Final Report

The Study on Greater Kampala Road Network and Transport Improvement

in the Republic of Uganda November 2010

CHAPTER 10 TRAFFIC MANAGEMENT PLAN

10.1 CURRENT CONDITION AND KEY ISSUES FOR TRAFFIC MANAGEMENT

(1) Traffic Congestion and Key Issues

The current population of Kampala City and GKMA is 1.5 million and 2.5 million, respectively
and are both increasing at a rate of 4-5% per annum. The population of GKMA will reach 4.5
million in 2023 and approximately 9-10 million in 2040. One of the serious problems which
GKMA has been facing is traffic congestion especially in the morning and evening peak periods,
caused by not only inadequate capacity of the road network, but also the lack of traffic
management. Although Kampala is the driving force of national economic development, its
performance has been suffering from serious transportation problems resulting in higher
transportation costs, less productivity and unstable commercial activities.

Both road capacity increase and traffic management are main pillars for alleviation of traffic
congestion. As hereinafter defined, some related agencies in GKMA have already started a
countermeasure of traffic congestion by traffic management. It is therefore, after review of
current situations, some countermeasures by traffic management were proposed in this study.

Demand of road travel in GKMA is projected to continue growing as the population increases,
economy grows and rapid urbanization progresses. However, construction of new highways and
enhancement of efficient public transport to accommodate growing travel demand has not been
realized well as planned in NTMP/GKMA. There are also other reasons behind serious traffic
congestions, including urban structures which concentrates the traffic on the CBD/City Center,
poor quality of road facilities, lack of traffic demand management, inappropriate traffic control,
including on-street (curb) parking, insufficient capacity of road administration and human
resources, etc.

Many agencies and organizations are involved in traffic management of Kampala City and
GKMA. They have to address many challenges with the limited available resources. In particular,
institutional reinforcement is required for traffic management and enforcement. The Study Team
identified the following major weaknesses:

• Lack of urban development and structure plans to guide development and land use
• Lack of effective traffic management policy, strategy and plans
• Insufficient coordination among various government and private organizations, and NGOs
• Insufficient capacity and availability of human resources
• No concrete and sustainable plans and policies on capacity development
• Low incentives and motivation due to low salary and allowances
• Insufficient funds to equip traffic management facility and means.

Inter/intra agency coordination and cooperation are critical for the successful overall or
integrated traffic management, since it needs to involve many stakeholders and the public.

(2) Strategy for the Improvement of Traffic Flow in Kampala

The key agencies involved in traffic management and enforcement of Kampala City are MoWT,
KCC, UPF, MoLG and UNRA. They formed a joint task force (Task Force) through their own
initiative and prepared short-term (1-2 years) and medium-term (3-5 years) low cost measures
that will address the worsening traffic situation in Kampala City. The Task Force studied critical

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locations and causes of traffic jam in both general and specific ways. The major findings as to the
traffic management and enforcement are as follows:

• In general terms, a parking policy is needed to address parking issues holistically. On-street
parking is potentially hazardous and induces congestion at public road space, and thus, it
should be restricted whenever practical along major roadways.

• The centralized taxi terminals and general lack of big buses are the major cause of
congestion in the CBD. There must be a shift of transport mode from paratransit to mass
transit.

• Although only about 5% of the population of the city own cars, it lacks road facilities for
pedestrians and bicyclists. This reflects the lack of realization regarding the importance of
such facilities, and general lack of equity in resource allocation. In contrast, most modern
cities are providing better Non Motorized Transport (NTM) facilities and promotion of
NTM use due to associated health and economic benefits.

• Creation of a Greater Kampala Metropolitan Area Transport Authority (MATA) has been
recommended in NTMP/GKMA. This is a welcomed recommendation but it is not likely to
be achieved immediately due to the need for change of existing legislation. In light of this,
an “Urban Traffic Unit” should be set up, which could later be absorbed into the MATA
once it is established.

The Task Force compiled major findings, general measures for traffic management, specific
measures by junction / road section, public transport measures, required costs for implementation
and action plans for implementation into a report entitled “Strategy for the Improvement of
Traffic Flow in Kampala” in December 2009. The Task Force suggested the following traffic
management measures:

• Removal of obstructions, such as stalled vehicles being repaired, street vendors, markets,
shop displays, hoardings, and chains and bollards, from the carriageways and footways;

• Improvement and signalization of junctions and upgrading road links that are under
capacity;

• Restrictions on on-street parking on very busy links;

• Restriction on the passing of heavy vehicles from specific city centers during day time;

• Restriction on train crossings at critical road sections during peak hours;

• Reorganizing traffic flow patterns, like banning right-turning movement wherever

necessary;

• Introduction of appropriate signage and lining together with extensive publicity;

• Provide convenient taxi loading and unloading stops, and ban stopping at undesignated
locations;

• Designate parts of the footway where it is possible and acceptable to accommodate street
trading, and establish a fee paying permit and enforcement system;

• Reinforce speed limits with physical speed control measures, especially on through roads in
trading centers and towns. The most effective speed control measure in Uganda is the use of

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humps. However the design of humps is not standardized;

• In situations where humps are undesirable but interactions between non motorized transport
(NMT and motorized traffic is inevitable, vehicle speeds must be restricted using prominent
road signs. The pedestrian’s risk of being killed in a road traffic accident was found to be
about 10% due to vehicle speeds of 30 km/h. This even reaches 40-80% due to vehicle
speeds of 50 km/h. Therefore a speed limit of 30 km/h is recommended in all cases when
cars and pedestrians/bicyclists interact, and should in no case be allowed to exceed 50 km/h
under these circumstances;

• Safe night driving depends on the night visibility of pavement markings. High priority
should be given to the application of markings with high night visibility;

• The serious safety issues associated with boda-bodas must be addressed by a combination of
measures, including regulation, sensitization/ education and law enforcement; and

• Continuous road safety education campaigns targeted at different categories of road users,
including school children, is crucial. The police should be motivated to educate the public
and enforce the new measures.

(3) Parking in the City Center

1) Current Condition of On-Street Parking

Kampala is the capital city and the business/commercial center of Uganda. However, activities of
the Central Business District (CBD) have been obstructed by legal and illegal on-street parking.
Even trunk roads like Jinja Road and Luwum Street in the CBD (photographs below) are
occupied by private and business car parking as there are only limited off-street parking spaces
and facilities available. The existing spaces and facilities are used only for public transport and
tenants/customers of the large office buildings and shopping malls.

Curb
Curb Paking Paking
Road Center
arks
Line M Paking
Curb Paking
l) P arking
w e d (Lega
Allo
On-street Legal Parking on Jinja Road (at both curbing) On-street Legal Parking on Luwum Street (at center and both curbs)
Source: JICA Study Team
Figure 10.1.1 On-Street Parking in the CBD

According to the parking demand survey conducted by KUTIP, the highest demand was
observed on Kampala Road followed by William Street. In addition, a part of Jinja Road and
Said Barre Avenue also had high parking demand. Short period demand of less than one hour
was predominated as shown in the following table and figure. The average on-street parking
duration in the entire survey area was estimated to be approximately 45 minutes.

However, as the vehicle population more than doubled compared with the KUTIP Study in 2003,
it seems that medium to long-period parking has increased considerably.

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Table 10.1.1 Duration of On-Street Parking (During Peak Hour), 2003

Parking Duration
Branch Short Period Medium Period Long Period Total
0-1 hr 1-2 hr 2-4 hr 4-6 hr >6 hr
No of Car 3,281 139 15 7 1 3,443
Branch A
Share (%) 95.29 4.04 0.44 0.20 0.03 100.0
No of Car 5,440 337 222 0 18 6,017
Branch B
Share (%) 90.41 5.60 3.69 0.00 0.30 100.0
No of Car 2,997 177 72 22 52 3,320
Branch C
Share (%) 90.27 5.33 2.17 0.66 1.57 100.0
No of Car 5,738 478 132 41 64 6,453
Branch D
Share (%) 88.92 7.41 2.05 0.64 0.99 100.0
No of Car 4,724 142 45 8 5 4,924
Branch E
Share (%) 95.94 2.88 0.91 0.16 0.10 100.0
Source: KUTIP Final Report (June, 2003)

Branch A: Branch B: Branch C: Branch: D: Branch E:

Source: KUTIP Final Report (June, 2003)
Figure 10.1.2 On-Street Parking Survey Results (KUTIP)

2) Recommendation of Task Force on On-Street (Curb) Parking Restriction

The Task Force recommended restriction on on-street parking that causes considerable reduction
of traffic capacity on very busy city center streets and roads listed below.

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Table 10.1.2 CBD Roads Recommended to be Subject to On-Street Parking Restriction

Road Name From To Restriction
Entebbe Road Kampala Road Shoprite Junction Both Sides
Jinja Road Kitgum House Junction Kampala Road Both Sides (Create Bus Lane)
Kampala Road Jinja Road Bombo Road Both Sides (Create Bus Lane)
Katwe Road Kibuye Mutebi Road One side
Ben Kiwanuka Street Entebbe Road Bombo Road One side; and Lorries 7am-8pm
Nakivubo Place Ben Kiwanuka Street Namirembe Road One side; and Lorries 7am-8pm
Ben Kiwanuka
Namirembe Road Mackay Road Both sides
Street
Allen Road Namirembe Road Nakivubo Road One side
William Street Luwum Street Kyagwe Road Lorries 7am to 8pm
Ben Kiwanuka
Johnstone street Kampala Road Both sides
Street
Wilson Road Ben Kiwanuka street Burton street One side
Both Sides (and one side for
Burton Street Ben Kiwanuka street Luwum Street
remaining sections)
Speke Road Nile Avenue Kampala Road One side
Market Street Entebbe Road Duster Street One side
Mackay Road Kyagwe Road Namirembe Road One side
Kisenyi Road Mwanga 2 Road Namirembe Road One side
Kafumbe Mukasa Road Kisenyi Road Mengo Hill Road One side
Keep 20 m from junction clear of
Other Roads
parking
Keep 20 m from junction clear of
Other Roads
parking
Source: Task Force

The BRT Pre-FS also strongly recommended to ban or strictly restrict parking in the city center,
even currently legal, to divert the transport mode from private cars to BRT.

3) Insufficient Off-Street Parking Facilities, especially in the CBD/City Center

The number of registered vehicles on road had increased by 285% from 2004 to 2008, and has
been further increasing at an even accelerated rate. In general, parking demand has strong
correlation with the number of registered vehicles. The KUTIP report pointed out that:

“The traffic problem has been further aggravated by the absence of adequate off-street parking
facilities at traffic generating and attractive areas. The shortage of proper parking spaces has
resulted in motorists parking wherever a vehicle can physically fit, including prohibited zones
close to busy junctions. This situation also brings adverse effects on road safety by hampering
visibility at junctions.”

4) Overview of the Study Team on Parking Problems

From field surveys, the Study Team found that the demand of on-street parking is mostly higher
for the following reasons:

• Large scale off-street parking facilities (taxi parks and bus terminals) are provided only for
public transport.
• Available off-street parking spaces, especially basement parking facilities, are mainly
reserved for building tenants/customers.
• It is more convenient for drivers to park close to their destination.
Both legal and illegal on-street parking should be restricted since curb parking causes not only
reduction of road capacity, but also increases traffic accident risks. Currently approved parking
spaces on street have been managed by concession of private company. It is clear that the current
parking demand far exceeds the capacity, and this trend will continue in the future.

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The GOU should establish concrete parking policy, strategy, system and facilities addressing the
current situation in order to reduce serious traffic congestion in the CBD area. As a CBD parking
study is planned under TSDP, it should address the above issues and recommendations.

(4) Institutional Arrangements for the Creation of a Traffic Unit

KCC is responsible for the maintenance of urban road infrastructure. However, they do not have
clear mandate in urban traffic management, and they have institutional weaknesses, as follows:

• No traffic management institution or unit in structures of government agencies (except the

police).

• The absence of a traffic unit has led to the lack of capacity in traffic management.

• Lack of funds for maintenance and upgrading of transport infrastructure.

• Weak enforcement of traffic laws and regulations due to manpower and financial constraints
in the police, and the lack of traffic wardens as backup.

Considering the above deficiencies, a traffic unit should be set up with adequate staffing, funding
and mandate to undertake the following principal responsibilities:

Table 10.1.3 Areas, Functions and Responsibilities to be undertaken by the Traffic Unit
Area Functions and responsibilities
Traffic management Formulate and implement citywide traffic management policies to comply with objectives
policy defined by the city council to include, at least, such areas as determination of (a) a
functional road hierarchy, (b) the appropriate balance between transport system users
(private transport–public transport—NMT vehicles–pedestrians), (c) priority programs for
action, and (d) “five-year” investment plans.
Traffic research Survey, monitor, and evaluate all traffic and accident data to enable trends to be identified,
problems quantified, and traffic management plans and improvements prepared.
Traffic management Plan, design, implement, monitor, evaluate, fine-tune, and continuously update traffic
plans and scheme plans and improvements and policies to realize the agreed-on traffic management
improvements policy. The program would cover all motorized road-based modes (cars, public transport,
trucks, and so on) and all NMT modes (pedestrians and cycles). Plans and improvements
would range from simple intersection improvements, or marking and signing programs,
through to far-reaching citywide strategies such as extensive bus priority or pricing.
Accident programs and countermeasures would be included.
Traffic control Plan, design, install, operate, and maintain all traffic control devices including: (a) traffic
devices signal systems, including computer-controlled systems; (b) road markings; (c) road signs;
and (d) enforcement devices (cameras, and so on).
Traffic regulations Formulate traffic regulations to realize the proposed traffic management plans and
improvements, for enactment by city government and for enforcement by the traffic
police.
Parking management Prepare off- and on-street parking policies and programs, including approval for the
location of, and access to, parking areas proposed by others. Parking enforcement and
administration, where pay parking applies, would be carried out by a private firm as per
current practice.
Approvals and Evaluate and advise city government on all schemes (such as new roads) and
coordination developments (developed both by public and private sector agencies, and including major
new land or building developments) that have significant traffic impact to ensure that they
are consistent with agreed-on traffic policy.
Consultation Consultation with the public and stakeholders on traffic policy and on the impacts of
specific schemes and measures.
Budget Preparation of an annual budget for submission to the city government for: (a)
implementation of traffic management plans and improvement schemes, (b) traffic
operations and maintenance of control devices, and (c) the continuous work of the traffic
management agency itself.
Source: JICA Study Team

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(5) NMT and Traffic Control Facilities

1) Pedestrians

Significant pedestrian and vehicle flows concentrate in/around shopping centre/markets,

commercial areas and three taxi parks in the CBD downtown area. Of the 116 km principal roads
surveyed in KUTIP, 60% of the network has no footpath (sidewalk) on either side. At some
locations, narrow footpaths in poor condition are provided at only one side of the road. In
addition as these spaces are often utilized for commercial purposes and by vendors, building
construction and illegal parking, pedestrians are forced to walk along the carriageway. According
to the police, although there are some regulations on parking and vending activities on sidewalks,
new regulation or amendment is further required. More considerations and priority should be
given to pedestrians, especially at the busy CBD downtown area. Except along trunk roads,
vehicle-free streets or hours should be implemented, especially on weekends.

Source: JICA Study Team

Figure 10.1.3 Pedestrians on Road of City Center

From the driver’s point of view, disorderly pedestrian flows and road crossings not only cause
traffic congestion but also endanger their safety.

2) Bicycle taxies (boda-bodas)

Other unique NMT in Kampala are bicycle taxies (boda-bodas) operated on major streets and
roads with gentle slopes. Since the drivers and users belong to the poor class, considerations are
required in order for them to deal with their daily lives and avoid conflict with vehicles while
reducing accident risks.

Shoprite Junction Queen's Way near Clock Tower

Source: JICA Study Team
Figure 10.1.4 Mixed Traffic of NMT (Boda Boda) and Motorcycles on Trunk Roads

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3) Pedestrian bridges

There are several pedestrian bridges on major roads. However, they are not popular and rarely
used since such facilities are in poor condition, e.g., steep steps to access the bridge, and no
public promotion to use such facilities. However, as well-designed pedestrian bridges are
convenient and effective for reducing accident risks, it is recommended to provide such structure,
which have gentle access slopes (similar to the one on the Northern Bypass as shown in
photographs below) at strategic points of trunk roads in KCC.

Steel Pedestrian Bridge

Gentle Slope (10-15%)
at Steep Approach

Exiting Pedestrian Bridge at Nakawa on Jinja Road Exiting Pedestrian Bridge on Northern Bypass
Source: JICA Study Team
Figure 10.1.5 Recommended Type of Pedestrian Bridge (Right)

4) Road Markings and Guard Rails

The road markings guide flow and movement of both vehicles and NMT. They contribute to
traffic safety and regulate traffic flow. However, most of the markings have faded since no
maintenance (re-painting) is carried out. The type of road paint is also not appropriate for busy
urban road use. Its specifications should be the “Reflectorized Thermoplastic Pavement
Markings” which is more durable than ordinary road paint.

5) Rumble Strips (Humps)

Rumble strips (humps) are raised or grooved patterns on the roadway that serve as an audible
warning (rumbling sound) and physical vibration to alert drivers that they are swerving from
their lane.

Rumble strips in most of the developing countries, including Uganda, are used as effective speed
control measures at the entrance and within residential areas, school crossings, sharp curves, etc.
However, the design of humps should be standardized. Visually good humps for prior
identification (warning), in combination with information signs, should be provided with
reflective road paints.

(5) Motorcycles

About 50% of registered vehicles on road are motorcycles, which is 30% of all traffic. The new
population of registered motorcycles increased over 30% per annum in 2007-2008. Most of the
motorcycles operated in Kampala are motorcycle taxies (boda-bodas), which are quite different
from South Asian countries.

These motorcycle taxies are running on the road with passenger cars and swerve indiscriminately.
This situation heightens the risk for accident, especially for passengers on rear seats, and disturbs
smooth vehicle flow. The Study Team recommends a new regulation stating that motorcycle
taxies should run only on the left side of the carriageway and prohibit their operation on the trunk
arterial roads in the city center.

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(6) One-Way Operation of City Center Roads

There are advantages and disadvantages of a one-way traffic flow operation. The advantages
include:

• Increase capacity and traffic speed,

• Reduce risk of accidents,
• Alleviate chaotic situation at intersections, and
• Apply coordinated signal systems.
These are beneficial to streets with large traffic volume which also cause positive impact on
traffic capacity of a two-way street.

Meanwhile, the disadvantages of a one-way operation include:

• Longer trip distances which result to higher fuel consumption;

• Higher speeds in business, commercial and residential areas;
• More turns and concentration of turns at certain intersections; and
• Possible increase of lane changes and mid-block crashes.
The one-way operation system was planned and introduced at many small roads in the city center
in order to maximize the limited road space in accordance with the proposals in KUTIP. It was
implemented under the Nakivubo Channel Rehabilitation Program (of WB) and continued under
KIIDP.

A total of 19 roads in Kampala City started operating as one-way streets in June 2004. These
include Short Street, Nakivubo, Nabugabo, Allen, Channel Street, Nakivubo Mews, Nakivubo
Green, Nakivubo Channel, Nakivubo Place, Green Street, Ben Kiwanuka, Johnstone, William,
Luwum, Burton, Dastur, Market, Market Square and Snay Bin Amir Street. Queensway (end of
2004) and the roads around the Constitution Square were also changed to one-way streets (2005).
The current one-way operation and plans are as shown in Figure 10.1.2.

: Proposed One-way Operation : In Operation : Non-administrated Streets

Source: KUTIP Final Report (June, 2003)
Figure 10.1.6 Proposed One-way Operation (KUTIP) in and around the CBD area

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KCC is preparing to improve the traffic flows in the city centre under KIIDP. According to the
travel speed survey conducted by the Study Team, traffic on Queensway was clearly eased while
that at Katwe Road became more congested. However, the one-way operations in the city center
have shown no proven benefits due to chaotic movement and parking of mini-buses.

(7) Fuel Stands and Open Markets

The Study Team observed that there are fuel stands at or near major junctions. They have caused
irregular movement of vehicles entering the fuel stand. Hence, the location of fuel stands should
be at least 100 m away from junctions.

Fuel Fuel
Station Station

Fuel Station at Makerere Roundabout Fuel Station at Shoprite Junction

Source: JICA Study Team
Figure 10.1.7 Fuel Stations at the Corner of Busy Junctions

Open Market at Kibuye Junction Open Market at Kasubi Junction

Source: JICA Study Team
Figure 10.1.8 Open markets at Busy Junctions

10.2 BASIC APPROACHES AND APPLICATION OF TRAFFIC DEMAND

MANAGEMENT

(1) Basic Approaches for Traffic Management

Effectively addressing traffic congestion, and employing all available strategies and means are
required. New infrastructure projects – from roads to bridges to transit facilities – remain a core
element of comprehensive transportation improvement programs (“supply-side strategy”).
Supplementing these “supply-side” approaches are a broad array of “demand-side strategy”
intended to make existing transportation facilities work better. Managing both the "growth of"
and periodic "shifts in" traffic demand are important elements of managing traffic congestion.
Figure 10.1.1 shows the “Concept of Integrated Traffic Demand Management” approaches,
which the Study Team suggested, with its relation to the on-going studies by JICA and WB. The
JICA Study mostly covers the increase of highway capacity and the development of efficient
public transport facility and system which is coordinated with the BRT.

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Basic Approach Addressing to Urban Traffic Congestion

Introduction of Appropriate Enhancement of Public Transport Use
Traffic Means (BRT, etc), Cycles and Pedestrian Ways

Efficient Traffic Demand Efficient Use of Cars (3 in one, no car days,

etc), Reduction of Traffic Demand (flexible
Traffic Demand Control working hours, etc)
Management

Coordination
Guidance on Appropriate Traffic Control, Regulation (zone system,
large vehicle pass, one way, etc), Parking
Demand-side Use of Vehicles
Strategy Implementation of Government Leading Enforcing Regulation,
Integrated Traffic Policy Private Sector Participation, etc

Less-Transport New Kampala (GKMA) Urban Development that Transport Facilities

can afford
Burden City Structure Plan under KIIDP
Built-up (WB) Urban Structure Change

Efficient and Effective Full Utilization of Exiting Facilities

Supply-side Operation (Signalization, reversible lane, etc.)
Strategy
Transport Facility Road Network Development
Increase of Development
Highway Efficient Public Transport facility &
Capacity System Development
Source: The Study Team
Major Area of the JICA Study

Figure 10.2.1 Concept of Integrated Traffic Demand Management and Relation with the Studies

Today’s approaches are not only limited to facilitating shifts in travel mode – they also address
shifts in travel routes and travel departure times (for all travelers, including single-occupant
vehicle drivers). Moreover, an integrated traffic demand management and development of
less transport-burden urban structures are required as no metropolis and cities can afford
continuous huge investments on providing sufficient transport infrastructures to meet the
increasing transport demand. Strong political will and understanding of all stakeholders and
people are required for its realization.

(2) Demand-side Strategy

Demand-side strategies are designed to better balance people’s need to travel on a particular
route at a particular time with the capacity of available facilities, including public transport. This
is intended to efficiently handle the demand. Figure 10.1.2 illustrates an image of the typical
demand-side strategy.

MoWT in cooperation and coordination with other concerned ministries and agencies should
initiate a study for the establishment of integrated traffic demand management plan and
implement them as priority projects and programs in the medium to long-term. However, it
should be noted that long-term urban development plan is required for the establishment of the
integrated traffic demand management plan.

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Departure Time Mode Change

Change ● Use of Public Transport
● Flextime
● Shift Scheduling Route Change
Park & Ride
● Real-time Travel Info. BRT
● Parking Info.

MRT / LRT

CBD / Commercial Efficient Use of Cars

Center
Trip Reduction at ● Shared Vehicles
Origin

Express
● Shared Delivery
Bus

Employment near
Residence

Segregated
Land Use Industrial Area
MRT / LRT ● Shared Delivery

Source: the Study Team based on Ministry of Land and Transport, Japan
Figure 10.2.2 Illustration (image) of the Demand-side Strategies

MoLG in conjunction with MoLHUD and KCC will conduct a study to update the Kampala
Structure Plan established in 1994 under KIIDP, to address the requirements for the next ten
years. The Study Team recommends that such plan should cover long-term aspects for 25 years
(or Vision 2035), or 30 years as in the NDP. Even BRT could not accommodate the traffic
demand when the population of GKMA reaches approximately six million after 2030, unless one
area concentration of the current urban structure is strategically changed (refer to Section 2.4.6).
Long-Long Term Integrated Urban Development Plan, including development of new
towns, and Strategy are required to accommodate the increasing population.

(3) Traffic Demand Management recommend by a JICA Expert of MoWT

A JICA Technical Advisor, Mr. T. Arakawa, submitted a report on “An Emergency Measure for
Traffic Congestion in Kampala City” to MoWT in 2009 based on his experience in Japan and
observation in Kampala. He advised the following effective and quick impact measures, both
supply and demand - side approaches, that could be implemented in short periods:

• If 10% of excess volume of traffic is removed at road and junctions at the peak period,
traffic congestion will be improved considerably.

• There are two different ways; one is to increase capacity of traffic on the road and the other
is to control traffic demand. The latter means to cut the peak hour traffic volume by
decreasing or diverting road traffic through managing the traffic demand. The best solution
is the coordinated combination of these two ways.

Capacity Increase of Existing Road Facilities:

1) Remove obstacles from congested routes (illegal on-street parking and legal street vending)

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2) Promotion of utilization of the Northern Bypass (advertisements on advantage for use of the
bypass)
3) Proper control of traffic signals (wiser use of existing traffic signals rather than traffic police
control irrespective of functioning signals)
Traffic Demand Control:
1) Flexible business hours (change working hours of factories and offices to ease commuting
congestion). This measure needs no additional cost but requires the cooperation and
initiative of business associations.
2) Flexible school starting date (some schools already adopted this principle and the Ministry
of Educations should encourage all schools to participate in this movement.)
3) Divert road traffic to other modes (utilization of the existing railways to resume passenger
train operation)
Mr. Arakawa concluded that the implementation of the measures above require strong leadership
of concerned authorities who will commit to prioritizing the welfare of the public and road users.
At the same time, it is imperative for the public sector to spearhead this initiative and even
sacrifice to show good examples to the general public.

10.3 COOPERATION OF INTERNATIONAL DEVELOPMENT PARTNERS

(1) On-going Cooperation of International Development Partners

Development partners play an important role in financing road development projects,

maintenance programs and various capacity development activities. Development partners
currently playing active roles in the road sector include EU, World Bank, AfDB, NDF, JICA,
BADEA and DFID. MoWT with other concerned ministries and agencies, and these development
partners, hold periodic Sector Working Group Meetings to share knowledge and discuss various
issues.

The on-going projects in cooperation with the development partners related to traffic
management and enforcements in GKMA/Kampala City are listed in the following table.

Table 10.3.1 On-Going Projects Related to Traffic Management and Enforcements

The World Bank EU DFID
KIIDP TSDP TSDP
• Drainage system • BRT Pilot Project FS & DD
improvement • CBD parking study
• Traffic management • Bicycle path master plan study
(area traffic Support to MoWT: • Capacity • Cofinance
management, Jct • Set up Transport Master Plan Office building of TSDP
signalization, etc) • Transport Sector Data Management System of UNRA (The WB)
• Road maintenance and • Start up MTRA for
upgrading • Establishment of MATA capacity
Support to KCC: Support to UNRA: develop-
• Organization • Axle load control ment of
development and • Monitoring and evaluation of UNRA projects MoWT &
governance • Investment of up to date system UNRA
• Human resources • Other technical areas
management Various Studies:
• Urban planning (Update • Traffic accident black spot study and road safety
of Kampala Structure audit
Plan and GIS)
• Cost estimate unit study
• Environmental and social impact studies
Note: KIIDP (Kampala Institutional and Infrastructure Project), TSDP (Transport Sector Development Project)
Source: JICA Study Team

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KCC is the key administration in the field of traffic management of GKMA, especially in the city
center. WB has assisted organizational and human resources development of KCC under KIIDP.
However, its capacity seems to be still weak in terms of funding, human resources and incentives.
Assignment of a long-term JICA adviser, specialized in traffic demand management, could
enhance the capacity development program of KCC/GKMA.

10.4 AXLE LOAD CONTROL

10.4.1 AXLE LOAD REGULATION AND NEGATIVE EFFECTS OF OVERLOADING TO

PAVEMENT LIFE

(1) Current Situation

Kampala is the hub for both local and international freight movement. Despite the opening of the
Northern Bypass in October 2009, most of the goods vehicles (large trucks and trailers) still
prefer to pass through the city or travels to the inland depots and factories located at Nakawa and
industrial areas.

Sustainability of road facilities (assets) after development by upgrading or rehabilitation is the

most important issue. Roads are normally designed to withstand specific traffic loading
throughout their lifetime. As overloading leads to rutting, cracking and other fatal deformations,
and shortens the pavement life significantly, its strategic and systematic control should be
established and sustained.

It should be noted that overloading has a highly negative effect on pavements, road safety and
traffic capacity. Effects of a vehicle on pavement are assessed by the Vehicle Damage Factor
(VDF) or Equivalent Standard Axle Load (ESAL). The VDF increases to the 4.0-4.5th power of
the axle load as shown in Figure 10.4.1. This means that if a single axle truck with 8 ton axle
limit (category “S2” in Uganda in Table 10.4.1) overloads by just 20% (9.5 ton axle), this is
equivalent to two passages of trucks on the pavement (double the VDF). That is why overloading
control is extremely important to sustain pavement life and reduce road maintenance costs.

AASHTO (AC-Single) PCC T=11 inches, ACP SN=4.0, Pt=2.5

20
20
AASHTO (AC- VDF
Vehicle Damage
Vehicle Damage Factor

Tandem)
Single Axle
AASHTO (PCCP- Factor be
Single) doubled by 20%
AASHTO (PCCP- of overloading
(VDF)

Tandem)

10 Single (AL/8.16)^4

Single 9.5Ton VDF

((AL/2)/8.16)^4*2
8.0Ton Tandem Axles

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
Axle Load (M.Ton)
Souce: The Study Team

Figure 10.4.1 Relation of Axle Load and Vehicle Damage Factor on Pavement

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(2) Axle Load Regulation and Axle Load Limits in Uganda

The Traffic and Road Safety Act, 1998 was gazetted, and axle load measurements and
enforcement was regulated. In 2004 the Traffic and Road Safety (weighbridges) Regulations
1998 was amended to include strict measures for effective axle load control and an Axle Load
Monitoring & Control Unit was established in MoWT.

Currently, MoWT makes the decision on axle load control policy. The Directorate of Operation
of UNRA, which moved its function from MoWT in 2008, is responsible for the operation,
control of axle overloading, and enhancement of road safety. In order to increase the longevity of
the road network and reduce overall transport costs, UNRA is looking at drawing up a
comprehensive axle load control strategy. This strategy will look into the re-organization of
UNRA’s axle load operations and also put in place an investment plan for rolling out axle load
control assets.

The regulations on axle load limits and Gross Vehicle Mass (GVM) are presented in Table 10.4.1
and Figure 10.4.2.

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Table 10.4.1 Axle Load Limit in Uganda

Item Detail Limit in (Kgs ‘000)
S2 8
S4 10
SS4 14
T8 16
Max Load Per Vehicle
T12 24
Q16 32
T6 12
T10 18
SU-S2-S4 18
SU-S2-T8 24
SU-SS4-T8 30
TT-S2-S4-S4-S4 38
TT-S2-T8-S4-S4 42
TT-S2-T8-S4-T8 50
Gross Vehicle Mass (GVM)
TT-S2-T8-T8-T8 56
SM-S2-S4-S4 28
SM-S2-S4-T8 32
SM-S2-T8-T8 40
SM-S2-T8-T12 48
SM-S2-T8-Q16 56
Source: Traffic and Road Safety Regulations

Source: Traffic and Road Safety Regulations

Figure 10.4.2 Axle Configuration and Load Limit

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10.4.2 PAST AXLE LOAD SURVEY

(1) Axle load Control and Damage Effects of Overloaded Vehicles on Pavement

In FY 2006/07, a total of 215,412 vehicles were weighed under the Axle Load Control Project
financed by WB, of which 8,310 vehicles were recorded as overloading. According to an EU
report, although the maximum GVM is limited to 56 tons by regulation, some truck owners pay
bribes and carry over 80 tons.

As trial computation in Figure 10.4.2, a trailer truck (Axle Configuration: S2T8Q16 in Figure
10.4.3) with GVM of 80 tons, which is approximately 40% overloaded, will cause more than five
times damage on pavement compared with a non-overloaded trailer (GVM 56 tons). Damage
effects on pavement of a trailer with GVM of 80 tons are equivalent to 38 two-axle trucks.

Vehicle Category (Axle Configuration) : S2T8Q16

Max. Allowed Gross Vehicle Mass (GVM): 56

Ton

Axle
Configuration S2 T8 Q16

Limit of Axle 8 Ton 16 Ton Note: 32 Ton GVM: 56 Ton

^ 4.5
Load (8 Ton x 2) (8 Ton x 4)
VDF = 8 = 1.0
8
Vehicle
Damage Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Total: 7.0 VDF
(ESAL)

Overloading 8 Ton 24 Ton Note: 48 Ton GVM: 80 Ton

by 43% to 80 Tons (12 Ton x 2) ^ 4.5 (12 Ton x 4) One Vehicle
VDF = 12 = 6.2
8 equivalents to more
than Five Vehicles
Vehicle
Damage Factor 1.0 6.2 6.2 6.2 6.2 6.2 6.2 Total: 38.2 VDF
(ESAL)
Source: JICA Study Team
Figure 10.4.3 Trial Computation of Negative Effects of Overloaded Vehicle on Pavement

In order to address the above situation, the government installed fixed weighbridges at Mbarara
and Busia Kenya borders, and mobile weighbridges on the highways of
Kampala-Masaka-Mutukula, Kampala-Mubende-Fort Portal, Iganga-Malaba, and Tororo-Mbale.

(2) Axle Load Survey Data

The Study Team analyzed the axle load survey data of MoWT conducted at eight locations
(Busia, Asinge, Magodes, Bukedea, Namagumba, Busembatia, Kaliro, Buwenge) in August 2007.
Approximately 20% of the surveyed vehicles exceed the load limits (Table 10.4.2). Overloaded
vehicles consist of almost all types of large vehicles. Overloading is particularly significant for
heavier vehicles (S2T8Q16, S2T6Q16 and S2S4S4T8). The maximum GVM in all samples was
64.4 tons, which is equivalent to 115% of the load limit (56 tons).

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Table 10.4.2 Axle Load Survey Results in August 2007 on Trunk Roads of Uganda
Axle Load Over Loaded Vehicles
Configuration Sample No.
Limit in Tones No. Ratio Max. Load
S2S4 18 93 17 18% 21.7
S2T8 24 15 2 12% 34.0
S2T6 20 1 0 0% 13.9
S2S4T8 34 2 0 0% 27.9
S2S4T12 42 12 2 17% 50.6
S2T8T12 48 12 3 25% 56.7
S2T6T12 44 10 1 10% 47.7
S2S4Q16 50 13 0 0% 48.5
S2T8Q16 56 52 12 23% 64.4
S2T6Q16 52 51 16 31% 59.2
S2S4S4T8 44 3 3 100% 56.2
Total 264 56 21% 64.4
Source: Axle Load Survey (MoWT, 2007)

(3) Suggestion on Axle Load Control Facilities and System

The key issue for effective overloading prevention is accountability and transparency in axle and
gross weight control operations. The main objective of weighbridge stations should be to educate
the vehicle owners and drivers to not repeat overloading. At the same time, strict corruption
prevention is also required to enforce axle load limit regulation.

The Study Team recommends the introduction of a computer-assisted system, which has become
more popular in developing countries, at strategic weighing stations like Kenyan Borders
(Malaba and Busia), Jinja Bridge, etc. Consequently, when a heavy vehicle passes on a
weigh-in-motion bridge, its axle loads and gross vehicle weight are transmitted to a computer
wherein the magnitude of overloading are automatically determined and indicated on the screen
(photographs below). As the driver’s name and truck’s owners are recorded, it can identify how
often they breach overloading laws. Stricter warning and penalties can be given to drivers and
owners who repeatedly violate overloading laws.

Weigh-in-motion Weigh Bridge Record of Driver and Automatic Recording and Overload
Vehicle Owners Record
Source: JICA Study Team
Figure 10.4.4 Example of Computer-Assisted Overloading Control System in the Philippines

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10.5 TECHNICAL ASSISTANCE FOR TRAFFIC SIGNAL OPERATION AND

MAINTENANCE IN KAMPALA CITY

10.5.1 PURPOSES OF TECHNICAL ASSISTANCE

(1) Background

In the past years, the GOJ installed nine traffic signals by grant aid projects. However, diverse
problems such as damaged facility, power shortage, etc. have been occurring in several places.

Given the situation above, JICA decided to execute Technical Assistance for Traffic Signal
Operation and Maintenance under this Study.

(2) Purpose of Technical Assistance

1) The purpose of technical assistance is to provide indirect support for appropriate maintenance
and technology upgrade with regard to traffic signal.

2) Establishment of maintenance and planning manual for traffic signals intended for Kampala
City is another purpose of technical assistance.

(3) Components of Technical Assistance

The Study Team will perform necessary planning and engineering analysis, field investigation,
and related works to attain the purpose of technical assistance mentioned above.

• Present condition survey (Traffic Volume, Facility, etc)

• Capacity assessment (Institution, Equipment, etc)

• Preparation of procurement plan

• Preparation of manual for planning and maintenance

• Assistance of field training for maintenance

• Proposal of required places of signalized junctions

• Proposal of systematic control

• Recommendation and future vision

10.5.2 PRESENT CONDITION OF SIGNALIZED JUNCTION AND MAINTENANCE

(1) Present Condition of Signalized Junctions

Traffic signals are essential facility to control and regulate traffic flows at junctions to ensure
appropriate operations. Traffic signals also contribute to traffic safety for both pedestrians and
vehicles.

Table 10.5.1 and Figure 10.5.1 show the list and location of the signalized junctions in Kampala
City. Of the 18 traffic signalized junctions, 13 traffic signals still exist while five signals were
already removed. Of the nine traffic signals installed through the grant aid of GOJ, seven are in

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operation while the remaining two are no longer functioning due to power shortage1.

Table 10.5.1 List and Condition of Traffic Signalized Junctions in Kampala City
Installation
No. Jct. Name Procurement Condition Remarks
Year
1 Kampala/Parliament 1957 UK Non-operating Removed
2 Kampala/Burton 1957 UK Non-operating Removed
3 Udyum House/Jinja Rd 1957 UK Non-operating Removed
4 Luwum Street/Burton Jct 1957 UK Non-operating Removed
Nile Avenue Shimon/Siad
5 1972 Germany Non-operating
Barre
6 Namirembe/Luwum 1987 India Non-operating
Makerere Hill Rd/ Sir
7 1987 India Non-operating Removed
Apollo Kaggwa
8 Nakawa/Spear Motors 1997 Germany Non-operating
9 Wandegeya Jct 1998 Japan (Grant) Operating Signal Control
10 Port Bell Jct 1998 Japan (Grant) Operating Signal Control
11 Kyagwe Rd 2000 Germany Non-operating
12 Bakuli Jct 2002 Japan (Grant) Non-operating Power Shortage
13 Nsambya (Kibuli) Rd Jct 2002 Japan (Grant) Operating Signal Control
14 Natete Rd Jct 2002 Japan (Grant) Non-operating Power Shortage
15 Clock Tower Jct 2005 Japan (Grant) Operating Police Control
16 Shoprite Jct 2005 Japan (Grant) Operating Police Control
Operating Combined Control
17 Jinja Rd Jct 2005 Japan (Grant)
(Signal + Police)
18 Kampala/Entebbe Rds Jct 2005 Japan (Grant) Operating Signal Control
Source: JICA Study Team

Source: JICA Study Team

Figure 10.5.1 Location of Traffic Lights in Kampala City

However, of all the operating traffic signals at seven junctions, two junctions (No. 15, 16) are
controlled by traffic police although the signals are functioning. In addition, one junction (No.17)
is controlled by a combination of traffic police and traffic signal. The cause of this phenomenon

1
Traffic signal operation at Natete Junction was resumed recently.

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is not only due to the inefficiency of the traffic light operation but also due to geometric
problems such as the absence of queue lanes required to meet rapid increases in traffic volume.
All other major junctions in Kampala City require traffic signalization to replace current control
by traffic police.

Source: JICA Study Team Source: JICA Study Team

Figure 10.5.2 No.16 (Clock Tower Jct) Control Figure 10.5.3 No.18 (Kampala/Entebbe Rd Jc.)
by Police Control by Traffic Signal

(2) Present Traffic Condition and Saturation Degrees

The Study Team surveyed cycle times, the phasing of signals and traffic volume in peak hours.
The traffic survey data were already explained in Chapter 5. The cycle time and phasing data is
illustrated in Figure 10.5.4 and 5. The following table shows existing saturation degrees
calculated based on the traffic survey data and existing phasing data. In addition, the survey
results will be analyzed in detail about required adjustments in signal phasing.

Table 10.5.2 List and Traffic Condition of Signalized Junctions in Kampala City
Junction Saturation Junction Saturation
AM 1.31 AM 1.01
Wandegeya Clock Tower
PM 1.48 PM 1.03
AM 1.05 AM 1.72
Port Bell Shoprite
PM 0.85 PM 1.07
AM 1.21 AM 1.15
Natete Jinja
PM 0.86 PM 1.10
AM 1.27 AM 0.65
Bakuli Entebbe/Kampala
PM 0.96 PM 0.72
AM 1.34
Kibuli
PM 1.00
Source: JICA Study Team

The result of calculated saturation degrees is normally evaluated as follows:

Table 10.5.3 Evaluation of Signalized Junction by Saturation Degree

Saturation Degree Situation

0.8 > S Desirable Situation
0.8 ≤ S ≤ 1.0 Acceptable Situation
1.0 < S Capacity Shortage (Bottleneck)
Source: JICA Study Team

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AM Peak (8:00)
Jct. Name G1 G2 G3 G4 Total
Wandegeya jct.
-

Makerere Haji
G1: 43sec G2: 25sec G3: 32sec G4: 18sec
Y1: 4sec Y2: 4sec Y1: 4sec Y1: 4sec 140
Bombo
R1: 0sec R1: 3sec R1: 0sec R1: 3sec
Port Bell jct.
-
-
Jinja

G1: 44sec G2: 15sec G3: 23sec

Y1: 4sec Y2: 5sec Y1: 4sec - 101
Old Port Bell
R1: 0sec R1: 3sec R1: 3sec
Kibuli jct.
- -
Nsambya Kibuli

G1: 33sec G2: 53sec G3: 16sec

Y1: 4sec Y2: 4sec Y1: 4sec - 120
Gaba
R1: 2sec R1: 2sec R1: 2sec
Jinja rd. jct.
Yusufu
-

Jinja
G1: 84sec G2: 50sec G3: 48sec G4: 43sec
Y1: 3sec Y2: 3sec Y3: 3sec Y4: 3sec 249
Access
R1: 2sec R2: 4sec R3: 2sec R4: 4sec
Kampala/Entebbe rd. jct.
-

Kampala Jinja

G1: 40sec G2: 25sec G3: 40sec G4: 16sec

Y1: 5sec Y2: 5sec Y3: 5sec R4: 2sec 144
Entebbe R1: 2sec R2: 2sec R3: 2sec (for pedestrian)
S hoprite jct.
-
Sikh St -

Ben Kiwanuka Entebbe G1: 23sec G2: 55sec G3: 78sec

Y1: 3sec Y2: 3sec Y3: 3sec - 180
Clock
R1: 5sec R2: 5sec R3: 5sec
Clock Tower jct.
-
Shoprite -

Mengo Hill Nsambya

G1: 23sec G2: 55sec G3: 78sec
Y1: 3sec Y2: 3sec Y3: 3sec - 180
Queen's
R1: 5sec R2: 5sec R3: 5sec
Natete jct.

Natete -

Masaka
G1: 34sec G2: 11sec G3: 55sec G4: 8sec
Y1: 4sec Y2: 4sec Y1: 4sec Y1: 4sec 130
Old Masaka
R1: 0sec R1: 3sec R1: 0sec R1: 3sec
Bakuli jct.
-

Natete Fort
G1: 40sec G2: 20sec G3: 38sec G4: 15sec
Y1: 4sec Y2: 3sec Y1: 3sec Y1: 3sec 132
Hoima
R1: 0sec R1: 3sec R1: 0sec R1: 3sec

Source: JICA Study Team

Figure 10.5.4 Survey Results of Cycle Time and Phasing (AM peak hour)

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PM Peak (18:00)
Jct. Name G1 G2 G3 G4 Total
Wandegeya jct.
-

Makerere Haji
G1: 43sec G2: 25sec G3: 32sec G4: 18sec
Y1: 4sec Y2: 4sec Y1: 4sec Y1: 4sec 140
Bombo
R1: 0sec R1: 3sec R1: 0sec R1: 3sec
Port Bell jct.
-
-
Jinja

G1: 44sec G2: 15sec G3: 23sec

Y1: 4sec Y2: 5sec Y1: 4sec - 101
Old Port Bell
R1: 0sec R1: 3sec R1: 3sec
Kibuli jct.
- -
Nsambya Kibuli

G1: 33sec G2: 53sec G3: 16sec

Y1: 4sec Y2: 4sec Y1: 4sec - 120
Gaba
R1: 2sec R1: 2sec R1: 2sec
Jinja rd. jct.
Yusufu
-

Jinja
G1: 61sec G2: 34sec G3: 43sec G4: 73sec
Y1: 4sec Y2: 4sec Y3: 4sec Y4: 4sec 239
Access
R1: 2sec R2: 4sec R3: 2sec R4: 4sec
Kampala/Entebbe rd. jct.
-
Kampala Jinja

G1: 45sec G2: 30sec G3: 35sec G4: 17sec

Y1: 5sec Y2: 5sec Y3: 5sec R4: 2sec 150
Entebbe (for pedestrian)
R1: 2sec R2: 2sec R3: 2sec
S hoprite jct.
-
Sikh St -

Ben Kiwanuka Entebbe G1: 28sec G2: 83sec G3: 45sec

Y1: 3sec Y2: 3sec Y3: 3sec - 180
Clock
R1: 5sec R2: 5sec R3: 5sec
Clock Tower jct.
Shoprite - -

Mengo Hill Nsambya

G1: 28sec G2: 83sec G3: 45sec

Queen's Y1: 3sec Y2: 3sec Y3: 3sec - 180

R1: 5sec R2: 5sec R3: 5sec
Natete jct.
Natete -

Masaka
G1: 34sec G2: 11sec G3: 55sec G4: 8sec
Y1: 4sec Y2: 4sec Y1: 4sec Y1: 4sec 130
Old Masaka
R1: 0sec R1: 3sec R1: 0sec R1: 3sec
Bakuli jct.
-

Natete Fort
G1: 40sec G2: 20sec G3: 38sec G4: 15sec
Y1: 4sec Y2: 3sec Y1: 3sec Y1: 3sec 132
Hoima
R1: 0sec R1: 3sec R1: 0sec R1: 3sec

Source: JICA Study Team

Figure 10.5.5 Survey Results of Cycle Time and Phasing (PM peak hour)

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(3) Present Condition of Facilities

The results of field survey for traffic signals are shown in Table 10.5.4. The traffic lights in the
nine junctions surveyed consist of three bulb types and six LED types. At some junctions with
bulb type, traffic signals are not functioning because the light bulbs have already burned-out.
This situation is hazardous for road users.

Uninterruptable power supply systems composed of uninterruptable power system (UPS),

automatic engine generator (AEG) and automatic voltage regulator (AVR) are utilized at four
junctions.

Table 10.5.4 Outline of Facilities for Traffic signals

Power
No. Jct. Name Year Operation Lamp UPS Remarks
Voltage
1 Wandegeya 1998 Operating Bulb AC240V No *1,*3
2 Port Bell 1998 Operating Bulb AC240V No *1,*2
3 Natete 1998 Resumed Bulb AC240V No *1
4 Bakuli 2002 Operating LED AC100V No *1
5 Kibuli 2002 Non-operating LED AC100V No *2
6 Clock Tower 2005 Operating LED AC100V Yes *2
7 Shoprite 2005 Operating LED AC100V Yes *1,*2
8 Jinja 2005 Operating LED AC100V Yes
9 Kampala/Entebbe 2005 Operating LED AC100V Yes
*1: A few lamps do not light. (New bulbs have already requested from vendor)
*2: Signals for pedestrian are damaged by traffic accidents.
*3: Controller is made in Uganda.
Source: JICA Study Team

At three junctions where traffic signals were installed in 1998, UPS of large size should have
been installed. However, great care and high maintenance costs were required due to failure
caused by recurring power interruptions and voltage surge. For this reason, the power supply
system of traffic signals had been changed to automatic shutoff system. Hence, UPS is not
utilized presently at said junctions.

Lamp fittings at Wandegeya Jct. have been operated by controllers made in Uganda. According
to KCC, the controller is a test installation. After completion of the test, the controller will be
replaced with a Japanese product. Traffic signals at Bakuli Jct. have not been operated due to
failure of the controller. Such failure was due to the burnout surge absolver caused by
unexpected high voltage. In addition, security circuit for unexpected high voltage is not set at
Bakuli Jct.

Overall, traffic signal lights are not visible to the drivers due to the grimness of the lenses. In
addition, some hoods of traffic signals for pedestrians require repair or replacement due to
deformation and/or disrepair.

(4) Present Condition of Maintenance

Traffic signal facilities have been maintained by the electric department of KCC. Two staff
members (principal engineer and assistant of principal engineer) are working for this department.
Both staff started to work for KCC from July 2010.

The Study Team checked the existing maintenance system and equipment for traffic signals
together with KCC staff and the former principal engineer. The results were as follows:

1) Equipment and Tools for Maintenance

KCC does not have essential equipment and/or tools such as screw drivers, wrenches, pincers

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and multimeters, etc. Staff members have been using their individually owned tools when needed.
In addition, KCC does not have essential safety equipment (helmet, safety footwear, safety fence,
etc.) for their workers and road users during maintenance works. On the other hand, KCC
purchased last year service vehicles made in China to be utilized while working at high places.
The service vehicle is useful for maintenance of not only traffic signals but also street lights.

2) Maintenance System

Normally, information about traffic signal troubles is obtained through messages from road users
and/or radio broadcast. In case of emergency such as a traffic accident, information is directly
informed to traffic police.

According to KCC staff,, the frequency of each routine maintenance activity is as follows:

• Cleaning of control room: once a week (by air blower)

• Refuel: once in a few days

• Cleaning of lens of traffic signals: once in one or three months

• Checking of bulbs: every half year (all bulbs (green, yellow, red) are changed as needed)

However from the results of the field survey, routine maintenance works mentioned above were
not executed as scheduled. In fact, theses maintenance works have not been recorded. Moreover,
essential documents such as as-built drawings, connection diagrams, etc. were not filed. This
means that maintenance works are being carried out based on experience and at the discretion of
skilled staff. This situation compromises an effective maintenance system.

10.5.3 PRESENT CONDITION OF PROCUREMENT

(1) Budget for Maintenance of Traffic Signals

The following table shows the budget and result of maintenance survey in the electric department
of KCC from 2007 to 2010. According to this table, the budget for maintenance of equipment is
very wide. Therefore, ensuring the maintenance budget in a planned and consistent way is a
considerable issue.

Table 10.5.5 Budget and Result of Maintenance Survey in the Electric Department of KCC (2007-1010)
2007 - 2008 2008 - 2009 2009 - 2010*
Year
Budget Used % Budget Used % Budget Used
1 General Staff salaries 15,000,000 13,689,310 91.3% 15,000,000 13,200,100 88.0% 15,000,000 11,200,567
General Supply of Goods &
2 10,000,000 9,400,000 94.0% - - - - -
Services
3 Electricity for street Lights 75,000,000 84,000,000 112.0% 148,167,364 89,000,000 60.1% 480,000,000 66,490,422
Fuel, Lubricants and oils
4 10,000,000 3,567,000 35.7% 11,441,000 6,000,500 52.4% 50,000,000 14,640,300
street lights patrol
Other structures (Lights,
5 20,000,000 7,890,000 39.5% 393,207,629 200,050,000 50.9% 150,000,000 111,507,938
Signals, Instain poles)
6 Maintenance of equipment - - - 252,510,020 252,510,020 100.0% 20,000,000 -
Transport Equipment
7 - - - - - - 150,000,000 -
(Platform Vehicle)
8 Others 736,449 0 0.0% - - - - -
Total 130,736,449 118,546,310 90.7% 820,326,013 560,760,620 68.4% 865,000,000 -
* Used Amount for 2009 - 2010 is not finalized ammount because of under calculation.
Source: KCC

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(2) Condition of Procurement for Maintenance

Regarding facilities for traffic signals, power supply devices, output units and lamp fittings for
vehicle and pedestrian control are stocked in KCC. As for other facilities, UPS, AEG and AVR
have also been purchased from Japan. In the maintenance plan of KCC, facilities of power units
for interruptible power supply will be used for Bakuli Jct. As just discussed, KCC purchased
sufficient spare parts for the traffic signals scheduled for repair. However facilities and tools for
routine maintenance such as for changing oil and/or bulbs are not available. After completion of
construction of each junction, some maintenance facilities were supplied by the contractor. These
facilities have been kept in KCC as it is. This means that adequate maintenance works have not
been executed.

10.5.4 ADEQUATE MAINTENANCE PLAN

Periodic maintenance is absolutely imperative for continued utilization of traffic signals.

Responsible organization should establish necessary maintenance items such as periodic
inspection of facilities, supply of consumable goods, etc. These items should be managed and
recorded.

(1) Periodic Inspection of Facilities

Each facility should be inspected and monitored periodically. In case that inspector finds out a
failure of some kind, that facility should be immediately repaired or replaced to avoid traffic
disturbance.

Inspection works should be executed in accordance with the “Maintenance Manual” and
recorded in the “Check Sheet for Inspection Work”. Recorded items include “date”, “inspection
items” and “inspection results”. This check sheet should be filed and kept properly.

1) Inspection for Traffic Signals

Items to be inspected for traffic signals are as follows:

• Controller

• Lamp fittings

• Post

• Hand hole (hatch)

• Power cable

2) Inspection for Power Supply Units

Items to be inspected for power supply units are as follows:

• Incoming circuit and distribution board

• Transformer and AVR

• AEG

• UPS

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(2) Emergency Maintenance

In case of emergency events such as failure caused by traffic accident, that facility should be
immediately restored to good condition depending on damage and local circumstance.

The most important matter is to identify the causes of damage and prevent its future recurrence.

(3) Necessary Equipment and Tools

1) Tools, Measurement Instruments and Service Vehicles

Before inspection, the inspectors should confirm necessary number of tools, equipment and
vehicles. In addition, the inspector should perform operation checks of measurement instruments.

In case of emergency work, site conditions should be checked ahead in conjunction with the
works mentioned above.

2) Safety Facilities

At the site, working spaces should be provided with facilities such as signages, fences, etc. to
ensure the safety of road users.

3) Stock for Spare Parts and Materials

Spare parts which need replacement periodically and/or facilities which disturb operation should
be kept in stock and recorded in the list of spare parts and materials.

After spare parts and/or materials are used, same items should be immediately supplied to
maintain the same quantity as before. These activities should be recorded in a consumption list
and analyzed statistically. Responsible personnel should review necessary number of stocks
based on this statistics.

4) Drawings

The drawings for each junction should be prepared and updated based on changes carried out.
Revised dates and contents should be recorded on the drawings. The updated drawings should be
used as the latest version. Necessary drawings are as follows:

• Overall view: junction configuration, location of facilities, etc.

• Wire diagram: kinds of cable, number, length and/or distance, etc.

• Connecting diagram: terminal number, cable number, color, etc.

10.5.5 TECHNICAL TRANSFER FOR OPERATION AND MAINTENANCE

(1) Training Session

The training session regarding the role of traffic signal, planning and maintenance had been held
for KCC staff. Lessons of oil change and filter cleaning for AEG had been carried out at field site
as on-the-job training.

Through this training, the following matters were requested by KCC:

• Intensive and consecutive training for new members, covering the technical functionality

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and maintenance of the entire traffic signal control system (i.e. the controller and the
associated power systems switch gear).

• Equipment (i.e. computer with Tsec loaded software) to facilitate spot analysis of the
operation of traffic signals controls, effect quick changes to the controls where necessary
and to maintain the database of all changes done on the systems so as to ensure efficient
communication with Japanese experts on the Tsec software when necessary.

• Tools to be utilized for carrying out maintenance works in the most efficient manner.

• A motor vehicle to assist patrol and/or maintenance.

(2) Manual for Planning & Maintenance of Traffic Signals

At the same time, the Study Team created the “Manual for Planning & Maintenance of Traffic
Signals” for future works relevant to traffic signals. In addition to the manual, operation manuals
for the existing facilities were also reformed. Contents of these manuals are as follows:

1) Planning Manual

• Role of traffic signals

• Cycle time and phasing

• Setting of invariable number for traffic signals

2) Operation Manual

• Controller

• UPS

• AEG

• AVR

3) Maintenance Manual

• Periodic maintenance manual

• Check sheets for maintenance

• Lists of necessary tools, equipment, measurement instruments and vehicles

• List of necessary spare parts, consumption goods

• List of stock record

4) Operation Manual for existing facilities

• Controller: produced by Kyosan and TSEC

• UPS: produced by FUJI Electric Systems

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• AEG: produced by FUJI Electric Systems

• AVR: produced by Matsunaga Manufacturing

10.6 ACTION PLAN

10.6.1 MAJOR FINDINGS

Major findings of the Study are summarized as follows:

1) Key Issues on Traffic Management

Key issues on traffic management are as follows:

• Lack of efficient traffic demand management strategy and plan

• Weak Traffic Management and Enforcement

- There is no traffic management institution or unit in government agencies.

- The absence of a traffic unit has led to the lack of capacity in traffic management.

- Lack of funds for maintenance/ upgrading of transport infrastructure.

- Weak enforcement of traffic laws and regulations due to manpower and financial
constraints in the police force and the lack of traffic wardens as backup.

2) Insufficient Walkway and Road Markings

Widths and lengths of existing walkways for pedestrians are not sufficient. In addition, almost all
walkways are occupied by not only illegally parked cars, but also some advertisement displays
and/or some public facility such as an electric transformer. For these reasons, pedestrians utilize
the space allotted for vehicle carriageways. Consequently, insufficient walkways are susceptible
to traffic accidents.

In addition, some risky behaviors, such as disregarding stop-lines at junctions by drivers and
unregulated road crossing by pedestrians, were due to unmarked roadways.

3) Insufficient Parking Space

Illegal and on-street parking have generated some road safety problems such as occupancy of
pedestrian ways, reduction of road capacity, etc. For these reasons, “Measures to Improve Traffic
Flow in Kampala City” has been urgently proposed to restrict on-street parking as follows:

In general terms, a parking policy is needed to address parking issues holistically. On-street
parking represents a potentially hazardous and congestion, inducing use of public road space, and
it should be restricted whenever practical along major roadways.

However, it needs not only urgent measures, but also long term provisions in consideration of
introduction of BRT.

4) Inadequate Maintenance System for Traffic Signals

The most noted upgrades in traffic control system are the traffic signals, signs and markings.
However, the following issues presently exist in Kampala City:

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• Some traffic signals are not effectively functioning due to failure/damage and poor
maintenance
• Cycle time and phasing do not satisfy existing traffic flow and volumes
• Major signalized intersections without proper signal control
• Traffic signs and markings do not exist on roads and streets.

10.6.2 ACTION PLAN

(1) Traffic Management

1) Implementation of Low Cost Measures Suggested by the Task Force

The Study Team recommends implementation of many measures in the “Strategy for the
Improvement of Traffic Flow in Kampala in December 2009” suggested by the Task Force of
MoWT, KCC, UPF, MoLG and UNRA, as these can be implemented at relatively low costs
while waiting the introduction of permanent measures like BRT and flyovers.

2) Traffic Demand Management for GKMA / Kampala City Environment

The “demand-side strategy and measures” are more important in addressing traffic demand
management since availability of budget is insufficient and land acquisition to increase road
facilities is difficult. This is expected to meet the rapidly increasing traffic demand. Table 10.6.1
shows a preliminary study on major traffic demand management methods which could be
applicable to GKMA. The private sector participation and initiative are among the key
issues for the implementation of measures. Government initiative, strong political will and
understanding of all stakeholders and people are also required for its realization.

Table 10.6.1 Preliminary Study on the Application of Traffic Demand Management Methods
Item Measures Applicability in Uganda (GKMA) Current Stage Key Issue
Effectiveness1 Ease2 Cost3
Introduction of Enhancement of Public Transport FS / DD Stage Investor, Land
Appropriate Use (BRT) A B C (WB) acquisition
Traffic Means Enhancement of Public Transport Initial Study Investor, Road
Use (Large Bus) B B B (JICA) improvement
Cycles Ways A study in TSDP Narrow roadway,
B B B (WB) Hilly topography
Pedestrian Ways Narrow roadway,
B B A Hilly topography
Efficient Efficient Use of Cars (3 in one,
Traffic Demand Shared use) B B A
Control Efficient Use of Cars (no car No alternative
days) NA NA A transport means
Reduction of Traffic Demand Recommendation Private sector
(flexible working hours) A C A by JICA Expert initiative
Guidance on Traffic Control (regulation, etc) B B A
Appropriate Regulation (zone system, large On going KIIDP
Use of Vehicles vehicle pass, one way, etc) B A A
Parking Control A study in TSDP No alternative spaces
A C A (WB) and facilities, Poor
public transport
Implementation Government Leading Enforcing Strong government
of Integrated Regulation, Private Sector B B C initiative, Private
Traffic Policy Participation, etc sector participation
Urban Structure Change New structure Long term plan and
A C A plan (KIIDP) strategy, Private sector
participation
Notes: 1. A; very effective, B; effective, C; possible
2. A; very easy, B; easy, C; possible
3. A; low, B; medium, C; high
Source: JICA Study Team

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The Study Team recommends that MoWT jointly establish and operate a committee, participated
by the multiple sectors of government, agencies, business associations and academics, etc.

It is considered that dispatch of a team of advisors, long-term and short-terms experts specialized
in traffic management is necessary to assist in the establishment of the committee and its
operation.

3) Organizational and Institutional Arrangement of Traffic Unit

The Study Team recommends the establishment of a Traffic Unit as suggested by the Task
Force of MoWT, KCC, UNRA, UPF and MoLG, to perform overall traffic management of
GKMA. As availability of personnel and capacity is insufficient, planning and implementation of
capacity development is required. Expertise in traffic management is also insufficient to organize
relevant agencies and private sectors, and to operate the Traffic Unit.

The above recommended JICA advisors could assist in operation of the Traffic Unit.

(2) Development of Pedestrian Friendly Walkways (Footpath)

Although walking is one of the dominant and most economical modes of transport, the current
condition of the walkway facilities is very poor. The Study Team recommends conducting a
walkway development master plan study with the cooperation of the development partners. The
study should cover walkway (footpath) inventory, including width, condition, utility poles and
other obstructions, for KCC roads of about 600 km, pedestrian flow survey (volume, OD),
walkway development plan, including skywalks (pedestrian bridges) and implementation plan
preparation.

Electricity
Transformer
on Walkways Billboards on
Walkways

Walkways (Foot Path) in the CBD Walkways (Foot Path) in the CBD
Source: JICA Study Team
Figure 10.6.1 Example of Walkways (Footpath) in the CBD

(3) Parking in the CBD / City Center

1) Parking Study

Conduct a parking study as planned in TSDP, analyze current situations and establish a concrete
policy, strategy and plan to address parking and traffic congestion issues.

2) Efficient Utilization of Existing Parking Spaces and Facilities

The Study Team suggests the following:

• Maximize use of existing car parking spaces and facilities in the city center to minimize

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on-street parking.

• Increase on-street car parking fees in order to give pressure to parking users. Also, it
would encourage participation of private investors interested in building off-street car
parking facilities.

• Establish car park sharing scheme, in which car parking users are allowed to park at any
building within a particular zone, from which the management of the buildings share the
income generated from parking fees.

• Introduction of parking guide system to maximize parking space utilization and reduce the
traffic congestion caused by drivers looking for vacant parking spaces.

3) Development of New Parking Spaces and Facilities

Appropriate parking spaces and facilities are required to sustain business activities in the city
center as MRT/LRT network has not been provided yet. Since parking control would not be
much effective unless provided with alternative parking system and facilities and/or alternative
convenient public transport means, the Study Team also recommends:

• Construction of car parking complexes at vacant lands, including railway yards, in the city
center, without sacrificing green spaces and parks.

• Underground parking should also be considered with the participation of the private sector
(PPP).

• Redevelopment of open markets of Owino and Nakasero in the city center with the
provision of parking facilities at the basement.

• Move old and new taxi parks outside the city center, and construct combined facilities of
parking and commercial establishments as a part of downtown redevelopment.

These measures and redevelopment should be planned as part of the comprehensive urban
development planning for the long-term.

(4) Traffic Signal Operation and Maintenance in Kampala City

1) The Necessity of Upgrading Existing Facilities

• Change traffic lights to LED and/or Fluor Lamp Type

The production of bulbs for traffic signals was discontinued with the changing social
background. Consequently, procurement of bulbs takes forever lot of time. Hence traffic
signals with bulb type should be replaced with LED type. Advantages of LED type are: a)
reduction of maintenance cost, b) reduction of operation cost with its energy saving feature,
c) improvement of visibility.

• Enhancement of Power Supply System

Power supply system combined with UPS, AEG and AVR has a high advantage. In fact,
KCC is preparing to install this supply system to Bakuli Jct. Such supply system should
also be installed at other junctions.

2) Upgrading of Maintenance System

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• Systematic purchase of spare parts and tools

Sufficient quantities of necessary spare parts are procured by KCC. However, these spare
parts are not effectively used because essential tools for maintenance and repairs are not
sufficiently available. Hence, systematic purchase is required to carry out effective
maintenance.

• Sustainable maintenance system

In this study, a maintenance manual was prepared in line with the current condition of
KCC. However, accumulation of know-how and continuous trainings are still necessary for
the establishment of a sustainable maintenance system. Hence, continuous follow-up by an
expert or dispatching of an expert to KCC is recommended. In addition, construction of
traffic parks for conducting traffic safety education and/or training of maintenance of
traffic signals are also recommended.

3) Junction Configuration and Phasing

Change of cycle time of junctions with oversaturation (S>1.0) is described as ineffective.

However, from the viewpoint of service level, cycle time and/or phasing should be reviewed.

Table 10.6.2 Definition of Service Level for Signalized Junctions

Service Level Cycle Time (second)

A 70 s and below
B 70 s to 100 s
C 100 s and above
Source: JICA Study Team

In case that service level “C” is required, maximum cycle time should not be over 120 s. Even if
120 s and above is applied as necessary, 180 s should be set as the practical limit.

Frequently, long cycle times generate blockage of straight traffic due to queue of right-turning
traffic. Therefore, the reduction of cycle time can possibly alleviate traffic jam at junctions as the
queue is reduced.

Readjustments of cycle time, phasing and sprits are normally among the effective measures for
ensuring smooth traffic at junctions. The cycle time and phasing for traffic signals are decided
and adjusted based on actual demand. For this purpose, annual traffic survey will be necessary.
Of course, setting changes to traffic signals do not bring solution to all the problems encountered
at junctions. Geometric change including necessary lane-number and new road markings are also
required in conjunction with setting changes.

(5) The Supply of Traffic Control Facilities

Signalization of four priority junctions (Equatoria, Pride Theater, Nakulabye, Bwaise) in

Kampala City is currently in progress under KIIDP (World Bank financed). However, as the
current number of traffic lights is far from actual requirements on both traffic volume
(management) and safety, the Study Team will suggest a signalization plan and program.

Details of traffic signal planning are described in the manual prepared by the Study Team. The
following cases are generally the criteria for the introduction of traffic signal in Japan:

Case-1: In case the purpose is to control a traffic flow at junction:

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- Both main roads and connecting roads have a width of 10 m or more,

- Traffic volume in 12-hours is more than 7,000 vehicles, or
- Traffic volume in peak-hour (1 hour) is more than 700 vehicles.
Case-2: In case the purpose is to secure a traffic safety for pedestrians on road without junction:

- Traffic volume in 12-hours is more than 6,000 vehicles, or

- Traffic volume in peak-hour (1 hour) is more than 650 vehicles, or
- Number of pedestrians who cross the road is more than 200 persons per hour.
Other Cases:

- In case accident prevention is possible by traffic light.

- On school roads, at facilities for those with disabilities and at public facilities,
(6) Traffic Control Center

NTMP/GKMA planned the improvement including signalization of approximately 60 major

junctions. However, change from stand-alone signals to area and line controlled signalization is
required for the establishment of workable traffic control systems. As also recommended in
Chapter 8 (Road Traffic Safety Plan), the Study Team recommends commencement of a
centralized traffic control center establishment on traffic management aspects.

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CHAPTER 11 ENVIRONMENTAL AND SOCIAL

CONSIDERATIONS

11.1 BASIC APPROACHES FOR ENVIRONMENTAL AND SOCIAL

CONSIDERATIONS

11.1.1 BASIC APPROACHES FOR ENVIRONMENTAL AND SOCIAL

CONSIDERATIONS

Environmental Impact Assessment (EIA) is a systematic and inter-disciplinary evaluation of the

potential positive and negative environmental effects of a proposed project or program. EIA is a
tool for better planning to permit the integration of environmental concerns into the policy and
project planning process at the earliest possible planning and design stages. EIA identifies,
predicts and evaluates the foreseeable environmental impacts, both beneficial and adverse, of
project, with a view to eliminating, where possible, or minimizing the negative impacts while
optimizing the positive impacts.

Since the proposed projects are located in the Kampala urban area, a wide rage of negative and
positive impacts is anticipated for project implementation. “The JICA Guidelines for
Environmental and Social Considerations,” which came into force in April 2004, requires the
GOU taking appropriate considerations of environmental and social factors for planning,
preparation and implementation of the proposed projects.

On the other hand, in Uganda, Environmental Impact Study (EIStudy) is required for proposed
activities that are likely to have significant impacts on the natural and social environment. It is
stated that EIA is indispensable for all major roads and all roads in urban, scenic, wooded or
mountainous area. The principal guidelines of Uganda to be used for EIA are “Guidelines for
EIA in Uganda, 1997” and “EIA Guidelines for Road Projects, MoWT (MoWHC), 2007” which
are to be applied for the road sub-sector.

The environmental and social considerations in this study shall be conducted in accordance with
the environmental guidelines of both GOU and JICA. According to the “Minutes of Meeting on
Scope of Works for the Study” in 2007, the Uganda side is responsible for the environmental and
social considerations. The Study Team shall assist initiative of MoWT in the environmental and
social consideration activities.

The Initial Environmental Examination (IEE in the JICA guideline) was conducted for screening
and initial environmental evaluation of long list projects for selection of shortlist (priority)
projects for the Pre-FS candidates. According to the screening in the IEE, EIA will be required
for the Pre-FS projects in the FS stage and/or in the detailed design stage. EIStudy/EIA Study
will identify items and magnitude of negative impacts and their mitigation measures to eliminate
or minimize such impacts, establish recommended environmental management, and
comprehensive monitoring plans for implementation of the proposed project. Throughout the
EIA processes, appropriate public participation are ensured as a way of public input into the
planning and design in accordance with the EIA guidelines.

However, as this is a pre-feasibility study, the Study covers project briefing, screening and
scoping in the environmental guidelines of NEMA/MoWT, of Pre-FS Projects to recommend
the required EIStudy /EIA Study items and scopes in the next FS and/or detailed design
stages.

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11.1.2 ENVIRONMENTAL ADMINISTRATION ENTITIES OF GOU

The following entities are in charge of environmental issues:

(1) National Environmental Management Authority (NEMA)

The most supreme organization of the environmental administrations in Uganda is NEMA, a

semi-autonomous institution established in 1995. NEMA is responsible for undertaking
enforcement, compliance, review and monitoring of the EIA. In that regard, NEMA facilitates
the public participation for the environmental decision making, and exercises general supervision
for all environmental issues. NEMA deploys focal point of environmental issues for ministries
and local governments.

(2) Ministry of Works and Transport (MoWT)

There is an environmental section within the Ministry and two environmental officers are
seconded by NEMA as focal point that deals with all the environmental issues including EIA of
the projects of the Ministry. The Ministry implements all the road projects under its jurisdiction
by taking into consideration environmental issues in close relationship with NEMA through these
officers. MoWT has issued, in the year 2007, its own EIA guideline for all road and transport
projects under its jurisdiction, named “EIA Guidelines for Road Projects”. All road and transport
related projects under its jurisdiction should follow this guideline.

(3) Uganda National Roads Authority (UNRA)

This organization was established in July 2008. Officially, no environmental section or unit
exists within the current organization chart of UNRA, but one permanent environmental staff is
working at the Planning Department of UNRA. Basically, he is in charge of all EIA related
issues associated with road development projects supervised by UNRA.

(4) Local Environmental Committee

The committee members are appointed at the local government level. They are supposed to
examine the environmental matters including environmental and social considerations for any
development project.

(5) Ministry of Water and Environment

Key functions of the Ministry of Water and Environment (MWE) are to promote the rational and
sustainable utilization and/or development of water resources while conserving a relevant
surrounding watershed environment in Uganda. There are several divisions within the MWE.
The Directorate of Water Development (DWD) is in charge of the promotion of a sustainable use
of water resources.

(6) National Forest Authority (NFA)

The NFA was established under the National Forestry and Tree Planting Act, 2003. The NFA is
under the MWE, and is mainly in charge of the sustainable usage of the forest resources of
Uganda as well as stable environmental management of those resources.

11.1.3 ENVIRONMENTAL LAWS AND GUIDELINES OF GOU

The following are environmental-related laws and regulations including guidelines of GOU:

• The National Environmental Statute (Cap 153) of 1995;

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• Guidelines for EIA in Uganda, 1997, NEMA;

• The EIA Regulations, Gazette #28 of 1998;

• The National Environment (Conduct and Certification of Environmental Practitioner),

Regulations (# 85) of 2003;

• EIA Guideline for Road Projects, 2007, MoWT (MoWHC);

• The National Environment (Wetlands, River Banks and Lake Shores Management),
Regulations (#3) of 2000;

• Water Act (Cap 152) of 1997;

• The Mining Act of 2003; and

• The National Forestry and Tree Planting Act, 2003

11.2 COMPARISON OF EIA GUIDELINES BETWEEN GOU AND JICA

11.2.1 COMPARISON BETWEEN THE EIA GUIDELINES OF GOU AND JICA

There are no substantial differences about policy, definition and contents of EIA between the
EIA guidelines of GOU and JICA, except the objectives. The objectives of JICA guidelines are to
encourage the recipient governments (recipient countries of Japanese ODA) to take appropriate
consideration of environmental and social factors as well as to ensure that JICA’s support for
and examination of environmental and social factors are conducted accordingly.

The following table is a comparison between the Environmental Guidelines of GOU and JICA:

Table 11.2.1 Comparison between EIA Guidelines of GOU and JICA

Item Government of Uganda (GOU) JICA
[EIA Guideline for Road Projects, 2007, MoWT] [Guidelines for Environmental and Social
Considerations, 2004]
Policy • EIA is a system in which adverse • Definition of EIA is the same as that of
environmental impact can be foreseen, GOU’s
eliminated or mitigated for development • In Japan’s Official Development
projects Assistance (ODA) activities, both
• EIA process should be inter-disciplinary and countries do EIA together
transparent with stakeholder involvement • EIA content and process are basically
the same as those of GOU but the JICA
guideline must be also
reflected/included
Definition EIA is a systematic examination and/ or study that Though the terminology is different,
is conducted to determine whether of not project Environmental and Social Considerations
will have any adverse impact on the environment Studies means EIA
(natural and social)
Objectives EIA is to a tool for better planning and to permit To encourage the recipient governments to
the integration of environmental concerns into the take appropriate consideration of
policy and project planning process at the earliest environmental and social factors as well as to
possible planning and design stages ensure that JICA’s support for and
examination of environmental and social
factors are conducted accordingly
Category • IV: Projects which have significant adverse • A: Projects which have significant
(Screening) impacts and detailed EIStudy is required adverse impact and required in depth
• III: Projects which have some level of EIA study

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Item Government of Uganda (GOU) JICA

[EIA Guideline for Road Projects, 2007, MoWT] [Guidelines for Environmental and Social
Considerations, 2004]
environmental impact which require • B: Projects which have potential
Environment Impact Review (EIR) adverse impact that are less than
• II: Projects likely to have minor impacts but Category A
mitigation measures have been adequately • C: Projects which have minimal impact
identified and further studies are exempted
• I: Projects not having any significant
impacts. Exempt from EIA
Scoping • “Scoping” identifies the critical biophysical, • “Scoping” of JICA has the same
socio-economic, and cultural issues, which definitions as that of GOU’s in
will need to be addressed by the EIR or EIA principle
• Scoping exercise delineates the boundaries of • Scoping means deciding alternatives to
the Study area, identifies preliminary be analyzed, a range of significant and
alternatives, suggest a schedule of EIStudy, likely significant impacts, and study
and public involvement methods
• Scoping assists in the planning of EIStudy
and forms the basis of Terms of Reference
(TOR)
Public and • In this study, Public Consultation means all “Local stakeholder” means affected
Stakeholder the stakeholders including affected people individuals or groups, including squatters and
Consultation and communities local Non-government organizations
• Stakeholders’ meeting means all the (NGOs). “Stakeholder” means individuals or
technical persons and organizations or groups who have views about cooperation
entities including ministries and district projects, including local stakeholders
government staff
• Public/stakeholder consultation • Stakeholder (public) consultation
1) During the conduction of EIStudy 1) Scoping
2) After the conduction of EIStudy 2) During the conduction of EIA
• Stakeholder consultation Study (EIA)
1) Scoping 3) Draft Final Report
2) Review of the TOR for EIStudy
Decision 1. Review and comments on EIS (Environmental 1. EIA Report review by JICA and
Making Impact Statement) recommendation to MOFA
2. Approval of EIS 2. Approval of EIA by Recipient
3. Certificate of Approval of EIA (NEMA) Government (Certificate from GOU)
4. Decision on project implementation 3. Approval by JICA
4. Decision on project implementation
Source: JICA Study Team

As the terminology of EIA level study in the JICA Guideline is almost the same as EIStudy in
Uganda, it is hereinafter referred to as “EIStudy/EIA Study” or “EIA Study” in this report. It
seems that the proposed Pre-FS projects will be categorized into “IV” according to the MoWT
Environmental Guideline and Category B (or Category A) in the JICA Guideline. Hence, it
requires EIStudy in the MoWT Guideline and EIA level study in the JICA Guideline at their FS
and/or detailed design stages1.

11.2.2 FLOW OF THE EIS/EIA PROCESS OF GOU AND JICA

Figure 11.2.1 shows a flow chart of the EIA process of GOU and stakeholder meeting (public
consultation) requirements in the JICA guideline. The developer shall be referred to as MoWT.
To satisfy both guidelines, two stakeholder meetings and three public consultations (hearing) are
required during the FS.

1
New “GUIDELINES FOR ENVIRONMENTAL AND SOCIAL CONSIDERATIONS” of JICA was issued in
April 2010 and shall be applied for the FS and DD of the proposed Pre-FS projects in this Study.

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The Study Team will assist MoWT taking appropriate actions to meet both the environmental
guidelines of JICA and NEMA/MoWT. The Study covers project belief, screening and
pre-scoping activities for the EIStudy/EIA Study which should be conducted in the FS and/or
detailed design stages. Two stakeholder meetings will be held during this Pre-FS period. Three
public consultations are required to meet the JICA guideline during the FS stage.

EIStudy (EIA) Process Flow of Uganda JICA EIA

Guideline

Developer MoWT Output & Input

Submission of Project Brief to Project brief forwarded to

the Authority MoWT lead agency

Authority and lead agency

Screening consultation of project brief
NEMA

SCREENING 1 SCREENING 2 SCREENING 3

Whether project is Whether Project Requires Whether Adequate Mitigation Certificate of approval of EIS
exempt from Mandatory EIA Measures have been
Environmental Impact
Incorporated
Assessment (EIA) (Category IV Project)

Stakeholder consultations on Stakeholder

Environmental SCOPING
MOWT Scope Meeting (Public
Impact Study
(EIStudy) (Public Consultation also required) Consultation No.1)
on Scoping
TORs MOWT
Authority, lead agency and
NEMA Review of TORs stakeholder consultations
on TORs
Stakeholder
Meeting (PC No.2)
on Intermediate
EIStudy and Collection of EIA result
Information Public and stakeholder
consultations
MOWT Stakeholder
Meeting (PC No.3)
on Draft Final EIA
Report
Preparation of Environmental
Impact Statement (EIS) MOWT
Lead agency and public
comments and review

Decision Making Review and Comment on EIS Any further stakeholders

and lead agency comments
NEMA Approval of EIS
Certificate of approval of
the EIA
Decision on Project
Implementation MoWT
Record of decision

Implementation Action by Developer MoWT

Note: Process Flow required for the Pre-FS Projects

Source: The Study Team, based on Guidelines for EIA in Uganda, 1997 and EIA Guidelines for Road Projects, MoWT, 2007

Figure 11.2.1 Flow Chart of EIA Process of GOU and JICA

11.3 SCREENING FOR PRE-FS LONG LIST OF PROJECTS

(1) Screening for Pre-FS Long List of Projects in Interim Report I

The Study Team studied screening items (check list for environmental impacts identification) in
the environmental guidelines of Uganda and JICA, and confirmed that there are no substantial
differences between these two guidelines. The Study Team designed the screening matrix (Initial
Environmental Examination in the JICA Guideline) for assessment of the Pre-FS long list
projects to meet the items of both guidelines. It is composed of three main items and thirty-eight

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sub-items in three project phases (pre-construction, construction and post-construction) as shown

in Table 11.3.1 on the next page. The three main items are socio-economic environment, natural
environment, and pollution.

Of the four components of long lists projects, the first, second, and third components were
subjected to implementation in the short (by 2013) to medium-term (by 2018) and the fourth
component in the long-term (by 2023). The environmental screening was conducted for the short
to medium-term projects since the objective of short listing is to select candidate projects for the
Official Development Assistance of GOJ in the short to medium-term.

The Study Team conducted screenings for environmental and social consideration on the Pre-FS
long list projects based on the site reconnaissance survey, preliminary planning, and satellite
maps to identify environmental and social impacts. The following table shows screening
(assessment) criteria adopted by the Study Team. Both negative and positive impacts were
assessed with four levels.

Negative Impact Positive Impact Overall Impact*

A- ; Significant A+ ; Significant A ; Significant
B- ; Minor B+ ; Minor B ; Minor
C- ; Negligible C+ ; Negligible C ; Negligible
D- ; Unknown D+ ; Unknown D ; Unknown
Note: Positive Impact is indicated with "+" and negative impact is indicated with "-".

Special attention was paid to land acquisition and resettlement requirements as these are the most
critical issues when project is implemented in urban area. These two items were considered in the
multi criteria analysis for the selection of short listed projects from among those in the long list
(refer to Section 6.3).

Table 11.3.2 shows a summary of negative and positive screenings for 15 long list projects in
components one, two and three (refer to Annex 5 for screenings of long list projects). Major
impacts are located in the items listed in the following table:

Socio-economic Environment Natural Environment Pollution

z Migration of populations/ z Soil erosion z Air
involuntary resettlement z Flora z Water
z Land acquisition z Water resources z Soil
z Existing social infrastructure and z Drainage and flood z Solid waste
services z Global warming z Noise and vibration
z Vulnerable people z Emanating odor
z Infectious diseases/public health
z Traffic jam
z Traffic accident

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Table 11.3.1 Screening (IEE) Matrix Form for Pre-FS Long List Projects
Item Description of Possible Impacts Evaluation**
Overall Pre-c Const Post-c
Socio-economic Environment
a) Number of houses/buildings to be moved (no) *
1 Migration of populations/ involuntary resettlement
b) Number of households to be moved (no)
2 Land acquisition Area of land acquisition required (ha)***
3 Land use and local resources Change of land use system and local resources
4 Impact on local economy Employment, livelihood, income generating activities, etc
5 Social institutions Social capital, local decision-making system, etc.
6 Existing Social infrastructure and services Impact on access to social infrastructure and services, etc.
7 Vulnerable people Impact on vulnerable people (poverty)
8 Equality in development process Equality of benefits and losses in development process
9 Conflict in development process Local conflicts of interests in development process
10 Gender Impact on gender issues
Interruption of children's schooling, increase of traffic
11 Children's rights
accident, etc
12 Cultural heritage Vulnerability, aesthetic damage, etc
Impact on infectious disease, in particular, STD such as
13 Infectious diseases/public health
HIV/AIDS
14 Traffic jam Increase of traffic jams
15 Traffic accident Increase and/or decrease traffic accident
16 Agriculture Loss of land, crops, access to markets
17 Livestock Livestock movement, damage to structures
Natural Environment
18 Geography Geographical conditions
19 Geology Geological conditions
20 Soil erosion Impact on soil stability
21 Fauna Impact on fauna ecology
22 Flora Impact on flora ecology
23 Ground water Effect on ground water
24 Water resources Effect on the surface water including river, lake, etc.
25 Coastal environment (Lake Victoria) Effect on the coastal environment
26 Oceanographic changes (Lake Victoria) Effect on the oceanographic change
27 Protected areas Effect on natural/ecological reserves and sanctuaries
28 Drainage and flood Effect on drainage and flood
29 Localized climatic changes Effect on local climatic change
30 Global warming Effect on the Global Warming Issues
Pollution
31 Air Air pollution
32 Water Water pollution
33 Soil Soil pollution
34 Solid waste Solid waste, industrial discharge management
35 Noise and vibration Effect of noise and vibration
36 Large scale ground settlement Effect of ground settlement
37 Emanating odor Offensive odor
38 Water bottom/sludge Pollution on the water bottom and sludge and influence
Notes:
*These numbers have been identified through satellite picture examination and site survey.
** Pre-c: Pre construction, Const: During construction, Post-c: Post construction period
*** Area of land required in ha (ROW area to be acquired in ha)
Source: JICA Study Team

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 Item / Description Project No
Flyover Road Widening with Junction Improvement Individual Junction Improvement
Final Report

1.1 1.2 2.1 2.1a 2.2 2.3 2.4 2.5 3.1 3.2 3.3 3.4 3.5 3.6 3.7
Socio-economic Environment
1 Migration of populations/ involuntary resettlement C C B- A- A- A- B- C B- B- B- B- C A- B-
2 Land acquisition B- B- A- A- A- A- B- B- B- B- B- B- C B- B-
in the Republic of Uganda

3 Land use and local resources B+ B+ C C C C C C C C C C C C C

4 Impact on local economy A+ B+ B+ A+ A+/B- A+/A- A+ B+ B+/B- C B+/B- C C B- A+
Table 11.3.2

5 Social institutions C C C C C C C C C C C C C C B-

Source: JICA Study Team

6 Existing Social infrastructure and services B+/B- B+/B- B+/B- B+/B- B+/B- B+/B- B+/B- C B+/B- C C C B+/B- B- B+/B-
7 Vulnerable people B+ C B+ B+ B+ B+ B+ C B+/B- C C C C B- B+
8 Equality in development process C C C C C C C C C C C C C C C
9 Conflict in development process C C C C C C C C C C C C C C C
10 Gender C C C C C C C C C C C C C C C
11 Children's rights C C C C B- B- C B- C C C C C C C
12 Cultural heritage B- B- C C C C C C C C C C C C B-
13 Infectious diseases/public health B- B- B- B- B- B- B- B- B- B- B- B- B- B- B-
14 Traffic jam A+/A- A+/A- A+/A- A+/A- A+/A- A+/A- A+/A- B+/B- A-/B+ A-/B+ A-/B+ A-/B+ B- A- A+/A-
15 Traffic accident B+/B- B+/B- B+/B- B+/B- B- B+/B- B+/B- B- B- B+/B- B+/B- B+/B- A+/B- B+/B- A+/B-
16 Agriculture C C C C C C C C C C C C C C C
17 Livestock C C C C C C C C C C C C C C C

11-8
Natural Environment
18 Geography C C C C C C C C C C C C C C C
19 Geology C C C C C C C C C C C C C C C
20 Soil erosion B- B- B- B- B- B- B- B- B- B- B- B- B- B- B-
The Study on Greater Kampala Road Network and Transport Improvement

21 Fauna B- C C C C C C C C C C C C C C
22 Flora B- C B- B- B- B- B- C C C C C C C C
23 Ground water C C C C C C C C C C C C C C C
24 Water resources B- B- B- B- C C B- C C C C C C B- B-
25 Coastal environment (Lake Victoria) C C C C C C C C C C C C C C C
26 Oceanographic changes (Lake Victoria) C C C C C C C C C C C C C C C
27 Protected areas NA NA NA NA NA NA NA NA NA NA NA NA NA NA NA
28 Drainage and flood C C B+ B+ C C C B+ C C C C C C C
29 Localized climatic changes C C C C C C C C C C C C C C C
30 Global warming A+ A+ B+ B+ B+ B+ B+ C B+ B+ B+ B+ C C B+
Pollution
31 Air A+/B- A+/B- A+/B- A+/B- A+/B- A+/B- A+/B- B- B+/B- B+/B- B+/B- B+/B- B- B- A+/B-
Summary of Screenings (IEE) for Pre-FS Long List Projects

32 Water B- B- B- B- B- B- B- B- B- B- B- B- B- B- B-
33 Soil B- B- B- B- B- B- B- B- B- B- B- B- B- B- B-
34 Solid waste A- A- A- A- A- A- A- A- B- B- B- B- B- B- B-
35 Noise and vibration A- A- A- A- A- A- A- A- B- B- B- B- B- B- B-
36 Large scale ground settlement C C C C C C C C C C C C C C C
37 Emanating odor B- B- B- B- B- B- B- B- B- B- B- B- B- B- B-
38 Water bottom/sludge C C C C C C C C C C C C C C C
November 2010

Note: Refer to Annex 5 as to details.

Final Report
The Study on Greater Kampala Road Network and Transport Improvement
in the Republic of Uganda November 2010

The Study Team drew preliminary road alignments and junction improvement plans on the GIS
and satellite maps using AutoCAD. On that, the Study Team identified buildings and houses
which might be required for resettlement, and then confirmed their condition by field
reconnaissance survey. The number of households, which might be moved (resettlement
requirements), was estimated multiplying the number of buildings/houses that exist within the
required new ROW in the preliminary plan by a factor of two to five households per
buildings/houses based on site survey.

(2) Screening for Pre-FS Long List of Projects in Interim Report II / Draft Final Report

A pre-feasibility study for BRT has been conducted in parallel with the JICA Study since
November 2009. Draft Final Report and Final Report of BRT Pre-FS was submitted in April and
May 2010, respectively, and accepted by MoWT accordingly. Since the BRT project is one of the
priority projects in the National Development Plan (NDP) and NTMP/GKMA, an introduction of
BRT is a given condition for JICA Pre-FS and it is required to plan the JICA Pre-FS projects in
good coordination with the BRT plan.

However, it has become clear that the short and long list projects in Interim Report I are directly
or indirectly affected by the BRT introduction as analyzed in Section 6.5. Taking the latest
development of BRT study, the Study Team has reviewed the sub-projects (Table 11.3.2) of the
long list of projects during the Interim Report I stage as summarized in Table 11.3.3. The
sub-projects in the initial long list but located on the BRT pilot project routes were omitted from
the long list for improvement, including road widening and junction improvement, which shall
be undertaken during the BRT FS/detailed design.

The Study Team also reviewed requirements for widening of Makerere Hill Road from four-lane
dual carriageway to six-lane carriageway road as BRT is introduced on this route. The
preliminary estimated cost, land acquisition, and resettlement are revised as shown in the
following table.

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The following Table 11.3.3 summarizes a review of the long list project.

Table 11.3.3 Review of Long List of Projects

No. Sub-projects in Long List of Review of Sub-projects in Interim Reason of Review
Interim Report I Report II/ Draft Final Report
1.1 Jinja-Kampala Rds Flyover Changed to Yusufu Lule – Change of the main traffic flows
Mukwano Rds Flyover from Jinja – Kampala Rds to
Yusufu Lule – Mukwano Rds
Flyover by BRT introduction
1.2 Jinja - Yusufu Lule Rds • Jinja - Yusufu Lule Rds Add flyovers to take the right
Flyover (Right-turn) Flyover (Right-turn) as Interim traffic, reduce conflicts with the
Report I BRT from Mukwano Rd to Jinja
• Provide Mukwano – Jinja Rds Rd at Jinja Road Jct.
Flyover (Right-turn)
1.3 Kampala Rd – Queen’s Way Change to Mengo Hill - Nsambya Since the Kampala/Entebbe Rds
Flyover / Mukwano Rds or Queen’s Way – Jct is closed for the general traffic
Nsambya / Mukwano Rds Flyover and a BRT station is anticipated at
Clock Tower Jct the start of point of the K-Q
flyover, the original plan conflicts
with the BRT plan.
2.1 Jinja Road (Port Bell Jct - Omitted Omission since this is on BRT
Banda/Northern Bypass Pilot Project
Section)
2.1a Jinja Road (Banda - Northern Omitted Omission since this is on BRT
Bypass Section) Pilot Project
2.2 Bombo Road (Makerere Rbt - Omitted Omission since this is on BRT
Northern Bypass Section), Pilot Project
including Makerere Rbt
Flyover
2.3 Makerere Hill Road, Dual carriageway from 4 lanes to 2 lanes x 2 ways for the general
including Sir Apollo Kaggwa 6 lanes traffic and 2 dedicated lanes for
Rd Jct BRT on this road
2.4 Mukwano Rd, including No change in principle
Mukwano Rbt and Nsambya
Jct Capacity Improvement
2.5 Mutesa Rd - Kaweesa Rd - No change
Kabasu Rd (South Inner Ring
Road)
2.6 Widening of Queen’s Way and Addition taking request of MoWT
Flyover on Kibuye Rbt into account
3.1 Hoima Rd - Kimera/ Masiro No change in principle
Kawaala Rd Jct (Kasubi Jct)
3.2 Kira Road - Acacia/ Babiha No change in principle
Av/Kayunga Rd
3.3 Kira Rd - Ntinda Rd Jct No change in principle
3.4 Port Bell (Nakawa) - Old Port No change in principle
Bell Rd Jct
3.5 Jinja Rd - Lugogo Bypass Omitted Omission since this is on BRT
Junction Improvement Pilot Project
3.6 Ben Kiwanuka Rd - Luwum No change in principle
St Jct
3.7 Shoprite & Clock Tower Jcts No change in principle
Traffic Safety Improvement
Source: JICA Study Team

Table 11.3.5 shows a summary of the negative and positive screenings for 13 projects in the
revised long list (refer to Annex 5 for screenings of the long list of projects). Major impacts are
located in the items listed in the following table.

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Table 11.3.4 Summary of Screenings (IEE) for Pre-FS Long List of Projects
Item / Description Project No
Flyover Road Widening with Junction Improve Individual Junction Improvement
1.1 1.2 1.3 2.3 2.4 2.5 2.6 3.1 3.2 3.3 3.4 3.6 3.7
Socio-economic Environment
1 Migration of populations/ involuntary resettlement B- B- B- A- B- C A- B- B- B- B- A- B-
2 Land acquisition B- B- B- A- A- B- A- B- B- B- B- B- B-
3 Land use and local resources B+/B- B+/B- B+/B- C C C C C C C C C C
4 Impact on local economy A+ B+ B+ A+/A- A+/B+ B+ A+/A- B+/B- C B+/B- C B- A+/B+
5 Social institutions C C C C C C C C C C C C B-
6 Existing Social infrastructure and services B+/B- B+/B- B+/B- B+/B- B+/B- C B+/B- B+/B- C C C B- B+/B-
7 Vulnerable people B+ B+ B+ B+ B+ C B+/B- B+/B- C C C B- B+
8 Equality in development process C C C C C C C C C C C C C
9 Conflict in development process C C C C C C C C C C C C C
10 Gender C C C C C C C C C C C C C
11 Children's rights C C C B- C B- C C C C C C C
12 Cultural heritage B- B- A- C C C C C C C C C B-
13 Infectious diseases/public health B- B- B- B- B- B- B- B- B- B- B- B- B-
14 Traffic jam A+/A- A+/A- A+/A- A+/A- A+/A+ A+/B- A+/A- A-/B+ A-/B+ A-/B+ A-/B+ A- A+/A-
15 Traffic accident B+/B- B+/B- B+/B- B+/B- B+/B- B- B+/B- B- B+/B- B+/B- B+/B- B+/B- A+/B-
16 Agriculture C C C C C C C C C C C C C
17 Livestock C C C C C C C C C C C C C
Natural Environment
18 Geography C C C C C C C C C C C C C
19 Geology C C C C C C C C C C C C C
20 Soil erosion B- B- B- B- B- B- B- B- B- B- B- B- B-
21 Fauna B- C C C C C C C C C C C C
22 Flora B- C C B- B- C B- C C C C C C
23 Ground water C C C C C C C C C C C C C
24 Water resources B- B- B- C B- C C C C C C B- B-
25 Coastal environment (Victoria Lake) C C C C C C C C C C C C C
26 Oceanographic changes (Victoria Lake) C C C C C C C C C C C C C
27 Protected areas NA NA NA NA NA NA NA NA NA NA NA NA NA
28 Drainage and flood C C C C C B+ C C C C C C C
29 Localized climatic changes C C C C C C C C C C C C C
30 Global warming A+ A+ A+ B+ B+ C A+ B+ B+ B+ B+ C B+
Pollution
31 Air A+/B- A+/B- A+/B- A+/B- A+/B- B- A+/B- B+/B- B+/B- B+/B- B+/B- B- A+/B-
32 Water B- B- B- B- B- B- B- B- B- B- B- B- B-
33 Soil B- B- B- B- B- B- B- B- B- B- B- B- B-
34 Solid waste A- A- A- A- A- A- A- B- B- B- B- B- B-
35 Noise and vibration A- A- A- A- A- A- A- B- B- B- B- B- B-
36 Large scale ground settlement C C C C C C C C C C C C C
37 Emanating odor B- B- B- B- B- B- B- B- B- B- B- B- B-
38 Water bottom/sludge C C C C C C C C C C C C C
Source: JICA Study Team

(3) Interruption of Right to Sunlight

The Study Team conducted a desktop study to confirm interruption of sunlight to residential and
commercial buildings by construction of the flyovers though there is almost no change in
sunlight duration through the year since Uganda is located near the equator. The Study Team
conducted the sunlight right study only for the flyover of Project 1.1, Yusufu Lule – Mukwano
Rds Flyover as this is constructed along the commercial buildings and hotel. Other flyovers will
not disturb private buildings.

As there are no regulations about the right to sunlight in Uganda, the Study Team conducted a
study based on a Japanese common method. The planned Yusufu Lule – Mukwano Roads flyover
is approximately 13 m wide and 10 – 12 m high and the flyover will interrupt sunlight as a slant
angle of 1 in horizontal and 1 in vertical. As shown in Figure 11.3.1, the flyover will not interrupt
the right of sunlight. In other words, there is an appropriate space between the flyover and
buildings.

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To North
Buildings Buildings
along are more than
Yusufu 5 m away from
Lule Road Yusufu Lule
13000
1500 3500 1000 3500 1500 Road
1.00 750 250 250 750

e
Lin
lant
1.25
ht S
lig

10000 - 12000
ROW

Sun
th
Nor

SIDEWALK SIDEWALK
3000 7000 7000 3000

ROW
500 250 250 500

2900-3000 (Exiting Width of Yusufu Lule Road）

Source: The Study Team

Figure 11.3.1 A Study on Interruption of Right of Sunlight by Yusufu Lule – Mukwano Rds Flyover

11.4 SCOPING FOR PRE-FS PROJECTS

11.4.1 OVERVIEW

The scoping defines the boundaries of the study area, study items, study methods and schedule of
the EIStudy/EIA Study (EIStudy in Uganda is equivalent to EIA level study in the JICA
guideline). It identifies preliminary alternatives, a range of significant and likely significant
impacts, and makes assessment on study items. The scoping also includes extent of public
involvement required during the EIStudy/EIA Study, and identifies the full range of stakeholders
who may be interested in or affected by the project. The scoping is basis in the planning of the
EIA Study and preparation of TOR for the FS and/or detailed design stages.

The Study Team recommended to MoWT and JICA five shortlisted projects selected based on
multi criteria analysis (national plans, engineering, socio-economic and environmental aspects)
and giving priority to the strengthening and bottleneck improvement of the east-west corridor for
the pre-FS in Interim Report I (March 2010). The Study Team held a series of meetings with key
stakeholders (MoWT, UNRA and KCC) and JICA on the selection of long and short lists of
pre-FS projects.

JICA and MoWT have finally agreed on three projects subjected to Pre-FS (refer to Chapter 6)
from among the recommended five shortlisted projects in the Interim Report I stage. Preliminary
design will be conducted for these Pre-FS projects for which both the GOJ and the GOU agreed
during the Interim Report II and Draft Final Report Stage.

Only IEE (screening) will be conducted. Although the Study will mainly cover project briefing
and screening, it will also include part of the scoping required for the FS and/or detailed design
stage. The target projects subject to scoping for the EIStudy (full EIA) are shown in the
following table and Figure 11.4.1.

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The scope of the EIA Study should cover a wide range of activities during the pre-construction,
construction, and post-construction phases which might cause negative or positive impact on the
natural and social environment. The EIA Study should deeply study the environmental and social
impacts of the items screened (IEE) in this Pre-FS. The EIA Study needs to include planning
mitigation measures and alternatives to minimize any adverse negative impact and/or to
maximize positive impacts. It should also include establishment of an environmental
management plan and a comprehensive monitoring plan by project.
Table 11.4.1 Pre-FS Projects subjected to the EIStudy (EIA Study) in the FS and/or Detailed
Design Stages
Project Project Name Basic Project Concept Implementation
No Period
Project Box-culvert Carriageway &
Length Name (works) Number of Lanes &
(km) Junction Improvement
1* ▪Yusufu Lule - 1.7 Nakivubo Dual Carriageway (1- Medium Term
(1.1) Mukwano Rds Flyover Channel lane for each (2013-2018)
(Widening) direction)
(1.2) ▪ Jinja - Yusufu Lule 1.1 Kitante Channel One-way 2-lanes Medium Term
Rds Right-turn Flyover (2013-2018)
▪ Mukwano - Jinja Rds 0.8 Kitante Channel One-way 1-lane Medium Term
Right-turn Flyover (2013-2018)
▪ Yusufu Lule - Nile 0.4 One-way 1-lane Medium Term
Avenue Rds Left-turn (2013-2018)
Flyover
(1.3) Mengo Hill - Mukwano 0.6 Dual Carriageway (1- Long-term
Rds Flyover (over Clock lane for each (2018-2023)
Tower) direction)
2 Mukwano Rd Widening, 1.8 Nakivubo Dual Carriageway Medium Term
(2.4) including Mukwano Rbt Channel (Add. 2 lanes) & (2013-2018)
and Nsambya Jct (Widening) Mukwano Rbt and
Capacity Improvement Nsambya Jct
3 Shoprite & Clock Tower Two Nakivubo Pedestrian Bridges and Medium Term
(3.7) Jcts Traffic Safety Junctions Channel Separated Left-turn (2013-2018)
Improvement (Widening) Lanes
Note: * The flyovers in Interim Report I were modified to the above in Interim Report II (refer to Section 6.6).
Source: JICA Study Team

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1.2 Jinja - Yusufu Lule

Rds Flyover & Mkwano - N
Jinja Rds Flyover (Right-
turn)

Jinja Jct

Mukwano Rbt

1.1 Yusufu Lule - Mukwano

Rds Flyover

3.7
Shoprite/Clock
Tower Jcts Traffic
Safety
Nsambya /
Kkibuli Jct 2.4 Mukwano Rd Widening,
including Mukwano Rbt &
Nsambya Jct Capacity
Improvement
1.3 Mengi Hii or Queen's
Way - Nsambya/ Mukwano
Rds Flyover

Source: JICA Study Team

Figure 11.4.1 Location Map of Short List Projects subjected to the EIStudy/EIA Study

11.4.2 SCOPING OF PROJECT

(1) Area of the EIA Study

The EIA Study Area should include the project sites in Figure 11.4.1 and their vicinity, which
were influenced directly or indirectly by the Pre-FS projects. The EIA Study area shall also cover
expected borrow pits/quarries of soil, sand, gravel and crushed stones, and expected camp sites
for the contractors. Figures 11.4.2 and 11.4.3 show these borrow pits and quarries which might
be used for the projects.

Source: Nakivubo Channel Rehabilitation Project, 2002, MoLG / KCC

Figure 11.4.2 Gravel Borrow Pits which might be used for Pre-FS Projects

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Source: Nakivubo Channel Rehabilitation Project, 2002, MoLG / KCC

Figure 11.4.3 Crushed Stone Quarries and Sand Borrow Pits which might be Used for Pre-FS Projects

(2) Preliminary Alternative Plan Study

The Study Team has studied the preliminary alternative plans including “no project alternative
(zero-option)” for Pre-FS projects. The results are as follows:

Project Project Name Preliminary Alternatives Preliminary Evaluation

No.
1.1 Yusufu Lule - (1) Flyover between Yusufu Best plan on technical aspects to support BRT plan
Mukwano Rds Lule Rd and Mukwano (pilot route) and minimize traffic congestion
Flyover Rd
(2) Widening of Existing Rd • Conflict with the BRT on Jinja – Kampala Rds
from 4 lanes to 8 lanes • Requirement of more resettlement
(3) No project alternative • Unbearable congestion on Jinja Jct and
(zero-option) Africana Rbt
• Conflict with the BRT on Jinja – Kampala Rds
1.2 Jinja - Yusufu (1) Flyover from Jinja Rd to Best plan on technical aspects to support BRT plan
Lule Rds Yusufu Lule Rd (pilot route) and minimize traffic congestion
Right-turn (right-turn)
Flyover
(2) Widening of Existing Rd Conflict with the BRT on Jinja – Kampala Rds

(3) No project alternative • Unbearable congestion on Jinja Jct and

(zero-option) Africana Rbt
• Conflict with the BRT on Jinja – Kampala Rds
Mukwano - Jinja (1) Flyover from Mukwano Best plan on technical aspects to support BRT plan
Rds Right-turn Rd to Jinja Rd (pilot route) and minimize traffic congestion
Flyover (right-turn)
(2) Widening of Existing Rd Conflict with the BRT on Jinja – Kampala Rds

(3) No project alterative • Unbearable congestion on Jinja Jct and

(zero-option) Africana Rbt
• Conflict with the BRT on Jinja – Kampala Rds
Yusufu Lule - (1) Flyover from Mukwano Best plan on technical aspects to support BRT plan
Nile Avenue Rds Rd to Jinja Rd (pilot route) and minimize traffic congestion

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Project Project Name Preliminary Alternatives Preliminary Evaluation

No.
Left-turn Flyover (right-turn)
(2) No project alternative • Unbearable congestion on Nile Avenue Rbt
(zero-option) • Conflict with the BRT at Jinja Jct
1.3 Mengo Hill - (1) Flyover from Mengo • Best plan on technical aspects to support BRT
Mukwano Rds Hill Rd to Nsambya Rd plan (pilot route) and minimize traffic
Flyover (over congestion at Clock Tower Jct
Clock Tower)
Or (2) Flyover from Queen’s • Further study will be required for development
Clock Tower – Way to Nsambya Rd of Queen’s Way for both BRT and the general
Mukwano Rd (Right-turn) traffic
Flyover (3) Extension of above • Further study will be required for development
Right-turn over flyover up to after of the future railway re-operation to Kasese
Clock Tower Nsambya Jct, by and/or introduction of passenger trains between
crossing over the Kampala city center and for Busega
railways line
(4) Widening of Existing Rd • Conflict with the BRT at Clock Tower Jct
and Junctions
(5) No project alternative • Unbearable congestion on Nile Avenue Rbt
(zero-option) • Conflict with the BRT at Clock Tower Jct
2 Mukwano Rd (1) Road widening from 2 Best alternative on environmental aspects (less
(2.4) Widening, lanes to 4 lanes resettlement requirements) and cost
including
(2) No project alternative As severe traffic congestion continues, this
Mukwano Rbt
(zero-option) alternative will give high negative impacts on both
and Nsambya Jct
national and regional economy
Capacity
Improvement
3 Shoprite & (1) • Pedestrian bridge Best alternative on traffic safety improvement and
(3.7) Clock Tower construction environmental aspects (less resettlement
Jcts Traffic • Additional lane requirements) by segregating vehicles and
Safety construction non-motorized traffic
Improvement
(2) Flyover construction • Technically best plan
over Shoprite and Clock • High cost
Tower Jcts
• Construction would not be feasible as it causes
too much congestion during construction
• A flyover will be planned between Mengo Hill
Rd – Mukwano Road crossing over Clock
Tower to minimize new traffic congestion by
BRT
(3) No project alternative As high traffic accidents and severe traffic
(zero-option) congestion continues, this alternative will give high
negative impact on both the national and regional
economy
Source: JICA Study Team

The above alternative plans should be reviewed and re-evaluated at the feasibility and detailed
design stage.

(3) Items for the EIStudy/EIA Study

The recommended items subjected to the EIA study should be those of which impacts are
assessed as significant or minor (A+, A-, B+, B-) in the screening (IEE). No items were assessed
to be of unknown impacts (D). Tables 11.4.2 - 11.4.5 show the EIA Study items recommended
by the Study Team for the Pre-FS projects. It should be noted that the evaluation results are
presented in a qualitative manner in accordance with the scope of the study for the Pre-FS stage,
the quantitative analysis for each item would be required in the next stage of feasibility study.

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in the Republic of Uganda November 2010

Table 11.4.2 Recommended Items of Scoping for Project No.1.1, Yusufu Lule - Mukwano
Roads Flyover Project
Project No: 1.1 Mukwano - Yusufu Lule Rds Flyover (Project length; 1.7km)
(Final Short-List for Pre-F/S)
Item Description of Possible Impacts Evaluation**
Overall Pre-c Const Post-c Reasons****
Socio-economic Environment
1 Migration of a) Number of buildings to be moved (no) * B- B-, 1 (-) Involuntary Resettlement of 1 household
populations/ involuntary b) Number of households to be moved (no) (1HH)
resettlement in parentheses

2 Land acquisition Total Area of land acquisition required B- B-, 0.52 (-) Both public and private land acquisition
(ha) and private land in parentheses (0.11)
3 Land use and local Change of land use system and local B+/B- B- B+ (-) Agreement on change of land use is required
resources resources among different groups and stakeholders.
(+) Change of the inefficient public land to
business use

4 Impact on local Employment, livelihood, income A+ B+ A+ (+) Employment of residents for construction.
economy generating activities, etc (+) Change of the inefficient public land to
business use and creation of new employment

6 Existing Social Impact on access to social B+/B- B- B+ (-) Traffic jam of access roads to shopping
infrastructure and infrastructure and services, etc. centers, parks, and government offices during
services construction.
(+) Improvement of accesses to shopping centers
and government offices

7 Vulnerable people Impact on vulnerable people (poverty) B+ B+ B+ (+) Employment of poor people for construction.
(+) Improvement of accesses to Kibuli Market
and Mosque

12 Cultural heritage Vulnerability, aesthetic damage, etc B- B- B- (-) Change of a traditional view of Kampala Main
Junctions
13 Infectious diseases Impact on infectious disease, in B- B- B- (-) Many workers mobilized for work
particular, STD such as HIV/AIDS
14 Traffic jam Increase of traffic jams A+/A- A- A+ (-) Traffic congestion during construction
(+) Traffic congestion improvement after
construction due to capacity increase of junctions

15 Traffic accident Increase and/or decrease traffic B+/B- B- B+ (-) More traffic accidents due to traffic congestion
accident and narrowed roadways during construction
(+) Traffic safety improvement due to diversion
of substantial traffic to flyover

Natural Environment
20 Soil erosion Impact on soil stability B- B- (-) Earthworks during construction
21 Fauna Impact on fauna ecology B- B- (-) Birds at park
22 Flora Impact on flora ecology B- B- (-) Cut of trees along median and in the park

24 Water resources Effect on the surface water including B- B- (-) Mud and wasted water flow into Kitante
river, lake, etc. Channel and Nakivubo Channel
30 Global warming Effect on the Global Warming Issues A+ A+ (+) CO2 reduction by traffic congestion
improvement
Pollution
31 Air Air pollution A+/B- B- A+ (-) More prolusion by traffic congestion during
construction
(+) Improvement of air quality by improvement of
traffic congestion
32 Water Water pollution B- B- (-) Water prolusion by spilled oils from
construction plant and vehicles
(-) Mud water flow from construction
(-) Sewage water from camps
33 Soil Soil pollution B- B- (-) Dust from construction sites
34 Solid waste Solid waste, industrial discharge A- A- (-) Waste of excess soils from construction
management (-) Solid waste from camps
35 Noise and vibration Effect of noise and vibration A- A- (-) Noise and vibration by construction plant
and vehicles
37 Emanating odor Offensive odor B- B- (-) Bad smell of asphalt during mixing and
construction
Notes:
*These numbers have been identified through satellite picture examination and site survey.
** Pre-c: Pre construction, Const: During construction, Post-c: Post construction period
*** Area of land required in ha (ROW area to be acquired in ha)
**** (-) Reason of Negative Effects, (+) Reasons of Positive Effects
Source: JICA Study Team

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The Study on Greater Kampala Road Network and Transport Improvement
in the Republic of Uganda November 2010

Table 11.4.3 Recommended Items of Scoping for Project No.1.2, Jinja - Yusufu Lule Rds and
Mukwano – Jinja Roads Right-Turn Flyovers
Project No:1.2 Jinja-Yusufu Lule Rds and Mukwano - Jinja Rds Flyover (Right-turns), Project length 2.3km
(Final Short-List for Pre-F/S)
Item Description of Possible Impacts Evaluation**
Overall Pre-c Const Post-c Reasons****
Socio-economic Environment
1 Migration of a) Number of buildings to be moved (no) * B- B-, 11 (-) Involuntary Resettlement of 17 households
populations/ involuntary b) Number of households to be moved (no) (17HH)
resettlement in parentheses

2 Land acquisition Total Area of land acquisition required B- B-, 2.50 (-) Both public and private land acquisition
(ha) and private land in parentheses (0.65)
3 Land use and local Change of land use system and local B+/B- B- B+ (-) Agreement on change of land use is required
resources resources among different groups and stakeholders.
(+) Change of the inefficient public land to
business use
4 Impact on local Employment, livelihood, income B+ B+ B+ (+) Employment of residents for construction.
economy generating activities, etc (+) Change of the inefficient public land to
business use and creation of new employment
(+) Improvement of access to Kampala Industrial
6 Existing Social Impact on access to social infrastructure B+/B- B- B+ A Traffic jam of access roads to shopping centers,
(-)
infrastructure and and services, etc. parks, and government offices during construction.
services (+) Improvement of accesses to shopping centers
and government offices
7 Vulnerable people Impact on vulnerable people (poverty) B+ B+ B+ (+) Employment of poor people for construction.
(+) Improvement of accesses to Kibuli Market and
Mosque
12 Cultural heritage Vulnerability, aesthetic damage, etc B- B- B- (-) Change of a traditional view of Kampala Main
Junctions
13 Infectious diseases Impact on infectious disease, in B- B- B- (-) Many workers mobilized for work
particular, STD such as HIV/AIDS
14 Traffic jam Increase of traffic jams A+/A- A- A+ (-) Traffic congestion during construction
(+) Traffic congestion improvement after
construction due to capacity increase of junctions
15 Traffic accident Increase and/or decrease traffic accident B+/B- B- B+ (-) More traffic accidents due to traffic congestion
and narrowed roadways during construction
(+) Traffic safety improvement due to diversion of
substantial traffic to flyover
Natural Environment
20 Soil erosion Impact on soil stability B- B- (-) Earthworks during construction
21 Fauna Impact on fauna ecology C (-) Birds at park
22 Flora Impact on flora ecology C (-) Cut of trees along median and in the park
24 Water resources Effect on the surface water including B- B- (-) Mud and wasted water flow into Kitante
river, lake, etc. Channel and Nakivubo Channel
30 Global warming Effect on the Global Warming Issues A+ A+ (+) CO2 reduction by traffic congestion
improvement
Pollution
31 Air Air pollution A+/B- B- A+ (-) More prolusion by traffic congestion during
construction
(+) Improvement of air quality by improvement of
traffic congestion
32 Water Water pollution B- B- (-) Water prolusion by spilled oils from
construction plant and vehicles
(-) Mud water flow from construction
(-) Sewage water from camps
33 Soil Soil pollution B- B- (-) Dust from construction sites
34 Solid waste Solid waste, industrial discharge A- A- (-) Waste of excess soils from construction
management (-) Solid waste from camps
35 Noise and vibration Effect of noise and vibration A- A- (-) Noise and vibration by construction plant
and vehicles
37 Emanating odor Offensive odor B- B- (-) Bad smell of asphalt during mixing and
construction
Notes:
*These numbers have been identified through satellite picture examination and site survey.
** Pre-c: Pre construction, Const: During construction, Post-c: Post construction period
*** Area of land required in ha (ROW area to be acquired in ha)
**** (-) Reason of Negative Effects, (+) Reasons of Positive Effects
Source: JICA Study Team

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The Study on Greater Kampala Road Network and Transport Improvement
in the Republic of Uganda November 2010

Table 11.4.4 Recommended Items of Scoping for Project Mengo Hill - Mukwano Rds Flyover
(over Clock Tower)
Project No:1.3 Mengo Hill - Mukwano Rds or Queen's Way- Mukwano Rds Flyover, Project length 0.6 km
(Final Short-List for Pre-F/S)
Item Description of Possible Impacts Evaluation**
Overall Pre-c Const Post-c Reasons****
Socio-economic Enviro
1 Migration of a) Number of buildings to be moved (no) * B- B-, 4 (-) Involuntary Resettlement of 4 households
populations/ involuntary b) Number of households to be moved (no) (4HH)
resettlement in parentheses
2 Land acquisition Total Area of land acquisition required B- B-, 0.60 (-) Public land acquisition
(ha) and private land in parentheses (0)
3 Land use and local Change of land use system and local B+/B- B- B+ (-) Agreement on change of land use is required
resources resources among different groups and stakeholders.
(+) Change of the inefficient public land to
business use
4 Impact on local Employment, livelihood, income B+ B+ B+ (+) Employment of residents for construction.
economy generating activities, etc (+) Change of the inefficient public land to
business use and creation of new employment
6 Existing Social Impact on access to social infrastructure B+/B- B- B+ (-) Traffic jam of access roads to shopping centers,
infrastructure and and services, etc. markets and government offices during
services construction.
(+) Improvement of accesses to shopping centers,
markets and government offices
7 Vulnerable people Impact on vulnerable people (poverty) B+ B+ B+ (+) Employment of poor people for construction.
(+) Improvement of accesses to Owino and
Nakasero Markets, and Shopping Malls
12 Cultural heritage Vulnerability, aesthetic damage, etc A- A- A- (-) Change of a view on Clock Tower Monument

13 Infectious diseases Impact on infectious disease, in B- B- B- (-) Many workers mobilized for work
particular, STD such as HIV/AIDS
14 Traffic jam Increase of traffic jams A+/A- A- A+ (-) Traffic congestion during construction
(+) Traffic congestion improvement after
construction due to capacity increase of junctions
15 Traffic accident Increase and/or decrease traffic accident B+/B- B- B+ (-) More traffic accidents due to traffic congestion
and narrowed roadways during construction
(+) Traffic safety improvement due to diversion of
substantial traffic to flyover

Natural Environment
20 Soil erosion Impact on soil stability B- B- (-) Earthworks during construction
24 Water resources Effect on the surface water including B- B- (-) Mud and wasted water flow into Nakivubo
river, lake, etc. Channel
30 Global warming Effect on the Global Warming Issues A+ A+ (+) CO2 reduction by traffic congestion
improvement

Pollution
31 Air Air pollution A+/B- B- A+ (-) More prolusion by traffic congestion during
construction
(+) Improvement of air quality by improvement of
traffic congestion
32 Water Water pollution B- B- (-) Water prolusion by spilled oils from
construction plant and vehicles
(-) Mud water flow from construction
(-) Sewage water from camps
33 Soil Soil pollution B- B- (-) Dust from construction sites
34 Solid waste Solid waste, industrial discharge A- A- (-) Waste of excess soils from construction
management (-) Solid waste from camps
35 Noise and vibration Effect of noise and vibration A- A- (-) Noise and vibration by construction plant
and vehicles
37 Emanating odor Offensive odor B- B- (-) Bad smell of asphalt during mixing and
construction
Notes:
*These numbers have been identified through satellite picture examination and site survey.
** Pre-c: Pre construction, Const: During construction, Post-c: Post construction period
*** Area of land required in ha (ROW area to be acquired in ha)
**** (-) Reason of Negative Effects, (+) Reasons of Positive Effects
Source: JICA Study Team

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The Study on Greater Kampala Road Network and Transport Improvement
in the Republic of Uganda November 2010

Table 11.4.5 Recommended Items of Scoping for Project No.2, Mukwano Road Widening
Project
Project No 2.4: Mukwano Rd Widening, including Mukwano Rbt and Nsambya Jct Capacity Improvement, Project length 1.8km
(Final Short List for Pre-FS)
Item Description of Possible Impacts Evaluation**
Overall Pre-c Const Post-c Reasons****
Socio-economic Environment
1 Migration of a) Number of buildings to be moved (no) * B- B-, 9 (-) Involuntary Resettlement of 15 households
populations/ involuntary b) Number of households to be moved (no) (15HH)
resettlement in parentheses
2 Land acquisition Total Area of land acquisition required A- A-, 3.94 (-) Public and private land acquisition
(ha) and private land in parentheses (1.19)
4 Impact on local Employment, livelihood, income A+/B+ B+ A+ (+) Employment of residents for construction.
economy generating activities, etc (+) Change of the inefficient public land to
business use and creation of new employment

6 Existing Social Impact on access to social infrastructure B+/B- B- B+ (-) Traffic jam of access roads to Kampala
infrastructure and and services, etc. Industrial Area, Kibuli market and government
services quarters during construction.
(+) Improvement of accesses to Kampala Industrial
Area, Kibuli market and Gaba Area
7 Vulnerable people Impact on vulnerable people (poverty) B+ B+ B+ (+) Employment of poor people for construction.
(+) Improvement of accesses to Kibuli Market and
Kibuli Mosque
13 Infectious diseases Impact on infectious disease, in B- B- (-) Many workers mobilized for work
particular, STD such as HIV/AIDS
14 Traffic jam Increase of traffic jams A+/A- A- A+ (-) Traffic congestion during construction
(+) Traffic congestion improvement after
construction due to capacity increase of road from
2 lanes to 4 lanes
15 Traffic accident Increase and/or decrease traffic accident B+/B- B- B+ (-) More traffic accidents due to traffic congestion
and narrowed roadways during construction
(+) Traffic safety improvement due to traffic safety
facility improvement
Natural Environment
20 Soil erosion Impact on soil stability B- B- (-) Earthworks during construction
22 Flora Impact on flora ecology B- B- (-) Cut of trees along the road
24 Water resources Effect on the surface water including B- B- (-) Mud and wasted water flow into Nakivubo
river, lake, etc. Channel
30 Global warming Effect on the Global Warming Issues B+ B+ (+) CO2 reduction by traffic congestion
improvement
Pollution
31 Air Air pollution A+/B- B- A+ (-) More prolusion by traffic congestion during
construction
(+) Improvement of air quality by improvement of
traffic congestion
32 Water Water pollution B- B- (-) Water prolusion by spilled oils from
construction plant and vehicles
(-) Mud water flow from construction
(-) Sewage water from camps
33 Soil Soil pollution B- B- (-) Dust from construction sites

34 Solid waste Solid waste, industrial discharge A- A- (-) Waste of excess soils from construction
management (-) Solid waste from camps

35 Noise and vibration Effect of noise and vibration A- A- (-) Noise and vibration by construction plant
and vehicles
37 Emanating odor Offensive odor B- B- (-) Bad smell of asphalt during mixing and
construction
Notes:
*These numbers have been identified through satellite picture examination and site survey.
** Pre-c: Pre construction, Const: During construction, Post-c: Post construction period
*** Area of land required in ha (ROW area to be acquired in ha)
**** (-) Reason of Negative Effects, (+) Reasons of Positive Effects
Source: JICA Study Team

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The Study on Greater Kampala Road Network and Transport Improvement
in the Republic of Uganda November 2010

Table 11.4.6 Recommended Items of Scoping for Project No.3, Shoprite & Clock Tower Jcts
Traffic Safety Improvement
Project No.3.7: Shoprite & Clock Tower Jcts Traffic Safety Improvement for Basic Design Level Pre-FS
(Final Short List for Pre-FS)
Item Description of Possible Impacts Evaluation**
Overall Pre-c Const Post-c Reasons****
Socio-economic Environment
1 Migration of a) Number of buildings to be moved (no) * B- B-, 4 (-) Involuntary Resettlement of 4 households
populations/ involuntary b) Number of households to be moved (no) (4HH)
resettlement in parentheses

2 Land acquisition Total Area of land acquisition required B- B-, 1.17 (-) Public and private land acquisition
(ha) and private land in parentheses (0.64)
4 Impact on local Employment, livelihood, income A+/B+ B+ A+ (+) Employment of residents for construction.
economy generating activities, etc (+) Change of the inefficient public land to
business use and creation of new employment
5 Social institutions Social capital, local decision-making B- B- (-) Conflict of various stakeholders during
system, etc. construction, including venders and Bicycle taxies
(boda boda)
6 Existing Social Impact on access to social infrastructure B+/B- B- B+ (-) Traffic jam of access roads to Markets,
infrastructure and and services, etc. Shopping Malls and Temples/Mosques during
services construction.
(+) Improvement of accesses to Markets, Shopping
Malls and Temples/ Mosques
7 Vulnerable people Impact on vulnerable people (poverty) B+ B+ B+ (+) Employment of poor people for construction.
(+) Improvement of accesses to Owino and
Nakasero Markets, and Shopping Malls
(+) Improvement of safe accesses for the poor
people commuting from Nsambya Area to Central
Shopping Center
12 Cultural heritage Vulnerability, aesthetic damage, etc B- B- (-) Change of a view on Clock Tower Monument

13 Infectious diseases Impact on infectious disease, in B- B- (-) Many workers mobilized for work
particular, STD such as HIV/AIDS
14 Traffic jam Increase of traffic jams A+/A- A- A+ (-) Traffic congestion during construction
(+) Traffic congestion improvement after
construction due to capacity increase of junctions
15 Traffic accident Increase and/or decrease traffic accident A+/B- B- A+ (-) More traffic accidents due to traffic congestion
and narrowed roadways during construction
(+) Traffic safety improvement due to construction
of pedestrian bridges and segregation of vehicles
and pedestrians
Natural Environment
20 Soil erosion Impact on soil stability B- B- (-) Earthworks during construction
24 Water resources Effect on the surface water including B- B- (-) Mud and wasted water flow into Nakivubo
river, lake, etc. Channel
30 Global warming Effect on the Global Warming Issues B+ B+ (+) CO2 reduction by traffic congestion
i t
Pollution
31 Air Air pollution A+/B- B- A+ (-) More prolusion by traffic congestion during
construction
(+) Improvement of air quality by improvement of
traffic congestion
32 Water Water pollution B- B- (-) Water prolusion by spilled oils from
construction plant and vehicles
(-) Mud water flow from construction
(-) Sewage water from camps
33 Soil Soil pollution B- B- (-) Dust from construction sites
34 Solid waste Solid waste, industrial discharge B- B- (-) Waste of excess soils from construction
management (-) Solid waste from camps
35 Noise and vibration Effect of noise and vibration B- B- (-) Noise and vibration by construction plant
and vehicles
37 Emanating odor Offensive odor B- B- (-) Bad smell of asphalt during mixing and
construction
Notes:
*These numbers have been identified through satellite picture examination and site survey.
** Pre-c: Pre construction, Const: During construction, Post-c: Post construction period
*** Area of land required in ha (ROW area to be acquired in ha)
**** (-) Reason of Negative Effects, (+) Reasons of Positive Effects
Source: JICA Study Team

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The Study on Greater Kampala Road Network and Transport Improvement
in the Republic of Uganda November 2010

11.4.3 SPECIFIC ISSUES ADDRESSED IN THE EISTUDY/EIA STUDY

(1) List of Positive and Negative Impacts

The Study Team conducted field survey for screening and scoping for the EIA Study. The
following are specific negative and positive impacts to be addressed in the EIA Study in the FS
and/or detailed design stages.

Project Project Positive Impacts Negative Impacts

No.
1.1 & Yusufu Lule - 1) Support of the BRT pilot project to 1) Land acquisition of part Electro
1.2 Mukwano Rds minimize new traffic congestion at Commission, part of MoWT Central
Flyover & Jinja Jct Mechanical Workshop and private lands
Right-Turn 2) Positive impact on national and 2) Resettlement
Flyovers regional economic activities for CBD 3) Water sources including Nakivubo
and Kampala Industrial area channel and Kitante channel
3) Traffic jam will be improved by 4) Traffic jam during construction
cars and railways 5) Utilities relocation may be required
4) Positive impact on global warming
by reducing carbon dioxide (CO2)
1.3 Mengo Hill - 1) Support of the BRT project (B1, 1) Land acquisition of government and
Mukwano Rds B3) to minimize new traffic congestion private land
Flyover (over at Clock Tower Jct 2) Resettlement
Clock Tower) 2) Positive impact on national and
Or 3) Water sources including Nakivubo
regional economic activities for the channel might be affected by the project
Clock Tower – CBD and commercial center
Mukwano Rd 4) Traffic jam during construction
Flyover 3) Due to the above positive impact, 6) Utilities relocation may be required
Right-turn over vulnerable people, in particular, the
Clock Tower project would contribute to poverty
reduction
4) Traffic jam will be improved at
Clock Tower Jct
5) Positive impact on global warming
by reducing carbon dioxide (CO2)
2 Mukwano Road 1) Positive impact on regional 1) Land acquisition (government and
(2.4) Widening economic activities, which includes private) required
Kibuli market and industrial area 2) Resettlement
2) Due to the above positive impact, 3) There is a loss of trees along side of
vulnerable people, in particular, the Mukwano road
project may contribute to poverty 4) Water sources including Nakivubo
reduction channel and Kayunga channel, wet land
3) Traffic jam will be improved might be affected by the project
4) Positive impact on global warming 5) Traffic jam during construction
by reducing carbon dioxide (CO2) 6) Utilities relocation may be required
7) Small business (gardening plant)
along road sides
3 Shoprite & 1) Traffic accident will be reduced 1) Land acquisition (mostly
(3.7) Clock Tower 2) Traffic jam will be improved government land) required
Traffic Safety 3) Positive impact on local economic 2) Resettlement
Improvement activities, which includes 3) Access to sports ground, Hindu
St.Balikuddembe Market and CBD / temple and Shoprite shopping mall may
commercial center be affected
4) Employment of poor people in 4) A view of Clock Tower may be
Kisenyi and Katwe during construction affected
5) Positive impact on global warming 5) Traffic jam during construction
by reducing carbon dioxide (CO2) 6) Utilities relocation may be required
Source: JICA Study Team

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The Study on Greater Kampala Road Network and Transport Improvement
in the Republic of Uganda November 2010

(2) Socio-Economic Benefits on the National Economy, Regional Economy and Poverty

The Pre-FS projects would contribute to:

• Support of the BRT introduction which would become the major transport means for low
and medium class people;

• National economy development through a sustainable growth of the CBD / Commercial

Center in Kampala, which is the core of the service sector to achieve the MDGs;

• Reduction of poverty through securing access to the commercial center and revitalizing
commercial activities at CBD downtowns, Owino Market, Kibuli Market, Kampala
Industrial Area as shown in the following figure;

Jinja Rd

Yu
j a
Kam

ll Rd

su
Jin Old Port Be
Jct

fL
ule
pal a

Rd
Shprite Jct INDUSTRIA

.
Rd.
St

L AREA
uka

Entebbe Jct
CBD
K iwan

Namirembe Rd
n

d
Stadium

Rd
oR

Mukwano
Be

Central Railway
e
an

iR
d
bb Station
Jct
nte
kw

ny
e Owino E Kibuli
Mu

s
Ki Kibuli Market
Nakivubo Channel
Markets Mosque
Clock
Nsambya Rd
Tower Jct Nsambya LEGEND
Jct
d

Queen's Way Taxi Parks

eR
tw

Bus Terminals
MENGO
Ka

Markets
Location of Slum Areas
Residential Areas of
(Source: Situation Analysis of Informal Settlements in Kampala, 2007)
Poor Class (Slums)
Source: The Study Team
Figure 11.4.4 Socio-Economic Environments around Pre-FS Project Areas

• Support of regional safety by securing accesses for Fire Brigade Headquarters located
between Shoprite and Clock Tower Junctions;

• Support of culture and daily lives by improving congestion for roads and junctions
accessing Hindu Temples and Mosque located near Shoprite Junction; and

• Support of the peace process and for South Sudan, Rwanda, Burundi and Northeast regions
of Congo as the Pre-FS project roads are located on the international road “A109” (Northern
Corridor of EAC) or its bypass of Kampala City center.

The Pre-FS projects would bring benefits for the poor people residing in slum areas near the
projects by activating or sustaining market activities, which are major sources of their income,
and giving opportunities of direct employment during the construction. The population of the
poor who could receive benefits from the projects is estimated at approximately 100,000 as in the
following table. More details should be surveyed, including at desktop and fields, influence of
the projects be evaluated at the FS stage.

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The Study on Greater Kampala Road Network and Transport Improvement
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Table 11.4.7 Estimated Population of the Poor receiving Benefit from the Pre-FS Projects
Communities Parishes of Residential 2002 2010 % of the Population of
Area of Poor People Census Poor* the Poor
Kisenyi Kisenyi I, Kisenyi II, 19,310 26,000 80% 20,800
Kisenyi III
Kibuye Kibuye 1, Kibuye 2 33,012 44,300 60% 26,580
Ndeeba Ndeeba 16,734 22,500 50% 11,250
Katwe Katwe I, Katwe II 22,136 29,800 80% 23,840
Kibuli Nsambya Police, Kibuli 30,138 40,500 60% 24,300

Total 121,330 163,100 65% 106,770

Note: * Estimated by satellite photographs
Source: JICA Study Team

(3) Land Acquisition and Resettlement Requirements

The Study Team estimated land acquisition and resettlement requirements based on the
preliminary design drawings and site reconnaissance survey. Land acquisition, 6.14 ha of
government owned land and 2.59 ha of private land, and resettlement are required to implement
the Pre-FS projects (Table 11.4.8). The government (or public) land acquisition includes part of
the MoWT Central Mechanical Workshop, Electoral Commission, Telecommunication, Postal
Office, National Railways and parks.

Table 11.4.8 Estimated Land Acquisition and Resettlement Requirements

Project No. Project Name Land Acquisition Estimate Resettlement
ROW to be Secured ROW Total Area Number of Buildings Resettlement Remarks
acquired (Government of Land Private Government Total
(Private Land) Land) required
(ha) (ha) (%) (ha) (number) (number) (number) (household)
1.1 Yusufu Lule - Mukwano 0.11 0.41 79% 0.52 0 1 1 1 Government (Railways,
(Phase 1) Rds Flyover Electoral Commission,
Park)

1.2 Jinja - Yusufu Lule Rds 0.65 1.85 74% 2.50 2 9 11 17 Private and Government
(Phase 1) Flyover & Mukwano - (MoWT, MoLHUD,
Jinja Rds Flyover Electoral Commission,
Park)
1.3 Mengo Hill - Mukwano 0.00 0.60 100% 0.60 0 4 4 4 Park
(Phase 3) Rds Flyover (over Clock
Tower) or Clock Tower -
Mukwano Rd Flyover
2.4 Mukwano Rd Widening 1.19 2.75 70% 3.94 2 7 9 15 Private & Government
(Railways Quarters, Police
Quarters)
3.7 Shoprite & Clock Tower 0.64 0.53 45% 1.17 0 4 4 4 Private & Government
Jcts Traffic Safety (Railways,
Improvement Telecommunications, Post
Office)
Total 2.59 6.14 70% 8.73 4 25 29 41
Source: The Study Team

The Study Team obtained information that there is no difficulty to use the above government
lands since they are not currently much actively used, except the Electoral Commission Office
part which is required to use for the flyover construction. The MoLHUD informed the Study
team that move of the Electoral Commission Office to the suburb is under planning. The
availability of these lands and schedule should be confirmed during the FS.
As for the people who will be affected by the projects (PAP), in Uganda, PAP is regarded as
owners of land/properties, who are affected by the project and willingly sell their properties. For
those who will be displaced involuntarily (Involuntary resettlement), if any, the projects’
implementers must prepare resettlment action plans (RAPs) and the World Bank, JICA and other

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multilateral and bilateral donors, and other organizations emphasize this.

The Study Team estimated the number of households as 1 household per government building
and 4 households per private house or building. The compensation should also include illegal
occupation. Furthermore, it is necessary to confirm that compensation shall be made at market
prices which are not subject to depreciation in EIStudy/EIA Study to be conducted in FS or
Detailed Design stage.
The data for these land acquisition and resettlement (buildings/houses) estimates by sub-project
are shown below.

1) Projects No.1.1 & 1.2, Jinja Junction Flyover Project

Property Type Area (m2) No.

Remarks
No.1.1 No.1.2 No.1.1 No.1.2
Private 1,100 6,500 - -
Land
Public 4,100 18,500 - -
Private - - 0 2
Buildings
Public - - 1 9
Source: JICA Study Team
Figure 11.4.5 Affected Areas and Properties for Jinja Junction Flyover Project

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2) Project No.1.3, Clock Tower Flyover Project

Telecommunications N

Office Postal Office

d Clock
i ll R Tower
oH Jct
eng we
r Nsambya Rd
M To er
k
oc ov
Cl Fly

Pan African
y
’s Wa

Freedom
Square
Queen

Property Type Area (m2) No. Remarks

Private 0 -
Land
Public 6,000 -

Private - 0
Buildings
Public - 4
Source: JICA Study Team
Figure 11.4.6 Affected Areas and Properties for Clock Tower Flyover Project

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3) Project No.2.4, Mukwano Road Widening Project

Property Type Area (m2) No. Remarks

Private 11,900 -
Land
Public 27,500 -

Private - 2
Buildings
Public - 7
Source: JICA Study Team
Figure 11.4.7 Affected Areas and Properties for Mukwano Road Widening Project

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4) Project No.3.7, Shoprite and Clock Tower Junctions Traffic Safety Improvement Project

Shoprite
Na Shopping Mall e Rd N
kiv bb
ub t e
oC En
ha
n nel Shoprite
Hindu Jct Railways
Temple Yard
Telecommunications
Chan nel
Office Nakivubo
Fire Brigade Postal Office s
HQS ay
il w
Ra
Clock
d
i ll R Tower
oH Jct
ng Nsambya Rd
Me
Pan African Sports Ground
Freedom owned by
Square Muslim
y

community
’s Wa
Queen

Property Type Area (m2) No. Remarks

Private 6,400 -
Land
Public 5,300 -

Private - 0
Buildings
Public - 4
Source: JICA Study Team
Figure 11.4.8 Affected Areas and Properties for Shoprite and Clock Tower Junctions Traffic Safety
Improvement Project

11.4.4 METHOD OF THE EISTUDY / EIA STUDY

(1) Natural Environment Survey

Natural condition survey for water quality, air, noise and vibration survey should be conducted as
listed in Table 11.4.9 during the dry season when the influence which the project might have on
the water quality is more evident in principle. Traffic survey of 24-hour count by vehicle type
should be required together with these natural environmental surveys to identify relations with
traffic significance. Impacts of project implementation should be assessed based on these survey
data.

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Table 11.4.9 Estimated Quantity of Water Quality, Air, Noise and Vibration Survey
Project Project Name Project Water Quality Air, Noise and Vibration Survey
No Length Air Noise Vibration Location
Survey Location Survey ID Survey ID Survey ID
(km) ID No. No. No. No.
1.1&1.2 Yusufu Lule - Mukwano 4.0 W1 Kitante Channel A1 N1 V1 Near Nile
Rds Flyover & Right-Turn Avenue Rbt
Flyovers W2 Outlet of Drainage A2 N2 V2 Centenary Park
Pipe
W3 Nakivubo Channel A3 N3 V3 Near Mukwano
(Access Rd) Rbt
1.3 Mengo Hill - Mukwano 0.6 W3 Nakivubo Channel A5 N5 V5 Fire Brigade
Rds Flyover (over Clock (Access Rd) HQS
Tower) or Clock Tower - W6 Nakivubo Channel
Mukwano Rd Flyover (Entebbe Rd)
2 Mukwano Rd Widening 1.8 W3 Nakivubo Channel A3 N3 V3 Near Mukwano
(2.4) (Access Rd) Jct
W4 Kayunga River / A4 N4 V4 Near Clinic
Nakivubo Channel
W5 A well at Kibuli

3 Shoprite & Clock Tower 2 Junctions W6 Nakivubo Channel A5 N5 V5 Fire Brigade

(3.7) Jcts Traffic Safety (Entebbe Rd) HQS
Improvement W7 Outlet of Drainage
Pipe
Total 7 (14 5 5 5
samples)
Notes: 1. The above are estimated quantities and may subject to minor change depending on site condition and project requirements.
2. Exact location of sampling points of water and survey points of Air, Noise and Vibration shall be instructed prior to the survey.
3. Two (2) samples per location shall be obtained for water quality tests. Sampling shall be made in the dry season
and at least 25 hours after a rain.
4. 24-hours survey for air, noise and vibration, at week days, no-raining days and no strong windy days.
(Traffic Count Survey by type shall be conducted together with these natural environmental surveys for 24 hours).
5. Weather, Temperature, Humidity shall be recorded as well.
Source: JICA Study Team

Figure 11.4.9 shows locations of the water quality test samplings and on-site survey points of air,
noise, and vibration. The exact locations should be decided prior to commencement of the survey
during the EIA study in the Pre-FS and/or detailed design stages.
A1,
1.2 Jinja - Yusufu Lule N1,
LEGEND AND NOTES: V1
Rds Flyover & Mkwano - N
W Water quality survey
Jinja Rds Flyover (Right-
1. Traffic Count Survey by type turn)
A, Air quality survey shall be conducted together with
N, Noise survey these natural environmental
V Vibration survey surveys for 24 hours. Jinja Jct W1
A2,
2. Temperature, Humidity shall N2,
be recorded as well. V2 W3 W2
Note: Location of sampling points of water and survey
points of Air, Noise and Vibration shall be Mukwano Rbt
instructed prior to the survey.

1.1 Yusufu Lule - Mukwano

Rds Flyover
A3,
N3,
V3
W4

3.7
Shoprite/Clock
A5, W7 Tower Jcts Traffic
N5, Safety
V5 W6 Nsambya /
Kkibuli Jct 2.4 Mukwano Rd Widening,
A4, including Mukwano Rbt &
N4, Nsambya Jct Capacity
W5 (well) V4 Improvement
1.3 Mengi Hii or Queen's
Way - Nsambya/ Mukwano
Rds Flyover

Source: JICA Study Team

Figure 11.4.9 Location Map of Water Quality, Air, Noise and Vibration Surveys for
Projects No.2 and No.3

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The recommended survey category, measurement items of air, water, and vibration are as
follows:
i) Water Quality and Standards
Survey Category Survey Items Standards*
Physical items Temperature -
Color -
BOD5 50 mg/lt
COD 100 mg/lt
Total suspended solid (TSS) -
Electric conductivity (EC) (µs/cm)
Chemical items pH 6.0 – 8.0
Total phosphate (P) -
Nitrate(NO2, 3-N) 2 mg/lt, 20 mg/lt
Organic Oil and Grease -
Chemical Items
Detergent -
Fenolic -
Microorganism Fecal coliform -
Total coliform -
Source: The National Environment (Standard for Discharge of Effluent into Water on Land) Regulations, The
Uganda Law Reform Commission

In Uganda, the standard for wastewater quality is called the “Standard for Discharge of Effluent
into Water or on Land” and those are managed by Water Quality Management Department,
Ministry of Water and Environment (MWE). The water quality can be tested by a laboratory of
National Water and Sewage Corporation in Kampala.
ii) Air (no standards exist)
Survey Items Duration
SO2 24 hours
CO 24 hours
NOx 24 hours
TSP 24 hours
Pb 24 hours
Source: JICA Study Team

iii) Noise and Vibration (24 hours)

Category Facility Noise Limits dB (A) (Leq) *
Day Night
A Any building used as hospital, convalescence home, home for the 45 35
aged, sanatorium and institutes of higher learning, conference rooms,
public library, environmental or recreational sites.
B Residential buildings 50 35
C Mixed residential (with some commercial and entertainment) 55 45
D Residential + industry or small-scale production + commerce 60 50
E Industrial 70 60
Note: Day: 6.00 a.m. - 10.00 p.m., Night: 10.00 p.m. - 6.00 a.m.
Source: The National Environment (Noise Standards And Control) Regulations, 2003

Since standards of Uganda are not much clear as for air and vibration in The National
Environmental Act, Cap 153 (1995) and other acts/guidelines, these should be established during
the feasibility stage, referring to EU and other appropriate standards. As UNRA is currently
developing a formal Environmental and Social Management System (ESMS) with technical

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assistance of EU, these standards might be incorporated into the ESMS.

Though equipment for measurement of air, noise and vibration is available from a private
laboratory (Air Water Earth Engineering), though calibrations have not been made for a long
time, its measurement and assessment requires assistance of international experts for the EIA
study stage as there are no staff who have good experience in these operations.
(2) Socio-Economic Environment Survey
Recommended major items and methodology of the socio-economic environment survey are as
listed in Table 11.4.10. These may be subjected to some modifications and/or addition, depending
on site conditions and availability of data during the EIA survey during the FS.
Table 11.4.10 Items and Methodology of Socio-economic Environment Survey
No. Item Data/ Information to be collected Methodology
1 Migration of Number of houses and/or buildings to be resettled - Literature
population/ Number of household and/or population (by gender, ethnic, by age, etc.) survey, in
involuntary Economic profiles of people particular
resettlement socio-economic
Number and scale of structures (house, building, etc.), type of structures situation of
(permanent, temporary, flat, stories, etc) affected area
Identification of nature of building (government/public facilities, - Site
private, etc.) reconnaissance
Willingness of resettlement (interview survey) survey
2 Land acquisition Land tenure type (freehold, leasehold, mailo, etc) - Hearing
Identification of land ownership (interview)
Willingness of owner to sell the land (interview survey) - Others
Unit cost and estimated total cost of purchase of land per land to be
acquired
3 Impact on local Actual condition of economic activities on the land to be acquired
economy/ Identification of positive and negative impact on local economic
economic activities as well as external influence, secondary impact, etc.
activities
4 Social Actual social infrastructure, institution and services (e.g. schools, health
infrastructure, centers, hospitals, community centers, etc.)
institutions and Identification of positive and negative impact on access to these
services facilities
5 Vulnerable Actual nature of community people, in particular, vulnerable people,
people/ poverty including poor, disabled, aged people, people who used to be in IDP
camp, etc.
Identification of positive and negative impact on those communities and
people
6 Cultural heritage Identification of actual cultural heritage in the affected area
Identification of both positive and negative impact on these cultural
heritages
7 Infectious Identification of actual public health conditions particularly infectious
disease/ public disease in the affected area
health Identification of both positive and negative impact in terms of public
health
8 Traffic jam Identification of actual conditions of traffic jams in the affected area
Identification of both positive and negative impact in terms of traffic
jams
9 Traffic accident Identification of actual conditions of traffic accident
Identification of both positive and negative impact in terms of traffic
accident
Source: JICA Study Team

It should be noted that clear definition is required as to “willingness of resettlement” and

“willingness of owner to sell the land” prior to the interview survey.

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11.5 PREPARATION OF TERMS OF REFERENCE (TOR) FOR THE

EISTUDY/EIA STUDY

MoWT is primarily responsible for environmental and social considerations. The Study Team
recommends MoWT to prepare the TOR draft in accordance with the scoping of the project in
Section 11.4 prior to the EIA Study, which would be conducted independently or as a part of the
FS, for public consultation and approval of NEMA.

It should be noted that the new JICA Guidelines for Environmental and Social Considerations
(April, 2010) shall be adopted in the feasibility study to be conducted as the next step of the
project.

(1) Objectives of the EIStudy/EIA Study

The objectives of the EIStudy/EIA Study should be to:

• Conduct EIA to identify negative impacts and suggest mitigation and/or minimizing
measures for pre-construction, construction, and post-constructions phases. The EIA Study
also includes assessment of positive impacts of the projects;

• Conduct desktop (literature) study, on-site survey and laboratory analysis to identify current
situation and impacts on them by implementation of the projects;

• Compare and evaluate alternative options;

• Obtain baseline data for preparation of a policy framework of land acquisition and
resettlement specific to the project implementation;

• Organize stakeholder meetings and public consultations;

• Recommend mitigation measures, and prepare environmental management and

comprehensive monitoring plans; and

• Prepare EIS for approval of NEMA (and international development partners).

(2) Scope of the EIStudy/EIA Study

The scope of the EIStudy/EIA Study should cover a wide range of activities during the
pre-construction, construction, and post-construction phases which might cause negative and/or
positive impacts on the natural and socio-economic environments.

The scope of the EIStudy/EIA Study should include, but not be limited to the following:

• Review of legislation and regulations ;

• Collect baseline data (natural and socio-economic data);

• Conduct field survey (natural environment and socio-economic environment, including land
acquisition and resettlement study) ;

• Identify and assess potential positive and negative impacts (in pre-construction, construction
and post-construction phases);

• Compare and evaluate alternative options, including “Non-project (zero-option)” alternative,

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using multiple criteria analysis;

• Prepare a policy framework which is specifically applicable for Land Acquisition and
Resettlement Action Planning (RAP) of the Pre-FS Projects to be conducted by the GOU at
the FS and/or DD stages;

• Develop appropriate mitigation measures and/or alternative plans;

• Prepare an environmental management plan (in pre-construction, construction, and

post-construction phases);

• Develop a comprehensive monitoring plan;

• Assist organizing Stakeholder Meetings (SHM) and Public Consultations (PC); and

• Prepare Reports, including Inception, Draft Final Report, Final Report and Environmental
Impact Statement (EIS).

The items of the EIStudy/EIA should include those of which impacts are assessed as significant
or minor (A+, A-, B+, B-) in the screening (refer to Section 11.4).

(3) Study Methods

The study methods for the EIStudy/EIA should be those specified in the scoping (Section 11.4).
In addition, the EIA Study should obtain baseline data required for RAP. The study would
include literature survey, site assessment, willingness of selling land and resettlement (by
interview), and recommendations on RAP.

(4) Public Consultations

The EIA consultant should arrange and assist MoWT in holding two to three public consultations
(public hearing) in accordance with the guidelines of NEMA and international development
partners during the EIStudy/EIA.

(5) Mitigation Measure and Environmental Management Plan, Environmental Monitoring

Plan

Through the EIStudy/EIA Study, the EIA consultant should identify and recommend mitigation
measures to eliminate or minimize negative impacts, and maximizing positive impacts for
pre-construction, construction, and post-construction phases of the project. The EIA consultant
could suggest alternative project implementation plans to minimize or mitigate land acquisition,
resettlement, and other negative environmental issues on aspects of environmental and social
considerations.

Through the EIStudy/EIA Study, the EIA consultant should formulate an environmental
management plan to minimize the negative impacts by implementation of the project during
pre-construction, construction, and post-construction phases. The management plan will include
mitigation measures at the project preparation and design stages as well. The environmental
management plan includes objective, scope of significant impacts to be managed, standards used
to measure the environmental components affected by these impacts, management methodologies,
and management institutions.

(6) Environmental Monitoring Plan

The EIA consultant should also formulate a comprehensive environmental monitoring plan to

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monitor implementation of mitigation measures. Main objectives of the environmental

monitoring are to provide a continuous feedback on project implementation to identify actual or
potential problems at an earlier stage and to implement timely adjustment as part of the project
management. The environmental monitoring plan will include objectives of monitoring, scope of
significant impacts to be monitored, environmental indicators for monitoring, methodologies,
and monitoring institutions working during the period from implementation to monitoring phase.

This monitoring plan should be considered with Environmental Monitoring System in Uganda.

For Environmental Monitoring in Uganda, there is need for information from other lead agencies
including MoWT , Directorate of Water Resources Management (DWRM) and Meteorology
department, nevertheless:

1) Capacity of NEMA to undertake monitoring

NEMA has two Environmental Audits and Monitoring Officers and a Laboratory Technician who
are in charge of monitoring of the environment and facilities that pose a threat to the environment.
NEMA will closely work with other lead ministries include MoWT.

2) Monitoring Activities of NEMA

On monitoring of the environment, NEMA undertakes on spot checks of all the physico-chemical
and bacterial parameters-using the mobile laboratory housed in NEMA.

In addition, NEMA uses the external laboratories that include:

(i) National Water and Sewerage Corporation (NWSC) laboratory for physical-chemical
properties;
(ii) Government Chemist -laboratory for Organic and Heavy Metals;
(iii) Makerere University(Department of Geology) for Heavy Metals; and
(iv) Chemiphar laboratories for Oil and Gas Analysis.

As for the methodologies, NEMA uses the following activities;

- sampling manuals
- Calibration of the equipment and
- documented sampling procedures.

3) Monitoring Equipment
NEMA holds the following equipment

- Photometers for physical-chemical proporties.

- PH Metres.
- Electrical Conductivity metres
- Dissolved oxygen meters
- Turbidity meters
The monitoring is conducted during the both rainy and dry seasons. However rainfall patterns
will be taken into consideration for planning and timing of monitoring. For this information, the
meteorology department monitors rainfall patterns during the rainy and dry seasons. The

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meteorology department makes predictions on weather pattern and informs to the relevant
organizations that conduct monitoring. During the FS, it is important that the implementation
organization will involve all the relevant entities and closely work them in order to prepare
appropriate monitoring pan and system.

(7) Land Acquisition and Resettlement Action Plan

For road projects, compensation has to be paid for land, property and crops, where land is
acquired for new roads, realignments, widening and addition of carriageways, and for increasing
existing road reserves. Though, thought in principle, no compensation need be paid for any
buildings, property or crops that lie within a designated reserve because the Road Act and the
Access to Roads Act make it an offence for anyone to develop a use within a road reserve,
actually these affected people and their properties are also included compensation.

Land acquisition and resettlement action plan include the following:

• The EIA consultant (Surveyor) will see the alignment of the projects provided by the Study
Team and identify land use pattern of affected area;
• The EIA consultant (Surveyor) will measure area of land which is to be acquired in each
affected site based on the map and drawings provided by the Study Team and supplemental
site survey;
• The EIA consultant (Surveyor) will identify land tenure conditions, land owners and renters
of land of affected properties in each project site. Surveyor may obtain land title documents,
if it is possible;
• Surveyor will estimate the cost of land acquisition in each project site, based on the District
and City Land Board’s cost estimation of land at each affected land, and at market prices;
• The EIA consultant (Valuer) will identify numbers of properties including houses and
buildings which may be resettled;
• The EIA consultant (Valuer) will identify the property owners, renters and other people who
are using and/or occupying those properties in each project site;
• The EIA consultant (Valuer) will estimate the cost of properties resettlement in each project
site, based on the District and City Land Board’s cost estimation of properties at each
affected site, and also at market prices; and
• The EIA consultant will prepare briefing report on the results of the above study and include
it the EIStudy/EIA Study report.

(8) Resettlement Action Plan

During implementation of the Pre-FS projects, it is likely that activities will affect communities
as they include widening, which result in passing through people's properties and dwellings.
Involuntary displacement of people requires compensation. Because involuntary displacement
disrupts and impoverishes communities, it should be avoided whenever feasible, and if not, at
least minimized. It becomes imperative that displaced persons are adequately compensated for
their losses with replacement cost and given opportunities to improve their livelihood and share
in road project benefits.

Resettlement including establishment of Resettlement Action Plan (RAP) is a responsibility of

GOU. RAP should be established in accordance with a RAP policy framework, which provides
guidance for resettlement and compensation package.

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11.6 LAND ACT AND REGULATIONS

Since the Study anticipates requirement of land acquisition and involuntary resettlement, in this
section, land statutes, laws, land tenure system, and land acquisition and resettlement process in
GOU will be examined. In Uganda, apart from the Constitution, two types of sources of land law
are included in Act and regulations; namely Statutory Laws and Customary Laws. Moreover,
there is the common law which is not written but administered by the High Court of Uganda.

11.6.1 LAND STATUTES AND LAWS

(1) The Constitution:

The sources of Ugandan land law are the Constitution of the Republic of Uganda, 1995. The
Constitution lays down certain fundamental principles with regard to land ownership. Though
there is inconsistency with other land laws and it often causes land disputes in court.

(2) Statutory Laws:

1) Land Act, 1998

The most important law that is related to land, which deals with land ownership, land
administration, and resolution of land disputes.

2) Registration of Titles Act (cap 205)

This Act deals with the registration and transfer of titles to land.

(3) Customary Laws

1) Land Act, (section 28) 1998

Customary land law mainly applies to land owned under customary law. Section 28 of the Land
Act provides that decisions with respect to land held under customary land tenure shall be
determined in accordance with the customary of the community concerned. The section
precludes the application of any customary practices that discriminate against children, women,
and people with disabilities contrary to articles 33, 34 and 35 of the Constitution.

2) Judicature Statute, 1996

This statute empowers the courts to apply and enforce the observance of customary practice for
as long as it is not repugnant to natural justice, equity, and good conscience and provided it is not
inconsistent with any written or applied law.

(4) Common Laws

“Common laws and doctrines” refer to the unwritten law of Uganda, other than customary law,
which is administered by the High Court of Uganda. Uganda’s common law and equity is
essentially the common law and doctrines of equity as applied by the English courts prior to 1902.
However, the common law applies in so far as the circumstances of Uganda and of its people
permit and subject to such qualifications as the circumstances may render necessary.

11.6.2 LAND TENURE SYSTEM IN UGANDA

The Land Act, 1998, provides an institutional framework for the reform of land tenure law in
Uganda. The Land Bill, formerly known as the Land Tenure and Control Bill, was debated and

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enacted as Land Act. Previously, all land in Uganda was public land centrally vested with
Uganda Land Commission. As a result of the land tenure law reform brought about by the
Constitution and the Land Act, most land in Uganda is now privately owned in mailo, freehold
and customary tenure. In the following section, five types of land tenure and/or ownership
systems in Uganda are described2.

(1) Government/Public Land

Government or public land is limited to the land that was in government use at the time the
Constitution came into effect on 22 September 1995. Land in government use includes land
where there are government offices, building, schools, hospitals, police and military quarters. If
the government wants any other land, it has to purchase the land from willing sellers or by
compulsory acquisition in accordance with the Constitution.

(2) Freehold Tenure

In the Land Act, “freehold tenure” is defined as a tenure that derives its legality form the
Constitution and its incidents from written law. There are two types of freehold tenures. One is
“conditional freehold” and the other is “freehold estate for life”. In the former system, people are
given ownership on certain condition of land use (i.e. agricultural land). In this case, if the person
fails to develop the land, the grantor may terminate the estate. On the other hand, the latter is a
perpetual ownership, regardless of the land use, and he/she has full power in terms of selling,
disposing of by will, or leasing the land.

(3) Leasehold Tenure

Leasehold tenure is a form of tenure whereby one party grants to another a right to exclusive
possession of land for a specified period, usually though not necessarily, in return for a periodic
payment of money called rent. A lease can be granted for any duration, except in the case of a
lease to a non-Uganda citizen. Section 41 (3) of the Land Act limits the maximum period for
which a lease can be granted to a non-citizen of Uganda for 99 years. In addition, according to
Article 237 (5) of the Constitution, this empowered parliament to enact a law whereby any lease
that was granted to a Ugandan citizen out of former public lands might be converted into a
freehold.

(4) Mailo Land3

Mailo tenure was a nearly freehold tenure system, which was unique to the Kingdom of Buganda.
The tenure had its origins in the 1900 Uganda Agreement between the British colonial
administration and chiefs of Buganda. Under the agreement, about half of the land in the
Kingdom of Buganda was allocated to chiefs and notables as their private property in perpetuity
and the rest of the land became crown land. The allocations were expressed in multiples or
fractions of square miles. Hence, the term ’mailo’, which is a Luganda language alteration of the
English word ‘mile’, was adopted to describe this new system of land holding. Although initially
only a few privileged people owned mailo land, which gradually through sale, donation and
inheritance, the land was subdivided and fragmented. As a result, by 1962, there were several
thousands of mailo landowners, who mainly own small parcels. The parcels were registered and
certificates of title were issued to the owners under the Registration of Title Act (cap 205). This
tenure system is common up to date in actual Kampala area, where Buganda existed.

2
Principles of Land Law in Uganda, John T. Mugambwa, 2002
3
The Land Market in Kampala, Uganda and its Effect on Settlement Patterns, International Housing Coalition, Jan 2009

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(5) Customary Tenure

The customary land tenure is the most dominant in Uganda. This is the system whereby land is
owned and disposed of in accordance with customary regulations. Specific rules of customary
tenure vary according to ethnic groups and regions. Often customary tenure is superimposed on
other systems like mailo and freehold. This tenure system also exists on its own as communal
land ownership. One advantage of this tenure system is that people have lived with it for a long
time and therefore understand it. One disadvantage is that it does not encourage record keeping,
often making it difficult to resolve land use conflicts.

11.6.3 LAND ACQUISITION LAWS AND POLICY ON THE ROAD PROJECT IN

UGANDA

(1) Overview

The 1995 Uganda Constitution provides that every person has a right to own property (Article
26) and that no person shall be compulsorily deprived of property or any interest in or right over
property in except where, amongst other conditions, there is payment of fair and adequate
compensation, prior to the taking of possession or acquisition of the property.
The Uganda Constitution takes precedence over the Land Act (1998), as amended, and the Land
Acquisition Act (1965) which read together provide the legal basis for the applicable law.

(2) Land Acquisition Regulations for Road Sector Development Programs

The Government of Uganda with assistance from various financial institutions and from bilateral
arrangements developed a 10-Year Road Sector Development Program 2 (RSDP 2: 2001/02-
2010/011).
Since road improvement activities are implemented for existing road alignments, land acquisition
will be a major procurement. With implementation of RSDP 1 & 2 surveying and valuations of
land, crops, trees, structures, and buildings affected by new road alignments and/or road
widening have become mandatory under the Land Act (1998) as amended.

(3) The Road Act (1964)

The Road Act (1964) provides for the establishment of road reserves and for the maintenance of
roads by empowering the Minister of Works and Transport to declare road reserves by Statutory
Instrument. The Act provides that the minimum area of land acquired for road construction is the
road reserve, which is defined as an area bounded by imaginary lines parallel to the land with
distance of 50 ft (First Schedule) and 33 ft (Second Schedule) from the centre line of a road listed
in either Schedule of the Act.
Where construction extends outside the reserve, additional areas of land are also acquired. In
addition, the 20 m road reserve limit is adopted for urban authorities and selected populated
urban growth centers such as the Trading Center.
The need for government to maintain basic control over developments along the road is to ensure
the basic necessities of maintaining road geometry and engineering needs, e.g., site lines,
horizontal curvatures, site distances, road safety considerations, etc. That control is exercised
with flexibility for minimizing social economic consequences over the general public use of the
Road Reserves (for cultivation).

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11.7 STAKEHOLDER MEETING (SHM) AND PUBLIC CONSULTATION (PC)

(1) Stakeholder Meetings and Public Consultations (PC)

Regulation 12 of the Environment Impact Assessment Regulations 1998 of GOU requires the
developer to take all measures necessary to seek the views of the people in the communities
which may be affected by the project. Public involvement is necessary for road projects of the
following nature;
• Which affect local communities,
• Which require resettlement or land expropriation,
• With affirmative action for specific beneficiary groups,
• Where community cooperation is required to succeed,
• That may trigger economic and social hardships for neighboring communities, and
• For which there is doubt about the social impacts.
Public consultation requirements are stipulated in the environmental guidelines of NEMA and
international development partners. MoWT (developer) needs to hold two SHM during the
EIStudy/EIA Study. The JICA Environmental Guideline requires the recipient governments to
consult with local stakeholders through means that induce reasonably broad public participation,
in order to consider environmental and social factors in the way most suitable to local situations
and to reach an appropriate consensus.
Note: In this Study, Public Consultation means all the stakeholders including affected people and
communities. Stakeholder meeting means all the technical persons and organizations/entities
including ministries and district government staff.
Two stakeholder meetings are scheduled during this Pre-FS. Public consultations will be held
during the FS and detailed design stage.

(2) The First Stakeholder Meeting

The main objectives of the first stakeholder meeting are to disclose information about
environmental and social consideration at the earliest stages of the cooperation project of GOJ, to
receive opinions and suggestions of stakeholders, and to reflect on the Study.

The MoWT in collaboration with the Study Team organized the first stakeholder meeting on 8
December 2009 at the Grand Imperial Hotel in Kampala. A total of 62 persons from various
stakeholders, MoWT, JICA and the Study Team participated in the meeting. The meeting was
presided over by the Permanent Secretary, through the Acting Engineer in Chief/Director of
Engineering of MoWT. Refer to Annex 7 as to the details.

The main topics are the presentation outline and schedule of the Study, and the initial findings of
the Study on key issues and future development of the road network in GKMA and public
transport. The following is the program of the first stakeholder meeting:

Time Description Presenter/Participants

9:00-9:30 Registration of participants All the participants
9:30-9:40 Opening Remarks MoWT
Acting Engineer in Chief, Dr. A.O. Mugisa
9:40-9:50 Opening Speech MoWT, Permanent Secretary
9:50-10:00 Greetings JICA Uganda Office, Chief Representative
Mr. Seki
10:00-10:10 Presentation of outline of JICA Study JICA Study Team, Team Leader, Mr. Shinkai

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Time Description Presenter/Participants

10:10-10:20 Initial findings on the road network in the JICA Study Team, Deputy Team Leader/Road
Greater Kampala Metropolitan Area Planner, Mr. Konda
10:20-10:30 Initial findings on the public transport JICA Study Team, Public Transport Planner
system in the Greater Kampala Mr. Ohwaki
Metropolitan Area
10:30-11:00 Coffee Break
11:00-11:30 Explanation of the difference of JICA Study Team, Environmental and social
environmental study between GOU and consideration. Ms. Sato
JICA, and presentation of schedule of
environmental study in the Study
11:30-12:00 Exchange of opinions on JICA Study All the participants
12:00-12:05 Closing remarks MoWT, Commissioner of Transport,
Mr. Wandera
Source: JICA Study Team

The major queries and discussions are summarized in the following table:

Field of Issues coming Response by Study Supplementation Suggestions or

Query/ up/queries Team member by MoWT supplementation
Discussion from participants
Presentation 1 • A participant • Mr. Konda • Revision of
Mr. Shinkai from Kira Town responded that he was population figure
(Team Leader) council wanted to aware of the vital role based on official
know why the Study played by access roads, population census
included Kira TC but and informed the 2008
did not include participant that it was • Creation of
Kimwanyi. within the scope of the tourism community
Study. in the province
• Enhancement of
market system for
community (one
product, one
commune with its
market)
Presentation 2 • A participant • Mr. Konda
Mr. Konda, wants planners and responded that he was
Deputy Team the Study to aware of the vital role
Leader/Road concentrate also on played by access roads
Planning I crucial access roads and informed the
‘more of short cut’ participant that it was
roads that help to within the scope of the
decongest others but Study.
which are often • He further added
neglected and are that flyovers were
usually impassable. among the proposals
• Regarding for the best alternatives
flyovers in some to reduce on the level
areas, he was not so of congestions in the
sure of the city.
effectiveness • Mr. Konda gave
especially since he clarification that this
had not yet seen the was still a feasibility
impact of the study, and also it was
Northern By-pass. still in its initial stages.
• A participant also • He added that Govt
wanted to know the should have a strong
time frame for any control on the building
work, and when the system in the CBD
‘project’ would be area and also
expected to start. restriction on vehicles.

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Field of Issues coming Response by Study Supplementation Suggestions or

Query/ up/queries Team member by MoWT supplementation
Discussion from participants
Presentation 3 • A member asks • Observation was • Road fund is • A participant
Mr. Ohwaki, why the Study is not that there are a number for maintenance proposed hiring of a
Public concentrating on of institutional issues of roads. foreign firm to run
Transport different approaches such as the power to • MoWT the transport system
Planning to public transport regulate the transport acknowledged instead of relying on
such as walking, etc. industry. that all most of UTODA.
• How will the • KCC, Transport the terminals • Government
transport industry be Licensing Board, were owned by should come up with
managed URA, Police area all private a public transport
• Another are stakeholders in organizations. system.
participant informed public transport. • Regarding • Another
that taxis fill the park • Push investment Bus rapid proposal was that
between 11–3 pm companies to follow transport, Dr. new plans should
waiting for peak hrs, their plan and Mugisa informed include pedestrian
which he said was encourage industrial that a World routes.
poor space parks to open up Bank funded • Members
management on the outside the city. study on BRT propose that the
side of park • Mr. Ohwaki also was already on government should
managers. said that in order to going and that the own parks.
• A student significantly cut down JICA study team
• Another
member wanted to on the congestion in would cooperate
suggestion was that
know if it was the city, the taxi together with
transport planning,
possible to have terminals should be them.
and the study should
organized terminals, moved outside of the focus on the link
specific routes that CBD area. between land use
taxis could ply. and transport itself.
• A member
having observed and
appreciated the role
of traffic police
suggested that they
should only manage
what has been put in
place and not
completely disregard
for example use of
traffic signals
already installed.
Presentation 4 • A member from • Ms. Sato
Ms. Sato, Mukono asked how supplemented and said
Environmental the Study Team or the that they were being
issues and Government proposed careful about land
Social to handle matters like acquisition and tenure
Considerations compensation and system and that it
displacement. would be best and
easier to avoid land
acquisition and
settlement.
• She conceded that
for any successful
project the community
should be involved and
that there should be
full sensitization.
Source: JICA Study Team

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(3) The Second Stakeholder Meeting

The second stakeholder meeting was held on August 26 2010 at the Grand Imperial Hotel in
Kampala to inform and consult on the Draft Final Report of Pre-FS. The participants invited to
the first stakeholder meeting were also invited for the second stakeholder meeting.

A total of 94 persons from various stakeholders, MoWT, JICA and the Study Team participated in
the meeting. The meeting was presided over by the Acting Engineer in Chief/Director of
Engineering of MoWT. Refer to Annex 7 as to the details.

The main topics were the results of Pre-FS, road safety plan, traffic management plan and public
transport plan. The following is the program of the second stakeholder meeting:

Time Description Presenter/Participants

9:00-9:30 Registration of participants All the participants
9:30-9:40 Opening Remarks MoWT
Acting Engineer in Chief, Dr. A.O. Mugisa
9:40-9:45 Greetings JICA Uganda Office, Chief Representative, Mr.
Seki
9:45-10:00 Welcome Remarks and Outline of the Study JICA Study Team, Team Leader, Mr. Shinkai
10:00-10:40 Session 1: Pre-Feasibility Study including; JICA Study Team, Deputy Team Leader/Road
- Traffic survey and Future Traffic Demand Planner, Mr. Konda
Forecast JICA Study Team, Road Planner, Mr. Mizuno
- Preliminary Design including Alternative
Route and Structure Plans
- Implementation Plan for Priority Projects
10:40-11:00 Discussion
11:00-11:15 Coffee Break
11:15-11:40 Session 2: Road Safety Plan and Traffic JICA Study Team, Road Planner, Mr. Mizuno
Management including; JICA Study Team, Road Designer, Mr. Iwamoto
- Road Safety Improvement Development
and Action Plan
- Traffic Management Plan including
Environmental Consideration
11:40-12:00 Discussion
12:00-12:30 Session 3: Public Transport Plan including; JICA Study Team, Public Transport Planner, Mr.
- Public Transport Future Traffic Demand Ohwaki
- Public Transport Plan in the Medium and JICA Study Team, Public Transport Operation
Long Terms Planner, Mr. Muto
- Infrastructure Plan of Bus Operation
12:30-12:50 Discussion
12:50-13:00 Conclusion and Recommendations JICA Study Team, Team Leader, Mr. Shinkai
13:00-13:10 Closing Remarks and Closing MoWT
Acting Engineer in Chief, Dr. A.O. Mugisa
UNRA Expert, Mr. Jerry Burton
Source: JICA Study Team

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The major queries and discussions are summarized in the following table:

Field of Query/ Issues coming Response by Study Team Supplementation by Suggestions or

Discussion up/queries member MoWT supplementation
from participants
General • Gave members a
re-cap of the
presentations by Dr.
Mugisa
General • Mrs. Maggie Kigozi • Mr. Muto replied that
introduction and (UIA) do the costs for the initial estimation does
Mr. Konda the IUBT include not include compensation
compensation and land because exact locations
acquisition. of the proposed locations
are not determined.

• UIA’s Maggie • On why select only a • Mr. Jeremy Aguma • Mrs. Maggie
Kigozi asks if the few flyovers selected, enlightened that BRT Kigozi supplemented
internal roads and other Mr. Konda replied that works by using large that there is a flyover
junctions are going to other Projects like BRT buses and putting them proposed at around
be looked at. will work on other areas to use separate lanes Namanve.
• Asks for more and says that even then outside general traffic.
information/more light all the junctions can’t be • Mentioned that
regarding BRC done at once. there is a pilot route
from Nambole-city
centre-bwaise funded
by World Bank. He
used the aid of a short
presentation.
• Mr. Kigumba of • Mr. Konda on the
KCC wanted to know structure plan, said that
whether the study team the current KCC structure
has been in contact with plan is not workable in
KCC regarding the Kampala at the moment.
development of such
infrastructure and plans
• Mr. David MOLG • Mr. Konda explained
had a query especially to him why i.e. to give
regarding mushrooming input and then to report
petrol stations and their output.
significance to
congestion.
Traffic safety • Babara Mwanje • Mr. Iwamoto says
plans (Arive alive) asks about installation of fence to
road safety features compel pedestrians to use
expected to be seen on the pedestrian bridges.
the Pre-FS projects.
• Viability of
pedestrian bridge
(economics of time and
distance vs safety)
• Mr. Charles says • Concurred that there
there is need for vehicle was a need for vehicle
insurance and issues insurance.
regarding Third party,
etc
• Desire (Mukono • Mr. Konda says
TC) pedestrian bridges lighting will be
and need for lighting & considered in the
security on such Feasibility stage.

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Field of Query/ Issues coming Response by Study Team Supplementation by Suggestions or

Discussion up/queries member MoWT supplementation
from participants
bridges.
Traffic • Mrs. Maggie asks • Mr. konda • The chairman asked
Management about the role of the acknowledged the need when would
Plan private sector to come of the private sector to construction be likely to
in. provide facilities, buses, start because GOU
investment in parking needs some time to
structures e.t.c and the include in the budget.
government should also
be able to provide
assistance.
• Mr. Asuman UIA, • Mr. Konda explained • Mr. Wandera
shall we need a revision to him why i.e. to give (MoWT) gave more
of the law(s) regarding input and then to report light on BRT &
traffic output. NTP/GKMA and the
stage it has reached and
the agencies /
departments.
Environmental • Mrs. Phoebe more • Mr. Konda said that
considerations. attention and more light drainage is an important
regarding issues like aspect of road service life
drainage vis a vis and that it cannot be
environment (mud & overlooked in design but
dust) added that cooperation
with authorities and
networking with drainage
systems like Nakivubo
channel were important.
Public • Person from World • Mr. Konda answered
transport bank said that that ROW is a key issue
requirement of ROW and that it has been
for widening, should be considered.
a process that starts
early.
• A participant said • Mr. Muto said it is
that the local important and that is one
communities need more of the reason why public
sensitization on the workshops and
above projects in order consultations have been
to address things like, held.
support & other social
issues etc.
• Godfrey Kiseka • Agreed that the local • Dr. Mugisa
Town Clerk, wakiso, authorities need to be supplemented that this
how does BRT connect involved. study and that of BRT
to railways. have at all stages
• Also the role of involved the local
local governments, and governments that fall
physical planners in within GKMA.
Town council needs to • On connection to
be clearly mentioned rail of BRT he replied
and officers involved. that there were
currently no plans.
• Town clerk • Mr. Muto there was
Nansana, why should smaller demand on
the west bound terminal Hoima road compared to
be in Nabweru, said that the other upcountry
there is more demand in routes that had been
Nansana. selected.
Source: JICA Study Team

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CHAPTER 12 COST ESTIMATE, IMPLEMENTATION PLAN AND

PROJECT EVALUATION

12.1 COST ESTIMATE

12.1.1 METHODOLOGY OF COST ESTIMATE

The Study Team obtained the contract data and information of sixteen road projects under
Uganda National Road Authority (UNRA). The Study Team also received information and data,
including Bill of Quantities (BOQ) and consultancy service contracts. Most of these construction
works are executed by contractors selected through international competitive bidding (ICB)
accompanied with pre-qualification.

The estimate of the Project Cost is based on the results of preliminary design of Pre-FS projects
and quantity estimation by work item. The Project Cost consists of the following components
(Figure 12.1.1):

• Construction Cost (Base Cost 2010)

• Consultancy Service Cost
• Land Acquisition and Compensation Cost
• Administration Cost
• Physical and Price Contingency

Project Cost

Consultancy Land Acquisition, Construction Cost Administration Physical and Price

Service Cost
+ Resettlement,
Utility Relocation + (Base Cost)
+ Cost and VAT
+ Contingencies

Construction Cost
(Base Cost)

Calculation of Pay Calculation of Pay

Item Series 1000 to Item Series 1000 to
6000 6000

Adjustments of Unit Adjustments of Unit

Price for bridge Price for road works
works

Collection of Unit
Price from UNRA

Source: JICA Study Team

Figure 12.1.1 Method of Diagram of Project Cost Estimation

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12.1.2 ESTABLISHMENTOF UNIT PRICES

(1) Major Unit Price

For the establishment of unit prices of major pay items (Series 2000 to 6000), the average unit
prices were derived from the unit prices contracted in fourteen on-going projects and two
completed projects under MoWT and/or UNRA. These contracts are as listed in the following
table.

Table 12.1.1 Reference Documents/Data used for Establishment for Unit Prices

No Name of Project Sub Section

On-going Project
1 Kabale-Kisoro Road
2 Masaka-Mbarara Road
3-1 Soroti-Dokolo Sec.
3 Soroti-Dokolo-Lira Road
3-2 Dokolo - Lira Sec
4-1 Fort Portal - Itojo
4 Fort Portal Bundibugyo-Lamia Road 4-2 Itojo - Sempaya
4-3 Sempaya - Lamia
5 Kampala-Gayaza-Zirobwe road
6-1 Busega - Nsangi
6 Kampala - Masaka Road
6-2 Kamengo - Lukaya
7-1 Kampala-Muduma
7 Kampala-Mityana road
7-2 Muduma-Mityana
8 Kawempe-Luwero-Kafu road
9 Matugga-Semuto-Kapeeka road
Completed Projects
10 Jinja - Bugili Road
11 Northern Bypass
Source: JICA Study Team

Unit prices from the above projects were converted to June 2010 prices using escalation
adjustment factors, which were computed based on historical Consumer Price Indices issued by
the Uganda Bureau of Statistics. The adjustment factors used to convert the unit prices of the
sixteen projects above are shown in the following table.

Table 12.1.2 Adjustment Factors for Unit Price Escalation

Adjustment Factor
F/Year CPI (CPI of 2010 Jun / CPI as of Applicable Project
the Project)
July-’03 to Jun-‘04 86.9 1.657 (11 May-2004)
July-’04 to Jun-‘05 93.8 1.535 -
July-’05 to Jun-‘06 100.00 1.440 (1. April-2006) (10 June-2006)
July-’06 to Jun-‘07 107.45 1.340 -
(2 October-2007), (3-1 August-2007), (3-2.
July-’07 to Jun-‘08 115.34 1.248 September-2007), (4-1,4-2, 4-3 September-2007)
(5 March-2008), (8 December-2007)
July-’08 to Jun-‘09 131.63 1.094 (6-1,6-2 January),-(2010 7-1 Jun-2009), (9 January-2009)
July-’09 to Jun-‘10 144.02 1.000 (7-2 July-2009)
Source: JICA Study Team

The average unit prices were calculated as trimmed mean, which is derived by excluding a
percentage of data points from the top and bottom tails of a data set. This was performed using a

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statistical routine function of Microsoft Excel referred to as “TRIMMEAN (Array, Percent)”.

The said function returns the mean of the interior portion of a set of data values, where:

Array is the array or range of values to trim and average.

Percent is the fractional number of data points to exclude from the calculation.

For example, if Percent = 20%, four points are trimmed from a data set of 20 points (20x20), two
from the top and two from the bottom of the set.

The average unit prices for the Pre-FS projects under this Study are computed by equating the
formula parameter Percent to 30%, in view of the significant variability of the data. The resulting
unit prices for specific pay items are as shown in the following table.

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Table 12.1.3 Average Unit Prices of Major Pay Items

UNIT PRICE
ITEM DESCRIPTION UNIT
(Ushs)
SERIES 2000 DRAINAGE
Section 2100 Drains
21.01 Excavation for Open Drains
(a) Excavating Soft Material Cu/m 16,129
22.03 Concrete Pipe Culverts -
(d) 1,000mm Meter 676,912
22.07 Cast in Situ Concrete and Form Work Cu/m 664,392
22.12 Removing Existing Concrete -
(a) Plain Concrete Cu/m 108,086
(b) Reinforced Concrete Cu/m 145,523
Section 2300 Concrete Karbing, Channeling, Open Drains -
23.01 150mm x 250mm x 600mm Meter 53,723

SERIES 3000 EARTHWORKS AND PAVEMENT

Section 3100 Clearin, Grubbing and Removal of Topsoil
31.01 Clearing,grubbing and removal of topsoil
(a) Clearing and grubbing Hectare 13,693,987
Section 3200 Removal of Existing Structures -
32.01 Removal of Existing Structures -
(a) Removal of existing pipe culverts of any size Linear Meter 164,697
Section 3300 Breaking uo Existing Pavement Laters -
33.04 Scarification and recompaction of existing pavement layers Sq/m 16,080
Section 3600 Earthworks -
36.01 Excavations -
(a) Common excavation to spoil Cu/m 16,001
36.02 Fill and improved subgrade layers -
(a) Improved subgrade layer require minimum G15 quality material Cu/m 25,263
37.02 Natural gravel for subbase -
(a) Natural gravel class G45 Cu/m 32,838
39.01 Crushed Aggregate for Road Base -
(a) CBR=98% Cu/m 134,891
(b) CBR=102% Cu/m 122,704

SERIES 4000 BITUMINOUS LAYERS AND SEALS

Section 4100 Prime and Curing Membranes
41.01 Prime coat
(a) MC-30 cut -back bitumen Litter 4,135
(b) MC-70 cut -back bitumen Litter 3,626
Section 4200 Bituminous Base Course and Asphalt Concrete Surfacing -
42.01 Asphalt concrete surfacing Cu/m 285,203
Section 4700 Surfacing of Bride Decks -
47.01 surfacing on bridge deck (T=5cm) Sq/m 14,260

SERIES 5000 ANCILLARY ROADWORKS

Section 5200 Guardrails
52.01 Guardrails on steel posts
(a) Galvanised Meter 181,817
Section 5400 Road sign -
54.01 Road sign(standard ,state area for each type) Number 782,920
55.03 Road marking using thermo-plastic road-marking materials -
(a) White lines (broken or unbroken) (width of line indicated) Meter 4,319

SERIES 6000 STRUCTURES

Section 6100 Foundations for Structures
63.01 Steel Reinforcement for
(i) Mild steel bars Tone 4,221,612
(ii) High-yield-stress-steel bars Tone 3,869,152
Section 6400 Concrete for Structures -
64.01 Cast in situ concrete -
(a) Class 30/14 (All Precuts Work) Cu/m 616,728
(b) Class 25/20 (Normal RC structures) Cu/m 703,584
(c) Class 20/40 (Pipeline, protection etc) Cu/m 766,289
(d) Class 7/40 (Kerb, Foundation etc) Cu/m 568,967
64.02 Manufacturing precuts concrete members(17.6m long 28.5t) Cu/m 1,886,086
64.03 Transporting and erecting precuts concrete members(17.6m 28.5t) Cu/m 559,169

Source: JICA Study Team

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Estimation of general items (Pay Item Series 1000) is obtained as a percentage of the direct cost.
The following percentages are established based on past projects.

Table 12.1.4 Average Unit Prices of Pay Items Series 1000

SERIES 1000 Description Percentage
Section 1200 General Requirement and Provisions 0.84%
Section 1300 Contractor's Establishment on Site and General Obligations 3.55%
Section 1400 Engineer's Accommodation and Attendance 3.35%
Section 1500 Accommodation of Traffic 1.23%
Section 1600 Overhaul 0.04%
Section 1700 Environmental Protection and Waste Disposal 0.26%
Section 1800 Occupational Health and Safety, HIV/AIDS and Gender 0.48%
Total of SERIES 1000 (%) 9.74%
Source: JICA Study Team

(2) Unit Price for Flyover Bridge Construction

In Kampala City and Uganda, there is no experience of flyover construction works similar to
Pre-FS projects. Therefore, the Study Team has established the unit prices applied for cost
estimation of the flyover bridge construction, which was derived from the following reference
data:

• Northern Bypass Project (UNRA)

• Northern Bypass Road Bridge at Kyebando Road Project (May 2004)

• The Feasibility Study on the Construction of a New Bridge across River Nile at Jinja
(October 2009)

• Flyover Projects in Other Countries

The unit prices for estimation of construction costs were based on the conditions shown below:

a) Section 6100 Foundations for Structures

Installation of permanent pile casings for pile works was assumed by estimating from actual
results in Uganda for such works and determined with the construction price for diameter of
1.0 m.

b) Section 6300 Steel Reinforcement for Structures

In Steel Reinforcement for Structures, the price of mild steel bars was cheap. However,
adopted prices for Jinja Bridge were low because it was of large-scale construction.

c) Section 6400 Concrete for Structures

Concrete for Structures is arranged according to the application of concrete. The estimate
used was that of the construction unit cost of Jinja Bridge.

d) Section 6700 Structural Steelwork

For Structural Steelwork, prices include material costs, processing fees and part costs, etc.

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Table 12.1.5 Establishment of Unit Prices for Bridge Works

UNIT PRICE
ITEM DESCRIPTION UNIT
(Ushs)
SERIES 3000 EARTHWORKS AND PAVEMENT
36.02 Fill and improved subgrade layers
(b) Improved subgrade layer require minimum G7 quality material Cu/m 19,263

SERIES 4000 BITUMINOUS LAYERS AND SEALS

Section 4200 Bituminous Base Course and Asphalt Concrete Surfacing
42.01 Asphalt concrete surfacing Cu/m 285,203

Section 4700 Surfacing of Bride Decks

47.01 surfacing on bridge deck (T=5cm) Sq/m 14,260

SERIES 5000 ANCILLARY ROADWORKS

Section 5800 Reinforced Earth
58.01 Concrete Panel Type Sq/m 1,206,392

SERIES 6000 STRUCTURES

Section 6100 Foundations for Structures
61.25 Installing permanent pile casing for piles
(b) Bored Pile (1,000mm) Meter 2,676,021

Section 6300 Steel Reinforcement for Structures

63.01 Steel Reinforcement
(ii) Reinforcement Bars Tone 3,869,152

Section 6400 Concrete for Structures

64.16 Concrete
(i) Structures Concrete Cu/m 272,472

64.02 Manufacturing precuts concrete members

(a) PC-T Girder Cu/m 1,138,253
(c) PC-Box Girder Cu/m 1,316,950

64.03 Transporting and Erectting

(a) Erecting Concrete Girder Tone 822,049
(b) Erecting Steel Girder Tone 822,049

Section 6700 Structural Steelwork

67.01 Manufacturing steel box girder Tone 11,816,965
67-02 Manufacturing steel I girder Tone 10,635,268
67-03 Manufacturing steel pier Tone 11,816,965

Source: JICA Study Team

The unit prices for cost estimation of flyover bridge construction were based on Jinja Bridge and
other projects.

(3) Estimated Quantities

For Road Works:

Major quantities of road works were computed from preliminary design and quantity estimates of
Pre-FS projects.

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Table 12.1.6 Estimated Quantities for Road Works

Pre-FS projects (Road)
Project 1.1 Project 1.2 Project 1.3 Project 2 Project 3
Jinja Junction Shoprite & Clock Tower Jcts
ITEM DESCRIPTION UNIT Jinja Junction Ramp Flyover Mukwano Rd Traffic Safety Improvement
Main Flyover (Jinja - Yusefu Clock Tower Widening (Dual
(Yusufu Lule - Lule Rds and Flyover Carriageway, 4 Clock Tower
Mukwano Rds) Mukuwano - Jinja lanes) Shoprite Section
Section
Rds)
SERIES 2000 DRAINAGE
Section 2100 Drains

21.01 Excavation for Open Drains

(a) Excavating Soft Material Cu/m 3,260 890 5,010 1,000 1,000

22.03 Concrete Pipe Culverts

(d) 1,000mm Meter 260 70 500 66 196

22.07 Cast in Situ Concrete and Form Work Cu/m 3,150 860 6,110 907 2,365

22.12 Removing Existing Concrete

(a) Plain Concrete Cu/m 1,040 280 2,030 279 828

(b) Reinforced Concrete Cu/m 19

Section 2300 Concrete Karbing, Channeling, Open Drains

23.01 150mm x 250mm x 600mm Meter 5,210 1,420 11,200 2,094 4,868

SERIES 3000 EARTHWORKS AND PAVEMENT

Section 3100 Clearin, Grubbing and Removal of Topsoil

31.01 Clearing,grubbing and removal of topsoil

(a) Clearing and grubbing Hectare 0.53 0.05 3.59 0.22 0.88

Section 3200 Removal of Existing Structures

32.01 Removal of Existing Structures

Linear
(a) Removal of existing pipe culverts of any size
Meter
Section 3300 Breaking uo Existing Pavement Laters

33.04 Scarification and recompaction of existing pavement layers Sq/m 19,460 4,220 15,800 5,786 12,855

Section 3600 Earthworks

36.01 Excavations

(a) Common excavation to spoil Cu/m 780 210 10,840

36.02 Fill and improved subgrade layers

(a) Improved subgrade layer require minimum G15 quality material Cu/m 10,230 2,760 21,910

37.02 Natural gravel for subbase

(a) Natural gravel class G45 Cu/m 1,740 150 10,730 1,355 3,512

39.01 Crushed Aggregate for Road Base

(a) CBR=98% Cu/m

(b) CBR=102% Cu/m 1,920 310 8,460 1,196 2,929

SERIES 4000 BITUMINOUS LAYERS AND SEALS

Section 4100 Prime and Curing Membranes

41.01 Prime coat

(a) MC-30 cut -back bitumen Litter 32,870 6,830 56,660 7,439 17,587

(b) MC-70 cut -back bitumen Litter 57,350 11,470 96,880 16,089 37,417

Section 4200 Bituminous Base Course and Asphalt Concrete Surfacing

42.01 Asphalt concrete surfacing Cu/m 2,810 560 5,570 1,176 2,750

Section 4700 Surfacing of Bride Decks

47.01 surfacing on bridge deck (T=5cm) Sq/m

SERIES 5000 ANCILLARY ROADWORKS

Section 5200 Guardrails

52.01 Guardrails on steel posts

(a) Galvanised Meter 170 1,340 664 1,960

Section 5400 Road sign

54.01 Road sign(standard ,state area for each type) Number 13 4 38 21 19

55.03 Road marking using thermo-plastic road-marking materials

(a) White lines (broken or unbroken) (width of line indicated) Meter 11,730 3,200 22,460 2,022 6,295

SERIES 6000 STRUCTURES

Section 6100 Foundations for Structures

63.01 Steel Reinforcement for

(i) Mild steel bars Tone 19.80 21.60

(ii) High-yield-stress-steel bars Tone 68 73.26 53.88

Section 6400 Concrete for Structures

64.01 Cast in situ concrete

(a) Class 30/14 (All Precuts Work) Cu/m

(b) Class 25/20 (Normal RC structures) Cu/m 680 733 539

(c) Class 20/40 (Pipeline, protection etc) Cu/m

(d) Class 7/40 (Kerb, Foundation etc) Cu/m 270 198 216

64.02 Manufacturing precuts concrete members(17.6m long 28.5t) Cu/m 146.25 290.00
Transporting and erecting precuts concrete members(17.6m
64.03 Cu/m 146.25 290.00
28.5t)

Source: JICA Study Team

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For Bridge Works:

Major quantities of bridge works were computed from preliminary design and quantity estimates
of Pre-FS projects.

Table 12.1.7 Estimated Quantities for Bridge Works

Pre-FS projects (Bridge)
Project 1.1 Project 1.2 Project 1.3
ITEM DESCRIPTION UNIT Jinja Junction
Main Flyover Mukwano - Jinja Jinja - Yusefu Lule Clock Tower
Nile Avenue Ramp
(Yusufu Lule - Rds Flyover Rds Flyover Flyover
Mukwano Rds)

SERIES 3000 EARTHWORKS AND PAVEMENT

36.02 Fill and improved subgrade layers
(b) Improved subgrade layer require minimum G7 quality material Cu/m 8,392 3,941 3,518 2,689 4,536

SERIES 4000 BITUMINOUS LAYERS AND SEALS

Section 4200 Bituminous Base Course and Asphalt Concrete Surfacing
42.01 Asphalt concrete surfacing Cu/m 299 111 105 80 133

Section 4700 Surfacing of Bride Decks

47.01 surfacing on bridge deck (T=5cm) Sq/m 18,668 5,393 6,495 1,323 1,495

SERIES 5000 ANCILLARY ROADWORKS

Section 5800 Reinforced Earth
58.01 Concrete Panel Type Sq/m 1,291 788 704 742 1,251

SERIES 6000 STRUCTURES

Section 6100 Foundations for Structures
61.25 Installing permanent pile casing for piles
(b) Bored Pile (1,000mm) Meter 4,522 963 1,197 315 450

Section 6300 Steel Reinforcement for Structures

63.01 Steel Reinforcement for
(ii) Reinforting bar Tone 2,343 498 944 133 89

Section 6400 Concrete for Structures

64.16 Concrete
(i) Structural Concrete Cu/m 12,013 3,417 5,401 708 741

64.02 Manufacturing precuts concrete members

(a) PC-T Girder Cu/m 5,434 880 479
(c) PC-Box Girder Cu/m 2,711 2,380
Cu/m
64.03 Transporting and Erectting
(a) Erecting Concrete Girder Tone 22,144 2,288 1,244
(b) Erecting Steel Girder Tone 2,339 1,651 7,928 327 890

Section 6700 Structural Steelwork

67.01 Manufacturing steel box girder Tone 2,339 1,651 1,392 327 890
67-02 Manufacturing steel I girder Tone 882 291
67-03 Manufacturing steel pier Tone 520

Source: JICA Study Team

12.1.3 COSTRUCTION COST

Using the quantities and unit prices in the foregoing sections, the construction cost of Pre-FS
project road works and flyover bridge works were estimated at UShs 28.4 billion and UShs 207.6
billion, respectively, as shown in the following table.

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Table 12.1.8 Estimated Construction Costs for Road Works

Unit:Ushs

Pre-FS projects (Road)

Project 1.1 Project 1.2 Project 1.3 Project 2 Project 3
Shoprite & Clock Tower Jcts
Jinja Junction Ramp
ITEM DESCRIPTION UNIT Jinja Junction Main Flyover (Jinja - Mukwano Rd
Traffic Safety Improvement
Flyover (Yusufu Lule - Yusefu Lule Rds and Clock Tower Flyover Widening (Dual
Mukwano Rds) Mukuwano - Jinja Carriageway, 4 lanes) Shoprite Section Clock Tower Section
Rds)

SERIES 1000 GENERAL

L/S 470,888,297 114,031,758 - 1,086,996,999 294,115,227 551,930,205

SERIES 2000 DRAINAGE

L/S 2,713,718,730 739,666,510 - 5,299,809,590 808,855,893 2,071,109,604

SERIES 3000 EARTHWORKS AND PAVEMENT

L/S 883,825,683 184,592,329 - 2,420,616,163 287,251,950 693,486,181

SERIES 4000 BITUMINOUS LAYERS AND SEALS

L/S 1,145,288,980 229,545,950 - 2,174,156,690 424,611,788 992,704,537

SERIES 5000 ANCILLARY ROADWORKS

L/S 91,748,720 16,952,480 - 370,390,480 145,900,826 398,424,905

SERIES 6000 STRUCTURES

L/S - - - 895,160,546 1,353,043,075 1,510,909,327

Sub-Total (Series 2000 to Series 6000) 4,834,582,113 1,170,757,269 - 11,160,133,469 3,019,663,532 5,666,634,554

Estimated Construction Costs 5,305,470,410 1,284,789,027 - 12,247,130,468 3,313,778,759 6,218,564,759

Source: JICA Study Team

Table 12.1.9 Estimated Construction Costs for Bridge Works

Unit:Ushs
Pre-FS projects (Bridge)
Project 1.1 Project 1.2 Project 1.3
ITEM DESCRIPTION UNIT Jinja Junction
Main Flyover Mukuwano - Jinjya Jinjya - Yusefu Clock Tower
Nile Avenue Ramp
(Yusufu Lule - Rds Flyover Lule Rds Flyover Flyover
Mukwano Rds)
SERIES 1000 GENERAL

9,374,938,444 2,822,818,489 3,654,884,023 695,600,721 1,265,582,866

SERIES 3000 EARTHWORKS AND PAVEMENT

161,645,464 75,905,851 67,757,602 51,790,501 87,369,262

SERIES 4000 BITUMINOUS LAYERS AND SEALS

351,474,247 108,565,991 122,563,589 41,760,650 59,364,780

SERIES 5000 ANCILLARY ROADWORKS

1,557,452,072 950,757,535 848,696,772 894,780,946 1,509,437,670

SERIES 6000 STRUCTURES

96,251,934,748 28,981,709,336 37,524,476,623 7,141,691,182 12,993,663,926

Sub-Total (Series 3000 to Series 6000) 98,322,506,531 30,116,938,713 38,563,494,586 8,130,023,279 14,649,835,638

Estimated Construction Costs 107,697,444,975 32,939,757,202 42,218,378,609 8,825,624,000 15,915,418,504

Source: JICA Study Team

12.1.4 MAINTENANCE AND OPERATION COST

Road maintenance activities, which are required after the completion of the project, are generally
divided into two categories; Routine Maintenance Work and Periodic Maintenance Work. Each
maintenance work consists of the following items:

i) Routine Maintenance Work including:

• Operation cost : Cost of electricity used for street lighting, signal operation, etc.
• Clearing cost: Costs for clearing the road and bridge surfaces, drainage facilities, traffic
sign boards, traffic devices, trimming/cutting of trees/grass, etc.
• Repair cost : Costs for pavement repair including pot hole patching and crack
sealing for AC pavement, repainting road markings, repair of sign boards, safety
devices and traffic control facilities, repair/seal of concrete cracks of bridge decks,

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handrail, girders, abutment and piers, replacement of deck drainage pipe, etc.

ii) Periodic Maintenance Work including;

• Overlay for AC pavement (every 10 years)

• Repainting of steel girder and replacement of expansion joint of bridge which includes
reconstruction of water proofing of pavement surface, minor repair of damaged deck
girder, etc. (every 15 years)

Taking the above activities into account, the maintenance costs for Jinja Junction Flyover, Clock
Tower Flyover, Mukwano Road Widening and Shoprite and Clock Tower Traffic Improvement
projects were estimated as shown in Table 12.1.10.

Table 12.1.10 Estimated Maintenance Costs of Each Project

Routine Maintenance Cost Periodic Maintenance Cost
(Million UShs) (Million UShs)
No. Project Name
Every Year Every 10 Years Every 15 Years
Yusufu Lule - Mukwano Rds
1-1
Flyover
Jinja - Yusufu Lule Rds 1,930 1,800 61,300
1-2 Flyover and Mukwano - Jinja
Rds Flyover
1-3 Clock Tower Flyover 160 - 5,630
Mukwano Rd Widening, incl.
2 Mukwano Rbt & Nsambya Jct
330 3,350 -
Capacity Improvement
Shoprite and Clock Tower Jcts
3 260 2,610 -
Traffic Safety Improvement
Source: JICA Study Team

12.1.5 CONSULTANCY SERVICE COST

The consultancy service cost was at 9.57% of the civil works cost for 7-2 Kampala-Mitiyana
Road and other projects, and 5.85%, 7.67%, 11.49 % were applied to previous projects of UNRA.
The consultancy service cost is therefore estimated at 8.50% on average for Pre-FS projects.

The consultancy service cost for Pre-FS projects is estimated at UShs 18.7 billion, which
includes the following:

• Detailed engineering design and tender documents preparation,

• Assistance in procurement of civil works contractors, and

• Construction supervision and project management.

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Table 12.1.11 Consultancy Service Costs

Project Type Financed by Construction Cost Consultant Cost Percentages

Road Re-construction GoU 34,874,876,268 3,337,165,471 9.57%

Upgrading (Paving) NDF 37,912,132,240 2,219,124,740 5.85%
Rehabilitation & Widening (dual) EU 151,006,183,856 11,584,039,052 7.67%
New Construction EU 83,904,464,291 9,639,983,257 11.49%
Average 8.65%
Source: JICA Study Team

12.1.6 OTHER COSTS (LAND ACQUISITION, RESETTLEMENT, UTILITY

RELOCATION, ADMINISTRATION AND TAX AND DUTY)

i) ROW/Land Acquisition and Related Activities

ROW acquisition normally covers costs for: (a) land to be acquired for the project, (b) demolition
and replacement of affected household/residential structures, (c) compensation for affected
households/families, and (d) relocation and resettlement of affected informal settlers.

According to the preliminary design and site reconnaissance survey, the Pre-FS projects require
an aggregate total land area of about 8.73 ha. Most of the land is public land (MoWT, Electoral
Commission, URC, etc.) but also needs 2.59 hectares of private land as shown in the following
table.

Table 12.1.12 Required Land Acquisition for G/K Pre-FS project

ROW to be acquired
Project No. Name of Place Unit
Private Total
Project 1.1 Yusefu Lule - Mukuwano Rds Flyover ha 0.11 0.52

Jinjya - Yusefu Lule Rds Flyover and Mukuwano -

Project 1.2 ha 0.65 2.5
Jinjya Rds Flyover

Project 1.3 Clock Tower Flyover ha 0.00 0.60

Mukuwano Rd Widening, incl. Mukuwano Rdt &

Project 2 ha 1.19 3.94
Nsanbya Jct Capacity Improvement
Shoprite & Clock Tower Jcts Traffic Safety
Project 3 ha 0.64 1.17
Improvement

Total ha 2.59 8.73

Source: JICA Study Team

In Uganda, land acquisition and the procedure for building removal shall be performed in
conformity to Land Act 1998. This procedure is very complicated and mostly, the compensation
for buildings is extremely higher than the land. Kampala District Land Board is in charge of land
acquisition.

Presently, lands to be acquired are valued depending on land use type, location of the area and
market price by the valuer. The total cost of land acquisition is estimated to be about UShs 10.6
billion as shown in Table 12.1.13.

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Table 12.1.13 Estimated Cost of ROW Acquisition

Project No. Name of Place Unit Area (ha) Amount

Project 1.1 Yusefu Lule - Mukuwano Rds Flyover U.Shs 0.11 449,844,120

Jinjya - Yusefu Lule Rds Flyover and Mukuwano -

Project 1.2 U.Shs 0.65 2,658,169,800
Jinjya Rds Flyover

Project 1.3 Clock Tower Flyover U.Shs 0.00 0

Mukuwano Rd Widening, incl. Mukuwano Rdt &

Project 2 U.Shs 1.19 4,866,495,480
Nsanbya Jct Capacity Improvement
Shoprite & Clock Tower Jcts Traffic Safety
Project 3 U.Shs 0.64 2,617,274,880
Improvement

Total U.Shs 2.59 10,591,784,280

Source: JICA Study Team

Based on the results of site reconnaissance surveys, there are about nine buildings/houses and
forty-one households affected by the implementation of Pre-FS projects, which is estimated in
Table 12.1.14.

Table 12.1.14 Estimated Number of Houses/Structures Affected

Affected Building/Household
Project No. Name of Place Unit
Private Public Total Household
Project 1.1 Yusefu Lule - Mukuwano Rds Flyover number 0 1 1 1

Jinjya - Yusefu Lule Rds Flyover and Mukuwano -

Project 1.2 number 2 9 11 17
Jinjya Rds Flyover

Project 1.3 Clock Tower Flyover number 0 4 4 4

Mukuwano Rd Widening, incl. Mukuwano Rdt &

Project 2 number 2 7 9 15
Nsanbya Jct Capacity Improvement
Shoprite & Clock Tower Jcts Traffic Safety
Project 3 number 0 4 4 4
Improvement

Total number 4 25 29 41

Source: JICA Study Team

The resulting estimated total value of the structures is about UShs 0.2 billion, as shown in Table
12.1.15.

Table 12.1.15 Estimated Cost of Compensation for Affected Buildings and Households
Project No. Name of Place Unit Building Household Amount (U.Shs)

Project 1.1 Yusefu Lule - Mukuwano Rds Flyover U.Shs 0 1 4,000,000

Jinjya - Yusefu Lule Rds Flyover and Mukuwano -

Project 1.2 U.Shs 2 17 16,000,000 68,000,000
Jinjya Rds Flyover

Project 1.3 Clock Tower Flyover U.Shs 0 4 16,000,000

Mukuwano Rd Widening, incl. Mukuwano Rdt &

Project 2 U.Shs 2 15 16,000,000 60,000,000
Nsanbya Jct Capacity Improvement
Shoprite & Clock Tower Jcts Traffic Safety
Project 3 U.Shs 0 4 16,000,000
Improvement

Total U.Shs 4 41 196,000,000

Source: JICA Study Team

Since there are no informal settlers at the land area needed for the project, no related expenses
are foreseen for such compensation.

Since the relocation of utilities is the responsibility of each respective agency, its cost was not
included in the project cost estimation.

ii) Administration Cost

The cost of project administration is estimated at 2.0% of the estimated total project cost.

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iii) Tax and Duty

Construction equipment, materials and goods that will be used can be imported to Uganda at duty
free. Then the equipment and materials will be exported to the origin after the completion of the
project.

Value Added Tax (VAT) of 18 % shall not be applied for the Pre-FS projects in accordance with
“VALUE ADDED TAX ACT (2005), CAP. 349. 19 Exempt Supplies (1)”, stated as

“(aa) the supply of feasibility studies, engineering designs and consultancy services and
civil works related to roads and bridges’ construction”

Therefore, almost all materials and equipment required for the project implementation are
assumed as VAT exempted, except for fuel.

12.1.7 PROJECT COST ESTIMATES

(1) Construction Cost (Base Cost 2010)

The total base cost, excluding Project No. 1.3 (Clock Tower Flyover) was estimated at UShs
220.6 billion as summarized in the following table.

Table 12.1.16 Summary of Base Costs of Pre-FS Projects

Base Cost Unit: Ushs
Pre-FS projects
Project 1.1 Project 1.2 Project 1.3 Project 2 Project 3
Jinja Junction Ramp Shoprite & Clock Tower Jcts
ITEM DESCRIPTION UNIT Jinja Junction Main Flyover (Jinja - Mukwano Rd Traffic Safety Improvement
Flyover (Yusufu Lule - Yusefu Lule Rds and Clock Tower Flyover Widening (Dual
Mukwano Rds) Mukuwano - Jinja Carriageway, 4 lanes) Shoprite Section Clock Tower Section
Rds)

SERIES 1000 GENERAL

L/S 10,047,500,433 7,595,370,228 1,426,893,991 1,086,996,999 294,115,227 551,930,205
SERIES 2000 DRAINAGE
Road section L/S 2,713,718,730 739,666,510 5,299,809,590 808,855,893 2,071,109,604
Bridge section L/S
SERIES 3000 EARTHWORKS AND PAVEMENT
Road section L/S 883,825,683 184,592,329 2,420,616,163 287,251,950 693,486,181
Bridge section L/S 161,645,464 195,453,954 87,369,262
SERIES 4000 BITUMINOUS LAYERS AND SEALS
Road section L/S 1,145,288,980 229,545,950 2,174,156,690 424,611,788 992,704,537
Bridge section L/S 351,474,247 272,890,230 59,364,780
SERIES 5000 ANCILLARY ROADWORK'S
Road section L/S 91,748,720 16,952,480 370,390,480 145,900,826 398,424,905
Bridge section L/S 1,557,452,072 2,694,235,253 1,509,437,670
SERIES 6000 STRUCTURES
Road section L/S 895,160,546 1,353,043,075 1,510,909,327
Bridge section L/S 96,251,934,748 73,647,877,141 12,993,663,926
Sub-Total (Series 2000 to Series 6000) 103,157,088,644 77,981,213,847 14,649,835,638 11,160,133,469 3,019,663,532 5,666,634,554
113,204,589,077 85,576,584,075 16,076,729,629 12,247,130,468 3,313,778,759 6,218,564,759
Construction Costs
198,781,173,152 16,076,729,629 12,247,130,468 9,532,343,517
Construction General : 10,047,500,433 7,595,370,228 1,086,996,999 294,115,227 551,930,205
Cost Road Section Cost : 4,834,582,113 1,170,757,269 11,160,133,469 3,019,663,532 5,666,634,554
(Base Cost) Bridge Section Cost: 98,322,506,531 76,810,456,578 0 0 0
Total: 113,204,589,077 85,576,584,075 12,247,130,468 3,313,778,759 6,218,564,759
Exchange Rates: 1.0 US$ = UShs 2,271.94 = 88.44 JP Yen, as of 30th June 2010 Civil Works Base Cost (Excluding Project No. 1.3, Clock Tower Flyover) : 220,560,647,138

Source: JICA Study Team

As shown in the above table, the base cost for Clock Tower Flyover construction was estimated
at UShs 16.1 billion and it will be implemented as Phase 2 project.

(2) Physical and Price Contingencies

The physical and price contingencies were estimated considering the following:

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Table 12.1.17 Summary of Price and Physical Contingencies

Land Acquisition
Category Currency Civil Works Consultancy Services /Compensation /
Administration
FC 3.0% / annum 3.0% / annum -
Price Contingency
LC 11.0% / annum - 11.0% / annum
Physical Contingency FC/LC 10.0 % 5.0% 10.0%
Source: JICA Study Team

(3) Foreign and Local Currency Components

The following foreign and local currency components were applied by category. These
components were determined by referring to past project implementation, but the foreign
component is higher since the project mostly involve flyover construction.

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Table 12.1.18 Foreign and Local Currency Component for Pre-FS Project
Category Civil Works Consultancy Services
FC 80% 80%
LC 20% 20%
Source: JICA Study Team

(4) Foreign Current Conversion Rates

The exchange rate of the “Bank of Uganda” on June 30, 2010 was adopted for cost estimation:

“US$ 1.00 = UShs 2,272.00”

(5) Project Cost for Jinja Junction Flyovers, Mukwano Road Widening, and Shoprite and
Clock Tower Junctions Traffic Safety Improvement

After adding physical and price contingencies, consultancy services, land acquisition and
resettlement, and administration cost to the base cost, the total project cost has been estimated at
UShs 353.5 billion or US$155.6 million as in the following table.

Table 12.1.19 Summary of the Project Cost Estimate for Jinja Junction Flyovers, Mukwano Road
Widening and Shoprite and Clock Tower Junctions Traffic Safety Improvement
Category Cost in UShs (billion) Cost equivalent to US$ (million)
Base Price Physical Total Base Price Physical Total
Cost Escalation Contingency Cost Escalation Contingency
Civil Works 220.56 58.62 27.92 307.10 97.08 25.80 12.29 135.17
Consultancy Services for DD & CS 18.75 4.20 1.15 24.10 8.25 1.85 0.51 10.61
Land Acquisition & Resettlement 10.77 3.23 1.40 15.40 4.74 1.42 0.62 6.78
Administration Cost 5.00 1.32 0.61 6.93 2.20 0.58 0.27 3.05
Value Added Tax (No VAT) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Total 255.08 67.37 31.08 353.53 112.27 29.65 13.68 155.60
Notes: 1. Currency Exchange Rate US$1.00 = UShs 2,272 as of 30th June 2010.
2. Construction starts in the 1st quarter of 2014/15 and complete in 3 years.
Source: JICA Study Team

(5) Project Cost for Clock Tower Flyover

The project cost has been estimated at UShs 34.9 billion or US$ 15.4 million as in the following
table.

Table 12.1.20 Summary of the Project Cost Estimate for Clock Tower Flyover Construction
Category Cost in UShs (billion) Cost equivalent to US$ (million)
Base Price Physical Total Base Price Physical Total
Cost Escalation Contingency Cost Escalation Contingency
Civil Works 16.08 12.68 2.88 31.64 7.08 5.58 1.27 13.93
Consultancy Services for DD & CS 1.37 1.02 0.12 2.51 0.60 0.45 0.05 1.10
Land Acquisition & Resettlement 0.02 0.03 0.00 0.05 0.01 0.01 0.00 0.02
Administration Cost 0.35 0.27 0.06 0.68 0.15 0.12 0.03 0.30
Value Added Tax (No VAT) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Total 17.81 14.01 3.06 34.88 7.84 6.17 1.35 15.35
Notes: 1. Currency Exchange Rate US$1.00 = UShs 2,272 as of 30th June 2010.
2. Construction starts in the 1st quarter of 2021/2 and complete in 2 years.
Source: JICA Study Team

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12.2 PROJECT IMPLEMENTATION PLAN

12.2.1 IMPLEMENTATION SCHEDULE

(1) Implementation of Pre-FS Projects in 2 Phases

UNRA will be the executive agency responsible for the implementation of Pre-FS Projects,
including feasibility study, detailed design, procurement and supervision of consultant and
contractors, under overall supervision and management of MoWT.

The Pre-FS Projects are recommended to be implemented in two phases on aspects of their
urgency and to meet the BRT operation. Phase 1 is implementation of Jinja Junction Flyovers,
Mukwano Road widening and Shoprite and Clock Tower Junction Traffic Safety Improvement
Projects at earliest appropriate timing. Since these three projects are related each other, it is better
to implement them as one package if budget is available,.

Since the traffic capacity of Clock Tower Junction will become sufficient after its intersection
improvement in Phase 1, the project implementation of Phase 2, Clock Tower Flyover, could be
undertaken approximately 6-7 years later.

Figure 12.2.1 shows the project implementation schedule for Phase 1 projects. A feasibility study
should be conducted as a next step to project implementation after the completion of this Pre-FS.
It is necessary for the feasibility study on the project to confirm the concrete plan of BRT project
such as the exact route where the BRT would be introduced and specific drawings for the
facilities. Since this information will become available only after a BRT feasibility study which
will be conducted during the period from around February 2011 to June 2011, the feasibility
study should be commenced from around October 2011 when the BRT feasibility study and
preparatory discussions will be completed. The project implementation period has been planned
from September 2011 (commencement of FS/EIA) to June 2017 (completion of construction).
Item Activity Period# 2009/20 2010/2011 2011/2012 2012/2013 2013/2014 2014/2015 2015/2016 2016/2017 2017/20
(Month) Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2

A.1 JICA Pre-Feasibility Study Up to

(Final Report) Oct.2010
A.2 Discussion with Development 5
Partners for Soft Loan Finance
A.3 Proposal of Soft Loan 3
A.4 Discussion on Feasibility Study 3
& EIA Oct.2011
A.5 Feasibility Study (FS & EIA) 9
A.6 Appraisal of Project 3
A.7 Financial Agreement 3
A.8 Land Acquisition 24
A.9 Procurement of Consultant 6
(DD& CS)
A.10 Detailed Design 6
A.11 Procurement of Contractor 6
A.12 Construction & Construction 36
Supervision
A.13 Operation & Maintenance Jul.2017
Jul.2017
BRT Pilot Project (14 km)*
B.1 Procurement of Consultant 9
B.2 FS & Detailed Design
- Feasibility Study 6
- Detailed Design 6
B.3 Project Appraisal and Financial 6
Arrangement
B.4 Land Acquisition** 24
B.5 Procurement of BRT 9
Management Consultant &
B.6 Construction of Facilities 24
B.7 Operation of BRT** Jan.2015
Jan.2015
Notes: # Financial Year of Uganda (July - June) * Information from the World Bank/Uganda ** More time might be required for opening due to ROW acquisition)

Source: JICA Study Team

Figure 12.2.1 Project Implementation Schedule for Phase 1 Project (Jinja Jct Flyover, Mukwano Road
Widening and Shoprite & Clock Tower Jcts Traffic Safety Improvement)

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However, as the Pre-FS projects are deeply related with the BRT pilot project, the feasibility
study of Pre-FS projects should commence after confirming the following conditions:

• Submission of the draft final report of the BRT pilot project feasibility study, which is
commenced in early 2011 and completed within about 6 months, and its approval by the
World Bank and MoWT

• No substantial objection to the introduction of BRT and traffic operation restriction by

Uganda Taxi Operators & Drivers Association (UTODA), the Uganda Association of
Motorcycle & Bicycle Operators (UAMBO) and other main stakeholders

• No objection to close of the Kampala – Entebbe Road Junction to the general traffic at the
public consultations held during of the BRT pilot project feasibility study

• Substantial completion of the EIA study for the BRT pilot project feasibility study.

(2) Implementation of Phase 1 Projects by Stage

If available budget is limited, the Phase 1 projects can be implemented in 2 stages; Stage 1 for
Project No.1.1 (Yusufu Lule – Mukwano Roads Flyover), Project 2.4 (Mukwano Road
Widening) and Project No.3.7 ( Shoprite & Clock Tower Junction Traffic Safety Improvement)
and Stage 2 for Project 1.2 (Jinja – Yusufu Lule Roads and Mukwano – Jinja Roads Right-turn
Flyovers).

Other possibility is implementation of the Phase 1 projects with co-finance of two international
development partners; Stage 1 (Projects No.1.1, No.2.4 and No.3.7) for a co-financer and Stage 2
(Project 1.2) for other financers. The Mukwano Road Widening and Shoprite & Clock Tower
Junctions Traffic Safety Improvement Projects could be implemented prior to the Jinja Junction
Flyover, if there is further difficulty in the availability of budget.

A further implementation study should be conducted at the feasibility stage, including

implementation package, schedule and co-financing.

(3) Implementation of Clock Tower Flyover Project in Phase 2

The assumed project implementation schedule of Phase 2 (Clock Tower Flyover construction) is
shown in the following figure. However, it may subject to change since the implementation plan
of the planned BRT B1 on this route is still uncertain.

Item Activity Period# 2018/2019 2019/2020 2020/2021 2021/2022 20222/2023 2023/20

(Month) Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2
A.1 Feasibility Study (FS & EIA) 9
A.2 Appraisal of Project 3
A.3 Financial Agreement 3
A.4 Land Acquisition 24
A.5 Procurement of Consultant 6
(DD& CS)
A.6 Detailed Design 6
A.7 Procurement of Contractor 6
A.8 Construction & Construction 24
Supervision
A.9 Operation & Maintenance Jul.2023
Jul.2023
Notes: # Financial Year of Uganda (July - June)
Source: JICA Study Team
Figure 12.2.2 Assumed Project Implementation Schedule for Phase 2 Project (Clock Tower Flyover)

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12.2.2 FINANCING PLAN

(1) Financing Plan for Phase 1 Projects

Since the project cost is very large, the Pre-FS Projects should be financed by the GOU and a soft
loan from international development partners. The envisaged financing scheme is as follows:

Category GOU International Development Partners

FC LC FC LC Type of Finance
Consultancy Feasibility Study & EIA - 0% 100% 100% Grant
Services Detailed Design - 0% 100% 100% Grant or Soft Loan
Construction Supervision - 0% 100% 100% Soft Loan
Civil Works - 100% 100% 0% Soft Loan
Land Acquisition & Resettlement - 100% - -
Administration Cost - 100% - -
Source: JICA Study Team

The financing scheme may include a soft component of capacity building for MoWT, UNRA and
KCC for the enhancement of project implementation management, quality assurance and asset
management (operation and maintenance). It may include various minor baseline studies, such as
update of road inventory (both carriageway and walkways) for GKMA, traffic survey, road
drainage study and introduction of performance based maintenance.

The total project cost for implementation of Phase 1 Pre-FS projects (Jinja Junction Flyovers,
Mukwano Road Widening and Shoprite & Clock Tower Junction Traffic Safety Improvement
Projects) has been estimated at US$157 million, which includes price escalation and physical
contingency. It is envisaged to be financed as in the following table.

Table 12.2.1 Financing Plan for Pre-FS Project Phase 1

Category GOU Development Partners Total % of External
FC LC FC LC Sub-Total Finance
Civil Works 36.11 99.06 99.06 135.17 73.3%
- Base Cost 19.42 77.66 77.66 97.08
- Price Contingency (Escalation) 13.41 12.39 12.39 25.80
- Physical Contingency 3.28 9.01 9.01 12.29
Consultancy Services 7.87 2.73 10.61 10.61 100.0%
- Base Cost 6.60 1.65 8.25 8.25
- Price Contingency (Escalation) 0.90 0.95 1.85 1.85
- Physical Contingency 0.37 0.13 0.51 0.51
Land Acquisition & Resettlement 6.78 0.00 6.78 0.0%
Administration Cost 3.05 0.00 3.05 0.0%
Value Added Tax (No VAT) 0.00 0.00 0.00 0.00 0.00 0.00
Total 0.00 45.94 106.93 2.73 109.67 155.60 70.5%
(% to the total project cost) 0.0% 29.5% 68.7% 1.8% 70.5% 100.0%
Note: Currency Exchange Rate US$ 1.00= UShs 2,272
UShs 1.00= US$ 0.000440
Source: JICA Study Team

Table 12.2.2 shows the total annual funding plan with breakdowns.

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Table 12.2.2 Annual Financing Plan for Pre-FS Project Phase 1

1. Annual Disbursement Schedule by % Year
Category Total 0 1 2 3 4 5 6
Construction Cost: 100.0% 30.0% 40.0% 30.0%
Consultancy Services: 100.0% 35.3% 21.6% 21.6% 21.6%
Land Acquisition and Resettlement: 100.0% 50.0% 50.0%
Administration Cost: 100.0% 2.2% 4.8% 28.1% 36.9% 28.1%

2. Project Cost (Base Cost)

Civil Works Base Cost (Exclud. VAT): 97.08 Mill US$ Land Acquisition and Resettlement: 4.74 Mill US$
Consultancy Services (Exclud. VAT): 8.25 Mill US$ Administration Cost: 2.20 Mill US$ at 2.00%
Construction Cost: FC: 80% LC: 20% Consultancy Services: FC: 80% LC: 20%

3. Annual Funding Plan Unit: Mill US$

Category Total 2010/2011 2011/2012 2012/2013 2013/2014 2014/2015 2015/2016 2016/2017
Base P1 P2 DD C1 C2 C3
(I) Foreign Currency Portion (Mill US$)
Civil Works (Base Cost) 77.66 0.00 0.00 0.00 0.00 23.30 31.06 23.30
Price Escalation (%/ann.) 3.0% 12.39 0.00 0.00 0.00 0.00 2.92 4.95 4.52
Physical Contingency 10.0% 9.01 0.00 0.00 0.00 0.00 2.62 3.60 2.78
Sub-Total 99.06 0.00 0.00 0.00 0.00 28.85 39.61 30.60
Consulting Services (Base Cost) 6.60 0.00 0.00 0.00 2.33 1.42 1.42 1.42
Price Escalation (%/ann.) 3.0% 0.90 0.00 0.00 0.00 0.22 0.18 0.23 0.28
Physical Contingency 5.0% 0.37 0.00 0.00 0.00 0.13 0.08 0.08 0.09
Sub-Total 7.87 0.00 0.00 0.00 2.67 1.68 1.73 1.79
Total 106.93 0.00 0.00 0.00 2.67 30.53 41.35 32.39
(II) Local Currency Portion (Mill US$)
Civil Works (Base Cost) 19.42 0.00 0.00 0.00 0.00 5.82 7.77 5.82
Price Escalation (%/ann.) 11.0% 13.41 0.00 0.00 0.00 0.00 3.02 5.32 5.07
Physical Contingency 10.0% 3.28 0.00 0.00 0.00 0.00 0.88 1.31 1.09
Sub-Total 36.11 0.00 0.00 0.00 0.00 9.73 14.40 11.98
Consulting Services (Base Cost) 1.65 0.00 0.00 0.00 0.58 0.36 0.36 0.36
Price Escalation (%/ann.) 11.0% 0.95 0.00 0.00 0.00 0.21 0.18 0.24 0.31
Physical Contingency 5.0% 0.13 0.00 0.00 0.00 0.04 0.03 0.03 0.03
Sub-Total 2.73 0.00 0.00 0.00 0.84 0.57 0.63 0.70
Land Acquisition and Resettlement 4.74 0.00 0.00 2.37 2.37 0.00 0.00 0.00
Price Escalation (%/ann.) 11.0% 1.42 0.00 0.00 0.55 0.87 0.00 0.00 0.00
Physical Contingency 10.0% 0.62 0.00 0.00 0.29 0.32 0.00 0.00 0.00
Sub-Total 6.78 0.00 0.00 3.21 3.57 0.00 0.00 0.00
Administration Cost (Base Cost) 2.20 0.00 0.00 0.05 0.11 0.62 0.81 0.62
Price Escalation 0.58 0.00 0.00 0.01 0.03 0.13 0.21 0.20
Physical Contingency 0.27 0.00 0.00 0.01 0.01 0.07 0.10 0.08
Sub-Total 3.05 0.00 0.00 0.06 0.14 0.82 1.13 0.90
Total 48.67 0.00 0.00 3.28 4.54 11.11 16.15 13.58
(III) VAT Tax Portion (Mill US$)
Civil Works (Base Cost) 0.0% 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Price Escalation 0.0% 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Physical Contingency 0.0% 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Sub-Total 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Consulting Services (Base Cost) 0.0% 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Price Escalation 0.0% 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Physical Contingency 0.0% 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Sub-Total 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Total 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
(IV) Total Project Cost (Mill US$)
155.60 0.00 0.00 3.28 7.22 41.64 57.50 45.97
(V) Eligible Portion (Grant Amount)* in Mill US$:
Civil Works FC 100% 99.06 0.00 0.00 0.00 0.00 28.85 39.61 30.60
Civil Works LC 100% 36.11 0.00 0.00 0.00 0.00 9.73 14.40 11.98
Consultancy Services (FC) 100% 7.87 0.00 0.00 0.00 2.67 1.68 1.73 1.79
Consultancy Services (LC) 100% 2.73 0.00 0.00 0.00 0.84 0.57 0.63 0.70
Total 93.7% 145.77 0.00 0.00 0.00 3.51 40.82 56.37 45.07

4. Summary of Estimated Annual Funding Requirement

Category Funded by Total 2011/2012 2012/2013 2013/2014 2014/2015 2015/2016 2016/2017
Foreign Currency (Mill US$) Soft Loan 106.93 68.7% 0.0 0.0 2.7 30.5 41.3 32.4
Local Currency (Mill US$)* Soft Loan 2.73 1.8% 0.0 0.0 0.8 0.6 0.6 0.7
Local Currency (Mill US$)** GOU(GA) 45.94 29.5% 0.0 3.3 3.7 10.5 15.5 12.9
Local Currency (Mill US$) GOU(VAT) 0.00 0.0% 0.0 0.0 0.0 0.0 0.0 0.0
FC + LC Total (Mill US$) Total 155.60 100.0% 0.0 3.3 7.2 41.6 57.5 46.0
Note: * 0 % of Local Currency Portion of Civil Works and 100% of Local Currency Portion of Consultancy Services
** 100 % of Local Currency Portion of Civil Works and 100% of Land and Administration
Source: JICA Study Team

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(2) Financing Plan for Phase 1 Projects with 2 Stages

If budget availability or sources is limited, the Phase 1 projects could be implemented in 2

stages; Stage 1 for Projects No.1.1, No.2.4 and No.3.7 and Stage 2 for Project 1.2. The base costs
are as follows:

Table 12.2.3 Base Cost of Pre-FS Projects for Stage 1 and Stage 2 in Phase 1
Unit: Mill US$
Project Project Name Phase 1, Stage 1 Phase 1, Stage 2 Total
No. Civil Works Land Sub-Total Civil Land Sub-Total
Acquisition & Works Acquisition &
Resettlement Resettlement
1.1 Yusufu Lule and Mukwano 49.83 0.20 50.03 50.03
Rds Flyover
1.2 Jinja - Yusufu Lule Rds 37.67 1.21 38.87 38.87
Flyover & Mukwano - Jinja
Rds Flyover (Right-turn)
2 Mukwano Rd Widening, 5.39 2.18 7.57 7.57
including Mukwano Rbt and
Nsambya Jct Improvement
3 Shoprite & Clock Tower 4.20 1.16 5.35 5.35
Jcts Traffic Safety
Total 59.41 3.53 62.95 37.67 1.21 38.87 101.82
Source: JICA Study Team

The total project cost for implementation of Stage 1 Pre-FS projects (Jinja Junction Flyovers,
Mukwano Road Widening and Shoprite & Clock Tower Junction Traffic Safety Improvement
Projects) has been estimated at US$96.2 million, which includes price escalation and physical
contingency. It is envisaged to be financed as in the following table.

Table 12.2.4 Financing Plan of Pre-FS Projects for Stage 1 in Phase 1

Unit: Mill US$
Category GOU Development Partners Total % of External
FC LC FC LC Sub-Total Finance
Civil Works 22.10 60.63 60.63 82.72 73.3%
- Base Cost 11.88 47.53 47.53 59.41
- Price Contingency (Escalation) 8.21 7.58 7.58 15.79
- Physical Contingency 2.01 5.51 5.51 7.52
Consultancy Services 4.82 1.67 6.49 6.49 100.0%
- Base Cost 4.04 1.01 5.05 5.05
- Price Contingency (Escalation) 0.55 0.58 1.13 1.13
- Physical Contingency 0.23 0.08 0.31 0.31
Land Acquisition & Resettlement 5.05 0.00 5.05 0.0%
Administration Cost 1.89 0.00 1.89 0.0%
Value Added Tax (No VAT) 0.00 0.00 0.00 0.00 0.00 0.00
Total 0.00 29.04 65.44 1.67 67.12 96.15 69.8%
(% to the total project cost) 0.0% 30.2% 68.1% 1.7% 69.8% 100.0%
Note: Currency Exchange Rate US$ 1.00= UShs 2,272
UShs 1.00= US$ 0.000440
Source: JICA Study Team

The total project cost for implementation of Stage 2 Pre-FS project, Jinja - Yusufu Lule Rds
Flyover & Mukwano - Jinja Rds Flyover (Right-turn Flyovers), has been estimated at US$59.5
million, which includes price escalation and physical contingency. It is envisaged to be financed
as in the following table.

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Table 12.2.5 Financing Plan of Pre-FS Project for Stage 2 in Phase 1

Unit: Mill US$
Category GOU Development Partners Total % of External
FC LC FC LC Sub-Total Finance
Civil Works 14.01 38.44 38.44 52.44 73.3%
- Base Cost 7.53 30.13 30.13 37.67
- Price Contingency (Escalation) 5.20 4.81 4.81 10.01
- Physical Contingency 1.27 3.49 3.49 4.77
Consultancy Services 3.06 1.06 4.12 4.12 100.0%
- Base Cost 2.56 0.64 3.20 3.20
- Price Contingency (Escalation) 0.35 0.37 0.72 0.72
- Physical Contingency 0.15 0.05 0.20 0.20
Land Acquisition & Resettlement 1.73 0.00 1.73 0.0%
Administration Cost 1.17 0.00 1.17 0.0%
Value Added Tax (No VAT) 0.00 0.00 0.00 0.00 0.00 0.00
Total 0.00 16.90 41.49 1.06 42.55 59.45 71.6%
(% to the total project cost) 0.0% 28.4% 69.8% 1.8% 71.6% 100.0%
Note: Currency Exchange Rate US$ 1.00= UShs 2,272
UShs 1.00= US$ 0.000440
Source: JICA Study Team

12.2.3 PROJECT IMPLEMENTATION AGENCY

All Pre-FS roads are currently under administration of KCC. However, since the trunk roads of
KCC, which connect to the national roads, will be transferred from KCC to MoWT/UNRA in the
near future, all Pre-FS roads, except Nile Avenue and Shoprite Junction, shall be part of the
UNRA’s National Road Network.

Therefore, management and supervision of the feasibility study of Pre-FS roads will be
transferred from MoWT to UNRA. Though Nile Avenue and Shoprite Junction would still
remain under administration of KCC, UNRA should also manage these road and junction as part
of the Phase 1 program at the feasibility study and project implementation stages. KCC should
remain as one of the key members of Steering Committee for the Feasibility Study.

12.3 PROJECT EVALUATION

12.3.1 METHODOLOGY FOR ECONOMIC EVALUATION

(1) Purpose of Economic Evaluation

The investment for infrastructure projects including construction/improvement of roads and

bridges generally requires a huge amount of cost. However, an implementation body such as the
central government usually does not have enough budget. Under this situation with
budget/resource constraint, the implementation of a project should be checked whether the
project can generate sufficient social/economic benefits or not, in comparison to its cost. In
addition, even if implementation of the project is justified, the government has to compare with
other important projects and prioritize the order among all projects before allocating the scarce
budget/resources of the national economy. Economic evaluation is carried out in order to provide
necessary information for decision making on whether a project should be implemented or not
from the aspect of national economy and information on the priority order of candidate projects.

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(2) Methodology for Quantification of Economic Evaluation

1) Quantified Economic Benefits

In this evaluation, the following two types of economic benefits were estimated quantitatively:

• Savings in Vehicle Operating Cost (VOC)

• Savings in Passenger Travel Time Cost (TTC)

Although the project of Shoprite & Clock Tower is a traffic safety improvement project, the
benefits of accident reduction (particularly for pedestrians) were not estimated quantitatively due
to lack of necessary information in relation to accident cost. The calculated benefits of this
project come from savings in VOC and TTC generated from the widening/ additional lanes of the
road section between Shoprite and Clock Tower Junctions. An analysis on qualitative effect of
traffic safety improvement by this project is given in the latter part of this chapter.

2) Evaluated Projects and Target Years for Benefit Estimation

The following four projects were selected for the pre-feasibility study as explained in the short
list project evaluation:

Table 12.3.1 Evaluated Projects

Planned Years for
No. Project Name Opening Traffic Demand
Year Forecast
1-1/1-2 Jinja Junction Flyover Project 2017 2018, 2023
1-3 Clock Tower Flyover Project 2023 2023
2 Mukwano Road Widening Project 2017 2018, 2023
3 Shoprite/ Clock Tower Junction Traffic Safety
Improvement Project 2017 2018, 2023
Source: JICA Study Team

3) “With and Without Project” Comparison Method

The economic benefits were estimated based on “With and Without Project” Comparison Method.
“With Project” situation means that one of the target projects (Pre-FS projects) is implemented
independently and/or combined projects are implemented. On the other hand, the “Without
Project” situation means that all target projects are not implemented. The economic benefits are
quantified from savings in VOC and TTC savings, which is derived from the difference between
“Without Project” and “With Project” cases.

Two development scenarios are prepared for “Without Project” case as shown below:

• Scenario 1: This scenario is a standard development plan with approximately 17% higher
investment cost compared with the NTMP/GKMA plan in which part of BRT
and flyovers will be invested after 2023.

• Scenario 2: This scenario is an aggressive development plan with approximately 38%

higher investment cost compared with the NTMP/GKMA plan, due to
Kampala-Entebbe Airport Expressway, flyovers and BRT.

Economic evaluation was carried out for Scenario 1 because its assumptions are more realistic
than Scenario 2 in considering investment size. However, the results of evaluation based on
Scenario 2 are presented in Annex 10 as well.

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4) Evaluation Cases

The combination of the four target projects are expected to generate the highest effect after
implementation of all target projects. This is in comparison with cases of evaluation for each
project implemented independently. For example, when the Project 1-1/1-2 (Jinja Junction
Flyover) is implemented, its economic effect will be reduced if Project 2 (Mukwano Road
widening) is not implemented simultaneously because the effect of the flyover by Project 1-1/1-2
will be limited due to the connected two-lane Mukwano Road (before widening).

However, for the purpose of economic evaluation of each project, the following cases were
prepared:

Case 1: “Without Project” case + Only Project 1-1/1-2 for years 2018 and 2023
Case 2: “Without Project” case + Only Project 1-3 for years 2018 and 2023
Case 3: “Without Project” case + Only Project 2 for years 2018 and 2023
Case 4: “Without Project” case + Only Project 3 for years 2018 and 2023
Case 5: “Without Project” case + Projects (1-1/1-2) +2+3 for years 2018 and 2023 excluding
Project (1-3)
Case 6: “Without Project” case + Projects (1-1/1-2) +2+3 in 2018, and all Projects with Project
(1-3) in 2023

5) Input Data from Results of Traffic Demand Forecast and Benefit Calculation

Benefit estimations for savings in VOC and TTC are strongly connected with the results of traffic
demand forecast. Effects on traffic flow by each project will spread over the whole road network.
Therefore, savings in vehicle-km and vehicle-hours were calculated covering the entire network
in GKMA, and then applied for benefit estimation.

The formulas for benefit calculation are shown below:

VOC(B) = ∑ ∑ [(Q
n m
W /O ) n.m *(Lm)* (UVOCn)]－ ∑
n
∑[(Q
m
)
with n.m *(Lm)* (UVOCn)]

Time(B) = ∑ ∑ ∑[(OD
n i j
. *TIM(W/O)i.j* TVn]－ ∑
n .i j

n
∑ ∑[(OD
i j
n .i . j ) *TIM(WITH)i.j* TVn]

Where: VOC (B) : Total VOC saving benefit

(Qw/o)n.m : Traffic volume of vehicle type (n), on Link(m)
in “Without Project” case
Lm : Length of link (m)
UVOCn : Unit VOC of vehicle type (n)
(Qwith)n.m : Traffic volume of vehicle type (n), on Link (m)
in “With Project” case
Time (B) : Total time saving benefit
ODn.i.j : O-D traffic volume of vehicle type (n) from (i)
zone to (j) zone
TIM(W/O)i.j : Travel time between (i) zone and (j) zone in
“Without Project” case
TIM(WITH)i.j : Travel time between (i) zone and (j) zone in
“With Project” case
TVn : Travel time value of vehicle type (n)

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(3) Existing Data and Guidelines Reviewed for Project Evaluation

The following existing data, guidelines and previous studies were reviewed prior to benefit
estimation and economic evaluation:

a) “The Feasibility Study of Improvement of Trunk Road at Kampala Urban Interface

Sections”, Final Report, November 1997, JICA
b) “Procedural Guide to Economic Road Feasibility Studies”, Updated, March 2006, Road
Agency Formation Unit (RAFU), Ministry of Works Housing & Communications
c) “Road Economic Decision Model (RED)”, Sub-Saharan Africa Transport Policy Program,
July 2004, World Bank
d) “National Transport Master Plan (NTMP)”, Interim Report (2004/05) and Final Report
2009
e) “Kampala Urban Traffic Improvement Plan (KUTIP)”, Final Report, Vol.1, June 2003
f) “The Feasibility Study on the Construction of a New Bridge across River Nile at Jinja”,
Final Report, October 2009, JICA
12.3.2 ECONOMIC COSTS AND BENEFITS

(1) Economic Costs

1) Economic Investment Costs

The project investment costs consist of construction cost (civil works), land acquisition and
compensation cost, consulting services cost, and administration cost. Economic costs are
obtained by deducting transfer items such as import duties and taxes from financial costs at
market prices. Value Added Tax (VAT) is exempted for construction works of roads and other
public transport facilities in accordance with Value Added Tax Act CAP 349 in Uganda.
However, import duties are levied on petrol, fuel and raw materials by customs (in ports). The
purpose for this is not specified even if these are used for road construction in Kampala afterward.
Therefore, construction costs are necessarily converted into so called “border prices” by applying
the following conversion factor:

(Im port + Export )

Standard Conversion Factor (SCF) =
(Import + Import Taxes) + (Export − Subsidies)

The recent values of SCF in Uganda are shown in Table 12.3.2. An average value of 0.87 for
2005/06 to 2008/09 was applied in this Study (only to the civil work costs).

Table 12.3.2 Past Trend of SCF Values

Calendar Year (2000-2002) Average Fiscal Year (2005/06--2008/09) Average
Breakdown 2000 2001 2002 (2000--2002) 2005/06 2006/07 2007/08 2008/09 (2005/06-2007/08)
Imports ('000 US$) 1,599,835 1,895,250 2,162,945 1,886,010 2,186,917 2,839,301 3,904,216 4,434,660 3,341,274
Exports ('000 US$) 754,481 832,125 1,011,210 865,939 1,031,350 1,495,705 2,607,236 3,085,275 2,054,892
Taxes on Imports ('000 US$) 349,200 383,000 427,400 386,533 616,388 738,202 961,419 991,694 826,926
Subsidies of Exports ('000 US$) 0 0 0 0 0 0 0 0 0
Standard Conversion Factor (SCF) 0.87 0.88 0.88 0.88 0.84 0.85 0.87 0.88 0.87
Source: Year 2000 - 2002: National Transport Master Plan (NTMP:2004), Interim Report, Appendix A
Year 2005/06 - 2008/09: Bank of Uganda, Annual Report 2008/2009

2005/06 2006/07 2007/08 2008/09

Taxes on International Trade 1,125 1,314 1,631 1,914
(UShs Billion)
Average Exchange Rate 1,825.15 1,780.00 1,696.45 1,930.03
(UShs per 1 US$)
Source: Year 2005/06 - 2008/09: Bank of Uganda, Annual Report 2008/2009
Source: JICA Study Team

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2) Shadow Prices

According to the “Procedural Guide to Economic Road Feasibility Studies”, open market
economy coupled with free movement of Uganda’s exchange rate and the absence of any foreign
exchange control, the Uganda Shilling is not overvalued with respect to international currencies.
At the same time, there are no minimum wage laws or regulations. Therefore, neither shadow
exchange rate nor shadow wage rate is necessary.

3) Economic Maintenance Costs

Maintenance costs consist of routine maintenance cost every year, and periodical maintenance
cost at the timing of 10 years and 15 years after construction and opening to traffic. These costs
were also converted into economic costs by applying the conversion factor above.

(2) Economic Benefits

1) Vehicle Operating Cost

An analysis of the data on Unit Vehicle Operating Cost (VOC: US$/km/vehicle) in Uganda was
done in reference to the “Procedural Guide to Economic Road Feasibility Studies, updated,
March 2006” and “Road Economic Decision Model (RED)”. In addition, the latest basic VOC
data was obtained from “The Feasibility Study on the Construction of a New Bridge across River
Nile at Jinja, Final Report, 2009, JICA”.

Updating work for “Procedural Guide 2006” is scheduled to start in August 2010 therefore its
latest version is not available at this moment. On the other hand, UNRA provided a set of 2008
VOC data, which was derived from the World Bank’s “Road Economic Decision Model (RED)”,
for reference. Comparing the two sets of VOC data, i.e. JICA Study and RED Model, some
discrepancies were observed due to the differences in original data source, exchange rates, terrain
types (flat, rolling and mountainous), and other mechanical/technical factors applied.

In this Pre-Feasibility Study, the unit VOC data by the JICA Study on the New Nile Bridge
Project was applied after updating the fuel cost into 2010 prices. The effects of using VOC data
of the RED Model will be analyzed in a sensitivity analysis.

The breakdown of VOC data above is presented in Annex 10.

Table 12.3.3 Vehicle Operating Cost (Economic Cost, 2010)

Items Sedan, SW Mini Bus Large Bus Truck Trailer Motorcycle
Crew Cost - 1,647 8,943 19,357 19,357 -
Maintenance Cost (Labor Cost) 107.9 161.8 313.8 313.8 313.8 13.3
Time Related Insurance Cost 496.0 613.0 580.0 357.0 357.0 328.0
VOC Depreciation Cost 722 1,299 2,438 2,244 3,456 128
(US$/ year) Sub-Total 1,326 3,721 12,275 22,272 23,483 469
Overhead Cost - 372 1,228 2,227 2,348 -
Total 1,326 4,093 13,503 24,499 25,832 469
US$/ Hour 0.177 0.546 1.800 3.267 3.444 0.063
Fuel Cost 4,650.7 5,315.1 14,205.0 13,021.2 14,205.0 295.3
Lubricant Cost 46.8 83.2 638.0 725.2 791.2 20.8
Distance Related Tire Cost 207.3 173.3 582.8 884.1 2818.1 25.7
VOC Maintenance Cost (Spare Parts) 136.2 263.0 774.1 591.4 910.5 21.8
(US$/ year) Depreciation Cost 1,341 2,413 4,529 4,168 6,417 237
Sub-Total 6,382.4 8,247.3 20,728.5 19,390.1 25,142.2 600.6
Overhead Cost - 824.7 2,072.8 1,939.0 2,514.2 -
Total 6,382.4 9,072.1 22,801.3 21,329.1 27,656.4 600.6
US$/ 1000km 170.2 226.8 380.0 387.8 460.9 36.0
Original Source: The Feasibility Study on the Construction of a New Bridge across River Nile at Jinja, Final Report, 2009,
JICA. Fuel cost and lubricant costs were revised applying a 9.5% of escalation rate to JICA data.

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2) Travel Time Cost of Passengers

The saving in passenger TTC is another important component of economic benefit from road
projects. The unit TTC (US$/hour/vehicle) by vehicle type is usually derived from passenger’s
income, wages and earnings. Existing data and information such as per capita GDP at current
price, GDP per labor force, and household income data presented in the Uganda National
Household Survey 2005/06 were collected and analyzed. In addition, a review of past data on
travel time values was carried out based on existing/previous studies. There was a wide range of
values estimated in those studies (refer to Table 12.3.5).

According to an interview survey of minibus passengers conducted by the Study Team in January
2010, the average monthly income of minibus passengers, whose trip purpose is for business or
work-related, was calculated at 821,000 Shs/month. Considering 194 hours of working time per
month, the time cost of minibus passengers for their work trip has been estimated at 4,232
Shs/hour (equal to 1.86 US$/hour). The proportion of time value of non-work trips was taken at
25% of work trips (1.86 US$ x 25% = 0.47 US$/hour) as proposed by the “Procedural Guide
2006”.

On the other hand, TTC for a passenger car (sedan) was assumed to be 1.6 times (60% higher) of
minibus passengers as decided in reference to the welfare indicators by “Uganda National
Household Survey 2005/06”.

Other necessary data/information in estimating TTC by “vehicle base” are as listed below and
TTC by vehicle type adopted in this Study are shown in Table 12.3.4.

• Trip purpose composition (percentage share of work trip and non-work trip purposes)
• Average number of passengers by vehicle type
• Growth rate of future travel time values

Table 12.3.4 Estimation of Travel Time Costs

Travel Time Value Trip Purpose Weighted Average Time Value by
Vehicle (2010) Composition (*) Average Value No. of Vehicle Type
Type (US$/hour/person) Passengers (2010)
Work Non-work Work Non-work (US$/hr/person) (*) (US$/hr/vehicle)
Car 2.98 0.75 56.3% 43.7% 2.00 2.35 4.71
Minibus 1.86 0.47 28.9% 71.1% 0.87 10.36 9.01
Large bus 1.86 0.47 28.9% 71.1% 0.87 39.88 34.67
Motorcycle 1.86 0.47 28.9% 71.1% 0.87 1.16 1.01
Source: JICA Study Team
Note: (*): From the results of traffic survey by JICA Study Team.

Future travel time values were assumed to grow with the same rate of real per capita GDP. Table
12.3.5 indicates a comparison of time values estimated in various studies/guidelines in Uganda.

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Table 12.3.5 Comparison of Time Values with Other Studies/ Data

US$/hour/person No. of US$/hour/vehicle
Year Passengers/vehicle
Car Mini Large Car Mini Large Car Mini Large
Bus Bus Bus Bus Bus Bus
New Nile Bridge FS 2009 0.66 0.66 0.66 2.51 13.03 46.36 1.65 8.55 30.41
Procedural Guide 2004 Average
2006 5.58 0.32 0.32 3.00 13.00 53.00 16.74 4.16 16.96
(Appendix to NTMP) 2009
Estimate 9.15 0.52 0.52 3.00 13.00 53.00 27.45 6.76 27.56
RED Model 2004 2002 1.50 0.75 0.75 2.00 10.00 40.00 3.00 7.50 30.00
2009
Estimate 3.00 1.50 1.50 6.00 15.00 60.00
KUTIP 2002 778 Shs 778 Shs
(Time value for work (0.34US$) (0.34US$)
trip) 2009
Estimate 0.68 0.68
NTMP Interim 2004 1.07 0.52 0.46 2.14 5.19 18.36
Report, (District & 2009
Urban Roads) Estimate 1.75 0.85 0.75 3.50 8.50 30.00
NTMP Interim 2004 6.40 1.35 0.35 12.80 13.50 14.10
Report 2009
(Ferry Evaluation) Estimate 10.50 2.21 0.57 21.00 22.10 22.80
This Study 2010 Weighted Average
2.00 0.87 0.87 2.35 10.36 39.88 4.70 9.01 34.70
Source: JICA Study Team
Note: “Estimate” means that the time values of each source were escalated to 2009 applying a growth rate of per capita
GDP to original sources.

It is found that the time value varies in a quite wide range depending on studies/ guidelines and
the year of study. From the above table, TTC in this Study are considered to be reasonable and
appropriate. There is another piece of evidence that gives validity to adopted time values. The
average monthly income of minibus passengers (for all trip purposes) obtained from the above
interview survey was at 384,000 Shs/month (2010). On the other hand, the average monthly
earning of an employee of selected manufacturing establishments was at 373,341 Shs/month in
2008 (“2009 Statistical Abstract”, Uganda Bureau of Statistics). The value of these two figures is
very near to each other, from which reveals that the results of the interview survey are reliable.

3) Benefits of Flyovers (Benefit of Reducing Delay Time at Junctions)

As it is widely understood, many drivers recognize that bottlenecks and long delays at junctions/
roundabouts (Rbt) of the trunk roads in Kampala cause enormous time losses and huge amounts
of economic loss. The main purpose of the construction of flyovers at congested junctions is to
smoothen traffic flow to and from CBD during morning and evening peak hours.

In order to determine the economic delay cost at existing junctions/roundabouts, the results of
delay time analysis at main junctions (such as Africana Rbt., Garden City Rbt., Mukwano Rbt.,
and Clock Tower Junction) were incorporated into the benefit estimation and separately from the
results of traffic assignment simulations.

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12.3.3 RESULTS OF ECONOMIC EVALUATION

(1) Pre-conditions for economic cost benefit analysis

Cost-benefit cash flow analyses were carried out under the following pre-conditions:

1) Price Level : 2010 prices

2) Evaluation Period : 20 years after opening year
3) Residual Values : No residual values were counted.
4) Opportunity Cost of :12%
Capital (Discount Rate)

The results of economic evaluation are summarized in Table 12.3.6.

Table 12.3.6 Results of Economic Evaluation

Base Case
No. Project Name
EIRR B/C (*) NPV (*)

1-1/1-2 Jinja Flyover Project 20.7% 1.70 34.126

1-3 Clock Tower Flyover Project 32.4% 2.49 2.786

2 Mukwano Road Widening Project 38.8% 4.32 15.823

Shoprite & Clock Tower Traffic Safety Improvement
3 22.3% 2.21 4.069
Project
Combination of Project (1-1)+(2)+(3) 22.6% 1.88 50.349

Combination of All Projects (1-1)+(1-2)+(2)+(3) 23.0% 2.01 59.421

Source: JICA Study Team

Note: (*): Discount Rate = 12%
NPV: in US$ Million

The above results indicate that all projects and all evaluation cases are economically feasible
with values of EIRR (Economic Internal Rate of Return) higher than the opportunity cost of
capital (> 12%), B/C (Benefit/ Cost Ratio) higher than unity (>1.0) and positive values of NPV
(Net Present Value) (> 0).

The cost benefit stream by each project and by evaluation case is shown in Annex 10.

12.3.4 SENSITIVITY ANALYSIS

(1) Alternatives for Sensitivity Analysis

In order to check the robustness of economic feasibility of the projects, sensitivity analyses were
done by changing the cost and benefit values within a probable range against the base case. In
addition, sensitivity was also tested for the case of 20% reduction in unit travel time values
below 20%, and for the case when unit VOC by RED 2008 was applied against the base case.

The prepared alternative cases for the sensitivity analyses are as follows:

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1) Project costs go up by: +10%, +15%, and +20%

2) Project benefits go down by: -10%, -15%, and -20%
3) Combinations of all above
4) Unit time values (US$/hour/vehicle): reduced by 20%
5) Unit VOC values (US$/km/vehicle): values of RED

(2) Results of Sensitivity Analysis

Summarized results of the sensitivity analyses are shown in Table 12.3.7.

Table 12.3.7 Results of Sensitivity Analyses

Base Case Sensitivity Analysis (EIRR), against Base Case
No. Project Name Cost +10% Cost +15% Cost +20% Unit Time Value Unit VOC
EIRR B/C (*) NPV (*)
Benefit -10% Benefit -15% Benefit -20% -20% = RED 2008

1-1/1-2 Jinja Flyover Project 20.7% 1.70 34.126 17.2% 15.5% 13.9% 16.9% 20.6%

1-3 Clock Tower Flyover Project 32.4% 2.49 2.786 26.9% 24.4% 22.0% 26.3% 27.6%

2 Mukwano Road Widening Project 38.8% 4.32 15.823 34.2% 32.0% 29.9% 33.8% 32.4%
Shoprite & Clock Tower Traffic Safety Improvement
3 22.3% 2.21 4.069 19.5% 18.1% 16.8% 19.6% 20.4%
Project
Combination of Project (1-1)+(2)+(3) 22.6% 1.88 50.349 18.9% 17.2% 15.5% 18.6% 21.7%

Combination of All Projects (1-1)+(1-2)+(2)+(3) 23.0% 2.01 59.421 19.4% 17.8% 16.2% 19.6% 22.3%

Source: JICA Study Team

Note: (*): Discount Rate = 12%, NPV: in US$ Million

The results of sensitivity analyses show the robustness of economic feasibility of the projects.
Even if the project costs go up by 20% and economic benefits go down by 20% simultaneously,
all projects will maintain values of EIRR higher than the opportunity cost of capital (> 12%).
Furthermore, even when the time values are estimated at 20% lower than the base case, all
projects are still economically feasible. Regarding the change of unit UOC values, no significant
differences are observed between base case and RED case.

12.3.5 SOCIO-ECONOMIC BENEFITS AND CONTRIBUTION TO MITIGATION OF

GLOBAL WARMING

(1) Socio-Economic Benefits of Pre-FS Projects

The Pre-FS projects will contribute to various socio-economic benefits, global warming and
regional peace enhancement. Table 12.3.8 shows a summary of these benefits by category and
degree.

Table 12.3.8 Contribution of Pre-FS Project

Project Project Name International Improvement Air Global Traffic Sustainability Support of Reduction
No Corridor of Traffic Pollution Warming Safety of National Regional of Poverty
Road (A109) Congestion (CO2 Economy Economy
Reduction) (CBD) Development
1.1 & Jinja Junction Yes Very High Very High High High Very High Positive Positive
1.2 Flyovers Positive Positive Positive Positive Positive Benefit Benefit
Benefit Benefit Benefit Benefit
2.4 Mukwano Rd A109 High Positive Positive No Change High High High
Widening Bypass* Positive Benefit Benefit Positive Positive Positive
Benefit Benefit Benefit Benefit
3.7 Shoprite & Clock Yes High Very High High Very High High High Very High
Tower Jcts Traffic Positive Positive Positive Positive Positive Positive Positive
Safety Benefit Benefit Benefit Benefit Benefit Benefit
Improvement
Note: Mukwano Road is a bypass of the Kampala city center section of A109 (International Corridor)
Source: JICA Study Team

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(2) Benefits of Traffic Safety Improvement of Shoprite & Clock Tower Junctions

1) Traffic Accidents at Shoprite and Clock Tower Junctions

According to the traffic accident record provided by the Uganda Police Force, there was a total of
226 accidents at the Shoprite and Clock Tower junctions in 2009 (original data is presented in
Annex 10). This figure means that traffic accidents are occurring about 19 times per month
and/or 4.3 times every week in this area. Of the total 226 accidents, 99 were seriously injured in
which 58% were pedestrians. Regarding pedestrian accidents in this area, about 64 pedestrians
were injured by various types of vehicles as shown in Table 12.3.9. This means that 1.2
pedestrians are injured every week in this place. Two of the main vehicle types that cause
pedestrian accidents are minibuses (39.1%) and motorcycles (26.6%). In addition, there may be
many accidents which are unreported or unrecorded. The situation is very severe thus effective
measures should be taken as early as possible.

Table 12.3.9 Pedestrian Traffic Accidents at Shoprite & Clock Tower Junctions (2009)
Vehicle Type Car Truck Motorcycle Minibus Pickup Others Total %
Victimes
Female
4 0 5 4 1 1 15 23.4%
Male 6 1 12 21 0 9 49 76.6%
Total 10 1 17 25 1 10 64 100.0%
% 15.6% 1.6% 26.6% 39.1% 1.6% 15.6% 100.0%
Original Source: Uganda Police Force (UPF), compiled by JICA Study Team

2) Pedestrian Movements at Shoprite/ Clock Tower Junctions

Pedestrian volume counts at Shoprite and Clock Tower junctions were carried out by the JICA
Study Team in August 2010 for morning peak hours (6:00am – 9:00am) and evening peak hours
(4:00pm -7:00pm). The survey location was at the middle point between Shoprite Junction and
Clock Tower Junction. Figure 12.3.1 and Figure 12.3.2 indicate the number of passengers along
Entebbe Road by direction for morning and evening peak hours respectively. In the morning, the
highest number of pedestrians towards CBD direction was about 1,300 persons in 30 minutes
(7:30am – 8:00am), which result to a rate of more than 40 persons a minute. In the evening, the
number of pedestrians towards the south direction started to increase from around 4:00pm and
continuously increases even after 6:00pm. The number reaches to about 1,900 persons from
6:30pm to 7:00pm, which result to a rate of more than 60 pedestrians per minute. These analyses
revealed that pedestrian traffic in the area of Shoprite and Clock Tower Junctions is very high
beyond expectation, and the risk of pedestrian accidents still remain.

Pedestrian Traffic : Morning Peak Hour : Clock T. to Shoprite (South to North)

1,400

1,200
No. of Pedestrians

1,000

800

600

400

200

0
6.00-6.30 6.30-7.00 7.00-7.30 7.30-8.00 8.00-8.30 8.30-9.00
Morrning Peak Hour (6:00am - 9:00am)

Source: JICA Study Team

Figure 12.3.1 Pedestrian Traffic at Shoprite & Clock Tower Junctions (Morning Peak), South to North

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Pedestrian Traffic : Evening Peak Hour : Shoprite to Clock T. (North to South)

2,000
1,800
1,600

No. of Pedestrians
1,400
1,200
1,000
800
600
400
200
0
4.00-4.30 4.30-5.00 5.00-5.30 5.30-6.00 6.00-6.30 6.30-7.00
Evening Peak Hour (4:00pm - 7:00pm)

Source: JICA Study Team

Figure 12.3.2 Pedestrian Traffic at Shoprite & Clock Tower Junctions (Evening Peak), North to South

The same kind of pedestrian counting was conducted at the same survey point as in the study of
“Kampala Urban Traffic Improvement Plan (KUTIP)” in 2001. Table 12.3.10 shows a
comparison of the results between the two surveys.

Table 12.3.10 Comparison of Pedestrian Survey with KUTIP

Average Pedestrian Traffic KUTIP (2001) JICA Study (2010) Growth Ratio
(2010/2001)
Morning Peak Hour (NÆS) 464/hour 1,041/hour 2.24
Evening Peak Hour (NÆS) 597/hour 2,600/hour 4.35
Source: JICA Study Team

Therefore, pedestrian traffic at the Shoprite and Clock Tower Junctions increased about 2.2 times
in morning peak hours and 4.4 times in evening peak hours as compared to 2001. This high
growth of pedestrian traffic to/from CBD via the two junctions is expected to continue in the
future.

3) Necessity and Benefits of Traffic Safety Improvements by the Pre-FS Project

Under the circumstances explained above, the risk of pedestrian traffic accidents will worsen if
no countermeasures are taken. Some traffic safety improvements are urgent and necessary. The
proper and most effective solution is to separate the traffic flow between vehicle and pedestrian.

After the construction of pedestrian bridges proposed by the Pre-FS project, all pedestrians
crossing and walking along the dangerous Entebbe Road will have to use the bridges, which will
therefore avoid the possibility of pedestrian accident. Gentle slopes for the use of handicapped
and aged people are necessary.

(3) Support and Promote Urban/Regional Economic Development

As broadly known, the urban road network is one of essential facilities to support daily life of
residents. This road network provides necessary access to economic/business opportunities in
CBD, and to human basic need. However, the present road traffic condition in GKMA is in a
very severe situation. If the present situation is left without taking any countermeasures, it will
result in more serious problems, such as stagnation of CBD, worsening of urban environment,
and preventing regional/national economic development.

Introducing the BRT system is one of the effective policies to improve the current and future
traffic problems in GKMA. Although, road widening and intersection improvement are partly
required at some sections of BRT routes before its introduction. In addition, it is necessary to
improve the whole road network including areas not served by the BRT system because it

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provides only trunk route services for passengers as a mass transit. “Door to door services” are
necessary for smooth logistic support and daily business activity by individual trip takers.

Improvements made to individual intersections are also effective measures but insufficient to
handle the recent unexpected growth of traffic demand, which has become very rapid. More
fundamental strategy should be recommended, i.e., construction of flyovers at bottlenecks (Jinja
and Clock Tower flyovers) combined with widening a bypass (Mukwano Road widening). As the
Entebbe Junction is planned to be closed to general vehicles except for BRT, main traffic of
east–west direction will be forced to take the route via Mukwano Road. Therefore, the Pre-FS
Projects (construction of flyovers and the road widening along this route) are consistent with the
above policy and will be in concord with the demand of main traffic flows, which then will
realize or recover/maintain smooth traffic flow.

In conclusion, the implementation of Pre-FS projects will be one of the strong measures to
support and promote urban/regional economic development by reducing the burden of chronic
traffic congestion in GKMA.

(4) Contribution to Regional Peace Enhancement as International Corridor Road

The Pre-FS Projects are located on the Northern Corridor (Mombasa – Nairobi – Kampala –
Katua (Rwanda)) of the East African Community, and part of the international truck road “A109”.
Kampala is a logistic base for inland countries including South Sudan, North East Congo and
Rwanda.

The following table shows the number of international cargo traffic (semi-trailers and truck
trailers) at Jinja Bridge. Approximately 30% of this traffic is transit (through) traffic towards
South Sudan, North East Congo and Rwanda. Though the Northern Bypass was opened in
October 2009, most of the international transit traffic still pass through the city center (A-109)
since they need to report to the Uganda Revenue Authority at Nakawa.

Table 12.3.11 International Cargo Traffic at Jinja Bridge (2008)

Unit: Vehicle/Day
Trailer Type E/B: From Kampala To W/B: To Kampala from Grand
Nairobi Mombassa Other Total Nairobi Mombassa Other Total Total
Kenya Kenya
Semi Trailer 10 6 0 16 8 20 0 28 44
11% 6% 0% 17% 9% 23% 0% 32% 25%
Truck Trailer 68 173 38 279 0 135 108 243 522
16% 41% 9% 66% 0% 35% 28% 63% 65%
Total 78 179 38 295 8 155 108 271 566
26% 61% 13% 100% 3% 57% 40% 100% 57%
Note: International Cargo Traffic includes transit traffic from/to Rwanda, DR Congo
Source: The Study Team based on New Nile Bridge FS, JICA

According to UBOS, formal export (US$1,724 million) and informal export (US$1,316 million)
are almost equal in 2008. Of the total informal export, Sudan shares 69% (US$909 million) while
Congo shares 15% (US$1,724 million) as shown in Table 12.3.12. Since the increase from 2006
to 2008 was significant, these exports were used for reconstruction and peace enhancement of
South Sudan and North East Congo (Figure 12.3.3).

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Table 12.3.12 Informal Export and Import in 2008

Country Exports Imports Total Trade Trade Balance
1000 US$ % 1000 US$ % 1000 US$ % 1000 US$ %
DRC 195,167 15% 19,671 27% 214,838 15% 175,496 14%
Kenya 105,831 8% 39,748 54% 145,579 10% 66,083 5%
Rwanda 53,263 4% 1,137 2% 54,401 4% 52,126 4%
Sudan 909,938 69% 7,504 10% 917,443 66% 902,434 73%
Tanzania 51,736 4% 5,433 7% 57,169 4% 46,304 4%
Overall 1,315,936 100% 73,493 100% 1,389,429 100% 1,242,443 100%
Source: Uganda Bureau of Statistics

1,000

900
Informal Exports value (million US$)

800

700

600

500

400

300

200

100

-
DRC Kenya Rwanda Sudan Tanzania
Country of destination

2006 2007 2008

Source: Uganda Bureau of Statistics

Figure 12.3.3 Informal Export to Neighboring Courtiers, 2006-2008

As Kampala is located at cross roads, it will contribute to peace enhancement, reconstruction

after civil war, the progress of return and resettlement of refugees, and stabilization of public
welfare for South Sudan, North East Congo, Burundi and Rwanda as a logistic base.

The following table shows formal re-export amount from 2004 to 2008. Since the total share of
re-export to neighboring countries is 38.8% (US$148 million), it seems that some materials or
products are imported to Uganda first and then re-exported to surrounding countries. The main
re-export items are oil (US$44 million), sugar and sugar-based products (US$29 million), and
steel (US$13 million). These items are important for reconstruction and daily life.

Table 12.3.13 Re-Exports by Region and Country of Destination, 2004 - 2008

Region/Country 2004 2005 2006 2007 2008 Remarks Region
1000 US$ 1000 US$ 1000 US$ 1000 US$ 1000 US$ (2008 Share) 1000 US$
D.R.Congo 11,365 30,778 7,554 39,063 39,985 10.6%
Rwanda 7,127 10,083 2,911 10,854 18,100 4.8%
Kenya 8,764 7,510 3,946 7,722 13,899 3.7%
Sudan 1,105 11,626 3,343 34,923 65,616 17.3% 147,095
Burundi 10,063 6,774 4,460 10,782 9,495 2.5% 38.8%
Other 788 503 2,603 212 4,157 1.1%
COMESA Total 39,212 67,274 24,817 103,556 151,252 39.9%
Other Regions 44,930 46,594 95,176 133,800 227,720 60.1%
Total 84,142 113,868 119,993 237,356 378,972 100.0%
Source: Uganda Bureau of Statistics

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(5) Contribution to Poverty Reduction through National and Regional Economy

Development

The Pre-FS Projects are located at the eastern and southern gates of CBD and Kampala’s
commercial center, which is a driving engine of the national and regional development of
Uganda. The largest industrial park (Kampala Industrial Area) near Jinja and Mukwano
Intersections is also there. The Pre-FS Projects will contribute to sustainability of business and
industrial activity through substantial reduction of traffic congestion and securing their access.

Shoprite and Clock Tower Junctions are located at the entrance of the largest market (Owino /
Balikddombe Market) in KCC. According to the pedestrian survey conducted in August 2010,
about 48,000 people (most from nearby poor communities (Katwe and Nsambya)) pass on these
junctions daily to work at these markets and shopping areas. Annual passage to these areas is
over 10 million. The planned pedestrian bridges with gentle slopes will contribute to commuter’s
safety.

There are also other local markets (Kibuli and Nakasero) that can receive direct benefits from the
Pre-FS Projects. The total population of the poor who could receive benefits is estimated at
approximately 100,000 (refer to Section 11.4.3).

(6) Contribution to Global Warming and Air Pollution Reduction

The implementation of Pre-FS Projects, wherein traffic congestion will be improved at major
junctions in Kamapala, would contribute to the prevention of global warming (CO2 reduction) as
well as the reduction of air pollution.

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Table 12.3.14 Reduction of CO2 by Project (Year 2023)

CO2 Emission CO2 Emission Reduction
Projects (ton-CO2/day) (ton-CO2/year) Amount
Without With Without With (ton-CO2/year)
Yusufu Lule - Mukwano Rds
23.5 21.3 8,250.2 7,460.8 789.4
Flyover
Jinja-Yusufu Lule Rds Flyover
29.8 25.4 10,467.2 8,921.3 1,545.9
& Mukwano - Jinja Rds Flyover
Mukwano Road Widening 39.5 22.7 13,875.1 7,971.4 5,885.6
Shoprite & Clock Tower Jcts
28.9 20.5 10,148.1 7,203.4 2,944.6
Improvement
Clock Tower Flyover 23.1 15.1 8,116.9 5,293.1 2,823.8
Total 145.0 105.1 50,839.5 36,850.0 13,989.4
Source: JICA Study Team

Calculation results mentioned above was derived from traffic demand forecast and following
emission factors.

Table 12.3.15 Emission Factors

Km/h Emission Factor (g-CO2/km)
10 308.5
20 215.8
30 175.5
40 151.7
50 137.4
60 130.3
70 129.2
80 133.6
90 143.4
100 158.3
Source: Civil Engineering Vol.45, 2001 (Japan)

12.3.6 CONCLUSIONS OF PROJECT EVALUATION

• The results of economic evaluation indicate that all Pre-FS projects are economically
feasible.

• Roles of each Pre-FS project exactly fit with the direction of traffic demands and traffic
flows as well as consistent with each other; thereby benefits generated by each project are
enhanced by combined effect.

• The Pre-FS projects will contribute to reducing/mitigating severe congestion and substantial
delay in junctions located at the gates to/from CBD. Also, the resulting time saving benefits
are estimated to be huge.

• In addition to the direct benefits above, the projects will contribute to the realization of
socio-economic impacts in various aspects, such as traffic accident reduction, promotion of
urban/regional/national economic development, contribution to strengthening the
international corridor, poverty reduction, and creation of better urban environment through
reduction of air pollution and mitigation of global warming (CO2).

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CHAPTER 13 CONCLUSIONS AND RECOMMENDATIONS

13.1 CONCLUSIONS

13.1.1 ROAD NETWORK IMPROVEMENT

(1) Serious Traffic Congestion in NTMP/GKMA

The population of GKMA was estimated at 2.5 million in 2008 and it is projected to reach 4.5
million in 2023. The traffic congestion at major junctions and trunk roads in GKMA, especially
in Kampala City, became very serious due to the combined effects of rapid urbanization, national
economic growth and high traffic increase, poor road network, low quality of roads, etc. It is one
of the urgent key issues to be addressed in order to achieve sustainable national and regional
economic development.

(2) Review of Road Network Improvement in NTMP/GKMA

The Study Team has reviewed NTMP/GKMA and recommended that the following additional
road networks should be included in the master plan of NTMP/GKMA in addressing the current
urban expansion of GKMA.

1) Improvement of Gaba Road and Kira - Old Kira Road as radial trunk roads
2) Planned expressway from Kampala to Entebbe International Airport
3) Elevated Urban Ring Expressway (Viaduct) along the Inner Ring Road in the long-long term
plan
(3) Selection of Short-List Projects

A Pre-FS of BRT had been conducted in November 2009 in cooperation with the World Bank,
which was in parallel with this Study. Its final report was submitted in May 2010. The
introduction of BRT is one of the national core projects in the National Development Plan
(2010/11–2014/15). The Study Team finally selected the following shortlist projects for the
Pre-FS, which support or coordinate with the BRT plan.

Short-listed Projects for Pre-FS

1 1.1 Jinja Junction Main Flyover
(Yusufu Lule – Mukwano Roads Flyover)
1.2 Jinja Junction Ramp Flyover
(Jinja – Yusufu Lule Roads Flyover and Mukwano – Jinja Roads Flyover)
1.3 Clock Tower Flyover
2 Mukwano Road Widening to a Dual Carriageway Highway (4 lanes)
3 Shoprite and Clock Tower Junctions Traffic Safety Improvement
Source: JICA Study Team

The Study Team has conducted the Pre-FS and preliminary designs of the short list projects so as
not to conflict with the BRT plan, especially with the BRT pilot project.

According to the interview survey (conducted by the Study Team) on junctions with the worst
traffic congestion, over 90% replied that the traffic congestion at Shoprite and Clock Tower
Junctions is most serious. The Study Team has established the Shoprite and Clock Tower
Junctions Safety Improvement Plan, which addresses to both pedestrian safety and traffic
decongestion. Approximately 48,000 pedestrians daily, and over ten million per year would use
these planned pedestrian bridges with gentle access slopes.

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(4) Project Implementation

The Study Team has planned to implement the Pre-FS projects in two phases. Phase 1 includes
implementation of three projects (as one package): Jinja Junction Flyovers, Mukwano Road
Widening, and Shoprite and Clock Tower Junctions Traffic Safety Improvement. Phase 2
includes implementation of Clock Tower Flyover Construction. Since the traffic capacity of this
junction would become sufficient by its at-grade intersection improvement in Phase 1, Phase 2
could be undertaken approximately 6-7 years later.

Based on the above, the Study Team has prepared a tentative implementation plan for Phase 1
projects, as shown below.
2009/ 2017/
2010/2011 2011/2012 2012/2013 2013/2014 2014/2015 2015/2016 2016/2017
Activities 2010 2018
1-3 4-6 7-9 10-12 1-3 4-6 7-9 10-12 1-3 4-6 7-9 10-12 1-3 4-6 7-9 10-12 1-3 4-6 7-9 10-12 1-3 4-6 7-9 10-12 1-3 4-6 7-9 10-12 1-3 4-6 7-9 10-12

Implementation of Pre-FS
Pre-FS FS/EIA DD Phase 1 Construction (3 years)
Projects
JICA Pre-Feasibility Study (Final
Report)
Discussion on Finacial Source and
FS & EIA
Feasibility Study (FS & EIA)
Finaicial Arrange. & Procure. of
Consultant (DD &SV)
Land Acquisition and Compensation
Detailed Design and Procurement of
Contractor
Construction & Construction
Supervision
Implementation Schedule of BRT
FS of BRTcompleted and basic concept is established Operation of BRTis expected to be started
Pilot Project (14 km only)/*
Notes: # Financial Year of Uganda (July - June) * Information from the World Bank/Uganda

Source: JICA Study Team

Figure 13.1.1 Implementation Schedule of the Pre-FS Projects

(5) Project Cost Estimate

The total construction cost including price escalation and physical contingency was estimated at
UShs 336.3 billion or US$148.0 million. Construction cost of Phase 1 is estimated at UShs 307.2
billion or US$135.2 million as shown in the following table.

Table 13.1.1 Construction Cost Estimate (Base Cost at Year 2010)

Cost in Ushs (billion) Cost equivalent to US$ (million)
Items of the Project Cost Price Physical Price Physical
Base cost Total Base cost Total
Escalation Contingency Escalation Contingency
Phase 1: 2014 - 2017 (3 Years)
1 Jinja Flyover 220.6 58.6 27.9 307.2 97.1 25.8 12.3 135.2
Jinja Junction Main Flyover
1-1 (Yusufu Lule - Mukwano Roads Main Flyover) 113.1 30.0 14.3 157.5 49.8 13.2 6.3 69.3
Jinja Junction Ramp Flyover
1-2 (Jinjya - Yusuful Lule and Mukwano - Jinja Roads) 85.7 22.7 10.8 119.2 37.7 10.0 4.8 52.5
2 Mukwano Road Widening to 4 lanes 12.3 3.2 1.5 17.1 5.4 1.4 0.7 7.5
3 Shoprite & Clock Tower Jcts Traffic Safety Improvement 9.5 2.5 1.2 13.3 4.2 1.1 0.5 5.8
Total of Phase 1 220.6 58.6 27.9 307.2 97.1 25.8 12.3 135.2
Phase 2: 2020 - 2023 (3 Years)
1-3 Clock Tower Flyover 16.1 10.4 2.6 29.1 7.1 4.6 1.2 12.8
Total (Phase 1+Phase 2) 236.7 69.0 30.6 336.3 104.2 30.4 13.5 148.0
Note: (1) Exchange rate: US$ 1.00 = UShs 2,272 as of 30th June, 2010
(2) Annual Price Escalation was assumed at 3.0% annum for Foregin and 11% annum for Local currency component.
Source: JICA Study Team

The project cost, including consultancy services, price and physical contingencies, land
acquisition and compensation and administration, for Phase 1 projects has been estimated at
UShs 353.5 billion or US$155.6 million as shown in the following table.

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Table 13.1.2 Summary of Project Cost Estimate (Phase 1 only)

Cost in Ushs (billion) Cost equivalent to US$ (million)
Items of the Project Cost Price Physical Price Physical
Base cost Total Base cost Total
Escalation Contingency Escalation Contingency
1. Construction Cost 220.6 58.6 27.9 307.2 97.1 25.8 12.3 135.2
2. Consultancy Servvices for DD and SV 18.7 4.2 1.1 24.1 8.3 1.9 0.5 10.6
3. Land Acquisition & Resettlement 10.8 3.2 1.4 15.4 4.7 1.4 0.6 6.8
4. Administration Cost 5.0 1.3 0.6 6.9 2.2 0.6 0.3 3.1
5. Value Added Tax (No VAT) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total 255.1 67.4 31.1 353.5 112.3 29.7 13.7 155.6
Note: (1) Annual Price Escalation was assumed at 3.0% annum for Foregin and 11% annum for Local currency component.
(2) Consultancy Services for Detailed Desgin and Constrcution Supervision was estimated at 8.5% of Construction Cost.
(3) Foreign and Local Currency Portions was esimated at 68.9% and 31.3% resepctively.
Source: JICA Study Team

(6) Environmental and Social Considerations

The Initial Environmental Examination (IEE in the JICA Guidelines 2004) was conducted by the
Study Team for screening and initial environmental evaluation purposes for Pre-FS projects. The
EIStudy/EIA shall be required for the Pre-FS projects subject to approval of NEMA of the GOU
in the FS stage (and/or in the detailed design stage), prior to project implementation.

(7) Project Evaluation

Economic analysis has resulted in a favorable economic feasibility (EIRR>20%) for each Pre-FS
project. These projects would also support the BRT pilot project operation. Therefore, these
projects should be forwarded on to the next feasibility stage at the earliest date possible.

The projects will contribute to the realization of socio-economic impacts on various aspects, such
as traffic accident reduction, promotion of urban/regional/national economic development,
contribution to strengthening the international corridor, poverty reduction, and creation of a
better urban environment through reduction of air pollution and mitigation of global warming
(CO2).

13.1.2 ROAD TRAFFIC SAFETY

(1) Target of Traffic Safety Strategic Plan

Road traffic accidents increased rapidly from 1990 to 2007 at an annual ratio of 7.8%. This is in
line with the increase of vehicle population and traffic volume. The rate of fatalities with respect
to motorized vehicles in Uganda is 65 persons per 10,000 vehicles, which ranks as one of the
worst African countries.

The Study Team has established two targets of Traffic Safety Strategic Plan, as follows:

z To reduce the number of fatalities into half (based on 2008 figures) by the year 2015.

z To strengthen the capacity and function of the organizations involved in road safety and
rules /regulations to ensure implementation and sustainability of traffic safety measures.

(2) Basic Planning Policies and Strategies

To achieve the above two targets, the following basic planning policies and implementation
Strategies should be discussed:

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1) Policies should cover three basic elements, i.e., person, vehicle and road environment.

2) All necessary institutions and database should be established within the strategic plan period,
including new laws and regulations.

3) The appropriate environment and mechanisms should be enhanced and developed, which can
be referred to as the 4Cs (communication, cooperation, collaboration and coordination) for
the traffic safety stakeholders.

4) Priority will be given to human resource development rather than investing on advanced
technologies.

(3) Traffic Safety Action Plan (2011-2015)

The Study Team has recommended the Traffic Safety Action Plan, which is composed of capacity
enhancement/development of traffic safety institutions for 2011-2015.

13.1.3 PUBLIC TRANSPORT IMPROVEMENT

(1) Shift from Minibus to Large Bus

The total number of minibuses counted outside the city center is about 51,000 vehicles per 12
hours, which accounts for 30% of all type of vehicles. Hence it is inevitable to shift from
minibuses to large buses for the alleviation of traffic congestion. To this end, supplying stable
and comfortable public transport which meets passenger demand is the most expected measure
for improving public transport.

(2) BRT Pre-FS

BRT Pre-FS was conducted as the advanced step for the realization of the concept of BRT which
was articulated in NTMA/GKMA. Pre-FS established the overall development plan of eight
routes on nine arterial roads in GKMA. All routes are expected to be operational in 2030.
However, the implementation schedule of each route has not yet been decided, except for the
pilot route on Jinja-Bombo road. Therefore, it is decided that this study covers areas and routes
which will not be covered by the BRT project.

(3) Large Bus Introduction

The objectives of public transport improvement are as follows:

• To provide reliable and stable public transport service which meets the increasing volume of
passenger demand and diversification of needs
• To harmonize with other transport modes on road, and to secure the safety of road traffic and
public transport
• To properly protect the interest of the public transport industry and to promote its sound
evolution

Since the number of passengers of a minibus is very small and its transport efficiency is low,
minibuses shall gradually be replaced by medium and large buses, and BRT.

1) Large bus network

Five routes of large buses are planned in the area where BRT will not cover, and where passenger
demand will concentrate. Among the five routes, Natete route and Munyonyo route are
recommended to be operated in the medium-term of 2018. The other three routes, Sentema route,

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Kiwatule route and Kiguwa route, will be operated in the long-term of 2023.

Since bus is one of public transport modes, it is necessary for buses to be operated on fixed
routes in fixed times by fixed fares. Large bus systems will be administered by integrated
operation entities which enable the operation of the said condition.

2) Medium bus network

Operation of medium buses will be limited in the area where BRT and large buses will not cover.
Minibuses will gradually be replaced by medium buses until the end of the long-term, wherein all
minibuses are replaced by medium buses.

For passenger transfer from medium bus to BRT and/or large bus, terminals will be developed
along BRT and large bus routes.

(4) Improvement of Inter-Urban Bus

Relocation of existing inter-urban bus terminals (IUBT) is very important for the decongestion of
traffic concentration into the city center. Four IUBTs are proposed outside the Northern Bypass
Road and along radial trunk roads such as Jinja road, Bombo Road, Hoima Road and Masaka
Road. The required function of the proposed IUBT is not only for passenger transit but also for
functions such as shopping and other services. Therefore IUBT and incidental facilities are
expected to be the focal place of the surrounding area and sub-center of GKMA.

The total construction cost of the four IUBT is estimated as UShs 48.6 billion (USD 22.1
million). Even though the total construction cost is of sizeable amount, the effect of the project in
relation to decongestion and creation of new sub-centers will bring considerable benefits toward
future city development and expansion.

(5) Infrastructure Development for Public Transport

A total of nine bus terminals are proposed at transfer points of BRT, large buses, medium buses
and passenger cars, which aims for exclusion of parking at the roadside and convenience of
passengers. Kiwatule, Kigowa and Luwafu, Natete and Karunga terminals are medium size
terminals with more than an area of 2,000 m2. The others are smaller terminals requiring an area
of 1,000 m2.

The total construction cost for the bus terminals will become UShs 17.3 billion (USD 7.9
million).

(6) Institution for Enhancement of Shift to Large Bus and Medium Bus

According to the financial analysis for large bus operation, financial IRR indicated more than
12% based on the following conditions:

• Import tax is exempted.

• Fund for bus operators is established with low interest rate of 17%.
• Bus fare is raised at least 5% from current minibus fare.

Following the result of analysis, exemption of import tax and establishment of bus fund by
financing from the government are recommended to be introduced.

(7) Institution for Infrastructure Development for Public Transport

Infrastructures of public transport such as terminals and bus lay-bys should be part of the road.

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Moreover, its development and maintenance should be conducted because terminals and bus
lay-bys contribute toward the reduction of traffic congestion. Therefore, resources for the
development and maintenance of roads shall be invested on infrastructures for public transport.
The authorities in charge of road will be responsible for the development of infrastructures for
public transport.

The government needs to obtain assistance from donors to develop large scale bus terminals such
as the integrated terminal. Other small scale terminals will be developed by the government from
the budget for road development.

(8) Realization of Public Transport Plan

The followings are the proposed for the realization of public transport plan:

1) Introduction of Large Bus

z Direction and advise to the public transport section in MoWT
z Establishment of bus fund
z Direction and advise to bus operating companies
2) Development of Terminal
z Recognition of responsible organizations in the government
z Technical cooperation to the organization
z Implementation of feasibility study
z Implementation of development
13.1.4 TRAFFIC MANAGEMENT

(1) Major Issues in Traffic Management

The following are major issues identified by the Study Team in relation to the traffic management
of Kampala City:

1) Lack of integrated traffic management strategy and plan due to inadequate coordination
among various government and private organizations, the availability of personnel at key
positions, and no workable plan/policy on capacity enhancement;
2) Inappropriate walkways due to poor condition of roads and/or illegal parking, and illegal
facilities on roads. In addition, most road markings for traffic safety guidance and traffic
flow control are also missing or already have disappeared;
3) Shortage of parking spaces corresponding to parking demand in the city center due to
absence of building standards such as for ensuring o frontage area for the parking
4) Inadequate maintenance system for traffic signals due to insufficient capacity for operation
and maintenance.
(2) Proposed Actions

The Study Team advises the GOU to take the following actions:

1) Implementation of measures in accordance with the “Strategy for the Improvement of

Traffic Flow in Kampala in December 2009” as recommended by the Task Force. These
measures could be executed at relatively low costs while waiting for the implementation of
permanent measures like BRT and flyovers.

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2) Introduction of traffic demand management approach and strategies in cooperation with

international development partners since availability of budget is insufficient and land
acquisition is difficult in providing sufficient road facilities which could meet the rapidly
increasing traffic demand.
3) Development and upgrade of pedestrian friendly walkways (or footpaths) in the CBD and
other city centers in conjunction with road development and rehabilitation works.
4) Establishment of building standards ensuring parking spaces. In addition, introduce car park
sharing scheme and parking guide system to maximize utilization of existing parking
spaces.
5) Establishment of overall signalization plan and programs, including systematic installation
and maintenance plans for new traffic signals.

13.2 RECOMMENDATIONS

13.2.1 ROAD NETWORK IMPROVEMENT

(1) Earlier Implementation of Pre-FS Projects

The Study Team recommends that both governments concerned should hold meetings soon after
completion of the Study to discuss on how and when the GOJ could assist the implementation of
the Pre-FS projects, including a feasibility study as a forward stage, based on results of the
Study.

(2) Phased Implementation of Pre-FS Projects

The Study Team recommends implementation of Pre-FS projects in two phases, as follows:

Phase 1: Jinja Junction Flyovers, Mukwano Road Widening and Shoprite and Clock Tower
Junctions Traffic Safety Improvement in the mid-term by 2018, as one package.

Phase 2: Clock Tower Flyover Project in the long-term by 2023. Since the traffic capacity of
Clock Tower Junction will remain sufficient for about 6-7 years through the
intersection improvement in Phase 1, this phase could be initiated after said period.

The Study Team also recommends that Mukwano Road Widening and Shoprite and Clock Tower
Junctions traffic safety improvement Projects could be implemented prior to Jinja Junction
Flyovers if availability of budget is limited.

(3) Feasibility Study on Kibuye Junction Flyover

The Study Team has conducted a preliminary design for Kibuye Junction congestion
improvement, taking on the requests of MoWT into consideration. The Study Team has
concluded that a flyover is required when introducing BRT routes B1 and B3 which pass on this
junction to relieve congestion while supporting BRT operation.

The Study Team recommends that a feasibility study of BRT route B1, Kampala – Kajansi
section, should include Kibuye Junction Flyover plan and Queen’s Way widening or it should be
conducted as part of the feasibility study of Jinja Junction Flyover package.

(4) Follow-up Survey for BRT Pilot Project

The Study Team conducted Pre-FS and preliminary design of priority projects taking into

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consideration the latest information on the BRT plan and pilot project. However, its basic
concept might be changed through public consultations or the coming feasibility study and
detailed design of the BRT pilot project and it would affect the basic scheme and designs of
Pre-FS projects in this Study.

The Study Team, therefore, recommends conducting the follow-up survey to monitor progress of
BRT FS and DD, and to discuss on the technical issues which might affect the implementation of
Pre-FS projects.

13.2.2 ROAD TRAFFIC SAFETY

To achieve the target of the strategic traffic safety plan as well as to facilitate the Traffic Safety
Action Plan (2011-2015), the following three development programs should be implemented at
the earliest occasion:

1) Traffic Safety Human Resource Development Project

2) Comprehensive Vehicle Management System Development Project

3) Project for the Study on Development of Traffic Control Device Integration and Traffic
Surveillance System

13.2.3 PUBLIC TRANSPORT IMPROVEMENT

(1) Vigorous Propulsion by the Government

BRT will be introduced to GKMA and bring about drastic change to the transport situation. In
order to achieve this opportunity, the impact of BRT shall be enlarged and mobility of citizens
shall be improved. For this purpose, the reinforcement of organization related to public transport
in the government is required for its staff and operations.

(2) Assistance by International Agencies

Uganda is inexperienced when it comes to the development of public terminals. At present,

terminal standards have not been prepared, and resources are considered to be limited. Assistance
by developed countries is required in technical aspects and resources.

(3) Introduction of Person Trip Survey

In the Study, movement of vehicles and passengers were captured by roadside interview surveys
and also minibus terminal interview surveys. However, in order to grasp the whole movement of
people which is the source of traffic, it is necessary for person trip surveys conducted at home.
Modal shift from passenger car to public transport is solely able through the analysis of results of
person trip surveys. Thus, the introduction and implementation of person trip surveys are
recommended.

(4) Establishment of Bus Fund

Establishment of bus fund is recommended to secure a necessary finance for launching new body
for bus operation. The GOU shall finance or introduce the international financial partners to the
fund.

(5) Introduction of Electric Bus

For carbon dioxide reduction, the Study Team recommends that the introduction of electric bus

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to the BRT system should be examined.

13.2.4 TRAFFIC MANAGEMENT IMPROVEMENT

The Study Team recommends three development programs, as follows:

1) Introduce development and enhancement programs for both administrative and engineering
capacities aimed at effective traffic management, which includes traffic demand management
in cooperation with international development partners.

2) Systematic and early installation of traffic signals on major junctions based on traffic volume,
safety and site condition.

3) Change from current stand-alone signals to an area, and also line controlled signalization
system corresponding to increase of traffic signals in the future.

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