURRA-ARUA-MANffiE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : ECIMINI BORROW AREA (600m OF'F'SEl) C/O NALlBE VILLAGE BP 11 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 36+800 (RHS) 0,917 8,225.00 7,542.33 2,994.60 c;l TPl KEY ~ & (1) // Borrow Area Extent 2 TPI-TP2 100m ~(1) TPI-TP3 135m TP2-TP3 110m ) '" gravelly mat. 0.95 Yellowish Yellowish gravel Koboko - .. _ , mat. .. Arua 36+800 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: OVUJO/OBERE BORROW AREA (ROAD SIDE) BP 13 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION FROMKM TOKM 43+750 (LHS) 1.067 7,637.50 8,149.21 3,970.10 43+470 Koboko - .. _ .· - -....- Arua TPI Used KEY // TP1-TP2 Borrow Area Extent 115m Brownish TPI-TP3 120m gravel material TP2-TP3 130m 1.0 Brownish gravel Brownish gravel mat. mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR . OLUPE BORROW AREA clo OLUFFE RIVER ( ROAD SIDE LHS) BP 12 POTENTIAL MATERlAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) LHS) 0.833 4,512.50 3,760.42 7,670.50 38+650 Koboko - .. _ .· - -...- Arua KEY // TPI-TP2 Borrow Area Extent 95m TPI-TP3 90m TP2-TP3 100m Yellowish sandy Yellowish sandy gravel mat. gravel mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : OMGBOOIOLUFE BORROW AREA (1. Okm OFFSET) LHS BP 14 POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIPLOCATION (m) (m ) (m ) FROMKM TOKM (m ) 44+425 LHS 1.2 12,870.00 15,444.24 4,630.20 44+425 1 Koboko . · f . Arua S/country Ovujo D Ovujo Dispensary HlQ TPl ...... .. TP2 0.1 (Topsoil) ..... KEY // Borrow Area Extent TPI-TP2 135m TP2-TP3 120m ~ TP3·TP4 100m 1 (Topsoil) TPI-TP4 100m ~l~l-::':S 1.4 c;l o Reddish lateritic Reddish lateritic 6 a gravel gravel. 6 ~ (") PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORA TORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : AMBEKUA BORROW AREA (4.2km OFFSET) LHS BP 15 POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 3 BiP LOCATION (m ) FROMKM TOKM 44+425 LHS 1.05 8,437.50 8,859.38 2,730.15 44+425 Koboko . ! , · . Arua .........--::: KEY / / Borrow Area Extent TPI-TP2 150m TP2-TP3 135m TPI-TP3 100m ~ c/ §;Q ::s (I> 6'~ I: I:I:l -0 (I> .... Co (I> gravel. gravel .... .. PROJECT: GEOTECHNICAL INVESTIGATION AND LAB ORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : ANGURUMA BORROW AREA OFFSET)LHS BP 16 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 (ml) BIP LOCA TION (m ) (ml) FROMKM TOKM 55+900 LHS 1.175 15,600.00 18,330.00 55+900 Koboko . · ... Arua ·l~om e roo Vzyo KEY TP2 // TP1-TP2 Borrow Area Extent 150m 0.1 (Topsoil) TP4-TP3 100m 1+600 TPI-TP3 100m TP2-TP3 140m lateritic gravel e Anguruma Catholic Church .1 (Topsoil) 5+000 1.2 Reddish sandy gravel mat. mat. Uganda Congo Border Line Route PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR :EDIPII BORROW AREA ( 6. Okm OFFSET) LHS BP 17 POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 55+900 LHS 1.325 23,625.00 31,303.13 55+900 Koboko .. · · Arua ~ 1' 0 0 KEY EB vtgo // Borrow Area Extent Church TPI-TP2 170m TP2 TP3-TP4 150m TPl 0.2 (Topsoil) 0.1 (TODSOil) TPI-TP4 180m ~\':> <\:).'1> TP2-TP3 120m <'IJ.~~ ~'I>' 1.2 Reddish Brown lateritic gravel 1 (ToDsoin gravel mat. gravel mat. To Koboko Uganda Congo Border Line Route To Dwamachaku Custom Centre PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: OLEBA BORROW AREA "A" (1.3km OFFSET) LHS BP18 POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) Cm ) (m ) FROMKM TOKM (m ) 55+900 (LHS A) 0.983 7,800.00 7,670.00 3,210.11 Oleba TIC 55+900 Koboko - c::J L......J · L......J c::J · Arua Oleba Church 300m TPI KEY 0.1 (Topsoil) / / Borrow Area Extent CLJ TPI-TP2 140m TPI-TP3 100m TP2-TP3 130m [iJ TPI-TP2 170m TPI-TP3 145m ~ TP2-TP3 gravel gravel GJ Yellowish Yellowish gravel gravel PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: OLEBA BORROW AREA "B" ( 1.3km OFFSET) LHS BP 19 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 55+900 (LHS B) 1.067 9,968.75 10,636.66 Koboko - Oleba TIC c::J c::::J . c:::J c::::J 55+900 · Arua Oleba Church KEY 300m 0.1 (Topsoil) / / Borrow Area Extent CLJ TP1-TP2 140m TP1-TP3 100m TP2-TP3 130m [iJ TP3 1 (Topsoil) TP1-TP2 170m TP1-TP3 145m [!] 10 TP2-TP3 Yellowish gravel GJ 0.2 (Topsoil) 0.2 (Topsoil) 0.95+ 1.0 Yellowish Yellowish gravel gravel . PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANffiE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : NYANGILIA BORROW AREA (400m OFr-SET) RHS "A" BP21 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m ) (m ) FROMKM TOKM (m ) 67+780 (RHS) 1.00 4,950.00 4,950.00 5,635.17 c;l :!: § House ~ ;. KEY CJ '"t1 / ./ Borrow Area Extent CIi TPI-TP2 100m TP2"TP3 90m TPI-TP3 120m lateritic gravel House CJ 0.1 Topsoil Used Reddish Brown ..... - - - - - -~1.0 , lateritic gravel Reddish Brown lateritic gravel Koboko · .. Arua I 67+780 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANlBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: MlDIA BORROW AREA (5.1km OFFSET) LliS BP 20 POTENTIAL MATERIAL USED DEPlH AREA QUANTITY USED QUANTITY BIP LOCATION (m) (m2) (m}) FROMKM TOKM (m}) 64+550LHS 1.2 15,525.00 18,630.00 2,980.14 LeikoT/C 64+550 CJ Koboko ... · .. Arua D D Leiko PIS Sign Post KEY // TPI-TP2 Borrow Area Extent 140m ~ TP2 TPI-TP3 120m .,. ..J" .. ~~ ...':!o'! .r IIlIIIm 0.1 (Topsoil) TP2-TP4 130m TP3-TP4 110m Brownish gravel mat. To Koboko Uganda Congo Border Line Route Brownish ------------------------------------------------------------------------------------------- gravel mat. PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: NYANGILIA BORROWAREA (400m OFFSET) RHS "B" BP 22 POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 67+780 (RHS) l.275 23,637.50 30,137.81 D D D Nyangilia S.S.S D D D Ql ~ § 1 (Topsoil) ~ KEY ~. .4 ~ rn // TPI-TP2 Borrow Area Extent 170m Yellowish TP1-TP4 160m lateritic gravel TP4-TP3 l35m TP2-TP3 150m il Yellowish lateritic gravel Yellowish lateritic gravel Kohoko - .. - _ , Arua 1 67+780 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA·ARUA-MANIBE·KOBOKO-ORABA-ROAD SKETCH MAP FOR : ARESEY BORROW AREA (OFFSET ROAD SIDE) RHS BP 23 POTENTIAL MATERIAL USED DEPTH AREA USED QUANTITY BIP LOCATION FROMKM TOKM 73+730 (RHS) 0.95 7,343.45 6,976.56 1,790.15 TPI Reddish Lateriric gravel material 0.1 TODsoil Used - "\ ~~0.90 Reddish lateritic gravel Reddish lateritic gravel Koboko · f - -......... Arua 73+730 .. PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : ARESEY BORROW AREA (ROAD SIDE) LHS BP24 POTENTIAL MATERlAL USED DEPTH AREA QUANTITY USED QUANTITY BIP LOCATION FROMKM TOKM 73+730 (LHS) 1.2 2,190.17 73+730 Kohoko - .. - _ ·· - -....- Arua Used KEY A // Borrow Area Extent TP1·TP2 100m Reddish gravel TPI-TP3 130m material TP2-TP3 140m 1.0 Reddish gravel Reddish gravel material material PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : KERf BORROW AREA (ROAD SIDE) RHS BP 25 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 80+328 (RHS) 1.066 11,900.00 12,685.40 1,630.16 KEY TPl 0.2 (Topsoil) // Borrow Area Extent TPI-TP2 150m TP2-TP3 170m 1.2 TPI-TP3 130m Reddish Brown / -mmII 0.1 TODsoil CJCJ CJ Used lateritic gravel mat. _ _ _ _ _ ~~.!!.. : ..J 1.0 Kevi TIC Reddish Brown lateritic gravel mat. Oraba . , ------ Koboko 1 80+328 . · PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : NYARAGARA BORROW AREA (ROAD SIDE) RHS "A" BP 26 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 82+330 (RHS) 1.067 6,325.00 6,748.78 5,280.13 ~ ~ -6' TP1 (1) KEY ~ (fJ / /' Borrow Area Extent TPI-TP2 130m TP1-TP3 100m Yellowish Brown TP2-TP3 110m lateritic gravel Used 0.1 Topsoil 1.0 Yellowish Brown lateritic gravel Yellowish Brown lateritic gravel Oraba --- CJ , T CJ Nyaraga TIC Uganda Side ------ Koboko Nyaragara TIC (Congoside) CJ CJ CJ 82+330 PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR: NYARAGARA BORROW AREA (ROAD SIDE) RHS "B" BP 27 POTENTIAL MATERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 82+330 (RHS) 1.066 10,125,00 10,793.25 >-l o KEY ~ .0' G // Borrow Area Extent ~ TPI-TP2 100m fJJ TP2-TP3 150m TPI-TP3 170m Yellowish Brown lateritic gravel Oraba _ - .. - - o , T D o Nyaraga TIC Uganda Side - Koboko Nyaragara TIC (Congoside) D 82+330 , · PROJECT: GEOTECHNICAL INVESTIGATION AND LABORATORY TESTING FOR VURRA-ARUA-MANIBE-KOBOKO-ORABA-ROAD SKETCH MAP FOR : A WINDRI BORROW AREA (ROAD SIDE) RIlS C/O KULUBA S/COUNTY BP 28 POTENTIAL MA TERIAL USED DEPTH AREA QUANTITY USED QUANTITY 2 3 3 BIP LOCATION (m) (m ) (m ) FROMKM TOKM (m ) 84+730 (RHS) 1.30 22,230.00 KEY TPl 0.2 (Topsoil) // TPI-TP2 Borrow Area Extent 200m TP2-TP3 180m 1.2 TP1-TP3 180m Reddish Brown Lateriric gravel OJ TODsoil c:::J c:::J c:::J lateritic gravel mat. 1.4 Kevi TIC Reddish Brown lateritic gravel mat. Oraba · · -_...... Koboko i 84+730 Feasibility Study and Detailed Design of Vurra-Arua-Koboko-Road Environmental Social Impact Assessment Final Detailed Engineering Design Report ANNEX 5 - Water Quality Analysis , Date : 07/04/2009 1. Samples: Nine (9) Water sample was recieved by this laboratory. 2. Date received: 25/03/2005 3. Results: Project: Field Study ofVurra-Arua-Manibe-Koboko-Oraba Road Section. Sample Description: Water to be used for concrete Technician: Mutaasa Henry Date Tested: 3/26/2009 TESTS CARRIED OUT ON WATER SAMPLE True Colour CHORlDE SULPHATES NUMBER! RIVER Turbidity (NTU) TDS (mg/l) CONTENT CONTENT pH VALUE PtCo (mg/L)* (mg/L)* Enyau ,8+900 LHS 6.41 5 11 51 0.79 9 Enyau,26+420 6.37 12 12 51 2.46 5.6 Enve,33+000 6.59 47 13 43 2.91 8.5 01 uffe,3 9+000 6.08 88 7 34 5.95 29.6 Ayii,49+570 6.55 78 14 54 6.16 420 6.48 20 13 56 2.47 6.8 Kenqe,60+000 6.44 10 7 63 2.66 9 Yoo,61+050 Apaa,68+030 6.45 15 33 75 7.69 6.8 Drabara,87+830 6.48 12 9 56 1.51 11.5 WHO Drinking 6.5-8.5 10 5 1000 250 250 water standards 4. Remarks: 4.1 Samples for samples,item 2 and 5 were filtered prior to analysis since they were relatively turbid. 4.2 Ideally water with quality characteristics within the recommended WHO standard can be used to make good quality concrete and hence does not impact the final product.However, water that does not conform to the aforementioned standards can be used provide it does not have a high concentration of total suspended solids TSS (Turbidity used as a surrogate here),dissolved solids (TDS) and organic matter ,true colour used as a surrogate here). N.Kajwalo. Teclab Ltd. .