annual works and transport sector performance report for … · 2015. 9. 17. · table 6.7 axle...
TRANSCRIPT
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REPUBLIC OF UGANDA
Ministry of Works and Transport
Annual Works and Transport Sector Performance Report For Financial Year 2013/14
September 2014
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Table of Contents
List of Tables: .......................................................................................................................................... v
List of Figures ........................................................................................................................................ vii
Abbreviations: ..................................................................................................................................... viii
EXECUTIVE SUMMARY ............................................................................................................................ x
Chapter 1 – Introduction ......................................................................................................................... 1
1.1 Transport Sector Overview ................................................................................................................ 1
1.1.1 Road Transport ............................................................................................................................... 2
1.1.2 Railway Transport ........................................................................................................................... 2
1.1.3 Air Transport................................................................................................................................... 2
1.1.4 Water Transport ............................................................................................................................. 2
1.2 Transport and Economic Performance ............................................................................................... 3
1.3 Monitoring and Evaluation Framework .............................................................................................. 5
1.4 Golden Indicators .............................................................................................................................. 6
1.5 JAF Indicators .................................................................................................................................... 7
1.6 Government Annual Performance Report Indicators ........................................................................ 20
Chapter 2 – Guiding Policy Documents and Plans for the Sector .............................................................. 9
2.1 Uganda Vision 2040 ........................................................................................................................... 9
2.2 National Development Plan ............................................................................................................... 9
2.3 National Transport Policy ................................................................................................................... 9
2.4 National Transport Master Plan ....................................................................................................... 11
2.5 National Construction Industry Policy .............................................................................................. 11
Chapter 3 - Institutions of the Works and Transport Sector ................................................................... 12
3.1 Ministry of Works and Transport ..................................................................................................... 12
3.2 Uganda National Roads Authority .................................................................................................... 13
3.3 Uganda Roads Fund ......................................................................................................................... 13
3.4 Civil Aviation Authority .................................................................................................................... 14
3.5 Uganda Railways Corporation .......................................................................................................... 14
3.6 Other Agencies Related to Transport Services .................................................................................. 14
Chapter 4 – Performance of the Sector .................................................................................................. 16
4.1 Policies and Strategies ..................................................................................................................... 16
4.2 Performance on the Golden Indicators ............................................................................................ 16
4.3 The Golden Indicators Analysis ........................................................................................................ 20
4.4 Sector Reforms ................................................................................................................................ 27
Chapter 5 - Ministry of Works and Transport ......................................................................................... 28
5.1 Budget Performance ........................................................................................................................ 28
5.2 Transport Regulation ....................................................................................................................... 29
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5.3 Transport Services and Infrastructure .............................................................................................. 30
5.4 Construction Standards and Quality Assurance ................................................................................ 30
5.5 District, Urban and Community Access Roads .................................................................................. 30
5.4.1 Urban Road Maintenance ............................................................................................................. 30
5.4.2 District Roads Rehabilitation ......................................................................................................... 31
5.5.3 Urban Roads Resealing Unit Programmes ..................................................................................... 33
5.5.4 Interconnectivity Roads ................................................................................................................ 33
5.5.5 Special Karamoja Roads ................................................................................................................ 34
5.6 Department of Public Structures ...................................................................................................... 35
5.7 Mechanical Engineering Services ..................................................................................................... 38
5.8 Policy and Planning .......................................................................................................................... 38
5.9 Cross-Cutting Issues ......................................................................................................................... 39
5.8.1 Introduction.................................................................................................................................. 39
5.8.2 Performance on Golden Indicators ................................................................................................ 40
5.8.3 Achievements on Cross-Cutting Issues 2013/14 ............................................................................ 41
5.8.4 Review of the 2013/14 Action Matrix and Progress ....................................................................... 42
5.8.6 Challenges, Constraints and Proposed Mitigation Measures ......................................................... 42
Chapter 6 – Uganda National Roads Authority ....................................................................................... 44
6.1 Introduction .................................................................................................................................... 44
6.1.2 Uganda National Roads Authority ................................................................................................. 44
6.1.3 The National Road Network .......................................................................................................... 44
6.1.4 Budget Performance ..................................................................................................................... 44
6.2. Golden Indicators ........................................................................................................................... 45
6.2.1 Golden Indicator 1: Condition of the Roads Network .................................................................... 45
6.2.2 Golden Indicator No. 2 Paved Roads Stock .................................................................................... 46
6.2.3 Golden Indicator No. 3 Road Construction/ Maintenance Cost ...................................................... 47
6.2.4 Golden Indicator No. 4 Road Maintenance Needs Met .................................................................. 48
6.2.5 Golden 5 expenditure on national road maintenance relative to budget ....................................... 48
6.2.6 Golden Indicator No.6 Compliance with Axle Load Regulations ..................................................... 49
6.3 Performance of Projects .................................................................................................................. 50
6.3.1 Upgrading Gravel Roads to Bitumen Standard............................................................................... 50
6.3.2 Upgrading projects under procurement ........................................................................................ 56
6.3.3 Performance of National Road Reconstruction/ Rehabilitation Projects ........................................ 57
6.3.4. Performance on Feasibility and Design Studies ............................................................................ 61
6.3.5 Performance of the Bridges Programme ....................................................................................... 63
6.3.6 Ferry Services ............................................................................................................................... 65
6.3.7 Axle Load Control.......................................................................................................................... 66
6.4 Challenges ....................................................................................................................................... 66
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Chapter 7 – Uganda Road Fund ............................................................................................................. 68
7.1 Introduction .................................................................................................................................... 68
7.1.1 Background................................................................................................................................... 68
7.1.2 Vision and Mission ........................................................................................................................ 69
7.1.3 Sectoral Setup............................................................................................................................... 69
7.1.4 Underpinning Principles and Controls ........................................................................................... 69
7.2 Performance on Golden Indicators Monitored by URF ..................................................................... 69
7.2.1 Road Maintenance Costs .............................................................................................................. 69
7.2.2 Maintenance Budget Relative to Optimal Requirements ............................................................... 69
7.2.4 Maintenance Expenditure Relative to Releases ............................................................................. 71
7.3 Performance of Road Maintenance Financing in FY 2013/14 ............................................................ 72
7.3.1 Trend of Road Maintenance Financing .......................................................................................... 72
7.3.2 Allocation of funds ........................................................................................................................ 73
7.3.3 Allocation by category of expenditure heads................................................................................. 73
7.3.4 Allocation by Allowed Uses ........................................................................................................... 74
7.3.5 Performance of Funds Inflow in FY 2013/14 .................................................................................. 75
7.3.6 Performance of Funds Disbursements in FY 2013/14 .................................................................... 76
7.3.7 Performance of Funds Expenditure in FY 2013/14 ......................................................................... 78
7.4 Review of 9th JTSR Action Matrix and progress ................................................................................. 79
7.5 Challenges and Proposed mitigation measures ................................................................................ 93
Chapter 8 – Civil Aviation Authority (CAA) ............................................................................................. 83
8.1 Introduction .................................................................................................................................... 83
8.1.1 Mandate ....................................................................................................................................... 83
8.1.2 Vision, Mission and Core Values .................................................................................................... 83
8.1.3 Major Functions ............................................................................................................................ 83
8.1.4 Assets ........................................................................................................................................... 83
8.2 Performance on Golden Indicators .................................................................................................. 84
8.3 Ten Year Traffic Performance ........................................................................................................... 85
8.4 Financial Performance ..................................................................................................................... 85
8.5 Progress on the 9th Joint Transport Sector Review Action Plan Matrix .............................................. 85
8.6 Other Achievements ........................................................................................................................ 85
8.8 Challenges / Constraints and Proposed Mitigation Measures ........................................................... 90
Chapter 9 – Uganda Railways Corporation (URC) .................................................................................. 91
9.1 Railway Transport Subsector ............................................................................................................ 91
9.2 The Concession .............................................................................................................................. 104
9.2.1 Operating Assets ...................................................................................................................... 104
9.2.2 Performance Review ..................................................................................................................... 92
9.2.3 Key Performance Indicators .......................................................................................................... 94
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9. 3 Revitalising Railway Transport......................................................................................................... 94
9.3.1 Rehabilitation of the Existing Lines ................................................................................................ 94
9.3.2 Proposed Standard Gauge Railway Construction ........................................................................... 95
9. 4 Completed and On-Going Projects .................................................................................................. 95
9.5 The Standard Gauge Railway Network ............................................................................................. 97
9.6 Other Achievements ........................................................................................................................ 98
9.7 Challenges and Proposed Mitigation Measures .............................................................................. 111
Chapter 10 – Local Governments ........................................................................................................ 113
10.1 Mission Statement: ...................................................................................................................... 113
10.2 Financial Performance ................................................................................................................. 113
10.3 Programmes and Performance .................................................................................................... 113
10.3.1 RTI Projects and Achievements ................................................................................................. 114
Chapter 11 – Kampala Capital City Authority (KCCA) .......................................................................... 117
11.1 Introduction................................................................................................................................. 117
11.2 Budget Performance .................................................................................................................... 117
11.3 Performance on the Golden Indicators......................................................................................... 117
11.4 General Performance ................................................................................................................... 118
11.4.1 Roads Improvement.................................................................................................................. 118
11.4.2 Street Lights .............................................................................................................................. 120
11.4.3 Other Accomplishments ............................................................................................................ 121
11.5 Challenges and Proposed Mitigation Measures ............................................................................ 122
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List of Tables: Table 1.1: MoWT Budget FY 2007/08 – FY 2013/14
Table 1.2: Overview of the Golden Indicators
Table 1.3: JAF Indicators
Table 4.1: Summary of the Sector Performance Measured against the Golden Indicators
Table 4.2: Indicator 18.1 b: Number of EIAs on projects rejected by NEMA
Table 4.3: Indicator 18.2 a Availability of gender focal person in sub-sectors
Table 4.4: Indicator 18.2 b Women in employment
Table 4.5: Indicator 18.3 HIV/AIDS interventions – 2013/14 (number by subsector)
Table 4.6: Indicator 18.4 Occupational health and safety – accidents at the work place
Table 5.1: MOWT Released Budget for FY 2013/14 UGX billion
Table 5.2 – Indicator 18.1 b: Number of EIAs on projects rejected by NEMA
Table 5.3– Indicator 18.2 a: Availability of gender focal person in sub-sectors – 2013/14 (yes/no)
Table 5.4 – Indicator 18.2 b: Women in employment
Table 5.5– Indicator 18.3: HIV/AIDS interventions
Table 5.6 – Indicator 18.4: Occupational health and safety – accidents at the work place
Table 6.1: Condition of the National Roads Network (June 2014)
Table 6.2: Stock of national paved roads
Table 6.3 Kilometres of gravel roads tarmacked by project
Table 6.4: Road Construction/Maintenance Cost per Kilometer (USD)
Table 6.5: National Roads Maintenance Expenditure and Budget Since in the last 5 years
Table 6.7 Axle load control
Table 6.8: UNRA Performance since 2008/09 to FY 2013/14 (UGX Billion)
Table 6.9: Percentage achieved and Km-Equiv. by project
Table 6.10: Percentage achieved and Km-Equiv. by project
Table 6.11: Summary of Road Maintenance Achievement for the FY 2013/14
Table 6.12 Ferry Crossings linking National Roads
Table 6.13: Axle Load Control Weigh Bridges
Table 7.1: Road Maintenance Unit Costs in the Period FY 2012/13 – FY 2013/14
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Table 7.2: Maintenance Budget in FY 2013/14 Relative to Requirements
Table 7.3: Maintenance Expenditure Relative to Releases
Table 7.4: Road Maintenance Funding FY 2010/11 – FY 2016/17
Table 7.1: Allocation of Funds, 2013/14
Table 7.2– Physical Performance of the National Roads Maintenance Programme in FY 2013/14
Table 7.3– Physical Performance of the City Roads Maintenance Programme in FY 2013/14
Table 7.4– Physical Performance of the DUCAR Maintenance Programme in FY 2013/14
Table 7.5: Summary of Funds Inflow to Vote 118, FY 2012/13
Table 7.6: Performance on KPIs for Funds Inflow, FY 2013/14
Table 7.7– Summary of Funds Disbursements–FY 2013/14
Table 7.11: Summary of Expenditures against Available Funds, FY 2013/14
Table 7.12– Global Allocation of Funds, FY 2014/2015
Table 7.13– Summary of Road Maintenance Activities Planned to be funded in FY 2014/15
Table 7.14: Strategies to Improve Road Maintenance Financing
Table 8.1 Performance on Golden Indicators
Table 8.2 Ten Year Traffic Performance
Table 8.3 Status of CAA Upcountry Airport Projects and their Financial Implications
Table 8.4 CAA Challenges, Constraints and Mitigation Measures
Table 9.1: Rolling Stock
Table 9.2: Key Performance Indicators
Table 10.1: Financial Performance for Vote 500 UGX bn
Table 10.2: RTI Projects for FY 2013/14
Table 11.1: KCCA Financial Performance UGX bn
Table 11.2: Completed and Ongoing Projects
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List of Figures Figure 1.1: Real GD Growth Rate 2004-2014
Figure 1.2: MoWT Budget Allocations FY 2007/08 – FY 2013/14
Figure 1.3: Comparison of MoWT budget allocations and total budget
Figure 1.4: Trend in MoWT budget as a percentage of total budget
Figure 1.5: Use of M&E Indicators for the Transport Sector
Figure 3.1: Structure of Ministry of Works and Transport
Figure 4.1: National Roads in Fair to Good Standard
Figure 4.2: Compliance with Axle Load Regulations
Figure 4.3: Rail Freight Volume (Million-Tonne-Km)
Figure 4.4: Rail Modal Share at Malaba, Busia and Port Bell border posts
Figure 4.5: International Aircraft Movements
Figure 4.6: Freight Volume by Air (tonnes)
Figure 4.7: Trend in International Air Passenger Traffic
Figure 6.1: National Major Roads Work Programme
Figure 6.2: Location of Ferry Crossings
Figure 6.3: Location of Weighbridges
Figure7. 1: Trend of Road Maintenance Financing, FY 2010/11 – 2016/17
Figure 7.2: Disbursements by Category of Agencies – FY 2013/14
Figure 7.3: Disbursed Funds against IPFs of DAs and Sub-Agencies, FY 2013/14
Figure 7.4: Graphical Representation of Financial Performance of Agencies
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Abbreviations: AREP Annual Road Expenditure Programme
ARMP Annual Road Maintenance Programme
ASPR Annual Sector Performance Report
ATC Air Traffic Control
BASA Bilateral Air Service Agreements
BRT Bus Rapid System
CAA Civil Aviation Authority
CARs Community Access Roads
CEB China EXIM Bank
Das Designated Agencies
DRC Democratic Republic of Congo
DRCs District Road Committees
DUCAR District, Urban and Community Access Roads
EACAA East African Civil Aviation Academy
EBB Entebbe International Airport
EIA Entebbe International Airport
EIAs Environmental Impact Assessments
ELU Environment Liaison Unit
EU European Union
FY Fiscal Year / Financial Year
GAPR Government Annual Performance Report
GDP Gross Domestic Product
GKMA General Kampala Metropolitan Area
GoU Government of Uganda
ICAO International Civil Aviation Organization
IPFs Indicative Planning Figures
JAF Joint Assessment Framework
JTSR Joint Transport Sector Review
KCCA Kampala Capital City Authority
Km Kilometres
KPI Key Performance Indicators
M&E Monitoring and Evaluation
MDAs Ministries, Departments, and Agencies
MFPED Ministry of Finance, Planning and Economic Development
MoLG Ministry of Local Governments
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MoPS Ministry of Public Service
MOU Memorandum of Understanding
MoWT Ministry of Works and Transport
MTEF Medium Term Expenditure Framework
NCI National Construction Industry
NDP National Development Plan
NRSA National Road Safety Authority
NTMP National Transport Master Plan
OYRMP One Year Road Maintenance Plan
PIP Public Investment Plan
PPDA Public Procurement and Disposal of Public Assets Act
PRDP Peace Recovery and Development Plan
PSV Public Service Vehicles
RORO Roll-On-Roll-Off
RRP Rural Roads Rehabilitation Programme
RSPS Road Sector Programme Support
RTI Rural Transport Infrastructure
RUCs Road User Charges
RVR Rift Valley Railways
SGR Standard Gauge Railway
SWAP Sector Wide Approach
SWG Sector Working Group
UBOS Uganda Bureau of Statistics
UGX Uganda Shillings
UNRA Uganda National Roads Authority
UPF Uganda Police Force
URA Uganda Revenue Authority
URC Uganda Railways Corporation
URF Uganda Road Fund
USD United States Dollar
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EXECUTIVE SUMMARY
Overall Purpose
The purpose of the Annual Sector Performance Report (ASPR) is to profile performance of the Transport Sector from a policy and strategic perspective. It provides a management record of Sector progress over the financial year, identifying issues arising, as background for an analysis of main constraints and challenges for the sector.
Challenges focus on needs for adjustment of policy and strategic orientation, institution reforms, planning and implementation, and financial performance. Principally, it serves as the definitive record of sector performance for consideration at the Annual Joint Transport Sector Review (JTSR).
The ASPR
This ASPR provides a record of the performance of the Transport Sector for the financial year 2013/2014. This is the fourth report of this nature prepared specifically for the sector. The report builds on the last three such reports, consisting of key performance indicators.
Whilst the focus is on Golden Indicators, previously agreed within the sector for results-based management, 2 JAF indicators are also assessed as well GAPR (Government Annual Performance Report) indicators, which are accountability-oriented and include output and outcome indicators. The M&E Framework consists of 18 Golden Indicators, which summarize the state of works and transport situations in the road, rail, air and water transport sub-sectors.
Roads
The road network is the backbone of the transport system in the country. The sub-sector absorbed over 75% of the transport sector budget for FY 2013/14. It is important that the network is maintained in a condition that allows for effective, efficient, and sustainable movement of goods and passengers, ensures preservation of past road investments, and conserves the ecology and environment for future generations. Given the size of the road sub-sector, it is also important that the cost of transport by road remains competitive.
Currently, 80%of paved national roads and 68% of unpaved national roads are classified as being in “fair to good condition”. The paved roads improved from 77% to 80% , whereas the unpaved roads improved from 66% to 68% in FY 2013/14. A rehabilitation programme will gradually result in an increase in the proportion of roads in “fair to good condition”. However, to avoid loss of asset value, the UNRA Road Rehabilitation Programme must be accompanied by a fully-funded Road Maintenance Programme, which should ensures that roads, once brought to fair or good condition, will not deteriorate from the attained state.
Only 50.5% of district roads (all unpaved) were in fair to good condition as of June 2014. Continuing underfunding of road maintenance is the principal cause of this figure. For urban roads, 58.2% of paved and 48.5% of unpaved urban roads are in good or fair condition.
Overloading on the national road network continues, thereby resulting in deterioration of the network and the need for additional finance to rehabilitate damaged roads. In FY 2013/14, 191,620 trucks were weighed, of which 105,391 were overloaded (55%). Compliance with axle load regulations is dependent on efficient registration at the weighbridge stations as well as effective strategies to prevent trucking companies from over-loading their vehicles. The Ministry and UNRA are addressing these issues, through the development of a Comprehensive Axle Load Control Policy and Strategy.
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The paved road stock is currently 5,029 km, of which 3,795 km are national roads, and the remainder (1,234 km) urban and KCCA roads. For national roads, this signified an increase of 305km (8.7%) over the past financial year, an 8.7% increase.
Road Transport
For some time, road safety has been a cause of concern in Uganda. The fatality rate (per 10,000 vehicles) in Uganda has historically been one of the highest in Sub-Saharan Africa. In FY 2013/14 there were 2,937 fatalities, representing a fatality rate of 30 per 10,000 vehicles, compared to 37 for the previous financial year. This problem will be addressed by the creation of a National Road Safety Authority. Drafting principles for a Bill to create the Authority have been finalised.
Air Transport
Total aircraft movements in Uganda have increased by close to 50% over the last 5 years. International passenger traffic has almost doubled in the same period. Domestic passenger transport has been in long term decline but did increase between 2011/12 and 2013/14 as a result of increased tourism.
Railways
Freight carried on the railway had increased to a 137.9 million-tonne-km in FY 2013/14, an 11% increase from FY 2012/13.
Locomotive utilisation on the railway has increased from 142 kilometres per day in 2012/2013, to 187 in 2013/14, an increase of about 32%. Wagon transit time stands at 9 days (Mombasa to Kampala), with total turn-round time at 34 days. Both of these figures are an increase from the previous year, signalling a negative development in performance. Improvement measures to aid the capacity of the railway to capture a greater share of freight transport are clearly required.
Inland Water Transport
Inland water transport is an important but of under looked mode of transport in Uganda, particularly the so-called “informal sector” of small motorised and non-motorised boats. The country’s inland waterways notably Lake Victoria, offer an alternative competitive transport of passengers and freight between Uganda and neighbouring countries. Current capacity problems and problems of service level and security are being addressed by Government through improvements in the infrastructure, policy and regulatory framework.
Environment
In line with government policy on cross cutting issues, the Ministry established an Environmental Liaison Unit (ELU) to monitor these issues which are environment, HIV/AIDS, gender, and health and safety in the workplace. UNRA has also brought environmental issues in the mainstream while planning, designing and supervising construction of national roads.
HIV/AIDS
The transport sector is considered to be one of the most vulnerable sectors to HIV/AIDS, being a sector that facilitates mobility and is characterised by a highly mobile working population. An HIV Policy and Strategy for MoWT was approved and launched in 2012 and is being actively implemented. A total of 90 HIV/AIDS interventions were held in FY 2013/14 across the sector.
Gender
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The overall goal of the National Gender Policy is to mainstream gender into the national development process and reduce inequality in decision making and economic activities. This is particularly important in the rural road sub-sector, where labour-based work methods are an effective driver for local employment, especially for women. One of the achievements is that 4 of 5 MDA’s now have a Gender Focal Person and the 21.8% of the sectors employees are women.
Concluding Remarks
Overall performance of the Transport Sector, over FY 2013/14, was generally positive, except for a number of Golden Indicators for the rail sub-sector. Other sub-sectors registered some isolated minor reversals resulting from shortfalls in sub-sector budgets. However, even where positive changes were recorded, these were significant compared to the targets set in the National Development Plan (NDP). In a number of cases such positive changes were marginal. The sector needs to do more to achieve these targets and by implication to attain the Uganda National Vision 2040.
The trend over the past years has been underfunding of road maintenance, although funding has increased. Inadequate road maintenance results in a loss of asset value and more expensive rehabilitation works. Since road traffic is increasing, the demands on maintenance are also increasing, along with pressure on the implementing capacity of UNRA, Local Government and the private sector.
On busy road sections in and around major cities, notably Kampala, road condition is deteriorating which exacerbates the existing congestion problem. The current state of affairs is a potential impediment to competitiveness of Uganda in regional and international markets.
It is against this background that Government considers rail transport should play a greater role in the transport sector through improvements in the potential of the sub-sector. Government will work with development partners to increase rail capacity, efficiency and improve infrastructure. Improved control of overloading on the road network could also cause a shift towards the use of rail. A major development in this direction is the policy decision to construct a standard gauge railway, starting with the Mombasa-Nairobi-Malaba-Kampala-Bihanga-Mirama Hills-Kigali Corridor (Northern Corridor), over the period 2014-2018.
The paved road stock is currently 5,029 km, of which 3,795 km are national roads, and the remainder (1,234 km) urban and KCCA roads. For national roads, this signified an increase of 305km (8.7%) over the past financial year, an 8.7% increase.
Road Transport
For some time, road safety has been a cause of concern in Uganda. The fatality rate (per 10,000 vehicles) in Uganda has historically been one of the highest in Sub-Saharan Africa. In FY 2013/14 there were 2,937 fatalities, representing a fatality rate of 30 per 10,000 vehicles, compared to 37 for the previous financial year. This problem will be addressed by the creation of a National Road Safety Authority. Drafting principles for a Bill to create the Authority have been finalised.
Air Transport
Total aircraft movements in Uganda have increased by close to 50% over the last 5 years. International passenger traffic has almost doubled in the same period. Domestic passenger transport has been in long term decline but did increase between 2011/12 and 2013/14 as a result of increased tourism.
Railways
Freight carried on the railway had increased to a 137.9 million-tonne-km in FY 2013/14, an 11% increase from FY 2012/13.
Locomotive utilisation on the railway has increased from 142 kilometres per day in 2012/2013, to 187 in 2013/14, an increase of about 32%. Wagon transit time stands at 9 days (Mombasa to Kampala), with total turn-round time at 34 days. Both of these figures are an increase from the previous year, signalling a negative development in performance. Improvement measures to aid the capacity of the railway to capture a greater share of freight transport are clearly required.
Inland Water Transport
Inland water transport is an important but of under looked mode of transport in Uganda, particularly the so-called “informal sector” of small motorised and non-motorised boats. The country’s inland waterways notably Lake Victoria, offer an alternative competitive transport of passengers and freight between Uganda and neighbouring countries. Current capacity problems and problems of service level and security are being addressed by Government through improvements in the infrastructure, policy and regulatory framework.
Environment
In line with government policy on cross cutting issues, the Ministry established an Environmental Liaison Unit (ELU) to monitor these issues which are environment, HIV/AIDS, gender, and health and safety in the workplace. UNRA has also brought environmental issues in the mainstream while planning, designing and supervising construction of national roads.
HIV/AIDS
The transport sector is considered to be one of the most vulnerable sectors to HIV/AIDS, being a sector that facilitates mobility and is characterised by a highly mobile working population. An HIV Policy and Strategy for MoWT was approved and launched in 2012 and is being actively implemented. A total of 90 HIV/AIDS interventions were held in FY 2013/14 across the sector.
Gender
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Chapter 1 – Introduction
This is the fourth Annual Sector Performance Report (ASPR) for the Transport Sector. It provides stakeholders both within and outside the sector with a summary of the sector performance in its delivery of government programmes. Specifically, the report provides information on the budget and performance measured against Golden, JAF and GAPR Indicators and the Action Plan Matrix as agreed at the 9th Joint Transport Sector Review (JTSR).
The Transport Sector in Uganda plays a crucial role in economic growth. Efficient and effective transport infrastructure and services facilitates domestic and international trade, contributes to national integration and provides access to markets, jobs, health, education and other essential social services.
It is on this understanding that an efficient transport system has been recognised and prioritised as a prerequisite for economic and social transformation in the National Development Plan (NDP). An efficient transport system lowers domestic production costs through timely service delivery of inputs and enhances economies of scale in the production process. It further enables better social services to be delivered. A good transport system creates and enhances economic opportunities by providing access to markets, promoting competition in both import and export trade, tourism and investment (foreign and domestic), which further generate employment opportunities.
Over the past five years, Uganda has experienced strong economic growth. Between 2006 and 2012, Gross Domestic Product (GDP) grew by an average of over 6%. In2013, real GDP grew at a rate of 5.8%, higher than the rate of 3.4 %in 2012.1 Further, the growth in real GDP in 2013 was higher than the predicted level of 5.2% for 2013.2 In 2014, GDP growth is projected to rise again to 6.6%.3
The rapid growth in transport and services has provided a stimulus for further economic expansion and thus placed greater burden on the sector to meet the increased demand. In parallel, the national population has also been increasing rapidly and is now approaching 40 million. High population growth is particularly evident in Kampala City, where the day population is now over 3 million.
The five-year National Development Plan (NDP) identified priorities for investment in all modes of transport while recognising that the infrastructure was inadequate and could not enable significant growth in many sectors. The paved road network remains modest in comparison to overall total length.
This report outlines performance of the sector over the last financial year (FY 2013/14), compared to baseline established for FY 2010/11, ASPR FY 2011/12 and ASPR FY 2012/13. In addition, a Transport Sector M&E Policy has been developed and implemented, allowing for more accurate and consistent measurement of progress.
1.1 Transport Sector Overview
The Transport Sector in Uganda is divided into sub-sectors based on mode. These are:
Road Transport;
Railway Transport;
Water Transport; and
Air Transport
These modes operate on networks which collectively comprise the country’s transport system. With the vast majority of cargo freight and passengers moving by road, road transport is the core mode of transport.
1 World Bank Data. 2 African Development Bank – Uganda Economic Outlook (http://www.afdb.org/en/countries/east-africa/uganda/uganda-economic-outlook/) 3 Ibid.
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1.1.1 Road Transport
The country’s road network falls into four main categories: national, district, urban and community access roads. National are managed by the Uganda National Roads Authority (UNRA). The national roads network totals to 21,000km comprising of paved and unpaved roads. As of June 2014, the paved network was 3,795 kms (18.1%) and the unpaved 17,205km (81.9%). There are over 250 bridges and hundreds of drainage structures and culverts on the national roads network4. District roads total around 32,000km (2013 records5) and are a responsibility of District Local Governments. Urban roads, which currently total 750 paved km6, and several km of unpaved roads, are all those roads within the boundaries of Urban Councils (excluding links maintained by UNRA) are a mandated responsibility of Urban Local Governments. Community access roads the current length of which is estimated at 85,000 km are a responsibility of Local Council III (sub-county) Governments. The national road network also includes ferries. There are currently nine ferry crossings at locations where the national roads cross major waterways7.
Even though road transport accounts for over 90% of all passenger and cargo traffic, there is still no data on the actual number of vehicles on the country’s roads. It is estimated that the total number of vehicles in the country including motorcycles lies between 700,000 and 1,000,0008.
1.1.2 Railway Transport
The Uganda rail transport system comprises of a total of 1,250 km of routes9:
Malaba to Kampala (250km);
Kampala to Kasese (344 km);
Tororo to Pakwach (500 km);
Busoga loop line (144 km);
and the spur lines to Jinja and Port Bell Ferry terminals (12 km).
The system also includes ferry services on Lake Victoria connecting Port Bell and/or Jinja to rail networks in Tanzania at Mwanza and in Kenya at Kisumu. The Uganda rail track is metre gauge.
1.1.3 Air Transport
Entebbe International Airport (EIA)10 is the main entry and exit point for Uganda’s air traffic. The CAA manages 13 other airports namely: Arua, Gulu, Soroti, Kasese, Kisoro, Jinja, Kidepo, Lira, Pakuba, Tororo, Masindi, Mbarara and Moroto. Of these, five airports: Arua, Pakuba, Kidepo, Gulu and Kasese are designated entry and exit points for regional and international traffic for purposes of promoting tourism and business in the country. The remainder of the up-country airports are either privately owned or under the management of District Authorities.
1.1.4 Water Transport
About 18% of Uganda’s total surface area is covered by water and swamps. Most of the main water bodies are navigable and are used by motorised and non-motorised vessels. In addition, rail wagon ferries connect with rail networks in Mwanza (Tanzania) and Kisumu (Kenya), through Port Bell operate on Lake Victoria.
Prior to the 2005 accident involving MV Kaawa and MV Kabalega, in which the MV Kabalega sank, Uganda Railways Corporation operated three wagon ferries which served as a cheaper alternative means of transporting goods into the country. The MV Kaawa has since been rehabilitated and was re-
4 Source: UNRA 2014 5 Source: MoWT 2014 6 Source: MoWT 2014 7 Source: UNRA 2014 8 Source: MoWT 2013 9 Source for section: URC 2014 10 Source for section: CAA 2014
3
commissioned in August 2012. The vessel is now operated by Rift Valley Railways as part of the Concession Agreement signed with Government.
Conventional water transport passenger services are provided by one Government owned vessel, MV Kalangala, and two other passenger service vessels operated by the private sector namely: MV Pearl and MV Amani. However, there are numerous small craft operating on inland waterways in Uganda whose safety standards are known to be well below what is expected. The Ministry is in the process of developing standards for these vessels to ensure their safety.
1.2 Transport and Economic Performance
Transport is a principal driver of economic growth and therefore, there is a relationship between transport and economic growth (usually measured through GDP). GDP growth is required in real terms and needs to be adjusted to remove inflation. It is therefore important to be aware of GDP growth and inflation rates (as a minimum).The trend in real annual GDP growth rates from 2004 to 2013, and projected for 2014 is as shown below.
Figure 1.1: Real GDP Growth Rate, 2004 - 201411
The Government Budgetary Strategy for FY 2013/2014 was to focus on the following:
Productive Infrastructure
Agriculture Production and Productivity
Value Added Export Enhancements
Human Resource Development especially in technical skills
The total budget provided to the Works and Transport Sector for the fiscal year 2013/14 was UGX 2,395 bn, the majority of which was allocated towards roads construction, upgrading and maintenance. The budget accounts for 18.20% of the total Ugandan governmental budget for the fiscal year. The amount represents a 45% increase from the previous financial year, and a 324% increase over the last 7 years (since FY 2007/08).
The trend in budget allocations for the sector over the past seven years is shown in figure 1.2:
11 Data from the World Bank and the African Development Bank
0
2
4
6
8
10
12
2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
Real
GD
P G
row
th R
ate
Year
4
Figure 1.2: Sector budget allocations FY 2007/08 – FY 2013/1412
Both the total GoU budget and the allocations for the sector for the past 7 years are shown in table 1.1 and figure 1.3.
Table 1.1: Sector Budget FY 2007/08 – FY 2014/1513
Year 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14
Sector 564 1,084 1,134 1,038 1,228 1,651 2,395 2,389
GoU + Ext. Finance Total
3,964 5,193 6,282 6,407 9,326 11,157 13,169 15,054
Sector as % 14.20% 20.90% 18.10% 16.20% 13.20% 14.80% 18.20% 15.87%
Figure 1.3: Comparison of sector budget allocations and total GoU budget14
12 Source: Government of Uganda Budget Speeches, 2007/08 – 2013/14 13 Source: Government of Uganda Budget Speeches, 2007/08 – 2013/14 14 Ibid.
0
500
1000
1500
2000
2500
3000
2007/082008/092009/102010/112011/122012/132013/14
UG
X bn
0
2000
4000
6000
8000
10000
12000
14000
UG
X bn
MoWT
Total
5
The proportion of the Government budget allocated to the Works and Transport Sector reached a peak above 20% in FY 2008/9 but then declined to around 12% in FY 2011/12. It then increased to approximately 15% in FY 2012/13 and was 18.2% for FY 2013/14. The increase in proportion of budget allocation shows the importance of proper financing to the sector in order, and the importance the Government of Uganda places on a proper transport infrastructure and services system.
1.3 Monitoring and Evaluation Framework
According to the National Policy on Public Sector Monitoring and Evaluation of 2013, the Government noted that stronger coordination is needed to ensure that Monitoring and Evaluation (M&E) helps guide public actions towards socio-economic development. The Policy also aims to improve the confidence of Ugandan people in the capability of Government to systematically hold Ministries Departments and Agencies (MDAs) to account based on reliable information. The policy outlines three types of monitoring:
1. Financial implementation monitoring which addresses whether or not budgets have taken place in line with allocations.
2. Physical implementation monitoring which addresses whether activities have taken place or not; and
3. Outcome and impact monitoring which traces whether or not results are occurring amongst the target population.
Since the National M&E policy tasks MDAs to embed M&E in their management practices, the Ministry of Works and Transport commissioned the development of a Monitoring and Evaluation Policy for the transport sector in accordance with the National M&E policy of 2013. The policy is designed to improve administrative practices with respect to tracking performance and evaluation of public policies and investments. The policy provides a clear framework for strengthening coverage, quality and utility of assessment of investment in accordance with the provisions of the National Policy on Public Sector Monitoring and Evaluation. The Works and Transport Sector Monitoring and Evaluation policy provides for the enhancement of capacities of all agencies in the transport sector to fully handle statistics as well as all Monitoring and Evaluation functions.
In FY 2012/13, the Ministry of Works and Transport developed a comprehensive Monitoring and Evaluation framework to enhance monitoring in the Transport Sector. The framework sets out the mechanisms by which the Works and Transport sector monitors its own performance. Monitoring is part of an annual cycle, and the results are reported to the annual Joint Transport Sector Review (JTSR), as part of the Sector Performance Report. The M&E framework contains a number of key indicators by which the sector is measured. The indicators are related to the mandates and functions of the Ministry and its agencies, and the objectives of the National Development Plan (NDP).
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Figure 1.5: Use of M&E Indicators for the Transport Sector
1.4 Golden Indicators
The principal purpose of the Golden Indicators is the demonstration of sector wide performance aimed at overall strategic management, including the review of related policy issues.
The Golden Indicators were adopted by the sector in 2011. There are currently 18 indicators for the sector with 4 for road infrastructure, 4 for road transport, 5 for railway transport, 2 for air, 2 for water transport, and 1 for cross-cutting issues. The Golden Indicators are related to the mandates and functions of the MDAs, and the objectives of the National Development Plan (NDP).
Table 1.2: Overview of the Golden Indicators
Golden Indicator # Description
1 Road Network in Fair to Good Condition
2 Paved Road Network (km)
3 Road Safety
4 Road Service Level – Travel Time (min/km)
5 Paved Construction / Maintenance Cost
a) Paved Roads (1000 USD/km)
b) Unpaved Roads (1000 USD/km)
6 Rural Accessibility
7 Road Maintenance Needs Met
a) Maintenance budget relative to requirement
b) Maintenance expenditure relative to release (%)
8 Compliance with Axle Load Regulation
9 Rail Freight Volume
10 Rail Modal Share at Malaba Busia, and Port Bell Border points
11 Rail modal share on Lake Victoria Ferries
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Golden Indicator # Description
12 Rail Efficiency
13 Wagon Utilization
14 International Aircraft Movements
15 Volume of Passenger and Freight carried by Air Transport
a) Air Passenger Traffic – International
b) Air Passenger Traffic – Domestic
c) Freight Cargo Traffic (tonnes)
16 Freight Traffic on Lake Victoria
17 Passenger Traffic on Lake Victoria
18 Cross Cutting Issues
18.1 Environment 18.2 Gender 18.3 HIV/AIDS Interventions 18.4 Occupational Health and Safety-Accidents at the Work
Place
1.5 JAF Indicators
Joint Assessment Framework (JAF) indicators are indicators agreed between the Government of Uganda and Development Partners. Initially JAF indicators for the Transport Sector were eight (8) but were reduced to two, effective FY 2012/13. The performance of the sector as measured against JAF indicators in FY 2013/14 is as shown in Table 1.3:
Table 1.3: JAF Indicators
No. Theme Indicator Source Type of Indicator
Baseline 2011
Outturn FY 2012/13
Target N+1 FY 13/14
Outturn FY 2013/14
Economic Governance, Transport and Accountability
1
% of National paved/unpaved roads in fair to good condition
UNRA Outcome 74.0 73.7 75.0 73.5
2 Transport
% of District, Urban and Community Access Roads in fair to good condition
MoWT Outcome 51.5 60.3 67 48.03
Please note no date exists for the condition of Urban Roads and District Roads. This appears to be because engineers are not being facilitated adequately to undertake field monitoring as they have been in the past. The figure used is based on a sample survey carried out by JICA.
1.6 Government Annual Performance Report Indicators
The Government Annual Performance Report (GAPR) is used by the Office of the Prime Minister to monitor and evaluate performance of all Government sectors, including transport. The GAPR uses
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indicators which report on outcomes; it also has output indicators to be compared with budgets, releases and expenditure of government programmes. Performance of the sector against GAPR indicators is as detailed in Annex I.
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Chapter 2 – Guiding Policy Documents and Plans for the Sector
In addition to the M&E policy, there are four policies which guide the Works and Transport Sector.
2.1 Uganda Vision 2040
The Transport Sector operates within various frameworks, the overarching of which is the National Vision 2040 (launched in April 2013). The Uganda Vision 2040 articulates policy directions to transform Uganda into a competitive upper middle income country with per capita income of USD 9,500. It is expected that over the Vision 2040 period, average real GDP growth rate will be above 8.2 % per annum.
Regarding transport, Uganda must urgently attain a critical mass of transport infrastructure to support the above GDP growth rate. This will entail development of a highly interconnected transport network optimising the use of rail, road, water and air transport modes. This will include the development of:
a) A standard gauge railway system with high speed trains using the latest technology for both passenger transport and freight;
b) A road infrastructure to improve transport connectivity, effectiveness and efficiency; c) Mass public transport majorly in cities and urban centres along with measures to eliminate traffic
congestion; d) Entebbe International Airport and the five identified entry point airports and the associated
infrastructure in other parts of the country; and e) Marine transport infrastructure.
2.2 National Development Plan
The National Development Plan (NDP) covers the fiscal period 2010/11-2014/15. It outlines the country’s medium term strategic direction, development priorities and implementation strategies. It was designed to be the primary Government strategic plan, the anchor for Government fiscal strategy, and lower level or sectoral plans. The process of implementing the NDP would entail monitoring progress to provide a comprehensive assessment of the country’s socio-economic performance. NDP II is currently being developed, which will cover the years after 2014/15.
There are seven strategic objectives in the NDP for the Transport Sector:
a) Improve the stock and quality of road infrastructure; b) Improve the traffic flow within Greater Kampala Metropolitan Area; c) Increase the volume of passenger and freight cargo conveyed on the railway; d) Increase the volume of passenger and cargo traffic by air transport; e) Increase the volume of passenger and cargo traffic by marine transport; f) Increase efficiency and improve effectiveness in service delivery of transport infrastructure and
provision of transport services; and g) Strengthen the national construction industry.
In order to realize the above objectives, the NDP further identifies respective implementation strategies.
Performance on these interventions in FY 2013/14 is captured under the Golden Indicators and the draft Government Annual Performance Report (GAPR), in the following chapters.
2.3 National Transport Policy
The MoWT engaged a consultant to draft the National Transport Policy and Strategy. This policy focuses on several policy issues which are seen as hindrances to an effective and complete transport sector. The policy also outlines actions and strategies to remedy these issues.
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The policy issues addressed are:
1. De facto policy in the past has prioritised investment in the road sub-sector. However, this is not sustainable, either financially or environmentally, and a higher priority will be accorded to sustainable modes of transport.
2. Although funding for the transport sector has been high relative to other sectors, resources have always proved insufficient to deliver the full range of transport infrastructure and services required to accelerate economic growth. Therefore, overall sector funding needs to increase.
3. As documented in previous ASPRs, road maintenance continues to be underfunded. Spending on road development needs to be complemented by adequate resources for road maintenance.
4. Land Use and Transport planning are not integrated with the result the developments in urban areas are poorly located with respect to their functions and impact on traffic congestion. In rural areas the lack of a coordinated approach leads to a lack of basic accessibility. A review of legislation on land is required to better facilitate transport infrastructure development. Transport Impact Assessments will be required for large new developments, and developers will have to pay for measures required to mitigate the transport impacts of their developments.
5. Capacity in a range of transport planning and engineering disciplines is still weak and requires major strengthening. A comprehensive training and education programme will be implemented.
6. Traffic congestion in urban areas (Kampala) is increasing. Institutional and regulatory measures are required as well as infrastructure development. In particular, Government will establish the Metropolitan Area Transport Authority.
7. Public transport services in terms of buses are provided by the private sector in an almost fully deregulated market. In urban areas, services are not reliable, not integrated, unsafe and expensive. Intercity and rural bus services are unreliable, time tables are not kept, and buses are usually in poor conditions and are polluting. Powers will be granted to appropriate authorities to plan, co-ordinate and ensure integrated public transport services.
8. In the absence of a planned and regulated public transport system, motor cycle taxis (boda bodas) have filled the gap. However, they too are unregulated, unsafe, and contribute to traffic congestion. In future boda bodas motorcycles and riders will be regulated, in the interests of their own, and passengers’, safety
9. Non-motorised transport has been neglected, despite the fact that these modes contribute greatly to mobility and accessibility in both rural and urban areas. Government has already adopted policy initiatives to address this.
10. The road accident rate in Uganda is still one of the highest in Africa. Government will adopt a comprehensive policy on road safety, and establish a National Road Safety Authority (NRSA), and a Multi Sector Transport Regulatory Authority (MTRA)
11. Safety in the inland water and railway subsector is also poor. MTRA will regulate these modes in the interests of safety.
12. Transport costs are high in Uganda. Reduced transport costs will lead to lower costs of goods that can stimulate economic growth. Multi-modal transport will be fostered.
13. The weakness of the local construction industry contributes to the high costs of road works, in addition, force account works need to be improved to increase financial efficiency. Government will establish the Uganda Construction Industry Council to foster and regulate the domestic industry.
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14. The management of local roads is weak, and local government entities lack financial and human capacity. Government will establish a Uganda Rural and Urban Roads Authority to develop and maintain important district and urban roads.
15. Rural transport in Uganda is characterized by poor infrastructure and low density transport services in rural areas that can negatively rural development, especially health and education. Government will adopt policy initiatives to address this.
16. Government will invest in the Standard Gauge Railway. Since the operating concession for the existing railway has not been a great success, an alternative model will be adopted for the Standard Gauge Railway.
17. The existing railway infrastructure is not being fully utilised and it will be some time before Standard Gauge is operational. Hence there will be investment in the metre gauge system.
18. Uganda has the potential to act as an international air transport hub, and the case for a national airline will be examined.
19. Uganda is reliant on a single international airport. Additional strategies entry/exit points are needed. Government will ensure the development of a new international airport at Kabaale, near Hoima.
20. Inland water transport has been neglected, and the natural resource of lakes and rivers has not been fully exploited for sustainable transport. In addition the sub-sector is characterised by high accident rates. MTRA will act to regulate the inland water transport sub-sector, and a maritime authority will be designated to foster the growth of the sub-sector.
21. Older vehicles emit large quantities of CO2 and other noxous gasses. Efforts are required to modernize the vehicle fleet. Government will move to better regulate engines and fuels to reduce pollution.
2.4 National Transport Master Plan
The National Transport Master Plan, and the Plan for the Greater Kampala Metropolitan Area, was approved by Cabinet in December 2010. The Plan constitutes an overall framework for prioritisation of improvements to the transport system. It provides an appraisal of the performance of the Transport Sector and proposes a multi-modal approach to identify sector priorities recognising the challenges facing transport in Uganda.
2.5 National Construction Industry Policy
This policy was approved by Cabinet in 2010, and provides for the establishment of a Uganda Construction Industry Council (UCICO), whose role will be to regulate and foster the domestic construction industry.
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Chapter 3 - Institutions of the Works and Transport Sector
3.1 Ministry of Works and Transport
The Ministry of Works and Transport is the lead agency in the Transport sector with the mandate to:
a) Plan, develop and maintain an economic, efficient and effective transport infrastructure; b) Plan, develop and maintain economic, efficient and effective transport services by road, rail, water
and air; c) Manage public works including government structures; d) Promote good standards in the construction industry
Vision: To provide reliable and safe Works, Transport Infrastructure and Services
Mission: To promote adequate safe and well maintained works and Transport Infrastructure and Services for social economic development of Uganda
The MoWT has the responsibility for the overriding management of all transport functions within the transport sector to:
a) Initiate, formulate and develop national policies, plan and programmes for safe and efficient public transport infrastructure and services;
b) Monitor and evaluate the implementation of national policies, plans and programmes for safe and efficient work, public transport infrastructure and services;
c) Initiate and review laws and regulations on works and transport infrastructures and services;
d) Set national standards for the construction industry, transport infrastructure and services;
e) Enforce compliance to national policies, laws, regulations, strategies and guidelines on works, transport ways infrastructure and services
f) Inspect and license Public Service Vehicles (PSV)
g) Monitor and evaluate the performance of statutory bodies under the Ministry
h) Provide technical support for contract works, including construction and maintenance undertaken by other Government Ministries, Departments and Agencies;
i) Initiate and formulate plans and policies for the management of public buildings;
j) Set and monitor national standards on public buildings;
k) Carry out research and develop local materials for the construction industry
In order to execute its mandate and functions, the MoWT has two Directorates; of Engineering & Works, and of Transport, and Eight Departments. The structure of the Ministry is shown in Figure 3.1
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Figure 3.1: Structure of Ministry of Works and Transport
3.2 Uganda National Roads Authority
The Uganda National Roads Authority (UNRA) was established by the Uganda National Roads Authority Act, No. 16 of 2006. It became fully operational on 1st July 2008. UNRA’s mandate is to develop and maintain the national roads manage ferries linking the national roads network, and axle load control.
Vision: to operate a safe, efficient and well-developed national roads network
Mission: to prepare and maintain a national roads network that is responsive to the economic development needs of Uganda, to the safety of all road users, and to the environmental sustainability of the national roads corridors
UNRA’s Goals are to:
a) Optimize the quality, timeliness and cost effectiveness of road works; b) Guarantee all year round safe and efficient movement of people and goods throughout the country
3.3 Uganda Roads Fund
Uganda Road Fund (URF) was established by an Act of Parliament in 2008. The objective of setting up the fund was to enable steady and reliable funding for routine and periodic maintenance of public roads mainly from road user charges. It became operational in January 2010. The fund derives its mandate from section 6 of the URF Act 2008. It is mandated to collect road user charges (RUCs) and manage the funds so collected to finance road maintenance programmes.
The Road Fund Act provides for a political and operational oversight over the fund by the Ministries of Finance, Planning and Economic Development, Works and Transport, and Local Government. The fund is functionally supervised by the Minister of Finance, Planning and Economic Development (MoFPED). It reports to Parliament through the Minister
Vision: To provide Adequate, Reliable, Timely and Sustainable financing for road maintenance for a safe and efficient network
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Mission: To administer and manage the fund with prudence, integrity and transparency in a commercial, cost effective and efficient manner so that appropriate road user charges are collected efficiently and allocated to true needs for adequate funding of routine and periodic maintenance of all public roads.
3.4 Civil Aviation Authority
The Civil Aviation Authority (CAA) is a corporate body established by an Act of Parliament, “The Civil Aviation Authority Act, Cap 354”, of 1991. The mandate of the Authority is to “promote the safe, regular, secure and efficient use and development of civil aviation inside and outside Uganda”.
The Authority is also mandated to advise Government on:
a) Policy matters concerning Civil Aviation; and b) International Conventions relating to Civil Aviation and the adoption of measures necessary to give
effect to the standards and recommended practices under those Conventions.
Vision: To provide the Safest, Most Efficient and Affordable Air Transport System in Africa and Beyond
Mission: To Maintain the Highest Standards of Safety, Security and Service in Civil Aviation
3.5 Uganda Railways Corporation
Uganda Railways Corporation (URC) is a corporate body reporting to the Ministry of Works and Transport. Under the Uganda Railways Corporation Act (1992), the mandate of the Corporation is: the construction, operation and maintenance of railway, marine and road services both in and outside Uganda, for the carriage of passengers and goods.
Vision: To provide a modern, safe and sustainably efficient high capacity passenger and freight railway system for both for Uganda and the region.
The policy of Government is that it should not be directly involved in commercial enterprise. Railway operations are such commercial services as spelt out in the Uganda Railways Act (1992). The Government Strategy for privatisation placed URC under Category II of enterprises, i.e. where Government is to retain majority shares but operations to be let out to a joint venture or long-term concessioning.
3.6 Other Agencies Related to Transport Services
In addition to the above Sector Agencies, there are other Government Agencies whose performance impacts directly or indirectly on the performance of the Sector. These include:
3.6.1 Ministry of Local Government (MoLG)
Function: “To establish standards, Government policy, laws and regulations and, guidelines for Local Governments to follow in the implementation of their programmes and monitor their compliance and implementation”.
3.6.2 Kampala Capital City Authority (KCCA)
As regards transport KCCA must maintain all roads and transport systems within the capital as well as undertaking transport planning.
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3.6.3 Uganda Police Force (UPF)
The Directorate of Traffic and Road Safety of the Uganda Police Force is responsible for recording, production and analysis of all traffic accident data. Their major output is the annual traffic report published every calendar year.
3.6.4 Uganda Revenue Authority (URA)
The major function of the URA in relation to the transport sector is the maintenance of the central registry of motor vehicles (registration and de-registration).
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Chapter 4 – Performance of the Sector
4.1 Policies and Strategies The 9th Joint Transport Sector Review (JTSR) of September 2013 raised and discussed key Policy and Strategy issues. These issues were encapsulated in an agreed Action Plan Matrix. Progress on the Actions is detailed in Annex 2.
4.2 Performance on the Golden Indicators Performance of the Sector measured against the Golden Indicators is summaries in table 4.1, and the trends are expanded upon below.
Table 4.1: Summary of the Sector Performance Measured against the Golden Indicators
No Description June 2011
June 2012
June 2013
Target June 2014
Actual June 2014
Note
ROADS
1 Road Network in fair to good condition (%)
National Roads (paved) 74 77.6 77 78 80
National Roads (unpaved) 64 66.6 66 68 67
Urban Roads (paved) 50 61 73.7 58.2 (1)
Urban Roads (unpaved) 55 44 44.7 48.5 (1)
District Roads (unpaved) 55 65 65.3 50.5 (2)
KCCA Roads (paved) 11 35 36 48
KCCA Roads (unpaved) 48 60 61 60
2 Paved Road network (km)
National Roads 3264 3317 3489.6 3795
Urban Roads 684 824 745 745
KCCA 416 422 463 484 483.5
3 Road Safety
Total Fatalities 2954 3343 3124 2937
Fatalities per 10,000 vehicles 46 45 37 30
Total Registered Vehicles 635,656 739,036 854,577 974,714
4 Road Service Level - Travel Time (min/km)
On National Roads n/a 1.18 1.15 1.01
On District Roads n/a n/a n/a 0.03 (3)
In Kampala n/a 2.5 2.5 2.4 2.4 (5)
5 Road Construction / Maintenance Cost
a) Paved Roads (1000 USD/km)
National Roads – New Construction
n/a n/a n/a n/a
National roads – upgrading from gravel to tarmac
800-1100
650-950 653-949 650-850
National roads – reconstruction 520-725 890-980 896-984 896-084
National roads - rehabilitation 290-600 175-620 176-616 400-500
National roads – periodic 105-290 105-300 105-300 100-300
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No Description June 2011
June 2012
June 2013
Target June 2014
Actual June 2014
Note
maintenance
National Roads – mechanized routine maintenance
1-3 8-17 8.4-17.5 8.4-17.5
Urban roads – rehabilitation 475 320-480 330-450 212 - 400
Urban roads – periodic maintenance
325 145 141.6 141.9
Kampala Roads – upgrading from gravel to tarmac
740-870 720-850 720
b) Unpaved Roads (1000 USD/km)
National Roads – Periodic maintenance
15.5 13.3-15 13.4-15 13.4-15
National Roads – mechanised Routine Maintenance
1.5–4.3 3.5–5.5 3.5-5.4 3.5-5.5
District Roads – Rehabilitation 18 14
Not available
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District – Periodic Maintenance 2-8 5-8 5.3 6.8-15.0
District Roads – Routine Maintenance
0.3–1 0.2–1.3 0.2–1.3 0.7-2.2
Urban Roads – Rehabilitation 8-18 3-19
Community Access Roads – Routine Maintenance
0.3–0.4 0.8 0.2-0.8
6 Rural Accessibility
Rural population living within 2 km of an all-weather road
n/a n/a 83% 83%
Population with access to taxi / matatu service (%)
37 n/a 38 38
All year motorable Community Access Road network (km)
3490 4200 8000 8000
7 Road Maintenance Needs Met
a) Maintenance budget relative to requirement
a.1 Maintenance Financed by URF
National roads (budget to requirement %)
37 33 26 48
District Roads (budget to requirement %)
77 74 37 34
Urban Roads including KCCA (budget to requirements)
76 65 35 35 33
a.2 Backlog – Rehabilitation Needs for Roads in Poor Condition
Budget for all roads (USD million) Na 72.3 138.7 182.3
Unfunded backlog for all roads Na 835.7 826.1 216.7
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No Description June 2011
June 2012
June 2013
Target June 2014
Actual June 2014
Note
(USD million)
b) Maintenance expenditure relative to release (%)
National roads 100 100 100 80.3
DUCAR Roads 71 64 49
8 Compliance with Axle Load Regulation
Number of Vehicles Weighed 169,477 161,184 203,000 200,000 191,620
Number of Overload Vehicles 91,518 88,650 109,000 80,000 105,391
Overloaded vehicles (% of total controlled)
54 55 54 40 55
Average Overload per axle (tonnes)
Na 2.39 1.47
RAIL
9 Rail freight Volume
Total Freight Carried (million-tonne-km)
154.2 153.5 124.4 250 137.9
10 Rail Modal share at Malaba, Busia and Port Bell Border Points
Total freight crossing the 3 borders (1000 tonnes)
6,738 7,736 7,493 7,609
Freight that crossed the 3 borders by rail (%)
10 8.9 8 15 5.79
11 Rail Modal Share on Lake Victoria Ferries
Freight Transported on ferries by rail, registered at Port Bell border post (% of total)
13.1 11.7 33.4 8.3
12 Rail Efficiency
Locomotive productivity (km/loco/day)
131 168 142 187
13 Wagon Utilization
Wagon Transit time (days) 16.2 11.5 8 9
Wagon turn-round time (days) 27.1 26.6 27.6 34
AIR
14 Aircraft Movements
Commercial 24,051 27,732 29,982 30,778 30,258
Non-Commercial 10,285 12,164 13,133 13,527 13,643
15 Volume of Passenger and Freight Carried by Air transport
a) Air Passenger Traffic – International
Embarking 516,829 580,799 639,963 687,960 672,671
Disembarking 531,678 597,929 652,239 701,157 678,387
Transit 80,668 77,341 91,633 94,382 95,175
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No Description June 2011
June 2012
June 2013
Target June 2014
Actual June 2014
Note
b) Air Passenger Traffic – Domestic
Embarking 5249 4956 9365 9,646 12,894
Disembarking 5678 5187 9814 10,088 14,228
c) Freight Cargo Traffic (tonnes)
Exported 26,444 31,842 35,475 37,288 32,203
Imported 20,221 21,408 21,849 22,947 21,636
WATER TRANSPORT
16 Freight Traffic on Lake Victoria
Total Freight on ferries as registered at Port Bell border post (tonnes)
66,582 106,315 119,880 96,128
17 Passenger Traffic on Lake Victoria
Entebbe – Kalangala Na 74,873 61,708 32,290
Through Port Bell n/a n/a n/a n/a
Through Jinja n/a n/a n/a n/a
18 CROSS CUTTING ISSUES
18.1 Environment
a) Emissions (air pollution)
Ppm for CO2 / Co / SO2 / NOX n/a n/a n/a n/a
b) Number of EIAs accepted by NEMA against total number of EIAs required (%)
Overall percentage for UNRA, MoWT, URC, CAA, URF
n/a 91.7 89.3 100
18.2 Gender
a) availability of gender focal person
Number in place n/a 5 6 4 (6)
b) Women in Employment
Overall percentage n/a 19 19 21.8
18.3 HIV/AIDS Interventions (Number)
Total number for 5 sub-sectors and 4 intervention categories
n/a 22 25 90
18.4 Occupational Health and Safety-Accidents at the work Place
Total Number n/a 994 716 n/a (4) Notes: (1) Based on a sample of 35 urban councils in a survey carried out by JICA (2) Based on a sample of 31 districts in a survey carried out by JICA (3) This is based on CrossRoads Road User Satisfaction Survey (russ.ug) using the information for average travel
time per trip (1.61 mins) and average travel distance (54.4 km). (4) Indicates that data from on-going National Roads projects is usually submitted in monthly reports but has not
been aggregated and analysed for inclusion in this figure.
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(5) There was no significant change in travel time within Greater Kampala. However, travel time within Kampala city roads was 2.7 min/km(22.2km/h) indicating high traffic congestion relative to entire Greater Kampala .
(6) FY12/13 included MELTC, which is not included in this year’s analysis. The analysis for FY13/14 included 5 agencies, of which 4 has a focal person in place.
4.3 The Golden Indicators Analysis Golden Indicator #1 – Road Network in Fair to Good Condition
For national roads, the road network in fair to good condition increased both for paved roads and unpaved roads. 80% of paved national roads are now in fair to good condition, ahead of the target of 78%. Unpaved roads in fair to good condition increased from 66 to 67%.
Figure 4.1: National Roads in Fair to Good Condition
For KCCA roads, 48% of paved roads, and 60% of unpaved roads are in fair to good condition. This is a 37.14% increase from FY 2012/13 for paved KCCA roads. Unpaved KCCA roads stayed at 60%.
For both Urban and District roads, the road network in fair to good condition has been calculated based on a sample in a study carried out by JICA. For district roads, it included 31 districts, and for urban roads 35 urban councils were surveyed. It is because of this that the differences may be quite large from last financial year.
Golden Indicator #2 – Paved Road Network
From FY 2012/13 to FY 2013/14, there was an 8.75% increase in the national roads paved network, and a 4.4% in the paved road network for KCCA. Since FY 2010/11, the national roads paved network has increased by 16.27% (3264 km in June 2011 to 3795 km in June 2014). For KCCA, the difference from FY 2010/2011 is an increase of 16.2%.
Golden Indicator #3 – Road Safety
Road safety has improved over the past financial year, as the fatalities per 10,000 vehicles have fallen from 37 to 24.6. The total number of accidents has also declined since FY 2012/13.
Vehicle registration increased by 120,137 vehicles.
Golden Indicator #4 – Road Service Level – Travel Time
0
10
20
30
40
50
60
70
80
90
2011 2012 2013 2014
% National Roads (paved)
National Roads (unpaved)
21
There was no significant change in travel time within Greater Kampala. However, travel time increased slightly on KCCA roads, from 2.5 to 2.7 min/km, an increase of 8%. On the national roads it fell slightly from 1.15 to 1.1 min/km, a decrease of 4.5%.
Golden Indicator #5 – Road Construction / Maintenance Cost
Road construction and maintenance costs refer to the amount of money paid per kilometre constructed or maintained. A road construction activity comprises upgrading gravel roads to tarmac, rehabilitation and reconstruction. Road maintenance activities comprise mechanised routine and periodic maintenance. There was no significant change from FY 2012/13 to FY 2013/14.
The costs were derived from aggregation and averaging of unit costs from annual work plans of the roads departments of the MoWT. The values shown are essentially average values for works undertaken by different methods, so that:
• For routine maintenance of district roads, the lower value is for manual works; the higher figure for mechanised road works
• For routine maintenance of paved urban roads , the lower value is for low trafficked roads; the higher value for high traffic urban roads (KCCA and Mukono)
• For periodic maintenance of unpaved urban roads, the lower figure is for town councils; the higher value is for municipal councils
• For routine maintenance of unpaved urban roads, the lower figure is for manual works; the higher value for mechanised road works.
Golden Indicator #6 – Rural Accessibility
Rural accessibility values come from the Household Survey carried out by UBOS. A new national Household Survey was conducted in 2012/13, but it did not report on the issue of rural accessibility. Therefore the 2009/10 Household Survey figures are the most up to date and the figures utilised in this report.
The proportion of communities with access to all-season feeder roads was 83% in 2009/10 compared with 66% in 2005/6. 38% of communities had access to a tax/matatu stop in 2009/10, an increase from 34% in 2005/6.
Golden Indicator #7 – Road Maintenance Needs Met
This indicator measures the maintenance budget relative to road maintenance requirements/ needs. The performance indicators for maintenance budget relative to requirements were computed as the ratio of available maintenance budgets (for different network categories) to the unconstrained annual maintenance needs of the networks. This considered only the proportions of the networks in maintainable state devoid of backlogs. The maintenance backlogs were measured separately using two sub-indicators: annual budget for rehabilitation/ backlog removal; and unconstrained cost for rehabilitation/removal of backlog on all roads.
Golden Indicator #8 – Compliance with Axle Load Regulation
The percentage of overloaded vehicles has fluctuated between 54% and 55% over the past few financial years, and in FY 2013/14 55% of all vehicles weighed were overweight.
22
Figure 4.2: Compliance with Axle Load Regulations
Golden Indicator #9 - Rail Freight Volume
The volume of freight carried by rail measured in net tonne km increased by some 11% between FY 2012/13 and FY 2013/14. The trend in Rail Freight Volume is shown in figure 4.3 below.
Figure 4.3: Rail Freight Volume (Million-Tonne-Km)
Golden Indicator #10 - Rail Modal Share at Malaba, Busia and Port Bell Border Points
This indicator derives from the total volume of freight imported, exported and re-exported across Uganda’s borders. While the total tonnage increased by 1.5% between 2013 and 2014, the share of rail significantly decreased from 8% in June 2013 to almost 6% in June 2014, following with the negative trend observed over the past few years.
0
50,000
100,000
150,000
200,000
250,000
50
51
52
53
54
55
56
57
58
59
60
2011 2012 2013 2014
Num
ber o
f veh
icle
s
Number of Vehicles Weighed Number of Overload Vehicles
Overloaded vehicles (% of total controlled)
154.2
153.5
124.4
137.9
100 110 120 130 140 150 160 170 180
2011
2012
2013
2014
million-tonne-km
23
Figure 4.4: Rail Modal Share at Malaba, Busia and Port Bell Border Points
Golden Indicator #11 - Rail Modal Share on Lake Victoria Ferries
Freight transported on Lake Victoria ferries decreased significantly from 33.4% of the total freight volume transported through Port Bell in 2012/13 to 8.3% in 2013/14. The decline was a result of taxes imposed on imported grains which adversely affected cargo freight from Dar es Salaam through Port Bell.
Golden Indicator #12 - Rail Efficiency
Locomotive productivity is the measure chosen to represent rail efficiency. It increased from 142 km to 180 km per locomotive per day between 2012/13 and 2013/14.
Golden Indicator #13 - Wagon Utilization
There are two measures of wagon utilisation. The first is the time taken for a wagon to make a round trip between Mombasa and Kampala, therefore including loading/unloading time. Total wagon turnaround time has increased from around 27 days to 30 days from FY 2012/13 to FY 2013/14. The second way to measure is the one-way transit time, excluding loading and unloading. Average transit time increased 8 days in 2012/13 to 9.6 days in 2013/14. Because these indicators measure transit time, an increase is associated with a decrease in efficiency, and is therefore considered a negative development.
Golden Indicator #14 –Aircraft Movements
There has been a positive growth trend in aircraft movements at EBB, with aircraft movements rising from 24,051 commercial and 10,285 non-commercial flights for FY 2010/11 to 30,258 commercial and 13,643 non-commercial flights for FY 2013/14, as shown in figure 4.5.
0
2
4
6
8
10
12
6200
6400
6600
6800
7000
7200
7400
7600
7800
8000
2011 2012 2013 2014
Rail
Shar
e %
1000
tons
frei
ght
Total freight (1000 tons) Rail Share (%)
24
Figure 4.5: International Aircraft Movements
Golden Indicator #15 – Passenger and Freight Volumes by Air
The volume of international air passenger transport has been steadily increasing over the past few years, from a total (embarking, disembarking and transit) of 1,129,175 in FY 2010/11 to 1,446,233 in FY 2013/14. The most recent FY saw an increase of 62,398 from FY 2012/13. The trend in the individual categories can be seen in figure 4.6. Similarly, the rise in domestic air traffic has been very positive, rising by 3,529 embarking passengers and 4,414 disembarking passengers. The trend in freight volume by air has been more erratic, and fell over the past financial year (see figure 4.7).
Figure 4.6: Trend in International Air Passenger Traffic
24,051
27,732
29,982
30,258
10,285
12,164
13,133
13,643
0 5,000 10,000 15,000 20,000 25,000 30,000 35,000
2011
2012
2013
2014
Non-Commercial Commercial
0
100,000
200,000
300,000
400,000
500,000
600,000
700,000
800,000
2011 2012 2013 2014
Embarking
Disembarking
Transit
25
Figure 4.7: Freight Volume by Air (tonnes)
Golden Indicator #16 – Freight Traffic on Lake Victoria
Freight traffic on Lake Victoria decreased by 20% from 119,880tonnes to 96,128 tonnes over the year to the end of June 2014. The decrease is mainly due to the fact that MV Kaawa underwent repairs for around 6 months of the year.
Golden Indicator #17 – Passenger Traffic on Lake Victoria
For FY 2013/14, 32,290 passengers were registered on the Entebbe-Kalangala route. This is a drastic drop from last year’s number of 61,708 passengers. However, it must be noted that MV Kalangala was only operational for about 45% of the financial year, due to maintenance works. If you consider what the pro rata passengers for 2012/13 for 45% it comes to 27,768. In this case, one could consider the performance for FY 2013/14 to be a positive outcome.
No data is available for the passenger traffic through Port Bell or through Jinja.
Golden Indicator #18 – Cross Cutting Issues
Golden indicator #18 aim to measure cross cutting issues, across all the agencies and departments in the transport and works sector. The focus areas are: environment, gender, HIV/AIDS, and accident prevention. The data presented in table 4.1 is aggregated for all agencies, and the data below show the breakdown for each individual agency.
18.1 Environment
Indicator 18.1a Emissions cannot be measured yet due to lack of equipment.
Table 4.2: Indicator 18.1 b: Number of EIAs on projects rejected by NEMA
UNRA MoWT URC CAA URF Total
EIAs submitted 20 3 1 n/a n/a 24
EIAs rejected totally 0 0 0 n/a n/a 0
EIAs rejected with issues 0 0 0 n/a n/a 0
Total rejected to total required (%)
0 0 0 n/a n/a 0
Total accepted (%) 100% 100% 100% n/a n/a 100%
26,444
31,842
35,47532,203
20,221 21,408 21,849 21,636
0
5,000
10,000
15,000
20,000
25,000
30,000
35,000
40,000
2011 2012 2013 2014
Exported
Imported
26
18.2 Gender
Table 4.3: Indicator 18.2 a Availability of gender focal person in sub-sectors
UNRA MoWT URC CAA URF
Focal person in place Yes Yes No Yes Yes
Table 4.4: Indicator 18.2 b Women in employment
UNRA MOWT URC CAA URF Total
No. % No. % No. % No. % No. % No. %
At management level 1 2.8 5 3.9 1 4 2 29 0 0 9 7.9
At senior officer level 9 14.2 6 4.7 4 17 4 21 4 33 27 17.9
Overall 85 8.3 126 22.5 5 21 266 27 7 30 489 21.8
18.3 HIV/AIDS
Table 4.5: Indicator 18.3 HIV/AIDS interventions – 2013/14 (number by subsector)
UNRA MOWT URC CAA URF Total
Awareness programmes 25 3 4 2 0 33
Condom issue (packs) Approx. 30,000
9,000 3,000 1,056 0 40,056
Counselling programmes 25 1 ( 105 staff)
Staff under Medical
Insurance
24 Staff under medical
insurance
51
Support treat programmes Staff under medical
insurance
15 Staff under medical
insurance
Staff under medical insurance
Staff under medical
Insurance
5
Total interventions 52 6 7 5 2 90
18.4 Accidents
Table 4.6: Indicator 18.4 Occupational health and safety – accidents at the work place
UNRA MoWT URC CAA URF Total
Fatalities * 0 0 0 0 0
Serious injuries * 0 0 2 0 2
Minor injuries * 5 1 4 0 10
Total accidents * 5 1 6 0 12
NB. *Indicates that data from on-going National Roads projects is usually submitted in monthly reports but has not been aggregated and analysed.
27
4.4 Sector Reforms
The National Transport Master plan includes recommendations for a number of new authorities to provide modern management and regulation of the transport sector. Progress on the creation of these authorities is set out below.
4.4.1 National Road Safety Authority (NRSA)
The NRSA is intended to provide leadership and coordination to improve safety on Uganda’s roads. The principle of establishing this authority is a recommendation of the draft Road Safety Policy, which will be put before Cabinet shortly.
4.4.2 Multi Sector Transport Regulatory Authority (MTRA)
MTRA is intended to be the regulatory agency for all modes of surface transport: road, railway and inland water transport. The principle of establishing this authority is a recommendation of the draft Road Safety Policy, which will be put before Cabinet shortly.
4.4.3 Metropolitan Area Transport Authority (MATA)
MATA is intended to plan, co-ordinate and ensure the provision of effective and integrated public transport in the greater Kampala area. The legal principles for this authority have been prepared and will be considered by Hon. Ministers for the transport sector shortly.
4.4.3 Uganda Rural and Urban Roads (URURA)
URURA is intended to manage the maintenance and development of important District and Urban roads in line with modern management principles. The financial implications of this authority are current being considered by the Ministry of Finance, Planning and Economic Development.
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Chapter 5 - Ministry of Works and Transport
5.1 Budget Performance
For the fiscal year 2013/14, only 74.2% of the budget allocated to the MoWT had been released by June 2014 leaving a total of 780.92 bn UGX unreleased. Table 5.1 shows the budget breakdown for the fiscal year.
Table 5.1: Released Budget for FY 2013/14 UGX billion
Excl. Arrears, Taxes Approved Budget
Cash limits by end
Released by end
Spent by end June
% Budget Released
% Budget Spent
% Releases Spent
Recurrent Wage 7.727 7.727 6.059 4.734 78.4 61.3 78.1
Non Wage
23.043 20.585 20.829 16.672 90.4 72.4 80.0
Development GoU 67.489 62.202 61.033 47.323 91.9 70.1 73.3
Ext. Fin 26.912 n/a 16.581 16.581 61.6 61.6 100.0
GoU Total 98.260 90.514 88.921 68.730 90.5 69.9 77.3
Total GoU + Ext Fin (MTEF)
125.172 n/a 105.502 85.311 84.3 68.2 80.9
Arrears and Taxes
Arrears 0.000 n/a 0.0 0.000 n/a n/a n/a
Taxes 19.067 n/a 1.500 1.500 7.9 7.9 100.0
Total Budget 144.239 90.514 107.002 86.811 74.2 60.2 81.1
Source: Q4 and Annual Performance Report for Vote 016 - Ministry of Works and Transport for FY 2013/14
The low release performance under donor funding was due to low levels of performance by contractors as a result of:
partial site possession at all border posts due to the need to keep borders operational;
Delayed relocation of border agencies i.e. Customs, Immigration, Police etc. E.g. At Mutukula, Immigration and Police have not yet relocated;
Land disputes with M/s RIO Oil and the community at Mutukula OSBP;
Land disputes with Mukono District Council for the case of Mukono railway ICD;
Low levels of mobilization by some Contractors; Procurement delays for the Katuna OSBP contractor; and
Contract management differences between contractors and client e.g. at Mutukula and Mirama Hills.
Other reasons for low release of funds include:
Mechanical Engineering Services - MV Kalangala did not operate for 6 months while undergoing rehabilitation in Mwanza (2.48 bn)
Condition transfers to feeder roads maintenance workshops - Funds were remitted to Regional mechanical Workshops (1.21 bn)
Contract staff salaries - Salary had been earmarked for an additional set of crew for MV Kalangala. The recruitment process was not concluded (0.60 bn)
Interconnectivity Project - Pending certificates to be cleared (1.61 bn)
29
Roads and bridges (depreciation) - Pending certificates to be cleared (1.53 bn)
Growth Support to MELTEC - All funds were remitted to MELTC (1.54 bn)
Road Equipment for District Units - Funds were remitted to the Regional Mechanical Workshops (1.13 bn)
Conditional transfers to feeder roads maintenance workshops - Funds were remitted to the Regional Mechanical Workshops (1.06bn)
New Standard Gauge Railway Line – Delayed submission of certificate to effect payment (1.13bn)
Consultancy Services Long Term – Delayed submission of certificate to effect payment (1.05bn)
Rehabilitation and Development of Upcountry Aerodrome – Funds were remitted to CAA (1.06 bn)
Conditional Transfer Autonomous Institution – Funds were remitted to CAA (1.00 bn)
5.2 Transport Regulation
5.2.1 Road
It was intended that the draft Road Safety Policy be submitted to, and approved by, Cabinet in 2013/14. However, whilst the draft policy and accompanying Cabinet Memorandum was submitted to the Cabinet Secretariat, it was determined that the Certificate of Financial Clearance needed to be renewed, owing to the fact that the submission of documents was somewhat late.
The draft Road Safety Policy provides for the establishment of a National Road Safety Authority (NRSA). It was intended that drafting principles for legislation to enact this body would be submitted to the Cabinet Secretariat during 2013/14. However, since the submission of the draft Policy was delayed and has not yet been approved, the principles for the NRSA cannot yet be submitted.
It was also intended to submit a draft Axle Load Control Policy and Strategy to the Cabinet Secretariat in 2013/14. The Cabinet Memorandum has been drafted but is yet to be submitted.
30 driving schools were inspected against a target of 50 in 2013/14. 6 Road safety campaigns were targeted for 2013/14, but this was later reduced to 3. In the event, 2 were conducted. The reason for the shortfall in both these cases was the fact that budget release was inadequate (79% of budget).
20,162 public service vehicles (PSV’s) were inspected and licensed against a target of 18,500 in 2013/14. The number of PSV’s is constantly increasing to match the demand for public transport and in 2013/14 the target was exceeded since more vehicles were licensed to be in roadworthy condition, through improved enforcement. 818 bus operator licences were processed, against a target of 850. The demand for such licenses was slightly less than expected as, overall, operator fleet sizes are increasing, although the rate of imported buses decreased. This demonstrates a general increase in the capacity of the public transport industry.
5.2.2 Air Transport
12 aerodromes were maintained in 2013/14 against a target of 13. This slight shortfall was due to the low release (79% of budget). However, 6 Bilateral Air Service Agreements (BASA’s) were reviewed, negotiated and signed, against a target of 1, and furthermore 6 air transport programmes were coordinated against a target of 2. This demonstrates the increasing demand for air travel and the increasing popularity of Entebbe International Airport as a destination for foreign carriers.
5.2.3 Water and Rail Transport
30
It was intended that 50% of all water and rail transport accidents would be investigated in 2013/14, but in the vent 100% of all accidents were investigated. This was partly due to the lower rate of accidents, and the fact that the Ministry was able to mobilise quickly where such accidents occurred.
840 marine vessels were registered, inspected and licensed against a target of 200. This success rate was due to a co-ordinated effort between the Ministry and concerned agencies to address marine safety.
7 water transport programmes were co-ordinated against a target of 4 in 2013/14. This is due to the higher priority being placed on inland water transport by the Ministry.
The consultant has submitted the final report on draft Inland Water Transport legislation which was approved. A Cabinet Memorandum is being prepared.
5.3 Transport Services and Infrastructure
5.3.1 Railways
The development of the Standard Gauge Railway is an urgent priority for both Uganda and other EAC countries. Within this objective, the Ministry prioritised the completion of the preliminary design of the Malaba-Kampala section in 2013/14, and this was achieved, with the consultant’s final report being approved. In addition the Ministry set the target of commencing the design of the Kampala-Kasese section (with spur to Kasese), and this was achieved, when the contract with Gauff Consultants was signed in June 2014. For further information on Standard Gauge Railway, see chapter 9 on URC.
Within the existing metre gauge railway, a target of operating 843 wagons was set for 2013/14, and 784 was achieved.
5.3.2 East African Civil Aviation Academy (EACAA)
50 students were targeted to be graduated in 2013/14, and a total of 48 graduated in that year.
70 students enrolled in the year, against a target of 50. Not all students graduate, since testing continues to be rigorous.
5.3.3 Bus Rapid Transit
The Ministry is promoting a Bus Rapid System (BRT) for greater Kampala as part of its drive to improve public transport operations and reduce traffic congestion. In 2013/14, the draft final detailed design for the BRT was submitted by the consultant.
5.4 Construction Standards and Quality Assurance
In 2013/14, 38 environmental compliance audits, and 38 standards compliance audits on Local Government roads were conducted against targets of 49 in each case. The reason for these shortfalls was the low release, which was 85% of budget.
5.5 District, Urban and Community Access Roads
5.4.1 Urban Road Maintenance
Under urban roads, 87% of the budget was released. This allowed the Ministry to complete the periodic maintenance of 33km of urban paved roads, against a target of 40km, and the routine maintenance of 380km of urban paved road, against a target of 480km. For unpaved roads, 210 km had periodic
Roads and bridges (depreciation) - Pending certificates to be cleared (1.53 bn)
Growth Support to MELTEC - All funds were remitted to MELTC (1.54 bn)
Road Equipment for District Units - Funds were remitted to the Regional Mechanical Workshops (1.13 bn)
Conditional transfers to feeder roads maintenance workshops - Funds were remitted to the Regional Mechanical Workshops (1.06bn)
New Standard Gauge Railway Line – Delayed submission of certificate to effect payment (1.13bn)
Consultancy Services Long Term – Delayed submission of certificate to effect payment (1.05bn)
Rehabilitation and Development of Upcountry Aerodrome – Funds were remitted to CAA (1.06 bn)
Conditional Transfer Autonomous Institution – Funds were remitted to CAA (1.00 bn)
5.2 Transport Regulation
5.2.1 Road
It was intended that the draft Road Safety Policy be submitted to, and approved by, Cabinet in 2013/14. However, whilst the draft policy and accompanying Cabinet Memorandum was submitted to the Cabinet Secretariat, it was determined that the Certificate of Financial Clearance needed to be renewed, owing to the fact that the submission of documents was somewhat late.
The draft Road Safety Policy provides for the establishment of a National Road Safety Authority (NRSA). It was intended that drafting principles for legislation to enact this body would be submitted to the Cabinet Secretariat during 2013/14. However, since the submission of the draft Policy was delayed and has not yet been approved, the principles for the NRSA cannot yet be submitted.
It was also intended to submit a draft Axle Load Control Policy and Strategy to the Cabinet Secretariat in 2013/14. The Cabinet Memorandum has been drafted but is yet to be submitted.
30 driving schools were inspected against a target of 50 in 2013/14. 6 Road safety campaigns were targeted for 2013/14, but this was later reduced to 3. In the event, 2 were conducted. The reason for the shortfall in both these cases was the fact that budget release was inadequate (79% of budget).
20,162 public service vehicles (PSV’s) were inspected and licensed against a target of 18,500 in 2013/14. The number of PSV’s is constantly increasing to match the demand for public transport and in 2013/14 the target was exceeded since more vehicles were licensed to be in roadworthy condition, through improved enforcement. 818 bus operator licences were processed, against a target of 850. The demand for such licenses was slightly less than expected as, overall, operator fleet sizes are increasing, although the rate of imported buses decreased. This demonstrates a general increase in the capacity of the public transport industry.
5.2.2 Air Transport
12 aerodromes were maintained in 2013/14 against a target of 13. This slight shortfall was due to the low release (79% of budget). However, 6 Bilateral Air Service Agreements (BASA’s) were reviewed, negotiated and signed, against a target of 1, and furthermore 6 air transport programmes were coordinated against a target of 2. This demonstrates the increasing demand for air travel and the increasing popularity of Entebbe International Airport as a destination for foreign carriers.
5.2.3 Water and Rail Transport
31
maintenance interventions against a target of 250km, and 2,345 km were routinely maintained against a target of 2,600km.
5.4.2 District Roads Rehabilitation
Mbale Unit
Rongoro – Mulatsi – Namwalye Road: Out of the planned 10.00 km, 9.20 km (92%) has been completed. UGX 178,123,590 has been spent out of the total budget of UGX 226,688,600. Remaining work includes back filling to culvert end structures.
Munkaga – Malare Road: All of the planned 3.50 km has been completed (100%). UGX 98,151,910 has been spent out of the budget of UGX 107644,850. Remaining work includes back filling to culvert end structures.
Kaguta – Oxford Road: 4.00 km out of the planned 4.50km has been completed (88.9%), with 0.5 km in progress. UGX 138,366,890 has been spent out of the budget of UGX 177,683,150. The project is currently executing works added due to floods.
Buwalula – Namatsale Road: 3.80 km out of the planned 4.00 km (95%) has been completed. UGX 94,060,020 has been spent out of the budgeted UGX 103,510,800. The project has been completed.
Namayonyi – Bulwalasi Road: Out of the planned 7.00 km, 2.50 km has been completed (35.7%) and 7.50 km are in progress. The project has spent UGX 95,199,190 out of UGX 175,657,900 and graveling is currently in progress.
Nanyuza – Makosi Road: The road has planned for 3.70 km and has a budget of UGX 107,197,350. Bush clearing is currently in progress.
Bulweta – Bumalunda Road: The road has planned for 4.60 km and has a budget of UGX 119,128,700. The project is currently awaiting disbursement of funds.
Nabweye – Bukikali Road: The road has planned for 5.30 km and has a budget of UGX 139,006,550. The project is currently awaiting disbursement of funds.
Mutoto – Busimba Road: The road is planned for 6.00 km and has a budget of UGX 131,318,000. The project is currently awaiting disbursement of funds.
Namagumba – Nankusi Road: Out of the planned 3.00 km, 3.00 km has been completed (100%). This project was worked on during training of operators. Initially the budget was UGX 92,026,300 but incorporated with training.
Mbarara Unit
Kanyegenyege-Runengo Road: 8.40 km out of the planned 8.40 km has been completed (100%). UGX 214,777,520 has been spent out of the budget of UGX 239,000,600.
Omutaisire-Kabare-Mile 26: 4.70 km out of the planned 5.00 km has been completed (94%). UGX 136,526,600 has been spent out of the budget of UGX 150,062,900.
Amabaare-Nyabisiriri-Kiruhura Border: 9.80 km has been complete out of the planned 9.60 km (102%). UGX 259,976,705 has been spent out of the budget of UGX 293,347,800.
Ekihangire-Lake Mburo National Park: 6.70 km of the planned 6.70 km has been completed (100%). The project has spent UGX 168,500,450 out of the budget of UGX 206,661,850.
Nyamiyaga-Kibona Road: 6.60 km of the planned 6.60 km has been completed (100%). The project has spent UGX 158,032,550 out of UGX 223,416,350.
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Emergency repair of Nyanga Bridge in Isingiro district: Repairs on the bridge have been completed. No funds have been released from Ministry.
Kabirizi-Katerero-Kabarama Road: The project has planned for 6.80 km, out of which 2.50 km are in progress. The budget for the road is UGX 232,085,700 and rehabilitation works are in progress.
Rubengye - Kitojo - Rushozi - Engaju road (11.6Km) and Engaju - Katongo - Nyakaziba (4.9Km) in Buhweju district: The project has planned for 16.50 km, with a budget of UGX 180,826,250. Work is yet to commence.
Binyuga-Rukuzi-Kakongora-Ngugo Road: The project has planned for 13.50 km with a budget of 508,825,000. Rehabilitation works have not yet started.
Gulu Unit
Minakulu – Okwir – Koroba Road: Out of the planned 10.50 km, 10.00 km are currently in progress. The project has spent UGX 36,618,439 out of the budget of UGX 416,303,355.8. All the 10km have been opened and shaped but are now covered with grass due to the stalled works
Ochaga stream multiple culvert crossing: The project has spent UGX 9,246,000 out of the budget of 7,940,000. Rehabilitation is completed.
Koro – Rom – Pece road: Out of the planned 5.00 km, 4.20 km is current in progress. The project has spent UGX 68,332,070 out of the budget of GUX 144,430,675. The road was opened up shaped and culverts placed. A swamp crossing was filled over 120m length with two (2) 1200mm constructed with hardcore walls and is still under construction.
Palenga – Wilacic Road: Out of the planned 8.90 km, 8.30 km (93.2%) has been completed, and 0.60 km is in progress. The project has spent UGX 172,967,919 out of the budget of UGX 239,300,000. Road was gravelled over 8.3km with all the culvert crossings fixed and constructed
Kololo – Lakang – Akee road: The road was planned for 9.00 km, out of which 3.00 km has been completed, and 6.00 km is in progress. The project has spent UGX 78,765,480 out of a budget of 271,419,880. Road gravelled over 3km and gravel dumped over 3km.
Cwero – Omel – Minja Road: The road is planned for 42.10 km and has a budget of UGX 1,090,893,644.2.
Central Unit – Luwero
For all of these projects, works could not take place due to lack of resources (e.g. human resources, equipment not available.) The following projects had been planned:
Road Name/ District Planned Kms
Km completed
Km in Progress
Budget (UGX)
Bunyaka - Dekabusa-Kyetume 7.60 0.00 0.00 250,520,200
Kansiri-Kalyankoko-Kibaaga 10.00 0.00 0.00 306,324,200
Luyobyo – Kisoba 7.90 0.00 0.00 246,958,200
Kasala-Kiya-Kikunyu 7.00 0.00 0.00 219,254,700
Wakataayi - Kireka 6.50 0.00 0.00 209,567,900
Luwuube - Grammer-Sekamuli 5.00 0.00 0.00 165,889,100
Kasolo - Kasekende-Kikonda-Nalongo 5.00 0.00 0.00 164,870,100
Katasule - Nyanukuzi 2.80 0.00 0.00 101,801,400
Totals 51.80 0.00 0.00 1,665,185,800
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Saaka Swamp (Bridges' Unit)
Saaka Swamp: Out of the planned 3.50 km, 1.25 km has been completed and 1.50 km is in progress. The project has spent UGX 1,339,059,126 out of the budget of UGX 1,659,942,640. This budget is only for 1.5km. The cost of the remaining section is being prepared. There is an outstanding payment of about 150m
Other Projects
Busolwe- Bubalya- Busabi Road in Butaleja: Out of the planned 12.80 km, 12.80 km has been completed (100%). The project has spent UGX 198,085,165 out of the budget of UGX 434,629,713. The Head walls, Wing walls and Aprons were in progress. Substantial Completion Certificate Issued.
5.5.3 Urban Roads Resealing Unit Programmes
NALI Estate roads Kyankwanzi: All construction materials procured and delivered on site. Physical works executed include: bush clearing and road formation works, gravelling for the subbase and base courses, construction of the lime stabilised base all on 1km section and construction of stone pitched masonry side drains - 4200m2. Surface Priming and Bitumen sealing works not yet done pending completion of the repairs on the Bitumen distributor Truck.
Kabarole District: Road was surveyed and design made. Procurement of construction materials in progress with the evaluation report submitted to the MOWT Contracts Committee for approval. Physical works expected to start after delivery of the Construction materials to the work site.
Mwiri College access road: Funding for the road works to be charged from Interconnectivity Program. Procurement of construction materials in progress with the evaluation report submitted to the MOWT Contracts Committee for approval. Physical works expected to start after delivery of the Construction materials to the work site.
Bwanda Convent in Masaka (2nd seal): Procurement of the required construction materials completed and delivered on site. Physical works started late February. But work progress halted after working on 0.6km section due to the mechanical breakdown on the bitumen distributor truck. Completion of the outstanding works is pending finalisation of the repairs on the bitumen distributor truck.
Kapchworwa T/C: All Construction materials procured and delivered on site. Physical works executed include: rock blasting and removal from the road way, road formation works, gravelling for the subbase and base courses, and construction of the lime stabilised base. Works stalled from Feb - May 2014 due to funds unavailability. Completion of bitumen surface dressing works is pending finalisation of the repairs on the Bitumen distributor truck.
5.5.4 Interconnectivity Roads
Upgrading Works on Kakungulu Estate Roads - Phase 2: 2.3km by M/s Summit Projekt Limited: Works completed and the contractor has been fully paid
Rehabilitation of works of Irundu – Nakalongo – Buwangala (8km) Gwaase Primary School – Wagawaga – Idoome (8km) Budiope county, in East Buyende district, Lot 3 by M/s Kasu & Sons Engineering Workshop: Works completed and contractors completion certificate is being processed
Rehabilitation Works of Ajuket – Kyamaka – Kumi (10km), Mukongoro – Aleich – Loop (7km), Kabata – Ongerin Primary School (6km) in Kumi District by M/s Muyanga Investments Ltd: Works substantially completed and in defects liability period
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Rehabilitation of works of selected Community Access roads in Wakiso and Luwero districts: total length (71.5km) – Lot 2 by M/s Kato Investments Limited: Contractor has substantially completed works and substantial completion certificate is being processed
Rehabilitation of works of Aminit – Oculio (Apalamio) and Dokolo – Opai (12km) in Soroti county, Soroti district and Abulabula – Opiya – Afrigoi (7km);Adwenyi – Agule (5km); Adukutu – Adiding (4km) & Agule – Pingiri – Akumoi – Okidi (10km) in Serere district – Lot 4 by M/s Wiyeda General Suppliers & Contractors Ltd: Works were completed and the contractor has been fully paid
Rehabilitation of works of Kalagi – Musalaba – Kisozi – Ibanda – Kabare (25km) in Kyankwanzi District – Lot 11 by M/s Tegeka Enterprises Ltd: Works were completed and the contractor was fully paid
Rehabilitation works of Nyahoro - Buhaya in Ibanda District (17.0km) by M/s Kato United Enterprises Ltd: Works in progress
Rehabilitation Works of Omukajija - Rwemambo (5km) in Kicuzi in Ibanda, Buhumuriro - Karo - Karungi - Katoma -Buhindaje River Road (11km)in Ibanda district,Kagarama - Kyabakara JunctionRoad (6km) in Rubirizi District and Installation of 3by 2 500mm diameter culvert at Buhinda River Crossing Lot 5 by M/s Dawasihi Ltd: Contract was terminated and a new contract is being procured
Rehabilitation works of Kikonge - Rwemba H/C in Kitijo, Rwamabonda - Kabukyera, Rutuguru - Butanba - Kyenkike in Kagara County Ntugamo District by M/s Near Construction Ltd: Works completed
Rehabilitation of works of Agwiciri-Anyongo (20km) in Kole District-lot 10 by M/s Higstan Technical Services Ltd: Works substantially completed and contractors in defects liability period, substantial completion certificate being processed
Rehabilitation of works of Nive Primary School road(3km); Ociba Coast road(5km); Barifa Stadium(4km); River-Oil Division Headquaters(3km);Onduparaka road(4km) in Arua District lot 9 by M/s Concerted Contractors Ltd: Works still in progress
Rehabilitation of works Ntome-Katanungira (4km),Towasati-EkaraveniRwampisi-Kimanya(8km),Nyabyeya College-Maramu-Karongo,Bubanda/Ntoma-Biseke(13km) in Masindi District-lot 8 by M/s Etats Ltd: Contractors certificate is being processed for payment amounting to UGX 103,959,500
Upgrading Works of Bugenbe - Wanyange Road, Driveways and Parking areas of Kyabazinga's New Palace and Rehabilitation of Alternative Access Roads to Kyabazinga's New Palace in Jinja District: Works substantially completed and currently in defects liability period
5.5.5 Special Karamoja Roads
Rehabilitation of Loroo – Lorengedwat Road (46km): This project is planned for 10.20 km, with a budget of UGX 2,040,000,000. Procurement was finalised but contract could not be signed because of limited budget provision.
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5.6 Department of Public Structures
Planned Outputs Performance for FY 2013/14 Remarks
1. Building Control Act
Building Control Act Operationalized and disseminated by 31st June 2014.
Act was assented to by the President in October 2013.
A copy was initially sent to MoLHUD, but now routed to MoWT. It’s yet to be received from office of Permanent Secretary to have it printed and distributed by UPPC.
Final standard Building regulations and codes
Updated, approved and disseminated by 30th June 2014.
Compilation of Building Code and regulations draft zero is currently underway.
Stakeholders’ workshop conducted with UNDP to incorporate green technologies. Report from Makerere University the coordinator is expected.
Comments were received from KCCA for incorporation.
Technical workshop to be conducted to review the code and have the first draft.
A wider Stakeholders’ workshop and several Regional Workshops are envisaged for sensitization
Building Construction Projects:
Central Material Laboratory at Kireka
100% of outstanding works of CML Laboratory offices, Kireka completed by 30/06/2014. Phase l works commenced and at 10% progress.
100% of outstanding works of CML completed and defects liability period ended. Final Account is under preparation for final payment to contractor.
Phase ll works did not takeoff due to unresolved issues with users and the Contract Management Team.
Project has exited the Public Investment Plan (PIP).
State House Comptroller Block.
10% Construction of State House Comptroller’s offices done and Consultancy Services contract supervised by 30/06/2014. Design review completed and addendum to contract created for this project.
Contractor only managed to conclude mobilisation on site that included erection of hoarding, signboard, site offices, site stores and other temporary structures.
Construction was halted just after 3No. Site meetings following communication from State House Comptroller regarding inadequacy of office space in the building.
Design Review process was initiated and final scheme design incorporating all requirements of State House Comptroller was finalized. Detail Designs are now awaited from the Consultant.
Consultant presented implementation options and response was given. He was
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requested to expedite the Detail Designs for the project, and submission of the same is awaited
Consultants request for additional costs was approved by Contracts Committee and the decision received.
Works Contract price is UGX. 25.7 billion and Contractor is M/s Seyani Brothers and Co. (U) Ltd.
Consultant is M/s Ssentoogo and Partners at UGX 0.88 billion,
Contractor’s balance on Advance payment is not yet paid.
Kyabazinga Palace at Igenge.
100% Redevelopment of Kyabazinga Palace ll works completed and consultancy services contract supervised by 30/06/2014.
Completion of Phase ll works was advertised and Contractor (M/s Pioneer Construction Ltd) procured. Site was handed over on 30/5/2014 and expected to be completed in 9 months.
Procurement of the contractor was delayed by the proposed reallocation of funds for payment of balance on advance for State House Comptroller’s office block
Consultancy Contract with M/s K.K. Partnership Architects was renewed and he continues to supervise the Contractor. Contract price is UGX 1,364,216,172=.
This project exited the Public Investment Plan.
General Tito Okello’s Residence.
100% Rehabilitation of General Tito Okello’s House – Phase l done by 30/06/2014
Phase Il works were advertised and Contractor (M/s M2 International) procured.
Site was handed over on 26/6/2014 Contract is to last 6 months
The original contractor M/s Entebbe Builders and Decorators failed to complete Phase l due to payment issues, progress at the time was at 90%. The Contractor has contested the charging of liquidated damages (LD). After receipt of advice from Solicitor General the Contractor was paid without charging LD and was requested to stop work because contract had expired. Final Account is underway.
The project cost is UGX. 348,930,021= VAT of 18% inclusive
This project exited the Public Investment Plan.
Construction of Lukaya Market
50% Construction of Lukaya Market – Phase l
No progress Direct procurement method for Phase l works was rejected by the PS and therefore Construction could not be completed.
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and ll outstanding works done by 30/06/2014
Phase ll works stalled at evaluation for lack of funding.
Phase l and ll to be combined into one contract and have one Contractor conclude the work
Government Office Block
Outstanding Defects cleared for Office Block at Plot 9-11 Apolo Kaggwa Road. Furniture and ICT equipment installed and building maintenance supervised.
Defects were corrected.
Furniture and ICT equipment were installed.
Building is maintained by Contractor, but a maintenance contractor is needed. Arrangements had been initiated by Chinese Embassy and MoFPED update on progress still awaited.
Ministry of Works and Transport Headquarters
i. Consultancy to handle outstanding issues procured by 30/06/2014 and progress at 100%.
ii. 100% of remodelling of CMW completed by 30/6/2014.
Direct procurement method was approved by MCC for Consultant, M/s Norplan to redesign building to suite KCCA approval requirements. Bidder is yet to be invited
A new Contractor has been procured (M/s Kisinga Construction ltd) and is on site and currently working on the Engine Block and Channel.
Previous contractor M/s Uganda Kwegatta Ltd failed to complete the works and thus the contract was terminated.
The project exited the Public Investment Plan.
Works contract price UGX 1.1 billion.
Building sites inspected for safety and compliance with construction
a) 40 No. of ongoing construction sites inspected for compliance with standards
b) 5 No. Buildings assessed for Structural Integrity
c) 3 No. of Investigations of Construction, Building and Fire Related Accidents conducted
23 No. of sites out of 40No, were inspected. Report for 13 No. site prepared and submitted. Report for balance is outstanding, to be availed at end of July 2014.
8 No. buildings assessed for structural integrity at Bwebajja Site on Entebbe road and report submitted.
1 No. building construction accident investigated, report is yet to be availed.
Facilitation to carry out the inspections during the first 2 quarters was not available.
2. Technical Advice to MDAs
a) Construction projects from MDAs monitored
b) Bid Evaluation reports issued 5 No. projects by 30th June 2014 and assessed
Over 40 No. construction projects belonging to MDAs monitored and assessed.
Over 8No. evaluation exercises belonging to MDAs successfully done
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5.7 Mechanical Engineering Services
100% of Government vehicles inspected against the total presented, compared to a target of 95% set for 2013/14. This was due to improved efficiencies introduced in the department, and sufficient personnel being in place.
MV Kalangala was available for only 45% of the planned operating time in 2013/14 against a target of 95%. This was due to the urgent need for rehabilitation, which meant that the vessel was docked in Mwanza for 6 months of the year.
The availability of the Government Protocol Fleet was 83% in 2013/14, against a target of 80%. Sufficient funds were released to enable the target to be met.
5.8 Policy and Planning
East African Trade and Transport Facilitation Project
The East Africa Trade and Transport Facilitation Project (EATTFP) is a regional project being implemented in Kenya, Tanzania, Rwanda, Uganda and Burundi and aims at promoting trade and transport facilitation in the region. In Uganda, the project is being co-financed through a credit from the International Development Association (IDA), a grant from Trademark East Africa (TMEA) and the Government of Uganda (GoU). The Uganda component of the credit became effective on 2nd April 2007. However, due to challenges in implementation, the project was restructured in June 2011 and the closing date of the credit was extended to September 30, 2014.
Border posts sub-component. The Ministry signed contracts for the construction of Malaba and Busia One Stop Border Posts (OSBP) on 02 August 2013 and Mutukula and Mirama Hills OSBP on 08 July 2013. The contract durations are 24 months comprising of 12 months construction and 12 months of Defects Liability Period. The average physical progress of works as at 30 June 2014 was 62% for Malaba OSBP; 47% for Busia OSBP; 45% for Mutukula OSBP; and 60% for Mirama Hills OSBP.
For the Katuna OSBP, the Ministry signed the building works contract on 05 June 2014 and handed over the project site to the contractor on 13 June 2014. The Ministry is working out modalities with the EU and UNRA for engaging another contractor for road, parking yard and swamp reclamation works to be funded by the EU. Regarding Elegu OSBP, the Ministry with support from TradeMark East Africa signed a design contract in April 2014. The consultant has produced Inception and Draft Feasibility Study Reports. Final designs are expected in October 2014 and OSBP works are envisaged to commence in April 2015. Weighbridge sub-component. The Ministry signed a contract on 07 March 2013. However, implementation was affected by a later decision to install the weighbridges outside the customs control zone. This necessitated acquisition of land by UNRA which had not been budgeted during FY 2013/14.
Nevertheless, UNRA acquired land for installation of weighbridges near Malaba, Busia, Mutukula and Elegu OSBP’s in April 2014. The sites have been handed over to the contractor and works are on-going. Completion and commission of the facilities is planned for end September 2014.
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Railway sub-component. The contract for the construction of the Railway Inland Container Depot (ICD) at Mukono railway station was signed on 7th November 2103. Overall physical progress for ICD construction is at 65% and the construction period was extended to the end of September 2014. However, Mukono District stopped works on the warehouse building claiming ownership and compensation.
This project faced challenges in contract implementation. The relocation of border agencies and partial site possession at all border posts due to the need to keep the borders operational caused delays and affected work progress. At Mukono ICD, the untimely death of the contractor’s site engineer and unresolved warehouse disputes with Mukono District affected progress of works. At Katuna, lack of funding caused delays in concluding the procurement process for the contractor. For all works contracts, delayed payment of VAT component by GOU has affected contractors’ cash flows. Also, delayed construction of exit roads at Malaba and Busia will affect timely implementation of OSBP operations.
Establishment of a Metropolitan Area Transport Authority
The consultant submitted a satisfactory report on time and to budget. A draft Cabinet Memorandum has been prepared.
National Transport Policy
The consultants has submitted a final report. A presentation on the draft policy was approved by Sector Working Group, and a paper is due to be considered by Ministers.
Strategic Implementation Plan for the National Transport Masterplan
The contract for the consultancy has been signed and the consultants will start work in October 2014.
Establishment of Multi Sector Transport Regulatory Authority MTRA)
The draft Road Safety Policy (B1) provides for the in-principle establishment of MTRA
Establishment of DUCAR Agency
Financial clearance for the proposed Uganda Rural and Urban Roads Authority was sought from the Ministry of Finance.
Transport Sector Data Management System
This project is ready for implementation.
5.9 Cross-Cutting Issues
5.8.1 Introduction Mandate
The integration and coordination of cross-cutting issues: Environment, Climate change, Gender, HIV/AIDS, Occupational Health and Safety and, Persons with Disability in the Transport sector remains to be one of the cardinal responsibilities of the Environment Liaison Unit (ELU) under the Construction Standards and Quality Management Department.
Functions
The main function of the Environment Liaison Unit under the Construction Standard and Quality Management Department is to mainstream, coordinate, and monitor implementation and compliance
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to cross-cutting issues within Ministry of Works and Transports’ activities as well as those undertaken by other stakeholders in the Transport Sector. This is done through policy and guideline formulation, dissemination of policies and guidelines, and monitoring of compliance to these cross-cutting issues in the Transport Sector.
5.8.2 Performance on Golden Indicators Following the establishment of Golden Indicators in 2012, the areas below were created to take care of reporting on cross-cutting issues in the sector:
a) Indicator 18.1 a: Emissions (air pollution or air quality index) b) Indicator 18.1 b: Number of EIAs on projects accepted by NEMA against total number of EIAs
required c) Indicator 18.2 a: Availability of gender focal person (yes/no) d) Indicator 18.2 b: Women in employment (% by sub sector) e) Indicator 18.3: HIV/AIDS interventions (number by sub sector) f) Indicator 18.4: Occupational health and safety – accidents at the work place (number by sub
sector).
Note that the aggregate measurements for these indicators are reflected in Chapter 4, Table 4.1. Indicator 18.1 a, as earlier reported, cannot be measured yet due to lack of equipment. Disaggregated information from Ministry of Works and Transport and the different Agencies affiliated to the Ministry for Financial year 2013/2014 are as in the tables below.
Table 5.2 – Indicator 18.1 b: Number of EIAs on projects submitted to NEMA
UNRA MoWT URC CAA URF Total
EIAs submitted 20 3 1 N/A N/A 24
EIAs rejected totally 0 0 0 N/A N/A 0
EIAs rejected with issues 0 0 0 N/A N/A 0
Total rejected to total required (%)
0 0 0 N/A N/A 0
Table 5.3– Indicator 18.2 a: Availability of gender focal person in sub-sectors – 2013/14 (yes/no)
UNRA MoWT URC CAA URF
Focal person in place Yes Yes No Yes Yes
Table 5.4 – Indicator 18.2 b: Women in employment
UNRA MOWT URC CAA URF Total
No. % No. % No. % No. % No. % No. %
At management level 1 2.8 5 3.9 1 4 2 29 0 0 9 7.9
At senior officer level 9 14.2 6 4.7 4 17 4 21 4 33 27 17.9
Overall 85 8.3 126 22.5 5 21 266 27 7 30 489 21.8
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Table 5.5– Indicator 18.3: HIV/AIDS interventions
UNRA MOWT URC CAA URF Total
Awareness programmes 25 3 4 2 0 33
Condom issue (packs) Approx. 30,000
9,000 3,000 1,056 0 40,056
Counselling programmes 25 1 ( 105 staff)
Staff under Medical Insurance
24 Staff under medical insurance
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Support treat programmes Staff under medical insurance
15 Staff under medical insurance
Staff under medical insurance
Staff under medical Insurance
5
Total interventions 52 6 7 5 2 90
NB. UNRA has 25 on-going projects. Each of these projects undertakes awareness programmes, counselling and condom distributions. The number of sessions per each thematic area is not reported on because the data is not aggregated and analysed from monthly reports. Also, number of condoms distributed is approximated because some projects have not submitted condom returns yet. Also note that condom distribution in the raw of total interventions is represented as an intervention.
Table 5.6 – Indicator 18.4: Occupational health and safety – accidents at the work place
UNRA MoWT URC CAA URF Total
Fatalities * 0 0 0 0 0
Serious injuries * 0 0 2 0 2
Minor injuries * 5 1 4 0 10
Total accidents * 5 1 6 0 12
NB. *Indicates that data from on-going National Roads projects is usually submitted in monthly reports but has not been aggregated and analysed.
5.8.3 Achievements on Cross-Cutting Issues 2013/14
A number of activities were implemented under the cross-cutting issues of Environment, Gender, HIV and Occupational Health and Safety. The following were accomplished during 2013/2014.
1. Technical and Environmental audits were conducted for 38 District Local Governments. Compliance to the cross-cutting issues is part of the audits.
2. A total of 10 U- Growth districts were monitored on compliance with cross-cutting issues
3. Environment Social Management Plans for the Mukono Railway Internal Container Deport and 2 ongoing Projects under forced Account (Kaguta-Oxford Road in Mbale District, the Saka swamp in kaliro District were prepared.
4. With Support from the World Bank under the Sub- Saharan African Transport Policy Program (SSATP), a report on Gender Equality Policy Commitments in the roads sub-sector was prepared and commissioned. Efforts to implement the recommendations of the study by the Ministry are being sought.
5. At least 9,000 condoms were distributed in the work place (Ministry of Works Central Mechanical Workshop, Bugembe and Mbarara regional Mechanical Workshops).
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6. Staff from the Ministry participated in the important HIV/AIDS calendar events annual of the Joint AIDS Review 2012/2013 that took place in September 20th 2013. A presentation on the sector response was delivered by Ministry of Works and Transport. Staff also the participated in the World AIDS Day Celebrations 1st December 2013 in Mbarara.
7. A candle light commemoration day event was organised at the Central Mechanical Workshops. Activities of the day included; prevention awareness campaign for the 40 staff trained as Peer Educators for Work Place Programming in the Ministry, Voluntary counselling and testing was open to all staff and condom distribution ( Both the femidom and the male condom).
8. Four HIV/AIDS coordination meetings were held with agency and departmental HIV focal persons. Progress and issues at hand were discussed in these meetings.
9. Outreach/ monitoring support supervision visits were conducted for Bugembe and Mbarara Regional Mechanical Workshops.
10. CAA developed an HIV/AIDS workplace policy that was approved for use by the Board of Directors.
11. The National Roads Authority identified consultants to undertake diagnostic studies and develop strategies for the enhancement of the cross-cutting issues in the National Roads.
5.8.4 Review of the 2013/14 Action Matrix and Progress
The 2013/2014 Action Matrix did not have any actions related to cross cutting issues.
5.8.6 Challenges, Constraints and Proposed Mitigation Measures
1. Appreciation for the cross-cutting issues in the sector is still lacking. Frequently, the value-added by mainstreaming-cross cutting issues in the transport sector is not properly understood by many stakeholders, partly because it may not be visible in the short run. This affects the importance and impact attached to their mainstreaming. There is a need for extensive training of stakeholders in the sector to uplift the level of appreciation for the cross-cutting issues in the sector.
2. Lumping of all social issues in the transport sector under cross-cutting issues, coupled with lack of clear financial codes in the Ministerial Policy settlement has hindered the general implementation and mainstreaming of these issues in the transport sector. Itemising the cross-cutting issues and providing clear budget lines/ financial codes should be considered.
3. As a result of 1 and 2 above, insufficient funding has been allocated for training, implementation and monitoring of cross cutting issues in the Transport Sector. The problem is worsened when there are budget cuts on funds releases, specifically for district and community access roads. The cross-cutting issues are frequently sacrificed in the budget. Designating a percentage of the total contract sum for National Roads, development projects, or fund releases for district and community access roads, to cater for the cross-cutting issues should be considered.
4. There is limited staffing in the UNRA Safeguards Unit to effectively manage the volume of work. There is need for immediate recruitment of additional staff to support the human resource at the safeguards unit.
5. Contractor attitude towards safeguarding issues on is still poor. In addition to the strategies being developed, training of contractors and their staff is crucial in order to appreciate the value added by safeguard issues to physical works.
6. Non-reporting or hiding of non- compliance to safeguards issues has led to a problem of data availability. Monitoring of compliance to safeguards issues should be heightened and non-compliance penalised.
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7. The presence of workers and contractors with a variety of socio-cultural backgrounds has greatly contributed to negative attitudes, perceptions and practices in regards to the implementation of safeguard issues. Cultural considerations should be coupled with continuous monitoring support visits to active sites.
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Chapter 6 – Uganda National Roads Authority
6.1 Introduction
This section describes the achievements of UNRA in the FY 2013/14. The performance assessment is based on annual targets set in the Ministerial Budget Policy Statement (MBPS) for the FY 2013/14. The report analyses the performance trends based on the Golden Indicators set in the Sector Monitoring and Evaluation Framework. These indicators are used to measure (i) road condition, (ii) stock of paved roads network, (iii) road construction/ maintenance costs, (iv) compliance with axle load regulations and (v) Budget Performance.
The report also describes progress towards the implementation of actions agreed between the Government and Development Partners during the 9th Joint Transport Sector Review (JTRS) held in September 2013.
6.1.2 Uganda National Roads Authority The Uganda National Roads Authority became fully operational on 1st July 2008 and has been in operation for six years. UNRA’s mandate is to develop and maintain the national roads network totalling 21,000km, manage ferries linking the national roads network and axle load control.
UNRA’s Vision is to operate a safe, efficient and well developed national roads network. Its Mission is to develop and maintain a national roads network that is responsive to the economic development needs of Uganda, to the safety of all road users and to the environmental sustainability of the national roads corridors.
6.1.3 The National Road Network The national roads network totals to 21,000km comprising of paved and unpaved roads. As of June 2014, the paved network was 3,795 kms (18.1%) and the unpaved 17,205km (81.9%). There are over 250 bridges and hundreds of drainage structures and culverts on the national roads network.
The Uganda National Roads Authority (UNRA) operates 10 ferries that link national roads at 8 strategic locations where the national roads cross major water bodies.
6.1.4 Budget Performance The overall budget for the FY 2013/14 was UGX 2,188 billion out of which UGX 1,953 billion was spent. This represents 89% budget performance. The underperformed was recorded in road maintenance (84%) and Development Partners’ budget (74%). For Government of Uganda development budget, the budget performance was 100%; the entire budget was released and spent. The debt carried forward for works and services was UGX 330 billion. Table 7 summarises the Financial Performance for UNRA for the last 6 FY’s
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Table 6.8: UNRA Performance since 2008/09 to FY 2013/14 (UGX Billion)
Outturn FY 2013/14 Budget for FY 2014/15 2008/09 2009/10 2010/11 2011/12 2012/13
Approved Budget
Expenditure
Recurrent Wage 13.367 18.808 17.397 17.317 17.789 18.300 17.900 18.300
Non-Wage
111.652 70.446 9.122 12.545 7.599 18.229 18.223 18.229
Develop.t GoU 335.23 396.521 255.999 432.467 813.619 1243.198 1219.72 1,233.20
Dev. partner
245.451 191.8 236.243 216.888 505.651 653.94 483.492 457.639
Taxes 1.600 10.000 1.000 1.413
GoU Total 460.249 552.315 460.551 631.318 977.78 1,534.13 1,469.95 1,544.13
Dev. Partners + GoU Total
705.700 744.115 696.754 848.206 1,483.429 2,188.067 1,953.455 2,001.768
6.2. Golden Indicators
6.2.1 Golden Indicator 1: Condition of the Roads Network The condition of the roads is a Key Performance Indicator that is used internationally for the roads system. It refers to the structure, roughness and unevenness of the road. Golden Indicator 1 is:
“% of the roads network in fair to good condition”
The measurement of the road condition is by the International Roughness Index (IRI). Roughness is a good indicator of the condition of the road because it affects the riding quality, speed and cost of vehicle operation and maintenance. Data was collected using automated data collection vans equipped with bumper integrators and video cameras, and visual surveys. A road management system was established and it is now operational.
The national roads network in fair to good condition was 80% for paved roads and 67% for unpaved roads. The improvement in the condition of paved roads exceeded the annual target of 78%. This was partly because 304 km of tarmacked and 200km rehabilitated. For the unpaved roads, the annual target of 68% of roads in fair to good condition was not met because of delayed procurements. Most of the periodic and term maintenance contracts did not commence as planned. Table 1 shows the condition of the road network based on the International Roughness Index for the past five financial years.
Table 6.1: Condition of the National Roads Network (June 2014)
Year Paved Roads Condition (km) Paved Roads Condition (%)
Good Fair Poor Total Good Fair Poor
2009/10 1,230 1,180 709 3,119 39% 38% 23%
2010/11 1,742 680 843 3,264 53% 21% 26%
2011/12 1,717 856 744 3,317 51.8% 25.8% 22.4%
2012/13 1,793.6 893.4 802.6 3,489.6 51.4% 25.6% 23%
2013/14 2,064.5 971.5 759 3,795 54.4% 25.6% 20%
Unpaved Roads Condition (km) Unpaved Roads Condition (%)
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Good Fair Poor Total Good Fair Poor
2009/10 1,535 2,340 3,436 7,311 21% 32% 47%
2010/11 3,719 7,215 6186 17,120 22% 42% 36%
2011/12 3,926 7,853 5,904 17,683 22.2% 44.4% 33.4%
2012/13 3,852.3 7,704.6 5,953.5 17,510.4 22% 44% 34%
2013/14 3,785.4 7,743 5,578 17,202 22% 45% 33%
6.2.2 Golden Indicator No. 2 Paved Roads Stock The stock of paved roads refers to roads having bituminous surface. The stock is measured by computing the number of completed kilometres of gravel roads upgraded to bitumen standard or new roads constructed to bitumen standard.
During the FY 2013/14, a total of 305.4 km roads were added to the stock of paved roads network. This increase was almost double that of the FY 2012/13 of 172km. This exceeded the annual target of the NDP of 220km. However, the cumulative achievement of the four years of NDP was 595km out of the target of 1100km. This represents 54% performance. At the current rate of progress, with one year remaining to the end of NDP, it is unlikely that the target of 1100km will be met. Table 6.2 depicts the trend of performance since FY 2007/2008.
Table 6.2: Stock of national paved roads
Financial Year Paved roads
Annual increase (km) Stock (km)
2007/08 2,875.6 2008/09 159 3,034.6 2009/10 165.4 3,200 2010/11 64.1 3,264.1 2011/12 53 3,317.1 2012/2013 172.5 3,489.6 2013/2014 305.4 3,795 Total 919.4
Table 6.3 shows the number of kilometres tarmacked/ having a black top by project for the last three years. Overall, 53km were tarmacked in FY 2011/12, 172.5km in FY 2012/13 and 304 km in FY 2013/14.
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Table 6.3 Kilometers of gravel roads tarmacked by project
Project Length KM
Actual Km Paved Cumulative Total
2011/12 2012/13 2013/14
Kabale - Kisoro 101 13 0 0 101
Fort Portal - Bundibugyo 103.6 40 39 24.6 103.6
Nyakahita - Kazo 68 0 68 0 68
Kazo-Kamwenge 75 0 42 33 75
Vurra-Arua-Oraba 92 0 16.5 42.7 59.2
Hoima-Kaiso-Tonya 92 0 7 72 79
Mbarara - Kikagati 74 0 0 74 74
Gulu - Atiak 74 0 0 59 59
Total 679.6 53 172.5 305.3 618.8
6.2.3 Golden Indicator No. 3 Road Construction/ Maintenance Cost Road Construction/ Maintenance Cost
This indicator assesses the per km costs of the different road development and maintenance interventions undertaken on the National Road network. These interventions have been categorised as follows:-
Upgrading gravel roads to bitumen standards (tarmac
Reconstruction of paved roads that have outlived their design life. Works involve removal or re-use of base layers, new vertical alignment, earthworks, and compaction and new surface bitumen layers
Rehabilitation of paved roads that are in poor condition. Works involve removal or re-use of base layers, re-compaction and new surface bitumen layers
Road maintenance activities comprise of routine (recurrent) and periodic maintenance for both paved and unpaved roads.
Under periodic maintenance for paved roads, the network is re-resealed or overlay introduced to prolong the lifespan of the road. There are no major improvements of the base layers. While mechanised routine maintenance involves pothole filling and edge repairs using mechanized compaction. For unpaved roads, periodic maintenance consists of road re-grading and re-gravelling covering a lifecycle of 2-3 years. Mechanised routine maintenance on the other hand involves spot re-gravelling and grading of the bad sections/spots.
The unit cost of each intervention was computed by adding the contract sums of all ongoing road projects with similar intervention (e.g. reconstruction, rehabilitation etc) in similar terrain (rolling or mountainous terrain) divided by the total number of kilometres of those projects (unit cost x intervention = total of contract sums of all ongoing projects in similar terrain divided by the total kilometres of those projects)
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Table 6.4: Road Construction/Maintenance Cost per Kilometre (USD)
FY 2011/12 2012/2013 2013/2014
Paved Roads (USD/KM)
National roads - upgrading from gravel to tarmac
653,440 - 949,251 720,500-949,251 650,000 -850,000
National Roads – reconstruction
895,966 - 984,329 895,966 - 984,329 895,966 - 984,329
National roads – rehabilitation 175,857 - 616,274 175,857 - 616,274 400,000 –500,000
National roads - periodic maintenance
105,000 - 300,000 - 100,00 – 300,000
National roads -mechanised routine maintenance
8,393 - 17,546 8,393 - 17,546 8,400 – 17,500
Unpaved roads (USD/KM)
National roads - periodic maintenance
13,351 - 15,000 13,351 - 15,000 13,400 – 15,000
National roads - mechanized routine maintenance
3,535 – 5,453 3,535 – 5,453 3,500 – 5,500
Source: UNRA records
6.2.4 Golden Indicator No. 4 Road Maintenance Needs Met This indicator measures the maintenance budget relative to road maintenance requirements/ needs and it considers the “% of annual road maintenance needs funded”
In FY 2013/14, the percentage of annual national roads maintenance needs funded was 41%. This was higher than the 25% funded in the FY 2012/13. The amount spent was UGX 214.08 billion against requirements of UGX 519 billion. This represents a funding gap of 59%. Details of the funding needs of road maintenance are shown in the Table 6.4.
Table 6.4: National Roads Maintenance Needs Year National Roads Maintenance
Needs (UGX BN) Expenditure(UGX BN) % of needs met
2010/11 270 177,735 63 2011/12 493 167.866 34 2012/13 550 138.771 25 2013/14 514 214.081 41
6.2.5 Golden 5 expenditure on national road maintenance relative to budget The expenditure relative to budget was 84%. All budgeted funds were released but due to procurement delays, they could not be spent. As a result, UGX 40 billion was returned to the treasury. Table 6.5 below shows the trend of budget performance since UNRA started.
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Table 6.5: National Roads Maintenance Expenditure and Budget Since in the last 5 years
Year National Roads
Budget (UGX BN) Expenditure(UGX BN) %
2007/08 158.587 113.303 71 2008/09 135.845 111.652 82 2009/10 135.390 110.000 81 2010/11 177,735 177,735 100 2011/12 181.87 167.866 92 2012/13 181.87 138.771 76 2013/14 254.4 214.081 84
6.2.6 Golden Indicator No.6 Compliance with Axle Load Regulations This indicator measures progress in compliance with axle load limits on the national roads network. The indicators are:
% of vehicles with overloaded axles
Number of vehicles weighed
“% of vehicles with overloaded axles “
UNRA’s target for FY 2013/14 was to reduce the percentage of overloaded vehicles to 40%. Percentage of overloaded vehicles was 55% compared to 54% in the previous FY. The target of 40% was not achieved because the law is not punitive to deter axle overloading. The fines were small compared to the profits made out of extra cargo. Efforts are underway to harmonize Axle Load standards across the EAC.
“Number of vehicles weighed”
The total number of vehicles weighed was 191,620 out of the annual target 200,000. This represents 96% performance. This was partly because of changes in the guidelines which restricted weighed transit trucks at the point of entry and exit of the country. A total of UGX 382.73 million were collected from fines for overloading. The performance of axle load control over the past 6 years is shown in Table 6.7.
Table 6.7 Axle load control
Financial Year Total No. vehicles weighed
% of vehicles overloaded. Amount paid in fines
UGX million
FY 2008/09 102,394 54 430.992
FY 2009/10* - - -
FY 2010/11 169,477 54 473.150
FY 2011/12 161,184 55 886.415
FY 2012/13 203,000 54 453.330
FY 2013/14 191,620 55 382.730
*In FY 2009/10, axle load control operations were suspended
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6.3 Performance of Projects
6.3.1 Upgrading Gravel Roads to Bitumen Standard Overall performance
During the FY 2013/14, a total of 271.5km-equivalent of gravel roads were upgraded to bitumen standard out of the annual target of 200km. This represents performance of 133%. Km-Equivalent refers to the percentage of works completed expressed in terms of kilometres. Table 6.9 shows the percentage achieved and the equivalent Kilometers by project.
The map below depicts the overall performance of projects
Figure 6.1: National Major Roads Work Programme
A comparative analysis of the Km-equivalent achieved and the kilometres tarmacked shows that the latter was higher i.e. 267 km-equivalent compared to 305 km tarmacked. This was because most kilometres of roads had been constructed up to base level in the previous years and were remaining
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with surfacing (tarmacking) to complete them. For example, Mbarara – Kikagati was surfaced in one financial year and yet construction started two financial years back. Details of the performance by project are described below.
Table 6.9: Percentage achieved and Km-Equivalent by project
Upgrading Length Km
Achieved in FY 2013/14
Percentage Km-Equiv.
Fort Portal – Bundibugyo - Lamia 104 15% 15.6
Moroto - Nakapiripirit 92 27.3% 25.1
Nyakahita - Kazo 68 1% 0.7
Kazo – Kamwenge 75 30% 22.5
Gulu – Atiak 74 56.7% 42.0
Atiak – Nimule 35 21% 7.4
Vurra –Arua – Koboko - Oroba 92 36.2% 33.3
Hoima-Kaiso-Tonya 92 46.4% 42.7
Mbarara - Kikagati - Murongo 74 63.7% 47.1
Ishaka - Kagamba 35 20.5% 7.2
Kampala – Entebbe/Munyonyo 51 16.1% 8.2
Mbarara Bypass 14 5% 0.7
Kamwenge - FortPortal 65 22.8% 14.8
Mpigi - Kanoni 65 6.5% 4.2
Total 271.5
Upgrade Fort Portal – Bundibugyo – Lamia Road (103.6km)
This road was upgraded from a gravel road to a class 2 paved road with 6m width and 1.5m shoulders on either side. It was funded by the Government of Uganda and a loan from African Development Bank.
Construction of this 103.6km road commenced in January 2010 and was originally supposed to be completed in January 2013. However, due to increased quantities of earthworks and inclement weather conditions, the completion date was revised to April 2014. 15% of the road works were completed out of the targeted 10%. This translated into 15.6 km-equivalent. The total
number of kilometers tarmacked during the FY was 24.6km and cumulatively since the project start was 103.6km. The original contract sum was UGX 168.2 bn but by the end of June the certified amount was UGX 233.1 bn; representing an increase in cost of 38%. This was mainly because of increased quantities and price adjustment due to inflation.
Completed Fort Portal - Bundibugyo road
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Upgrade Nyakahita – Kazo – Kamwenge – Fort Portal Road (209km)
This road is being upgraded from gravel to a class 2 paved road with 6 m width and 1.5 m shoulders on either side. The Nyakahita – Kazo – Kamwenge section (143kms) was funded by the Government of Uganda and a loan from African Development Bank and Kamwenge – Fort Portal section (65km) by Government and a loan from the World Bank. The progress on each section was as follows:
Nyakahita – Kazo section (68km): This project commenced in March 2011 and was planned to be completed in February 2014. The works were substantially completed in July 2013, seven months ahead of schedule. The original contract price was UGX 134.4 bn and by the end of June 2014, the amount paid was UGX 135.7 bn; representing 1% cost overrun.
Kazo - Kamwenge section (75km): This project commenced in March 2011 and was planned to be completed in February 2014. Road works were substantially completed in February 2014 as originally planned. The annual target of 30% of the works completed was met. This translates into 22.5 km-equivalent upgraded. A total of 33km were surfaced/ tarmacked and cumulatively since the project start 75km. The original contract price was UGX 167.5 bn and by the end of June 2014, UGX 151.7 bn had been paid; representing 90%.
Kamwenge – Fort Portal section (66km): The project commenced in August 2013 and is planned to be completed in January 2016. By the end of June 2014, 22.8% of the road works had been completed out of the annual target of 25%. This translates into 14.8 km- equivalent upgraded. The target was not met because the contractor underperformed due to delayed mobilisation of equipment. The contract sum was UGX 117.9 bn and by the end of June 2014, UGX 35 bn had been certified; representing 30% performance.
Upgrade Mbarara – Kikagati – Murongo Bridge (74 Km)
This road was upgraded from gravel to a class 2 paved road with 6 m width and 1.5 m shoulders on either side. This project was funded by the Government of Uganda. Civil works commenced on in July 2011 and was planned to be completed by June 2014. The physical achievement for FY 2013/2014 was 63.7% out of the annual target of 30%. This translates into 47.1km- equivalent. Works were substantially completed in May 2014; a month ahead of schedule. All the 74 km were surfaced/ tarmacked during the FY 2013/14. The original contract price was UGX 134.7 bn and by June 2014,
UGX 144 bn had been certified for payment.
Upgrade Gulu- Atiak- Bibia/Nimule (109km)
This road is being upgraded from gravel to a Class 2 paved road with carriageway of 6.5 m width and 1.5 m shoulders on either side. The Gulu- Atiak section (74kms) is being funded by a loan from the World Bank and the Government of Uganda; and Atiak–Nimule (35km) is funded by a JICA loan and the Government of Uganda.
Gulu – Atiak (74km)
The project commenced in February 2012 and was originally planned to be completed by August 2014, revised to November 2014. In the FY 2013/14, 56.7% of the road works were completed out of the annual target of 30%. This translates into 42 km- equivalent. The cumulative progress since the project start was 73.8% against the programmed 82%. By June 2014, 93% of the project time had elapsed. A
Technical inspection at handover of completed Mbarara - Kikagati road
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total of 59km were tarmacked during the FY 2013-14. The contract sum for the project is UGX 89.6 bn and by June 2014 UGX 58.4 bn had been certified for payment.
Overall, this project is behind schedule because of land compensation and initial delays in mobilization by the contractor.
Atiak–Nimule Road (35km)
The project commenced in July 2013 and is scheduled to be completed in July 2015. By the close of the FY 2013/14, 21% of road works had been completed out of the annual target of 30%. This translates into 7.4 km- equivalent. Cumulative progress since start was 21.1% out of the programmed 32.56%. The time elapsed so far was 47.7%. The contract sum was UGX 48.8 bn and by June 2014, UGX 17.1 bn had been certified for payment; representing 35%. The Project was behind schedule because of delays in payment of
advance which affected mobilisation.
Upgrade Vurra – Arua - Oraba (92km)
This Project is funded by the Government of Uganda and a loan from the World Bank. Works commenced on January 2012 and scheduled to be completed by July 2014; revised to November 2014.
By close of the FY 2013/14, 36.2% of civil works had been completed out of the planned 30%. This translates into 33.3 km- equivalent. The cumulative progress since project start was 72.25% out of the programmed 75.25%. The project time elapsed was 87.9%. A total of 42.7km were tarmacked during the FY and cumulatively since the project start 59.2km have so far been tarmacked. The contract sum was UGX 132.1 bn and by June 2014, UGX 92.3 bn had been certified for payment.
This project was behind schedule because of initial delays in obtaining NEMA’s approval of the quarry and land compensation.
Upgrade Hoima- Kaiso- Tonya (92km)
This Project is funded by the Government of Uganda. Works commenced in December 2011 and planned to be completed by December 2014.
The physical performance was 45% of works completed out of the planned 30%. This translates into 42.7km- equivalent. The cumulative progress since project start was 85.65% against the programmed 97.7%. The project time elapsed was 90%. During the FY, 72 km were surfaced and cumulatively since the project start, 79km of asphalt concrete completed. The contract sum was UGX
314.7 bn and by June 2014, UGX 265.5 bn had been certified for payment; representing 84%. Based on the current progress of works, the contractor was likely to complete works within the project time.
HE The President commissioning Atiak - Nimule road works
Inspection of road works Hoima-Kaiso-Tonya road
MPs inspection Hoima - Kaiso Tonya road works
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Upgrade of Ishaka- Kagamba (35.4km)
This road is part of the Ishaka – Kagamba – Ntungamo – Mirama Hills road. This road is funded by the Government of Uganda. Works consist of widening and upgrading the current 35.4 km gravel road to bitumen standards of 7 m width for the carriageway with 1.5 m shoulders on either side.
This project commenced in February 2012 and was planned to be completed in February 2014. The progress for the FY 2013/2014 was 20.5% out of the planned 30%.
This translates into 7.2km- equivalent. upgraded. Cumulative progress since commencement was 40.58% against the programmed 100%. By June 2014, 119.8% of the project time had elapsed. The contract sum was UGX 97.5 bn and by June UGX 24.5 bn had been certified for payment; representing 40.6% performance.
Overall this project is behind schedule because of underperformance of the contractor and challenges in acquisition of the right of way. Works are expected to be completed by December 2015.
Construction of Kampala – Entebbe Expressway with spur to Munyonyo (51km)
The project is being funded by the Government of Uganda and a loan from China EXIM Bank. The road is part of the measures to decongest the city. When completed it will be a four-lane grade-separated highway linking Kampala City to Entebbe International Airport with a spur from Kajjansi to Munyonyo. The road is being implemented through a design and build contract that commenced in November 2012 and is expected to be completed by
November 2017. The physical performance was 16.1% achieved out of the annual target of 20%. This translates into 8.2km- equivalent. The cumulative progress since commencement was 23.2% against 23.7% programmed. The time elapsed was 32%. The contract sum was UGX 1195 bn and by June UGX 591.5 bn had been certified for payment. This project is behind schedule because of delays in land and property compensation.
Upgrade Moroto – Nakapipirit (93km)
This Project is being funded by the Government of Uganda. Works involve upgrading the current gravel road to a Class 1 bitumen standard road of 7 m width carriageway and 1.5 m shoulders on either side. Road works commenced in February 2013 and were planned to be completed by January 2016. The physical performance for the FY under review was 27.3% against the annual target of 30%. This translates to 25.1km- equivalent upgraded. Cumulative progress since commencement was 33.22% against 45.6% programmed. By June 2014, the project time elapsed was 47.2%. The contract sum was UGX 184.4 bn and by June 2014, UGX 87 bn had been certified for payment; representing 47.1% financial performance.
Kampala – Entebbe Express way - Nambigirwa Bridge
Ishaka - Kagamba road works ongoing
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The programmed target was not achieved due to delays in submission of the design review report by the supervision consultant.
Upgrade Mpigi – Kanoni (65.1km)
This project is funded entirely by Government of Uganda. The scope of works involve upgrading the current gravel road to a class 2 bitumen standard road with 6 m width carriageway and 1.5 m shoulders on either side. The project commenced in December 2013 and was scheduled to be completed in December 2016. By the end of June 2014, 6.5% of road works was completed out of the annual target of 5%. This translates into 4.2 km- equivalent upgraded. The cumulative progress from the start of the project was 6.5%. The project time elapsed was 18.4%. The contract sum was UGX 239.1 bn and by June 2014, UGX 35.9 bn had been paid. This project is behind schedule because land and property compensation.
Mukono – Kyetume – Katosi/Kisoga – Nyenga (74km)
This Project is funded by the government of Uganda. The works contract was signed in November 2013 and the contractor started in April 2014. By June 2014, the contractor was setting up camps and mobilising equipment. The annual target of 5% works completed was not met because of delayed acquisition of right of way (land and property compensation). Actual works commenced in July 2014 and by the end of August 2014, 8.5% of the road works had been completed out of the programmed 20%. The project time which had elapsed was 12.78%. The contract sum was UGX 165.3 bn out of which
UGX 24.8 bn was paid as advance.
Upgrade Kanoni-Sembabule – Villa Maria (114km)
This project is funded by Government of Uganda. It is part of the Mpigi – Kanoni – Sembabule road located in central Uganda. The procurement of the works contractor was completed and the contract was signed in June 2014. The contractor (China Railway No. 3 Engineering Group Co. Ltd) started mobilising to commence works in September 2014. The annual target of 5% works completed was not achieved because of delayed completion of the procurement process.
Kampala Northern Bypass (17km)
This project is intended to build the second carriageway for the Kampala Northern Bypass. The scope of works covers construction of 7 m carriageway with 2 m of shoulder and 5 grade separated junctions.
The contract was signed in April 2014 and the contractor took possession of site in July 2014. Works were expected to commence by October 2014. The contract sum is Euros 67 million. The target of 5% works completed was not met because of procurement delays.
Upgrade of Ntungamo – Mirama Hills (37km)
This project is co-financed by DFID through Trade Mark East Africa (TMEA) and Government of Uganda. The procurement of the works contractor and supervision consultant was completed and the contract was signed in June 2014. The Contractor (Zhongmei Engineering Group Ltd) started mobilisation to commence works in September 2014.
Road works ongoing on Mukono - Katosi road
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The annual target of 5% works completed was not achieved because of delayed completion of the procurement process by TMEA. The due diligence on the contractor took longer than was originally anticipated.
Olwiyo (Anaka) – Gulu – Acholibur - Kitgum – Musingo (223km)
This project is funded by Government of Uganda. It is being implemented under three contracts; 1. Olwiyo (Anaka) – Gulu section (70.3km) 2. Gulu – Acholibur Section (77.7km) ; and 3. Acholibur –Kitgum – Musingo (86.4km) Procurement of the civil works contractors was completed and contracts were signed in June 2014. Contractors started mobilisation to commence works in September 2014. The contract sum for Olwiyo (Anaka) – Gulu section is UGX 169 bn, Gulu – Acholibur is UGX 164.2 bn and Acholibur – Kitgum – Musingo is UGX 195.1 bn
Musita – Lumino – Busia/ Majanji (104km)
This is a Government of Uganda funded project. Procurement of the civil works contractor was completed and the contract was signed in June 2014. The contractor commenced mobilisation in July 2014 to start works in September 2014. The contract sum is UGX 206.784 bn. The annual target of 5% of works completed was not achieved because of procurement delays.
Mbarara Bypass road (41.5km)
See section 6.3.3.
6.3.2 Upgrading projects under procurement
(i) Masaka – Bukakata (41km)
This Project is funded by the Government of Uganda and a loan from BADEA and OPEC (OFID). The evaluation of bids was completed and the report submitted to BADEA for approval. BADEA reverted to UNRA with comments which were being addressed. The contract is expected to be signed by the end of September 2014 and works to commence by December 2014. The target of 5% was not achieved because of delayed finalisation of procurement of contractor.
(ii) Kigumba – Masindi – Hoima – Kabwoya (135km)
This project is being co-funded by Government and a loan from the African Development Bank (AfDB). The project is going to be implemented under two contracts:
a) Kigumba – Bulima section (69km), and
b) Bulima – Kabwoya section (64km).
The evaluation of bids was completed and the report submitted to AfDB for approval in March 2014. At the time of writing this report in mid-September 2014, AfDB was yet to grant no-objection to award the contracts.
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(iii) Kabwoya – Kyenjojo road (105km)
This project is being funded by Government and a loan from the World Bank. It is part of the main road from Kigumba – Masindi – Hoima – Kabwoya – Kyenjojo road. The evaluation of bids was completed in July 2014 and the report submitted to World Bank for approval to award the contract.
(iv) Mubende – Kakumiro – Kibaale – Kagadi (107km)
This project is being funded by Government of Uganda. The evaluation of works bids was completed in July 2014. However, the award of the contract has delayed because one of the bidders requested for administrative review of the procurement process.
(v) Tirinyi – Pallisa – Kumi/ Pallisa – Kamonkoli (111km)
This project is funded by the Government of Uganda and a loan from Islamic Development Bank (IDB). Evaluation of applications for prequalification of contractors and supervision services commenced. The contracts are expected to be signed by December 2014 and works to commence in March 2015.
(vi) Rukungiri – Ishasha/Kanungu (78km) and Mbale – Bubulo – Lwakhakha (45km)
These two projects will be funded by Government and a loan from African Development Bank. Evaluation of applications for prequalification of contractors and supervision consultants commenced. The contracts are expected to be signed in December 2014 and works to commence in March 2015.
(vii) Kapchorwa – Suam (77km)
Procurement of the design review consultant was ongoing. Evaluation of proposals for design review consultant was ongoing. This project will be funded by AfDB under the regional projects arrangement.
6.3.3 Performance of National Road Reconstruction/ Rehabilitation Projects Overall performance
During the FY 2013/14, a total of 216.2 km - equivalent of old paved roads were rehabilitated out of the annual target of 180km. This represents performance of 120%. Km-Equivalent refers to the translation of the percentage of works completed into kilometres. Table 6.10 shows the percentage achieved and the equivalent kilometres by project.
Table 6.10: Percentage achieved and Km-Equivalent by project
Project Length
Km Percentage Km-Equiv.
Kawempe Luwero –Kafu road 166 28% 46.5
Tororo – Mbale road 49 43% 21.1
Mbale – Soroti road 103 25% 25.8
Jinja – Kamuli road 57 33% 18.8
Busega – Masaka road Phase 2 51 23% 11.7
Mbarara – Ntungamo road 59 48.9% 28.9
Ntunga –Kabale - Katuna 65 36.3% 23.6
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Mukono – Jinja road 52 36% 18.7
Malaba/Busia – Bugiri road 82 15.3% 12.5
Kafu – Kiryandongo road 43 20% 8.6
Total 3.09 216.2
Malaba/Busia – Bugiri Overlay (82km)
The Project is funded by the Government of Uganda. It was being implemented using a design and build approach. The contract commenced in February 2011 and was originally scheduled to be completed in January 2013; revised to May 2014.
The works were substantially completed in May 2014. 15% of the roads were completed against the annual target of 14%. This translates into 12.5km-equiv. The original contract sum was UGX 116.8 bn and by the end of June 2014; UGX 196.9 bn had been paid. This represents
68.6% increase in the original contract sum caused by price adjustment due to inflation.
Tororo – Mbale – Soroti (152km)
This project is funded by Government of Uganda. It is being implemented under two contracts:
(i)Tororo – Mbale (49km), and
(ii)Mbale – Soroti (103km).
These projects commenced in November 2010 and were planned to be completed by May 2012; revised to June 2014. The performance of the two projects was as follows:-
Tororo – Mbale road (49km): 43% of the road works was completed out of the annual target of 30%. This translates into 21.1km- equivalent. The works were
substantially completed in June 2014 (98.1%). The original contract sum was UGX 30.3 bn revised to UGX 63.8 bn and by June 2014 UGX 50.2 bn had been certified for payment; representing 78.7% financial performance based on the revised contract sum.
This project delayed to be completed because the design review took longer than originally anticipated, and underperformance of the contractor due to inadequate equipment.
Mbale – Soroti road (103km): 25% of road works was completed out of the annual target of 30%. This translated into 25.8km- equivalent rehabilitated. The cumulative progress since commencement was 76% out of the programmed 100%. The time elapsed was 107%. The original contract sum was UGX 46.1 bn revised to UGX 108.1 bn and by June 2014 UGX 72.7 bn had been certified for payment. This represents 67.3% of the revised contract sum.
Overall this Project is behind schedule because delays in the finalisation of the design review, and underperformance of the contractor. The contract is expected to be completed by December 2014.
Completed section of Malaba/Busia-Bugiri
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Kampala (Busega) – Masaka Road (114km)
This road is funded by the Government of Uganda. Reconstruction works were implemented in two Phases. The first phase covered 63km (Busega - Nsangi and Kamengo - Lukaya) was completed in June 2012.
Phase 2 works covered 51km (Nsangi – Kamengo, Lukaya – Masaka and Katonga Bridge). This project commenced in January 2012 and was planned to be completed in July 2014.
The achievement for FY 2013/14 was 23% out of the annual target of 30%. This translates into 11.7km-equivalent reconstructed. The cumulative performance
since the project start was was 88% against the programmed the 87.02%. Works were expected to be completed by September 2014. The delay to complete the works were caused by land compensation and additional works for the road to Kako Church and Nkozi University. The original contract sum was UGX 177.7 bn and by June 2014, the cumulative certified payment were UGX 260.1 bn. This represents 46% increase in the contract sum due to price adjustment due to inflation and additional works.
Kawempe –Luwero – Kafu – Kiryandongo road (209km)
This road is part of the Kampala – Gulu Highway. The scope of works involves asphalt overlay of Kawempe – Kafu section (166km) and rehabilitation of Kafu – Kiryandongo section (43km).
This project is funded by the Government of Uganda. The project commenced in November 2010 and originally planned to be completed in November 2013; revised to April 2015. The achievement for Kawempe – Kafu section for the FY 2013/14 was 28% out of the planned target of
28%. This translates to 46.5 km- equivalent. Cumulative progress since project start was 85.7%. A total of 142.5km had asphalt overlay.
For Kafu – Kiryandongo section, the achievement was 20% of road works were completed out of the annual target of 30%. This translates into 8.6km-equivalent The target for this section was not achieved because of underperformance of the contractor. The contract sum for the whole project was UGX 140.5 billion and by June 2014, the cumulative certified amount was UGX 84.4 bn. This represents 60% financial performance.
Mbarara – Ntungamo – Katuna (124km)
The project involves the reconstruction of 164km of the Northern Corridor route between Mbarara and Katuna (Rwandan Border). The project is being implemented under three contracts as described below:
Road works on Ntungamo - Katuna road
Asphalt Overlay Kawempe-Kafu Road
Completed section of Phase 1 Works for Kampala – Masaka
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Mbarara Bypass (41.5km): This section covers 15.5 km of new construction of the bypass and 26km of reconstruction of a section of Mbarara – Kabale road (starting at km 10 from Mbarara town to km 36 at Buteraniro). The road works are funded by Government and a loan from European Investment Bank (EIB). The project commenced in November 2013 and was planned to be completed in April 2016.
The achievement was 5.3% of the works was completed out of the annual target of 20%. The cumulative progress since the start of the project was 5.3% against 7.68% programmed. The project time elapsed was 26.5%. The project is behind schedule because EIB had not disbursed funds and the contractor had never received any payment. The contract sum was Euros 48.9 million.
Mbarara (Buteraniro) – Ntungamo (Rwentobo) (59km): This section is funded by Government and a grant from European Union. The project commenced August 2011 and original planned to be completed in August 2014 , revised to January 2015. The achievement was 48.9% of road works completed out of the annual target of 30%. This translates into 28.9km- equivalent reconstructed. The cumulative progress since commencement was 82.3% against the programmed 84.03%. The project time elapsed was 85.4%. This project is behind schedule because of the initial delays in mobilisation and land compensation issues. The contract sum was Euros 51.1 million and by June 2014, the cumulative certified amount was Euros 45.2 million. This represents 84% financial performance.
Ntungamo (Rwentobo) – Katuna (65km): This project is funded by Government and a grant from European Union. The project commenced August 2011 and original planned to be completed in August 2014 , revised to February 2015. The achievement was 36.3% of road works completed out of the annual target of 30%. This translates into 18.7km- equivalent reconstructed. The cumulative progress since commencement was 63.8% against the programmed 98.8%. The project time elapsed was 97.3%. This project is behind schedule because there was an initial delay in the Contractor’s mobilization which affected the project start up and increased quantities. The contract sum was Euros 65.8 million and the cumulative amount certified for payment was Euros 44.8 million; representing 63% performance.
Jinja – Kamuli (57km)
This project is funded by the Government of Uganda. It involves rehabilitation of an existing old paved road. The contract commenced in August 2011 and was planned to be completed by February 2013, revised to July 2014. The performance was 33.9% works completed against the annual target of 30%. This translates to 18.8 km-equivalent. Progress since commencement was 90% against the programmed 100%. The project time elapsed was 97.1% based on the revised contract period. The original contract sum was UGX 47.5 bn revised to UGX 79.8 bn and by June 2014, UGX 63.5 bn had been certified for payment. This represents a financial performance of 79.6% based on the revised contract sum.
Mukono - Jinja road (52km)
The rehabilitation of this road is being funded by Government of Uganda . The project commenced in September 2011 and was originally planned to be completed by March 2013, revised to April 2015.
The performance was 36% road works completed against the annual target of 30%. This translates into 18.7 km-equivalent. The cumulative was 71% and the project time elapsed was 76.8%. The contract sum was UGX 35.9 bn and by June 2014, UGX 43.7 had been certified for payment. This represents a financial performance of 122%
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Kiryandongo - Kamdini (67km) and Kamdini – Gulu road (65km)
These two projects are funded by Government of Uganda. The scope of works involves involve rehabilitation of the existing paved road which is in poor condition. Procurement of the contractors was completed and contracts signed. Works commenced in May 2014. The target was not met
because procurement delays coupled with delayed payment of advance to the contractors.
Packwach – Nebbi road (54km)
This project is funded by Government of Uganda. The scope of works involves rehabilitating and resealing the existing paved road. The procurement of the contractor was completed and the contract was signed in June 2014. The contractor started mobilising in July and commenced works in September 2014.
Rehabilitation projects under procurement
Iganga (Nakalama) – Tirinyi – Mbale road (97km): This project is funded by GoU. Procurement of the contractor was completed and the contract submitted to the Solicitor General for approval.
Namunsi – Sironko – Muyembe road (32km): This project is funded by GoU. Procurement of the contractor was completed and the contract submitted to the Solicitor General for approval.
Nansana – Busunju road (47km): This project is funded by GoU. Procurement of the contractor was in advanced stages. Evaluation of bids completed and due diligence on best evaluated bidder was being undertaken before award of the contract.
Mukono – Kayunga – Njeru road (94km): This project is funded by GoU. Procurement of the contractor was ongoing. Evaluation of bids was ongoing and the contract was expected to be signed by the end of September 2014.
Iganga – Kaliro road (32km) and Lira – Akia road (11km): These projects are funded by GoU. Procurement of the contractor was completed and the contract submitted to the Solicitor General for approval.
6.3.4. Performance on Feasibility and Design Studies
Designs for Upgrading gravel roads to bitumen standard
Design of the following roads was ongoing:
Kayunga – Galiraya road (85km)
Aboke – Bobi (54km)
Atiak- Kitgum (108km),
Pajule-Pader (18km),
Kotido-Kaabong (64km),
Angatun-Lokapel (47km),
Jinja- Mbulamuti-Kamuli (80km),
Zirobwe – Wobulenzi (24km) design review
Ongoing works on Kamdini - Gulu road
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Procurement of design consultants for the following roads was ongoing:
Kashozi-Buremba-Kariro (53km),
Kashwa-Kashongi-Ruhumba (33km),
Kisubi-Nakawuka-Natete(27km),
Nakawuka-Kasanje-Mpigi (20km),
Nakawuka-Mawugulu-Nanziga-Maya (15km),
Kasanje-Buwaya (9km),
Bududa circular road (28km),
Muhanga - Kisiizi-Rwashamaire (50km).
Kabwohe-Bwizibwera/ Nsika - Ibanda-Kabujogera-Masyoro- Rwenjaza/Kyambura (85km),
The design of the following roads for capacity improvement (dualing) is ongoing:
Kibuye - Busega - Mpigi (33km),
Kampala Southern Bypass (18km),
Kampala - Bombo Highway (35km),
Procurement of the design consultant for Kampala - Bombo (35km) express way was ongoing. Evaluation of bids commenced and the contract is expected to be signed by the end of December 2014.
Kampala - Jinja Express way (77km): The design was completed. Procurement of the Transaction Advisor was completed. The contract was signed with the International Finance Corporation (IFC) and services for structuring of the PPP project commence. Tendering of the project is planned for February 2015.
Kampala City Fly Over Project: This project is funded by JICA. The feasibility study and preliminary design completed. Procurement of the consultant for detailed design was ongoing. The contract is expected to be signed by the end of September 2014 and detailed design to commence by December 2014.
Output and Performance Road Contract (OPRC)- Tororo – Mbale – Soroti – Lira – Kamdini (341km): This project is to be funded by the World Bank. The feasibility study and preliminary design was completed. Tender documents were finalised and submitted to the World Bank. Procurement of the services for supervision services was completed and the contract submitted to the Solicitor General for approval.
6.3.4 Performance of National Road Maintenance
Summary of Achievements
The achievements under road maintenance are summarized in Table 6.11.
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Table 6.11: Summary of Road Maintenance Achievement for the FY 2013/14
Achieved Targets
Intervention FY 2011/12
FY 2012/13
FY 2013/14
FY 2013/14
FY 2014/15
Routine Maintenance
Paved Roads (Km) - Mechanized Maintenance
1,890 1,500 1720 2,140 3000
Unpaved Roads (Km) - Mechanized Maintenance
7500 10,362 10,500 12,935 12,500
Bridges (Number) 6 5 7 7
Periodic Maintenance
Paved Roads (Km) – Reseal 6 - 0 65 100
Unpaved Roads (Km) – Regravelling 197 502 600 1,352 2,225
NB: The targets for the National road maintenance programme were not met because of delayed procurements.
6.3.5 Performance of the Bridges Programme Overall Performance
The target for the FY 2013-14 was to complete the construction of 10 new bridges and rehabilitate 3 old ones. By the end of June 2014, 6 new bridges had been completed and 3 were rehabilitated. The six new bridges constructed were Ayugi and Irei on Atiak – Moyo – Afoji road, Daca, Uzurugo, Eventre and Ure on Wandi - Yumbe road. The three rehabilitated were Awoja Bridge along Mbale – Soroti road, Kilembe Bridge on Kasese – Kirembe road and Mobuku Bridge along Kasese – Fort Portal road. The target for new bridges was not met because procurement delays partly caused by administrative reviews.
The progress of bridges under construction was as follows:
Construction of the Second Nile Bridge at Jinja
The Project is funded by a loan from the Japanese Government (JICA). The contract for civil works was signed in November 2013. The contractor is mobilising and expected to commence physical works by October 2014. The annual target of 10% was not achieved because of delays in finalising
the procurement. The contract for supervision services was signed in May 2014 and the consultant is fully mobilised on site. The construction of this Bridge is expected to take a period of 5 years.
Construction of BADEA Bridges in West Nile
Construction works commenced on the three bridges of Pakwala, Nyacyara, Goli, Nyagak- 3 (Nebbi), Enyau-3 and Alla (Arua) with funding from Badea. The target for the Financial Year 2013/14 was
Awoja Bridge on Mbale - Soroti road completed
Artistic impression of the new Nile Bridge
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exceeded. Progress was 60% against the annual target of 50%. These bridges are expected to be completed by June 2015.
Kyanzuki Bridge on Kasese-Kilembe road
Procurement of the contractor was completed and works were on going.
Construction of Mitaano and Ntungwe Bridges in Kanungu
This is a design and build project funded by GoU. The civil works contract for Ntungwe and Mitaano Bridges in Kanungu was signed in March 2014. The site was handled over to the contractor in May 2014. The design was ongoing and temporary crossing was installed. The works are expected to be completed within two years. The annual target of 50% could was not achieved because of court injunctions and administrative reviews.
Construction of Birara Bridge in Kanungu District
The contract for Birara Bridge in Kanungu commenced in April 2014, works are being implemented under design and build contract. By the end of June 2014 design of the bridge had been completed and temporary crossing constructed. The annual target of 50% was not achieved because of delays in finalising procurement process.
Construction of Apak Bridge on Lira-Moroto Road
Construction of Apak Bridge commenced and by the end of the FY 35% of the works had been completed. The target could not be met because of 3 months floods which made it difficult for the contractor to work.
Bridge works under Procurement
Kabale Bridge linking Ngoma-Nakaseke: Evaluation of bids was completed; award made and the contract is being processed. Works expected to commence by November 2014.
Kasozi Bridge linking Ngoma-Buruli: Evaluation of proposals for design services was ongoing, contract expected to be awarded in September 2014 and the design is expected to commence by October 2014.
Nalakasi, Kaboong and Lopei Bridges in Karamoja: Bid prices were above the Engineers estimate. According to the amended PPDA Law, these projects have to be re-advertised.
Nyamugasani (Kasese): Bid evaluation was ongoing and the contract was expected to be signed by September 2014.
Cido-Nebbi-Goli, Nebbi District: Evaluation of bids was completed; award made and the contract is being processed. Works expected to commence by November 2014.
Leresi (Butaleja)-Butaleja-Leresi- Budaka road: Evaluation of bids was completed; award made and the contract is being processed. Works expected to commence by November 2014.
Nyaliti -Kapchorwa-Suam (Designed): Evaluation of bids was completed; award made and the contract is being processed. Works expected to commence by November 2014.
Maliba, Ruboni and Nyamugasani: Bid evaluation was ongoing and the contract was expected to be signed by September 2014
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6.3.6 Ferry Services
At the close of Financial Year 2013/14, UNRA had 8 operational ferries linking national roads. The ninth Ferry at Bukakata/Luuku was provided and operated by Kalangala Infrastructure Services (KIS) contracted by the Government of Uganda to provide infrastructure services in Kalangala under a PPP arrangement. The locations of the ferry crossings are shown in Table 6.12 Table 6.12 Ferry Crossings linking National Roads
Sn Name of Ferry Location Districts linked by the Ferry
1 Laropi / Umi Moyo, Albert Nile Moyo & Adjumani
2 Masindi Port/Kungu Masindi, R.Nile Masindi & Apac
3 Wanseko/Panyimur Lake Albert Buliisa & Nebbi
4 Buvuma/Kiyindi Lake Victoria, Buikwe & Buvuma
5 Nakiwogo/Buwaya Lake Victoria Entebbe Municipality (Wakiso District) & Mpigi
6 Bukakata/Luuku Lake Victoria Masaka & Kalangala
7 Obongi/Sinyanya River Nile Moyo & Adjumani
8 Bugeboro/ Kasana River Nile Kamuli & Kayunga
9. Lwampanga- Namasale Lake Kyoga Nakasongola & Amolatar
Procurement of the new ferries was ongoing, draft contracts for Namasale - Zengebe and Wanseko – Panyimur ferries were submitted to the Solicitor General for clearance. The contracts are expected to be signed by September 2014. Bids prices for Sigulu Islands ferry were above the Engineers estimate and the tender has to be readvertised.
The contract for rehabilitation of Kiyindi ferry was signed and works to commence by October 2014.
Figure 6.2: Location of Ferry Crossings
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6.3.7 Axle Load Control UNRA is operating 10 weigh bridges on the national road network consisting of 7 fixed (Weigh in Motion) and 3 portable weighbridges. The status and location of each is summarised in the table below.
Table 6.13: Axle Load Control Weigh Bridges
Station Weighbridge Type Condition
Busitema Fixed (WIM) Poor
Lukaya Fixed (WIM) Good
Mbarara Fixed (WIM) Poor (due for replacement)
Mubende Fixed (WIM) Good
Mbale Fixed (WIM) Good
Luwero Fixed (WIM) Good
Magagama Fixed (WIM) Good
Kasese Static Portable Fair
Lira Static Portable Fair
Kamengo Static Portable Fair
During the Financial Year ending June 2014, a total of 191,620 vehicles were weighed out of the annual target of 200,000 representing 96% annual achievement. Those overloaded were 55% against the annual target of 40%. The target for the year could not be achieved because of the weaknesses in the axle load control law which is not deterrent.
6.4 Challenges (i) Inadequate funding of road maintenance
National roads maintenance and development are currently under-funded. The doubling of the national roads network was not matched with proportionate increase in the funding for road maintenance. The net effect of under-funding is deterioration of the condition of roads and ultimately accumulation of maintenance backlog. This has detrimental effect on national economic growth. The solution to this problem is operational of the Uganda Road Fund as a second generation Road Fund.
(ii) Understaffing The doubling of the roads network was not accompanied by a proportionate increase in the resources in terms of personnel. This has affected UNRA’s capacity to effectively supervise the works. Efforts to recruit additional staff are constrained by the wage bill which has stayed the same. The solution to this problem is increasing the UNRA wage bill to allow recruitment of additional staff.
(iii) Weak capacity of contractors The capacity of the national construction is still weak. Most contractors lack skilled personnel, equipment and financial resources. Consulting firms lack qualified and experienced personnel. As a result there are limited number of contractors and consultants with capacity to implement big projects. The implementation of the national construction industry policy will go a long way to address this problem.
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(iv) Axle Load Control The existing law is weak and not deterrent. Transporters can afford to pay the fine and still profit from overloading. There is need to hasten the amendment of the Traffic and Road Safety to decriminalise overloading and impose punitive express penalties.
Figure 6.3: Location of Weighbridges
- Existing Weighbridge Locations Proposed One-Stop border post Weighbridge Stations
Lukaya
Mubende
Luwero
Magamaga
Mbale
Malaba
Busia
Mutukula
Mirama Hills
Mbarara
Katuna
Busitema
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Chapter 7 – Uganda Road Fund
7.1 Introduction
7.1.1 Background Financial year 2013/14 was the fourth full year of operation of the Uganda Road Fund (URF). During this fiscal year, revenue streams into the URF were only realized from appropriations by Parliament through quarterly Treasury releases drawn from the consolidated fund. Collection and direct remittance of road user charges still awaits amendment of section 14 of the URA Act. A total of UGX 352.852bn under the road maintenance financing plan was passed by Parliament in September 2013, as part of the Transport Sector Ministerial Budget Policy Statement for FY 2013/14.
During FY 2013/14, a total of UGX 352.852bn was released to URF from the treasury, representing 100% of the annual budget. The Fund disbursed a total of UGX 345.628bn to the URF Designated Agencies (DAs) to finance their respective annual road maintenance programmes. A total of UGX 7.224bn was utilized for operational costs of the Secretariat to the Fund.
The public roads network was managed by 135 DAs comprising 111 Districts, 2 Authorities (KCCA and UNRA) and 22 Municipalities. The districts oversaw Town Councils and Sub-counties as their sub-agencies. In total there were 1,104 sub-counties and 174 town councils as sub-agencies of the respective district local governments. The DAs and sub-agencies collectively looked after a total of 107,020km of public roads made up of 20,563km of national roads under UNRA management; 1,207km of KCCA roads; 30,000km of district roads; 8,500km of urban roads managed by town councils; 4,500km of urban roads managed by Municipal councils; and 42,250km of Community Access Roads (CARs) managed by sub-counties.
The programmes of agencies financed by the URF comprised routine and periodic maintenance of public roads and various categories of bridges maintenance. Operational expenses of UNRA and to a lesser extent for KCCA and DUCAR agencies were as well met by the Fund. The scope and extent of financing was agreed with DAs in the annual performance agreements signed by the Fund and the agencies.
UNRA and KCCA employed a mix of force account and contracting to deliver maintenance interventions on national and city roads respectively. The Local Governments mainly employed force account and road gangs to deliver maintenance interventions on the DUCAR network in line with the existing Force Account Policy that was introduced in FY 2012/13 following distribution of a fleet of road equipment from China, mainly comprising a pickup, a grader and a tipper for each local government DA.
During the planning process, DAs prepared annual road maintenance programs and submitted to URF for consolidation into the One Year Road Maintenance Programme (OYRMP) as required under Section 25 of the URF Act. The FY 2013/14 OYRMP was presented to Parliament by the Minister for roads as part of the transport sector ministerial budget policy statement.
Disbursements to UNRA, KCCA, districts and municipalities were made on a quarterly basis. The agencies submitted accountabilities for the funds to URF on a quarterly basis as well. Sub-agencies accounted through their respective districts.
The purpose of this report is to itemize the performance of road maintenance financing in FY 2013/14; update the sector golden indicators monitored by the Fund; present highlights of the medium term plans; and observed challenges in road maintenance financing and implementation. The aim is to contribute to the Works and Transport Sector Annual Performance Report (SAPR) for FY 2013/14 whose purpose is to analyze performance of the transport sector from the policy and strategic perspective.
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Mandate
The Fund derives its mandate from the URF Act 2008, accordingly, to finance the routine and periodic maintenance of public roads from collection and management of road user charges (RUCs) and other finances of the Fund.
7.1.2 Vision and Mission Vision: The vision of the Fund is “Adequate financing for Maintenance of Public Roads.”
Mission: The mission of URF is “To provide effective and sustainable financing of maintenance for public roads through partnerships with stakeholders.”
7.1.3 Sectoral Setup The Fund is under the policy ambit of the Ministry for Finance, Planning and Economic development (MoFPED) but is situated in the Works and Transport sector headed by the Minister for Works & Transport. Performance and plans of the Fund are tabled to Parliament by the Minister for Roads. Reports and accountabilities are tabled to Parliament by the Minister for Finance as a statutory requirement. The URF Act, 2008 prescribes an arrangement for consultative, political and operational oversight over the Fund by the Ministers for Finance, Roads and for Local Government.
7.1.4 Underpinning Principles and Controls The Fund aspires to the second generation (2G) status able to generate maintenance funding from road user charges and related streams of revenues; and to transparently and equitably deploy the resources to maintenance of roads. This forms the cornerstone in the application of market based principles for management of roads on a fee-for-service basis.
The URF Act 2008 is the principle guiding instrument to which are related laws like the Public Finance and Accountability Act 2003 and the Public Procurement and Disposal of Public Assets Act 2003. As a financing institution, there is a strong recourse to periodic Treasury instructions and operational guidelines. As a transport sector institution, there is an ever present alertness for technical policy guidelines issued by the Roads Ministry and the implications they have on financing road maintenance.
7.2 Performance on Golden Indicators Monitored by URF The sector golden indicators refers to a set of Transport Sector performance indicators that taken together, provide a robust assessment of high-level performance of the individual sub-sectors and hence the sector as a whole. The overall purpose of the golden indicators is to demonstrate sector wide performance aimed at overall strategic management, including the review of related policy issues. Responsibility for measuring, analyzing and reporting on the golden indicators was apportioned across all works and transport sector institutions on the basis of which institution is best suited to provide the data. URF as such monitors two indicators; namely, ‘road maintenance costs’ and ‘road maintenance needs met.’
7.2.1 Road Maintenance Costs The costs were derived from aggregation and averaging of unit costs from annual work plans of DUCAR agencies. The work plans conformed to the prevailing policy on use of force account on road maintenance works in local government agencies. The data of maintenance costs on national roads is measured and reported directly by UNRA and was therefore not taken into account. Table 1 shows the data for district and urban roads for the period FY 2012/13 and FY 2013/14.
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Table 7.1: Road Maintenance Unit Costs in the Period FY 2012/13 – FY 2013/14
Indicator FY 2012/13 FY 2013/14
Notes 1,000 USD/km
1.1 District Roads – Periodic Maintenance 5.3 5.6
1.2 District Roads – Routine Maintenance 0.2-1.3 0.3-1.5 1
1.3 Urban Roads – Periodic Maintenance, paved 141.6 141.9
1.4 Urban Roads – Routine Maintenance, Paved 2.2 - 5.0 2.4-5.0 2
1.5 Urban Roads – Periodic Maintenance, Unpaved 6.7 - 14.8 6.8 - 15.0 3
1.6 Urban Roads – Routine Maintenance, Unpaved 0.5 - 1.9 0.7-2.2 4
Notes
Lower end of range for manual works; higher end for mechanized
Lower end of range for low traffic; higher end for high traffic urban roads (KCCA and Mukono MC).
Lower end of range for town councils; higher end for municipal councils
Lower end of range for manual works; higher end for mechanised routine maintenance
From Table 7.1, it can be observed that there was a general increase in the unit costs in FY 2013/14 compared to FY 2012/13 despite full embrace of the force account system amongst DUCAR agencies. This increase is imputed to the average annual headline inflation rate which increased from 5.6% in FY 2012/13 to 6.7% in FY 2013/14 thence increasing the cost of construction inputs.
7.2.2 Maintenance Budget Relative to Optimal Requirements The performance indicators for maintenance budget relative to requirements were computed as the ratio of available maintenance budgets (for different network categories) to the unconstrained annual maintenance needs of the networks. This considered only the proportions of the networks in maintainable state devoid of backlogs. The maintenance backlogs were measured separately using two sub-indicators: annual budget for rehabilitation/ backlog removal; and unconstrained cost for rehabilitation/removal of backlog on all roads. The details are presented in Table 7.2.
Table 7.2: Maintenance Budget in FY 2013/14 Relative to Optimal Requirements
Indicator Unit FY 2012/13
FY 2013/14
2.1 National roads (Maintenance) % 26% 38.6%
2.2 District roads (Maintenance) % 37% 54.2%
2.3 Urban roads (Maintenance) % 33% 51.0%
2.4 Budget all roads (Rehabilitation) Million - USD
138.7 138.3
2.5 Backlog all roads (Rehabilitation) Million - USD
826.1 629.7
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The budget relative to requirement indicators increased from FY 2012/13 to FY 2013/14 for all road categories. This could be attributed to the increased budget for road maintenance and the sustained budget for rehabilitation, which yielded improvements in the general condition of public roads. The force account policy could have helped in maintaining a sizeable part of the DUCAR network in a fair condition, which reduced the rate of growth of the maintenance backlog.
7.2.4 Maintenance Expenditure Relative to Releases The indicators for maintenance expenditure relative to releases were derived as a percentage of URF releases expended by the designated agencies within the FY. Absorption of funds under rehabilitation programmes in UNRA and DUCAR agencies was not considered in line with the approved indicator definition. Table 7.3 shows the absorption of road maintenance funds on national roads and the DUCAR network, based on the UNRA Q4 report and data from 26.1% of DUCAR agencies.
Table 7.3: Maintenance Expenditure Relative to Releases
Indicator Unit FY 2012/13 FY 2013/14 Notes
2.6 National roads % 100% 84.1% 2.7 DUCAR % 58.3% 79.5% 5, 6
Notes 1. FY 2013/14 Measurement was based on reports from 26.1% of DUCAR agencies. This will be updated
and reported in the final will be reported in the URF Annual Report for FY 2013/14. 2. FY 2012/13 Measurement was based on reports from 74.6% of DUCAR agencies.
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7.3 Performance of Road Maintenance Financing in FY 2013/14
7.3.1 Trend of Road Maintenance Financing Prior to the establishment of URF, road maintenance funding was disbursed directly to agencies from the Treasury, within the framework of annual budgetary appropriations. This approach did not prioritise road network maintenance needs in the backdrop of competing demands. Between 1997/98 and 2007/08, the national roads network, owing to the funding shortfall, had accumulated a maintenance backlog of 3,500Km or 33% of its network of 11,000Km at the time. The district roads network in poor to very poor condition escalated from 30% to 55% over the same period. Part of the reason for establishment of the Road Fund in 2008 was to address these condition declines.
A road fund by definition is an institutional setup through which a selected stream of revenues is put at the disposal of a government roads department or agency without being subjected to general budget procedures and reviews associated with the consolidated fund. An enabled road fund offers best opportunity to ensure adequate level and predictability of road maintenance funding. URF has not yet attained this status owing to legal impediments constraining its independent realization of revenues from road user charges. As such voting of road maintenance funding as part of parliamentary annual appropriations is still not responsive to road condition and can only facilitate escalation of backlog.
Table 7.4 shows the Medium Term Expenditure Framework (MTEF) projections to FY 2016/17, which indicates that the available funding will only meet 44% to 49% of needs, leaving funding of 56% to 51% of needs unmet. There is a risk of further diminishment of value of available funding due to spiraling inflation. There is an additional risk of budget cuts which effectively reduce the available funds in nominal terms. In FY 2013/14 URF was allocated a total of UGX 352.852 billion under the MTEF, of which net allocation to road maintenance needs was UGX 345.628 billion against total requirements estimated at UGX 836 billion and therefore leaving a shortfall of UGX 491 billion (58.7% of total requirement for road maintenance).
Table 7.4: Road Maintenance Funding FY 2010/11 – FY 2016/17
FY
UGX, Bn
Needs Available1 Un-met Needs
M’tce Backlog Total M’tce Others2 Total Amount %tage
2010/11 632.0 451.5 1,083.5 273.1 119.5 392.6 690.8 63.8%
2011/12 672.8 579.6 1,252.4 273.1 170.9 443.9 808.5 64.6%
2012/13 958.5 656.2 1,614.8 273.1 359.3 632.4 982.4 60.8%
2013/14 836.4 584.2 1,420.6 345.6 377.5 723.2 697.5 49.1%
2014/15 874.7 540.1 1,414.8 420.9 304.6 725.5 689.3 48.7%
2015/16 900.7 532.0 1,432.7 468.6 321.4 790.0 642.7 44.9%
2016/17 924.7 529.9 1,454.6 487.8 327.8 815.6 639.0 43.9%
% Change 46% 17% 34% 79% 174% 108% -7% 1MTEF Projections in National Budget Framework Paper FY 2014/15 2Include funds for rehabilitation such as PRDP, RTI and others but excluding major upgrading works Figure7. 1 shows the trend of road maintenance needs, road maintenance financing and the un-met needs (including funding under RTI, RRP and PRDP), since FY 2010/11 and as projected to FY 2016/17.
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Figure7. 5: Trend of Road Maintenance Financing, FY 2010/11 – 2016/17
As shown in Figure 1, the total maintenance need (maintenance and rehabilitation) of the public road network grew steadily in the period FY 2010/11 – 2012/13. It however dipped in FY 2013/14 as a response to the increase in total available funds during the previous year (FY 2012/13). For the period FY 2013/14 – 2016/17, the maintenance need is projected to grow but at a slower pace as a result of the slow growth in projected available funds in the MTEF. The total available funds need to be increased and sustained at a critical level to force a steady decrease of the total maintenance need. It is notable from Figure 1 that for the first time in the given years, the total available funds is projected to exceed the un-met needs in FY 2014/15. These trends may however change given the low reliability of the MTEF figures.
7.3.2 Allocation of funds A sum of UGX 352.852bn was allocated to URF for road maintenance in FY 2013/14, by Parliamentary appropriations. This was significantly more than the UGX 280.284 bn during FY 2012/13. The funds were allocated to various expenditure heads by category and by allowed uses as shown in sections 3.2.1 and 3.2.2
7.3.3 Allocation by category of expenditure heads Allocation of funds in FY 2013/14 by category of expenditure heads was as shown in Table 7.5.Table 7.8: Allocation of Funds, 2013/14
Item FY 2012/13 UGX bn
FY 2013/14 UGX bn
FY 2013/14 % of Total Budget
Maintenance of National roads (UNRA) 181.870 254.438 72.11%
Maintenance of DUCAR network 78.758 78.759 22.32%
Maintenance of KCCA Roads 12.432 12.432 3.52%
URF Secretariat 7.224 7.224 2.05%
Grand Total 280.284 352.852 100% Source: URF OYRMP FY 2013/14
UG
X (B
illi
on)
Financial Year
Total Available
Un-met Needs
Total Needs
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Compare to allocations in FY 2012/13, allocation for national roads maintenance increased by UGX 72.57bn (39.9%), while allocation for maintenance of KCCA roads and the DUCAR network remained to same at UGX 12.43bn and 78.76bn respectively. Allocation for the administration expenses of the URF Secretariat also remained constant at UGX 7.224bn.
7.3.4 Allocation by Allowed Uses The funds appropriated to URF in FY 2013/14 were applied for various categories of works, goods and services in line with section 22 of the URF Act, as detailed in Table 6 - UNRA, Table 7 - KCCA, and Table 8 - DUCAR.
Table 7.9– Physical Performance of the National Roads Maintenance Programme in FY 2013/14
S/N
Works Category
FY 2012/13 FY 2013/14
Planned Qty
Financed Qty
AchievedQty
Planned Qty
Financed Qty
Achieved Qty
% of Qty Achieved to Financed
1 Routine Maintenance
Manual (km) 20,175 23,976 19,487 20,303 20,303 19,404 95.6%
Mechanized (km) 12,981 11,058 11,862 12,935 12,935 10,500 81.2% 2 Periodic Maintenance
Paved (km) 50 4 0 65 65 0 0.0% Unpaved (km) 855 190 502 1,352 1,352 600 44.4%
3 Bridges
Routine (No) 175 120 141 277 277 Periodic (No) 9 6 0 7 7
4 O&M of weighbridges 9 9 9 10 10 10 100% 5 O&M of ferries 9 9 9 9 9 8 88.9%
It can be observed from Table 7.6 that all the planned quantities of works on the national roads network were funded in FY 2013/14. Implementation of planned activities was at above 80% on routine maintenance but poor on periodic maintenance and specifically on paved roads. The low physical performance of periodic maintenance is largely attributed to the critical understaffing in UNRA that affects timely procurement of contracted works especially at bid evaluation stage and does not match the size of road network under its management.
Table 7.10– Physical Performance of the City Roads Maintenance Programme in FY 2013/14
S/N Works Category
FY 2012/13 FY 2013/14
Planned Quantity
Financed Quantity
Achieved Quantity
Planned Quantity
Financed Quantity
Achieved Quantity
% of Qty Achieved to Financed
1 Routine Maintenance Manual (km)
62.6 62.6
293 1,000 1,000 695.5 69.6% Mechanized (km) 0 2 Periodic Maintenance
Paved (km) 1.5
26 11.72
4.2 4.2 1.4 33.3%
Unpaved (km) 23.1 14.1 14.1 14.3 101.4%
3 Road signs (No) 25 lump sum 0
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It can be observed from Table 7.7 that all the planned quantities of works on the city roads network were funded in FY 2013/14. However, performance as at the end of quarter 4 FY 2013/14 was at 69.6% for routine maintenance, 33% periodic maintenance on paved roads, and 100% periodic maintenance on unpaved roads. Compared to FY 2012/13 however, implementation of planned works on city roads generally improved.
Table 7.11– Physical Performance of the DUCAR Maintenance Programme in FY 2013/14
S/N
Works Category
FY 2012/13 FY 2013/14
Planned Quantity
Financed Quantity
Achieved Quantity
Planned Quantity
Financed Quantity
% of Qty Achieved to Financed
1 Routine Maintenance
Manual (km) 37,063 24,167
15,111 23,696 23,696 74.8%
Mechanised (km) 644 7,129 5,562 5,562 81.5%
2 Periodic Maintenance
Paved (km) 63 63 141
1,898 1,898 76.1% Unpaved (km) 5,702 5,702 3,918 3 Bridges
Routine (No) 148 22
41
42 42 79.2% Periodic (No)
4 Culvert Installation (Lines) 1,060 1,488 876 1,945 1,945 85.3%
It can be observed from Table 7.8 that all the planned quantities of works on DUCAR network were funded in FY 2013/14. Assessment of the implementation of funded works on the DUCAR network was not yet complete due to slow submission of progress reports from the agencies. However based on the available data from 25.6% of the DUCAR agencies, implementation of the funded works was in the range 76.1% - 85.3% across the different activities. This data will however be updated in due course and the trend will be analyzed when the available data is significant. The final performance will be reported in the URF Annual report for FY 2013/14.
7.3.5 Performance of Funds Inflow in FY 2013/14 In FY 2013/14 URF received a sum of UGX 352.852bn from the treasury, in quarterly tranches, which constituted 100% of the approved annual budget for road maintenance. Table 9 shows the performance of the receipts from MFPED during FY 2013/14.
Table 7.12: Summary of Funds Inflow to Vote 118, FY 2012/13
S/N Description Approved Annual Budget (UGX bn)
Quarterly Releases FY 2013/14 (UGX bn)
Total Release (UGX bn)
% of Annual Budget Released
Q1 Q2 Q3 Q4
1 MFPED Releases
UNRA 254.438 59.078 76.346 55.158 63.855 254.437 100%
DUCAR 91.19 21.174 27.422 20.017 22.578 91.191 100%
URF Secretariat
7.224 1.662 2.172 1.610 1.780 7.224 100%
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Total Amount 352.852 81.914 105.940 76.785 88.213 352.852 100%
2 Dates of Release 12-Aug-13
8-Nov-13
27-Jan-14
10-Apr-14
Delay (No. of calendar days from start of Quarter)
Annual Target for FY 2013/14 = 14
42 38 26 9 28.75 (average)
Key indicators to note in Table 7.9 are: the budget releases performed at 100% of the approved budget estimates, and on average took 28.8 calendar days from the start of each quarter. Table 10 shows performance of the KPIs for funds inflow against target.
Table 7.13: Performance on KPIs for Funds Inflow, FY 2013/14
KPI Target in FY 2012/13OYRMP
Actual Realised in FY 2012/13
Remarks
1 Efficiency (% of potential revenue collected in each category)
98% min 100% Achieved
2 Timeliness (Average days from collection to deposit for each category)
14 calendar days max
28.75 calendar days average
Not Achieved
It can be seen from Table 7.10 that the performance target for Efficiency was achieved whilst that for Timeliness was not achieved, with a delay of up to on average of 14.8 calendar days above the targeted number of calendar days. The KPI for timeliness of revenue inflows performed below the target by more than 100%.
7.3.6 Performance of Funds Disbursements in FY 2013/14 In FY 2013/14, URF made disbursements amounting to UGX 352.852bn, as shown in Table 10, of which UGX 345.628bn was disbursed to DAs for maintenance of the various categories of the public roads network and UGX 7.224bn was retained for administrative expenses of the URF Secretariat. All funds received from MFPED in FY 2013/14 were disbursed during the year. On average disbursements to UNRA took 12.3 calendar days and to DUCAR agencies 9.4 calendar days, from the dates of receipt of funds from MFPED.
Table 7.14– Summary of Funds Disbursements–FY 2013/14
S/N Description Disbursements FY 2013//14 (UGX bn)
Total Disbursement (UGX bn)
Approved Budget FY 2013/14 (UGX bn)
% of Approved Budget Disbursed
Q1 Q2 Q3 Q4
1 URF Disbursements
UNRA 50.738 84.686 55.158 63.855 254.437 254.438 100.0%
KCCA 3.108 3.108 3.108 3.108 12.432 12.432 100.0%
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Districts 8.328 10.081 8.806 10.524 37.739 37.74 100.0%
Municipalities 3.477 3.477 3.338 3.616 13.908 13.907 100.0%
Town Councils 3.792 4.791 4.051 4.603 17.237 17.236 100.0%
CARs - 6.968 - - 6.968 6.968 100.0%
Emergency on DUCAR Network
0.727 0.727 0.727 0.726 2.907 2.907 100.0%
URF Secretariat
1.662 2.172 1.61 1.78 7.224 7.224 100.0%
Total 71.832 116.01 76.798 88.212 352.852 352.852 100.0%
2 Av. Delay of Disbursement to UNRA (Calendar days)
21.6 22.2 16.1 12.3
3 Av. Delay of Disbursement to DUCAR (Calendar days)
11.2 15.2 12.1 9.4
It can be seen from Table 10 that disbursements to the different categories of DAs all performed at 100%. This was mainly due to 100% release of the road maintenance budget from MFPED. Figure 7.2 shows the share of the disbursements among the different categories of DAs and sub-agencies during FY 2013/14.
Figure 7.6: Disbursements by Category of Agencies – FY 2013/14
UNRA, 72.11%
KCCA, 3.52%
Districts, 10.70%Municipalities, 3.94
%
Town Councils, 4.89%
CARs, 1.97%Emergency on
DUCAR Network, 0.82%
URF Secretariat, 2.05%
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It can be seen from Figure 7.2 that the biggest portion of the disbursements went to UNRA (72.11%) for maintenance on the national road network while the rest was shared among DUCAR agencies, KCCA, and the URF Secretariat. Figure 3 shows the performance of disbursements against IPFs of DA’s and sub-agencies.
Figure 7.7: Disbursed Funds against IPFs of DAs and Sub-Agencies, FY 2013/14
It can be seen from Figure 7.3 that all categories received 100% of their approved Indicative Planning Figures (IPFs).
7.3.7 Performance of Funds Expenditure in FY 2013/14 Table 7.11 shows the summary of performance of expenditures against available funds for FY 2013/14.
Table 7.11: Summary of Expenditures against Available Funds, FY 2013/14
Agency
Annual Budget (UGX, bn)
Releases (UGX, bn)
Actual Expenditure (UGX, bn)
Unspent balances (UGX, bn)
% of released funds absorbed
(a) (b) (c) (d) = (b-c) (e) = (c/b)
UNRA 254.438 254.438 214.081 40.357 84.1%
KCCA 12.432 12.432 12.718 -0.286 102.3%
DUCAR 78.758 78.758 59.759 18.999 75.9%
URF Secretariat 7.224 7.224 6.737 0.487 93.3%
Total Overall 352.852 352.852 293.295 59.557 83.1%
It can be observed from Table 7.11 that on the overall, expenditure against the released funds stood at 83.1% with UNRA at 82.38%, KCCA at 102.3%, DUCAR at 75.9%, and administration of the URF Secretariat at 93.3%. The UGX 40.4bn that was not spent by UNRA was returned to the Treasury, which amounts to a loss to the road maintenance kitty. DUCAR agencies were however allowed by the Treasury to utilize all unspent balances before end of September 2014.
0102030405060708090
100
% o
f App
rove
d A
nnua
Bud
get D
ispe
rsed
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Figure 7.9 shows a graphical representation of the financial performance of the various agencies in terms of expenditure at the end of FY 2013/14 vis-à-vis released funds.
Figure 7.8: Graphical Representation of Financial Performance of Agencies
It can be seen from Figure 7.4 that with the exception of KCCA which overspent their budget, the rest of the agencies did not absorb all the funds availed to them in FY 2013/14. On the overall however, absorption of all road maintenance funds was at 83.1% and is projected to improve significantly given the 3-months additional period (up to September of the next financial year) given to local governments to complete their planned works. UNRA returned a total of UGX 40bn of unspent funds to the treasury as a result of failure to complete the procurement process for periodic maintenance works on paved roads. The contracts had however been awarded and it was expected that the funds would be expended on advance payments. The return of these funds to the treasury will in effect reduce the available funds on maintenance of national roads in FY 2014/15 since the procured contracts will have the first call on the FY 2014/15 budget.
7.4 Review of 9th JTSR Action Matrix and progress Inadequate Sector funding for Road Maintenance. The action was to engage MFPED on the amendment of URA Act to enable direct transfer of Road User Charges to URF, and define the levy to be transferred. The progress was that a draft Cabinet Memo for amendment of URA Act was resubmitted and discussed in a Top Management Meeting of MFPED. It awaits resubmission to Cabinet Secretariat. Therefore the action was achieved.
Strengthening the Sector’s Capacity to execute its mandate. The action was to Sign the MoU for improved coordination and data exchange between URF and MoWT. The progress at end of FY 2013/14 was action not achieved. Solicitor General’s opinion on draft MoU was obtained, required amendments made and resubmitted to SG for final approval. Therefore, the action was not achieved as clearance from SG is still awaited.
84.1%
102.3%
75.9%
93.3%83.1%
% of released funds absorbed FY 2013/14
UNRA KCCA DUCAR URF Secretariat Total Overall
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7.5 Challenges and Proposed mitigation measures The key challenges identified include:
1. Inadequate funding of road maintenance as shown in Table 4 and as buttressed by the following observations:
Under MTEF projections to FY 2016/2017, the available funding will be able to meet just about 51% to 56% of needs, comprised of normal maintenance and backlog removal (gap of 49 - 44%);
Imbalance in road network resources allocation that disadvantages road maintenance (asset preservation) in favour of development – averaging at 20% in the period FY 2010/11-2014/15;
Approx. UGX 1.1 trillion disbursed to agencies for road maintenance from FY 2010/11 – Q1 FY 2014/15 but condition of the public road network remains 30% in poor to very poor condition;
High road management and administration costs due to the multiplicity of districts (111no.), municipalities (22no.), town councils (174no.) and sub-counties (1104no.) this leads to increased attrition on the actual available funds utilised on road maintenance;
In mitigation, the following measures are proposed:
a) It is necessary to make major capital investments to remove backlog and eliminate bottlenecks through undertakings for rehabilitation/reconstruction/upgrading of roads to bring the entire network to maintainable state.
b) Concurrently actions should be taken to declare a fuel levy at levels proposed in the FY2014/15 OYRMP i.e. at UGX 295 per litre of petrol and UGX 196 per litre of diesel to raise UGX368.1bn in start year FY2015/16 based on current known importation volumes. The key steps leading to this goal include:
a. Amendment to the Uganda Revenue Authority Act that would permit transfer of the road user charges to the URF account on a monthly basis; and
b. Provide funds for maintenance backlog removal from the treasury to URF through Vote 118
c) For a start and following full declaration of levies on RUCs instruments, an intermediate arrangement where RUCs collections flow to URF account from the consolidated fund on a monthly basis. This arrangement could remain in place for some 3-5 years to allow time for substantial reduction in backlog and for confidence building. A similar arrangement is operating in Tanzania.
d) Establishing a RUCs collection and management framework to operationalize the process once residual legal reforms are accomplished. URF has already embarked on this process.
1. Several historical challenges that have compounded the effects of underfunding and have dogged effective maintenance, management and financing of the public roads network over the past decades. These include:
a) Weak institutional capacities of DUCAR agencies especially in planning and management, which has resulted into poor maintenance practices and accumulation of backlog. In mitigation, URF will continue to work with other government entities in addressing the various forms of capacity gaps in DUCAR agencies;
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b) Dilapidated road network especially in Kampala City and the expanded national roads network that require major interventions to bring them to a maintainable state that qualifies for URF funding. Proposed mitigation is in 1) above.
c) Procurement delays hampering the implementation of road maintenance programmes and absorption of funds. In mitigation, URF will continue coordination with other government entities in addressing the underlying issues in delays to procurements;
d) Limited capacity of the private sector, which has contributed to the poor quality and expensive road maintenance works. In mitigation, URF will actively support efforts to roll out reforms in the local construction industry as proposed in the National Construction Industry Policy;
e) Haphazard upgrading of community access roads to district roads without well-documented criteria that is uniform nation-wide. URF proposes a review of the classification of roads in Uganda with a view of removing network size instabilities; functional inconsistencies; management ambiguities etc;
f) Insufficient oversight among DUCAR designated agencies arising from the fact that only few districts have established District Road Committees (DRC) required under section 25 of the URF Act. In mitigation, URF plans to complete the process for establishment of DRC regulations and to dialogue with stakeholders in improving functionality of DRC;
g) Limited data on road condition and size on the DUCAR network. In mitigation, URF will continue to coordinate with DAs, MoWT and other stakeholders in collection of data on road inventories and condition;
h) Poor absorption of funds by designated agencies leading to deferment in implementation of programmed works. In mitigation, URF will continue issuing early budget guidelines to guide DAs for planning, and to improve timeliness of releases. This will help in improving absorption of funds through improved management of procurements;
i) Wide variations in cost of road maintenance works. URF intends to harmonise unit rates across the different regions of the country riding on the outputs of the unit costs study which was undertaken by URF.
j) Low compliance to reporting requirements by designated agencies, which affects timely reporting on performance of the sector. In mitigation URF plans to introduce use of a Road Maintenance Monitoring System (RMMS) to improve planning, reporting and accountability among DAs.
k) Late release of funds from MFPED, which in FY 2013/14 took on average 28.75 calendar days from the start of each quarter. In mitigation, URF will continue engaging MFPED to ensure achievement of direct monthly remittances of RUCs to the URF account as envisaged under Section 21 (3) of the URF Act;
l) Loss of road maintenance funds to the Uganda Revenue Authority observed in some tax defaulting local government agencies. In mitigation, URF plans to require all agencies to open separate URF bank accounts, which will be followed by advocacy for protection of road maintenance funds from garnishing by URA. In the meantime URF is enforcing refund of the garnished moneys from the agencies, though this takes time.
m) Loss through return of funds not spent at the end of FY 2013/14 to the consolidated fund. This affected only UNRA since KCCA spent all their funds and DUCAR agencies were allowed by the Treasury to continue spending until end of September 2014. The return of funds from UNRA
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resulted in a shortfall in funds required for periodic maintenance of paved roads, which may compel them to have a programme review in the FY 2014/15 work plans. In mitigation, URF will continue to pursue independence from the consolidated fund.
n) Grey areas in the implementation of the force account policy in local governments. In mitigation, URF will continue coordinating with the DAs, MoWT and MoLG towards building required capacity, improving accountability, creating common understanding and improving quality assurance in the implementation of force account works.
o) Misuse and abuse of road maintenance funds by DAs. Audit and M&E activities carried out by the Fund in FY 2013/14 continued to uncover misuse and abuse of road maintenance funds by DAs. In mitigation, URF will step up its oversight functions, build synergies with audit functions of the DAs and other government entities, and actively track implementation of the arising recommendations.
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Chapter 8 – Civil Aviation Authority (CAA)
8.1 Introduction The Sector Agency in charge of civil aviation in the country is Civil Aviation Authority (CAA). The subsequent sub-sections give details of its mandate, vision, mission and core values as well as its functions.
8.1.1 Mandate CAA was established by an Act of Parliament (Cap 354) in 1991 with the main objective of promoting the safe, regular, secure and efficient use and development of civil aviation inside and outside Uganda.
8.1.2 Vision, Mission and Core Values In a bid to fulfil its mandate the Authority is guided by its Vision, Mission and Core Values:
a) Vision Statement: To promote the safest, most efficient and affordable air transport system in Africa and beyond.
b) Mission Statement: To maintain the highest standards of safety, security and service in civil aviation.
c) Core Values: Accountability, Flexibility, Stakeholder Sensitivity, Passion for Technology and Quality of Services.
8.1.3 Major Functions CAA’s functions are majorly summarized as:
a) Advisory role to Government in relation to civil aviation policy matters and international conventions and other functions as deemed necessary by the Minister responsible for aviation
b) Regulation of safety, security and doing business in air transport c) Management and development of major airports in the country d) Provision of air traffic and navigation services
8.1.4 Assets The Authority owns and operates Entebbe International Airport (EIA), the concentration point for air traffic in Uganda as well as thirteen (13) other national airports namely; Arua, Gulu, Soroti, Kasese, Kisoro, Jinja, Kidepo, Lira, Pakuba, Tororo, Masindi, Mbarara and Moroto. For purposes of promoting tourism and business in the country, Government gazetted Arua, Kasese, Gulu, Pakuba and Kidepo Aerodromes as entry and exit points for international traffic.
In essence the main assets for CAA are the national airports and their associated infrastructure, facilities, equipment and technologies. These include among others:
Runways and taxiways
Aprons (aircraft parking space)
Communication, navigation and surveillance equipment (e.g. Air Traffic Control Radar, Control Tower)
Passenger and cargo terminal buildings
Approach equipment (e.g. Instrument Landing System)
Search and Rescue equipment (e.g. Rescue boats)
Fire fighting equipment (e.g. Fire trucks)
Car park infrastructure and equipment.
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8.2 Performance on Golden Indicators (Traffic through Entebbe International Airport)
Table 8.1: Performance on Golden Indicators
No. Description Actual 2012/13
Target 2013/14
Actual 2013/14
Performance Against Target (%)
1 International Passengers (Nos)
1,292,202 1,389,117
1,351,058
97.26
2 Transit Passengers (Nos)
91,633 94,382 95,175 100.84
3 Domestic Passengers (Nos)
19,159
19,734
27,122
137.44
4 Imports (Tonnes) 21,854 22,947 21,636 94.29
5 Exports (Tonnes) 35,512 37,288 32,203 86.36
6 Commercial Aircraft Movements (Nos)
29,882 30,778 30,258 98.31
7 Non-commercial Aircraft Movements (Nos)
13,133 13,527 13,643 100.86
8 Over-flights (Nos) 13,687 14,098 14,155 100.40
Some targets set for FY2013/14 were not achieved as explained below. However, remarkable performance was registered by domestic passenger traffic during the period.
Domestic passenger traffic surpassed the target by 37.44%. This is explained by new routes opened by the domestic carriers, increased frequency on old routes and commencement of operations by Aerolink.
However, international passengers missed the target by 2.74% mainly due to reduced traffic to Juba caused by the war in South Sudan.
Exports by air failed to hit the target by 13.64%. This was due to:
Falling demand for Uganda’s flowers, abroad, experienced during the period
Dwindling fish stocks in L. Victoria due to over-fishing
Reduced fresh produce to Juba caused by the war in South Sudan.
Commercial aircraft movements missed the target by 1.69%. This was due to the suspension of operations for Air Uganda.
Imports fell short of target by 5.71% majorly because importers prefer using other entry points (Busia, Malaba) which have less stringent tax measures compared to EIA.
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8.3 Ten Year Traffic Performance Table 8.2: Ten Year Traffic Performance
Year International Passengers
Domestic Passengers
Transit PAX
Total Passengers
Cargo (Tonnes) Aircraft Movements Depart. Arrivals Depart. Arrivals Exports Imports Total
2004 237,857 237,869 21,437 21,918 24,509 543,590 33,473 14,420 47,893 16,692
2005 277,546 274,307 19,087 19,837 33,107 623,884 38,231 14,180 52,411 17,253
2006 321,952 321,378 15,811 16,812 35,692 711,645 37,463 14,775 52,238 19,381
2007 389,058 392,370 12,196 13,703 34,497 841,824 40,837 22,882 63,719 21,892
2008 465,787 470,397 10,867 12,205 37,926 997,182 37,693 21,297 58,990 23,847
2009 460,153 468,899 8,721 9,188 49,434 996,395 32,726 19,916 52,642 21,619
2010 504,646 518,791 5,875 6,004 75,560 1,110,876 27,751 21,343 49,094 23,320
2011 533,705 551,904 4,676 4,832 71,879 1,166,996 27,923 20,713 48,636 24,506
2012 612,027 626,509 6,590 7,190 89,798 1,342,114 33,783 22,125 55,908 30,359
2013 666,218 677,745 12,392 13,066 94,583 1,464,004 33,978 21,723 55,701 30,364
8.4 Financial Performance During FY2012/13 CAA recorded UGX171.3 billion in revenues compared to budgeted income of UGX138.2 billion. Total expenditure during the period was UGX96.7 billion compared to a budget estimate of UGX110.3 billion. In comparison during FY2013/14, according to draft financial statements, CAA registered UGX181.9 billion in revenues (representing a 6.2% increase in revenue) while the budgeted income was UGX148.1 billion. Total expenditure (excluding depreciation) during the period was UGX117.1 billion compared to a budget estimate of UGX126.3 billion. The FY2013/14 capital development expenditure was UGX27.46 billion compared to a budget estimate of UGX55.89 billion.
8.5 Progress on the 9th Joint Transport Sector Review Action Plan Matrix Commence the development of the National Civil Aviation Master Plan to incorporate the development of a City Airport: The process to develop the 20-Year Civil Aviation Master Plan was completed in June 2014. In liaison with MoFPED, the Ministry (MoWT) is in the process of sourcing for funds to implement the Plan.
Prepare a Discussion Paper for consideration by the SWG on the establishment of a Strong Home Based Airline: The paper was prepared and submitted. A Cabinet Memo is now being developed to initiate the process for the establishment of a Strong Home Based Airline for Uganda. A workshop, to engage stakeholders on this initiative, is also being organized.
8.6 Other Achievements Completed the process of developing the 20 – Year Civil Aviation Master Plan for Uganda
Implemented the e-document management system
Enhanced operation of the flight information display system.
Master Plan Study and Detailed Engineering Designs for Kabaale Airport in Hoima (Oil region) to commence early October 2014. Funds for the studies have already been secured and procurement of the Consultant is in progress
Acquired a new fire tender, associated rescue tools and equipment and recruited 9 fire fighters.
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Acquired 2 explosives trace detectors
Replaced conventional X-ray detectors with advanced X-ray machines
Acquired a runway friction tester
Trained staff in various technical areas like apron control, runway safety management, terminal operations and management, marine operations, approach radar, ILS maintenance, etc.
Hosted Routes Africa and participated in Routes World 2013
Carried out cadastral boundary surveys for all CAA owned aerodromes
Maintained, operated and kept all aerodromes in serviceable status
Attained ISO 9001:2008 Certification for Aeronautical Information Services (AIS)
Carried out flight calibration of the NAVAIDs
Carried out Manufacturer reviews of the Air Traffic Control (ATC) Radar and Airspace Management System
Underwent the International Civil Aviation Organization (ICAO) Coordinated Validation Mission (ICVM)
Embarked on digital survey mapping (eTOD) of 5 aerodromes namely; Entebbe, Soroti, Arua, Gulu and Kasese. Progress is estimated at 30%.
The Authority, with the help of Government funding, undertook development projects and major rehabilitation programmes. Table 8.3 below shows the projects, status and financial implication.
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Table 8.3: Status of CAA Upcountry Airports Projects and their Financial Implications
No. Project Title Location Cost in UGX (000)
Status
1 Construction of the Terminal Building at Arua Airfield Phase 1
Arua 1,152,832.8 95% complete
2 Consultancy services for acquisition of extra land for the expansion of Arua Airport.
Arua 182,626.0 Survey completed. The valuation of individual interest has been concluded. Awaiting a valuation report from the Chief Government Valuer.
3 Consultancy services for valuation and land compensation for Tororo Aerodrome and boundary opening and surveying for Masindi Aerodrome.
Tororo and Masindi
46,965.5 Survey of the required land at Tororo has been completed. The valuation of individual interest has been concluded. Awaiting a valuation report from the Chief Government Valuer. Services for cadastral boundary opening and survey at Masindi aerodrome ongoing.
4 Consultancy services for acquisition of extra land for the expansion of Gulu Airport.
Gulu 40,014 Survey completed. Land is being acquired as a result of Miscellaneous Application No. 086 of 2012 Civil Suit No. 54 of 2011. We have received a blue print of the extra land to be acquired which has been submitted to the Chief Government Valuer. Awaiting his report.
5 Repairs of the Runway, Taxiways and Apron at Gulu Airport.
Gulu 10,030,875.9 Works completed and commissioned on 10th Jan 2014
6 Construction of Perimeter fence at Gulu
Gulu 909,773.6 70% complete
7 Construction of Perimeter fence at Tororo
Tororo 256,394.3 Works could not commence due to unresolved land issues with the community.
8 Construction of Perimeter fence at Jinja
Jinja 436,881.3 Contract awarded
9 Construction of Perimeter fence at Mbarara
Mbarara 445,616.3 Works is 30% complete
10 Construction of Perimeter fence for Kasese Airport Development land
Kasese 707,242.4 90% complete.
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11 Construction of Perimeter fence at Pakuba
Murchison Falls National Park
531,090.2 85% complete
12 Construction of Perimeter fence at Kidepo
Kidepo 471,683.8 Works completed and due for hand over
13 Construction of staff houses at Kidepo
Kidepo 462,684.85 80% complete
14 Procurement of consultancy services for preliminary master plan and engineering designs review for Kasese Airport (Development Project)
Kasese 432,760 Studies completed and awaiting resources for tender action
15 Procurement of consultancy services for preliminary master plan and engineering designs for Gulu Airport (Development Project)
Gulu 358,919 Studies completed and awaiting resources for tender action
16 Construction of Taxiways, apron and access road to the new terminal at Arua Airport.
Arua 2,413,395.5 60% complete
17 Re-gravelling of Runway, Taxiway and apron at Kidepo
Kidepo 617,983.5 80% complete
18 Water Reservoirs for Arua, Gulu, Soroti and Kisoro
Arua, Gulu, Kisoro and Soroti
197,000 95% complete
19 Cadastral Boundary opening of some Upcountry Airports and Entebbe
Entebbe, Arua, Gulu, Mbarara, Tororo and Soroti
192,276.6 Services on-going.
20 Construction of the terminal building at Pakuba Airfield
Murchison Falls National Park
600,000 Project under procurement process
21 Airfield Ground Lighting system for Soroti
Soroti 900,000 Under evaluation.
22 Procurement of consultancy services for preliminary master plan and engineering designs for Arua Airport (Development Project)
Arua 300,000 Under evaluation
23 Supply, installation, testing and commissioning electricity at Tororo Airfield
Tororo 34,449 Site handed over to contractor and work commenced
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24 Power supply improvement in Upcountry Aerodromes of Kasese, Kisoro and Mbarara
Mbarara, Kisoro, Kasese
141,935 Contract awarded
25 Repairs of the Runway, Taxiways and apron at Soroti Airport.
Soroti 2,300,000 Under procurement
26 Rehabilitation of Nakasongola Airport
Nakasongola 28,449,263 30% complete
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8.8 Challenges / Constraints and Proposed Mitigation Measures Challenges and/or constraints as well as measures / strategies for the achievement of the set targets for FY2013/14 are given in Table 8.4
Table 8.4: CAA Challenges and Measures
No. Challenge / Constraint Measure / Strategy 1 Limited land for the proposed airport expansion
especially for EIA. Ministry of Lands, Housing and Urban Development is yet to issue titles for Plot M121 (77 Ha of former MAAIF land to CAA). The land is still inadequate and the lasting solution will be to acquire the whole of plot M121 and the Kigungu Peninsula.
Engagements by Minister of Works and Transport, Minister of Agriculture, Animal Industry and Fisheries and Minister of Lands, Housing and Urban Development will be critical in resolving this matter.
2 Lack of a national airline (strong home based airline) to enable EIA develop into a hub.
Minister of Works and Transport to make a proposal to CABINET to revitalize the National Airline.
3 Big and growing debt accumulated by Government Ministries and Departments and the UN (MONUSCO and UNAMIS).
CAA is working out ways and means of support through Minister of Works and Transport to engage Ministry of Finance, Planning and Economic Development on this issue.
4 Unfavourable taxation attempts that contravene international conventions, agreements and policies. These include VAT on airport passenger service charge, taxes on equipment used in search and rescue services, security services, accident investigation and rescue and fire fighting services.
Minister of Works and Transport to engage Ministry of Finance, Planning and Economic Development (URA) on this matter.
5 Heavy burden of maintaining non-commercial services especially upcountry airports.
Minister of Works and Transport to engage Minister of Finance, Planning and Economic Development for the increase of Government funding for the upcountry airports.
6 High price of aviation fuel at EIA compared to airports in neighbouring countries.
CAA to continue lobbying Government for Aviation fuel to be given priority when commercial production and refining commence.
7 Security threats by regional and international terrorist groups.
CAA to work with the National Security Organs to strengthen security at EIA.
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Chapter 9 – Uganda Railways Corporation (URC)
9.1 Railway Transport Subsector The railway subsector and the associated marine services have the potential to play a vital role in the future economic development of Uganda and the region at large particularly for long distance freight and bulk transport as well as passenger service in cities.
The Uganda rail transport system comprises 1,250 km of metre gauge track running from Malaba to Kampala (250km), Kampala to Kasese (344 km), Tororo to Pakwach (500 km), Busoga loop line (144 km) and the spur lines to Jinja and Port Bell Ferry terminals (12 km).
The system also includes ferry services on Lake Victoria connecting Port Bell and/or Jinja to rail networks in Tanzania at Mwanza and in Kenya at Kisumu.
9.2 The Concession Railway operations were conceded to the private operator in 2006. Rift Valley Railways (RVR) is the Kenya-Uganda concessionaire operating freight and passenger services in Kenya and freight only in Uganda on an exclusive basis.
The joint concession is structured legally into two separate 25-year concession contracts signed by the Governments of Kenya and Uganda with the subsidiary concession companies in their respective countries. RVR runs the railway as a seamless operation with control centralized in Nairobi.
The major prescribed outcome of the concession was freight volume growth of 75% by the fifth year of operations and subsequently growth rates of 60% of GDP rates from the baseline of 217.3 million net ton km.
Pursuant to the concession of railway operations, Uganda Railways Corporation (URC) assumed a new role of monitoring the performance of the concession. URC also manages the non- core non-conceded rail assets, core assets not yet handed over to the concessionaire, and URC’s residual obligations especially staff pensions and pre-concession debts. Lastly, URC affords technical support to government on any rail matters and rail transport regulation.
9.2.1 Operating Assets 9.2.1.1 Railway Track (Permanent Way)
The operational length of the track is now 705 km and includes the 250 km Kampala-Malaba "main Line" section, the 55 km Tororo-Mbale section of the Tororo-Pakwach line, the 9 km Kampala-Port Bell line, the 6 km Kampala-Nalukolongo section of the Kampala-Kasese line and the 385 km Mbale to Gulu line. This constitutes about 56% of the total network.
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9.2.1.2 Rolling Stock
Table 9.1 shows the status of the conceded rolling stock.
Table 9.1: Rolling Stock
Description 2010/11 2011/12 2012/13 2013/14
Diesel locomotives 43 43 43 43*
Wagons
High Open wagons 21 25 21 21
Covered wagons 496 490 473 473
Fuel tank wagons 202 198 200 200
Flat bed container wagons 552 520 513 513
Low Open wagons 34 47 34 34
Ballast Hopper wagons 51 51 51 51
Others (Passenger, departmental coaches & wagons) 22 22 29 29
Total Wagons 1,378 1,354 1,321 1321**
* There are 12 diesel locomotives that are active
9.2.1.3 Wagon Ferries
There are two conceded wagon ferries. MV Kaawa, which is operational, and MV Pamba which is yet to be rehabilitated before it is handed over by Government to RVRU for operations.
9.2.2 Performance Review The performance of RVR up to the time of restructuring in August 2010 was very poor. They had defaulted on most of the key concessionaire obligations including payment of concession fees, maintenance of conceded assets and growing the rail freight volumes.
The concession was thus restructured in August 2010 by changing the shareholding structure to comprise Citadel of Egypt - 51%, Transcentury of Kenya – 34% and Bomi Ltd of Uganda - 15% with pertinent recapitalization and duly appointed of a railway management firm, America Latina Logistica.
The performance of RVR after the restructuring has remained marginally satisfactory as evidenced by insignificant changes in freight volumes and increasing backlog in asset maintenance leading to poor asset availability and productivity. As a matter of fact, the 2014 performance review portrays an improvement of 24% but in comparison to the concession agreement baseline figures, this performance is only a 52% achievement in Net Tonne-km and the same applies to Gross Tonnes carried, hence there is no significant improvement in reference to the 2003 baseline data in FY 2013/14. In regards to locomotive productivity, there was an improvement of 32% from 142 to 187 km/loco/day and wagon turn-round (Mombasa-Kampala-Mombasa) declined by 22% from 28 to 34 days, and the track under Temporary Speed Restriction reduced by 53%.
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On March 31, 2014, Ambience Ventures Limited (AVL) advised Government of the Republic of Uganda (GoU) and URC of its purchase of the shareholding stake of Safari Rail Company Limited. The transfer process was concluded on the same day, resulting new shareholdings of AVL holdings being 85% and Bomi Holdings Limited retaining 15% of shareholding in KURH.
On 8th April 2014, RVR requested GoU and URC for a further extension of the Uganda freight volume targets by an additional nine months and this was driven by economic and operating environmental circumstances beyond RVRU’s control that affected the company’s financial capacity and business plans resulting in a delay in meeting the 2013/14 target freight volumes.
Based on the above request and being mindful of the ability of RVR to meet the Freight Volume Targets largely dependent on critical investment in order to (i) improve the track standards and reduce the areas under Temporary Speed Restrictions and (ii) increase capacity through rehabilitation and overhaul of the existing locomotives as well as the proposed purchase and lease of new locomotives and rehabilitation, overhaul and purchase of wagons. These capital investments require not only adequate funding but the timely disbursement of funds and consideration of the long lead times for implementation so that they can contribute to the attainment of the Freight Volume Targets.
On 20th May 2014, after elaborate discussions with the concessionaire and taking into consideration of the Uganda Concession Agreement, GoU and URC agreed to defer the target freight volumes by the requested nine months on condition that reasonable steps are taken to ensure that the following actions are implemented within the extension timeframe:
Timely disbursement of debt funding of USD $69.6 Million to complete the capital expenditure program by the 30th of June 2014 at the latest
To achieve class 3 Track standards with not more than 7% of the main line being subject to temporary speed restrictions according to the schedule below
To add twenty (20) locomotives to the existing operational fleet by March 2015.
You will introduce Passenger services in Kampala by December 2014
The above conditions are the parameters to be used closely monitor RVRU within the extension period and are to address the several factors attributed to this poor performance. Principal among them were the late investment in asset acquisition and/or improvement due to delays in financing by the lenders, delay in settlement of Political Risk Events claims arising from 2008 and 2009 events by GoK, operating and third party challenges, such as lack of a 24 hour shift programme for rail served areas and other economic factors affecting their competitiveness, such as Rail development levy in Kenya.
Three examples below can adequately demonstrate the effect of late financing.
The rehabilitation of locomotives in Uganda that was supposed to start in October 2012 is yet to take off mainly because of delayed delivery of spares so the motive power shortage has been a major challenge to the concessionaire but RVRU is in the process of receipt of delivery of four locomotive units within September 2014.
The replacement of worn out track curves between Malaba and Kampala whose investment had been approved in November 2012 has also been delayed. The first consignment of steel sleepers was delivered in February 2014.
Delivery of four additional locomotives from the US is only expected to begin in September 2014.
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As a result, these investments have not yet had a significant impact on the freight improvement strategy.
9.2.3 Key Performance Indicators The performance of the concessionaire on the Key Performance Indicators is shown in the table below:
Table 9.2: Key Performance Indicators
Indicator FY 2010/11
FY 2011/12
FY 2012/13
FY 2013/14
% change
Net ton-km ('000) 154,227 153,459 124,388 137,982 11%
Net tones 675,457 686,605 548,878 604,247 10%
Net tonnes by rail ferries through Port Bell 4,516 39,985 7,971 -80%
Wagon Productivity (tkm/wagon '000) 112 116 94 80 -15%
Traffic Density ('000 tkm/km) 458 455 367 379 3%
Locomotive Availability (%) 32.5 34.4 59 57 -3%
Locomotive productivity (km/loco/day) 131 168 142 187 32%
Wagon Transit Time MSA-KLA (days) 16 12 8 9 -18%
Wagon turn- round time MSA-KLA-MSA (days) 27 27 28 34 -22%
Average (route)km 228 224 227 218 -4%
Km of rail maintained 337 337 250 634 154%
Km of rail improved /upgraded 0 0 384
Percentage of Total active track length under Temporary Speed Restriction (TSR) %
41 30 64 30 53%
Number of reported accidents 157 270 219 126 42%
Number of fatalities 4 8 5 7 -40%
Source: Uganda Railways Corporation
9. 3 Revitalising Railway Transport Government is pursuing a two prong strategy in revitalising the railway transport system in a wider context of a multi-modal transport plan.
The first aspect is the rehabilitation of existing lines to improve safety, reliability and service delivery as an interim measure.
The second and most important aspect is the development of a modern high capacity railway transport system, the Standard Gauge Railway (SGR).
9.3.1 Rehabilitation of the Existing Lines a) Kampala – Malaba / Tororo - Pakwach
Government is considering rehabilitating the existing railway network as a stop-gap (palliative) arrangement. This rehabilitation can be done at a much lower cost (circa 15% of the upgrading/reconstruction costs). The envisaged rehabilitation should give the railway network sufficient capacity for the next 5-10 years.
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Given the much smaller amounts involved, it is possible that Uganda’s traditional Development Partners will be willing to provide the required funding. A financing proposal was presented to the East African Co – Financing match making conference at Victoria Serena in June 2013.
Meanwhile RVR has embarked on the re-opening of Tororo-Gulu-Pakwach and so far the line is operational up to Gulu. They are expected to reach Pakwach by October 2014. Under a second phase of the line rehabilitation, RVR has approached government to jointly fund the ballasting of the entire line at a cost of about $16 million. RVR also plans to invest 12.6 million on improvement of curves of total length 117 km between Malaba and Kampala and work is expected to start in the first quarter of 2014.
b) Reopening of the Southern Route (Port Bell – Mwanza- Dar es Salaam)
Normalization of the vital and strategically important southern route remains a challenge but government remains committed to find a lasting solution. In August 2012, rehabilitation of the wagon ferry MV Kaawa was completed and it started sailing again. The procurement of the contractor for rehabilitation of MV Pamba was completed during and works are waiting funding.
However due to limited capacity of RVR and TRL to provide the requisite locomotives and wagons to feed the ship from Kampala and Dar es Salaam respectively the ship continues to carry bulk cargo which is time consuming. Government is negotiating with RVR on modalities for overcoming this problem and returning the vessels to Roll-On Roll-Off operation which is more efficient. This may involve returning some operational responsibility to URC and provision of locomotives and wagons at mutually agreed terms. Another possibility on the table may involve government rehabilitating disused locomotives and wagons for deployment in Tanzania.
9.3.2 Proposed Standard Gauge Railway Construction Considering that the existing lines are dilapidated and have outlived their technical and economic life, an opportunity is now available to construct a new modern high capacity standard gauge railway. This would enable the country and the region to enjoy the known advantages of standard gauge, including better availability and lower cost of railway equipment, and higher transportation capacity. This will result into lower costs of railway transport.
The technical standard improvements proposed for the new lines are as follows:
A wider track gauge i.e. Standard Gauge (1.435 m) instead of the existing “narrow” Metre Gauge (1.000 m).
Substantially improved vertical alignment (grades < 1.2%) and horizontal alignment (curvature > 1,200m radius).
Much higher operating speeds i.e. from the current (design) maximum of 56 to 120 kph.
More robust railway track to enable the operating of much heavier trains i.e. from 15 to 25 tonne axle loading.
Longer crossing loops to enable the operating of much longer trains i.e. from 500 to 880 m.
Possibility of future operating of double-stack container wagons.
Possibility of future upgrading to electric traction.
Government has already issued timelines of SGR development with 2018 as completion year.
9. 4 Completed and On-Going Projects a) EATTFP - World Bank-funded Rehabilitation and Upgrading of Railway Wagon Ferry MV
Kaawa and Floating Dry Dock
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Rehabilitation and upgrading of the railway wagon ferry MV Kaawa and the floating dry dock was completed in 2012. Some further upgrading works recommended by the classification society are being undertaken to bring the ship to current industry standards. However, the wagon ferry is yet to operate on Roll-On-Roll-Off (RORO) basis due to severe challenges of rolling stock and locomotive availability in RVR and Tanzania Railways Limited.
b) EATTFP- World Bank-funded Construction of a Rail Container Depot (ICD) at Mukono Railway Station (Phase 1)
In order to improve operational efficiency, a new railway ICD is being built at Mukono and the first phase which includes hard stands, access roads and functional buildings is expected to be completed by end of June 2014. The works worth USD 8.6 million will be completed before the end of September 2014.
c) Design of a New Multi-purpose Ship and remodelling of Port Bell and Jinja Pier
After initial stalling due to shortage of funds, the design study resumed during September 2013. Progress on this project has been slow because of poor cash flow.
d) KFW-funded Wagon Overhaul Project (Phase II)
Procurement of the wagon spare parts worth a total of EUR 2.387 million by URC was substantially completed in January 2012 under a KfW grant. RVR will contribute labour and other contingent spares at a cost of $2.2 million. The rehabilitation of the 365 wagons is ongoing and by end of July 2014 over 361 wagons i.e. 99% had been completed.
e) Overhaul and Rehabilitation of Eight Diesel Locomotives
The overhaul and rehabilitation of eight locomotives at an estimated cost of USD 3.7 million was approved by URC in May 2012 and was supposed to have started in October 2012. However, the project is yet to get off the ground due longer-than-expected lead times and other internal challenges. This has severely hampered the much anticipated improvement in locomotive availability and reliability and hence overall contribution to better freight carriage figures.
f) Acquisition of Four Used Diesel Locomotives
RVR plans to purchase four high capacity (2800HP GE diesel-electric locomotives at a cost of $ 4.62 million. A joint URC-KRC technical team carried out pre-remanufacture inspection of the locomotives in January 2014.
g) Rehabilitation of the Tororo - Pakwach Railway Line (500 km)
As stated earlier, RVR has embarked on the rehabilitation of the closed Tororo - Pakwach railway line at a cost of about $2 million. Part of the line Tororo – Gulu was officially re-opening in September 2013. The rest of the line from Gulu – Pakwach is yet to be finished and the delay is due to reinstatement of five level crossings that had been removed during the construction of Karuma – Pakwach road. UNRA has procured a consultant and is to commence this work in
Phase two involving installation of stone ballast and track geometry improvement is expected to cost at least USD 16 million. This phase is expected to be undertaken during the FY 2014/15. When
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completed, these repairs will improve service levels and allow the line to take some of the oil production and refinery traffic which is expected to peak around 2017.
9.5 The Standard Gauge Railway Network Background
During a summit meeting held in Entebbe, Uganda on June 25, 2013, the Presidents of Uganda, Kenya, and Rwanda agreed that the proposed Mombasa-Kampala SG railway be extended to Kigali, Rwanda. At a subsequent meeting of the Ministers responsible for Transport of the three countries held in Nairobi on July 24, 2013, it was agreed that the bilateral agreement between Kenya and Uganda be upgraded to a tripartite agreement to include Rwanda. This was finalized in the summit meeting of the Presidents of Kenya, Uganda and Rwanda held in Mombasa, Kenya on August 28, 2013, wherein the Ministers of the three countries responsible for Transport signed a new tripartite agreement to replace the Kenya-Uganda bilateral agreement of September 2012.
In order to optimize the routing of the proposed Kampala-Kigali SG railway and to expedite its implementation, the Nairobi Ministerial meeting also agreed that Rwanda joins the on-going procurement process by Uganda for a preliminary engineering design consultant for the Kampala-Kasese SG railway. Consequently, the scope of the required consultancy services was increased to include the proposed SG line to Kigali.
Since July 2013, the agreement has taken on a multilateral nature covering the full length of the northern corridor from Mombasa to Kigali with extensions to the Eastern part of Democratic Republic of Congo (DRC) and from Tororo to Juba in the Republic of South Sudan.
This project involves construction of a high capacity, high efficiency line on a mainly new right of way covering an estimated distance of over 3,000km at an estimated cost of USD 15 bn. The Uganda part alone covers a total distance of 1,600km and is expected to cost about USD 8.5bn.
Project Process
The Ministry of Works and Transport has completed feasibility studies for the upgrading and rehabilitation of the Tororo-Pakwach and the Kampala-Kasese railway lines. A preliminary engineering design study for the Kampala-Malaba line is substantially completed. The procurement for consultants to carry out preliminary engineering design for the Kampala-Kigali line is completed and contract signed in June 2014 and for Tororo-Juba railway line is nearly complete and contract signing scheduled for September 2014.
The Government of Uganda is working on a regional strategy with Governments of Kenya, Rwanda and South Sudan to expedite the development of the main Standard Gauge Railway lines from Mombasa to Kampala, Kigali and Juba. Under the strategy, Member States will undertake the following actions to progress the project;
a) sign a SGR protocol which will operationalize the SGR Regional Agreement (This is complete), b) harmonise the SGR standards to ensure seamless development and operations, c) develop and implement a human resource capacity building strategy for the railway subsector, d) jointly mobilise funding for the construction of the SGR estimated at $8.5 billion for Uganda, e) establish a Railway development Fund and/or earmark sufficient budgetary allocation to the
development of SGR, f) commit the undertaking of SGR developments in the respective countries within the stipulated
timelines to ensure coherent implementation of this regional project.
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It is very promising to note that construction of SGR in Kenya started in 2013 while target completion of the entire SGR in the East Africa region is planned for 2018.
Financing Arrangements
Railway infrastructure construction is very capital intensive i.e. between USD 2 million and USD 6 million per km depending on the terrain and other ground conditions. The railway infrastructure development projects mentioned above will require investment in billions of US Dollars. Given Uganda’s limited financial resources, it will be very challenging to finance these projects without external support.
Accordingly, government financing plans are premised on the Africa 50 Infrastructure Fund and Chinese Infrastructure Fund through China EXIM Bank (CEB).
9.6 Other Achievements Preliminary Engineering design for the development of Malaba - Kampala Standard Gauge
Railway (SGR) project (substantially complete)
Provision of technical support for the construction of a Railway Inland Container Depot (ICD) at Mukono Railway Station Project
Rehabilitation of railways wagons - 359 out of 365 representing 98% under Euros 2.2m KfW funded project at Nalukolongo workshop.
Renovation of URC’s headquarters building
Recruitment of 8 new staff i.e. Chief Concession Officer, Principal Civil Engineer, Legal Officer, Information Technology Officer, Property Management Officer and Executive Assistant to Managing Director and set up of a Concession Monitoring Unit commenced
Support to Ministry of Works and Transport management to SGR development activities
9.7 Challenges and Proposed Mitigation Measures Land Management for the Existing Meter Gauge and Acquisition for the New SGR Right of Way: An elaborate multi-sectoral strategy is being developed. It will involve both social and legal measures aimed at curbing impunity while maintaining community engagement in asset management. Land acquisitions compensations will be rationalized by earmarking common infrastructure corridors for joint use with other sectors such as roads, pipeline and power transmission lines.
Keeping the Metre Gauge running and reliable enough to handle rising Demand in the Period of Construction of SGR: In accordance with the Concession Agreement (2006) and the amending deeds (2010), the Government of Uganda will work with RVR to minimize disruption of operations during construction. However the short term challenge is how to balance investment in running maintenance and development of the standard gauge railway.
Development of sufficient Technical and Managerial Capacity for Design and Construction Supervision and Operations and Maintenance of such a Major Project: From the above outline of project timelines, it is clear that the project will require a large number of technical and managerial staff to manage both construction and operation and maintenance phases. The challenge is being addressed through a regional approach involving the Railway Training Institute of Kenya and a new Railway and Road Polytechnic being set up by Uganda Peoples Defence Forces at Tororo. This will be augmented by collaboration with local and international universities and colleges for specialized and highly technical training. The Kampala summit of February 2014 approved this initiative.
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Further challenges:
Lack of Board which has slowed down strategic and policy decision making
Land management for the existing meter gauge and acquisition for the new SGR right of way
Keeping the metre gauge running and reliable enough to handle rising demand in the period of construction of SGR
Development of sufficient technical and managerial capacity for design, construction supervision, operations and maintenance of SGR project
Rehabilitation and upgrade of the Corporation’s assets – Conceded & Non Conceded
Follow up on the treatment of VAT and WHT on concession fees remittance from RVRU
Delayed investment plans by RVR leading to non-fulfillment of performance targets
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Chapter 10 – Local Governments
10.1 Mission Statement: To ensure that District and Urban council roads are rehabilitated to a fair condition and routinely maintained in order to increase agricultural production and household income in the rural areas, and facilitate trade and industrial production in the urban areas
10.2 Financial Performance The overall budget performance for Vote 500 – Local Governments is detailed in table 10.1
Table 10.1: Financial Performance for Vote 500 UGX bn
Excl. Arrears, Taxes 2012/13 Outturn
Budget (2013/14)
Actual Released (March 14)
% Budget Released
Recurrent
Wage 0.000 0.000 0.000
Non Wage
0.000 0.000 0.000
Development GoU 18.697 26.066 13.033 50
Ext. Fin 0.0000 0.000 0.000
GoU Total 18.697 26.066 13.033 50
Total GoU + URF 18.697 26.066 13.033 50
Arrears and Taxes
Arrears 0.000 0.000 0.000
Taxes 0.000 0.000 0.000
Total Budget 0.000 26.066 13.033 50
Source: Ministerial Budget Policy Statement, June 2014
For RTI the budget performance for FY 2013/14 was as follows:
Approved Budget UGX. 10.9bn
Funds Released 8.81bn
Percentage of Funds released 81.5%
10.3 Programmes and Performance The DANIDA supported U-Growth Programme is a 4-year programme aimed at facilitating agriculture as vehicle for economic development and poverty reduction. It focuses on pro-poor growth, generation of income, and employment in rural areas. The programme started in July 2010 and is scheduled to end in July 2014.
It comprises four components:
Public Agricultural support;
Rural Transport infrastructure Support for Agricultural Development;
Agribusiness Development Initiative; and
Gender for Growth.
101
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The Rural Transport Infrastructure (RTI) component is implemented through MoWT and is a continuation of 12 years of DANIDA support to the country’s road sector financed through Road Sector Programme Support (RSPS) I & II and the Rural Roads Programme (RRP).
10.3.1 RTI Projects and Achievements Table 10.2: RTI Projects for FY 2013/14
Road/Bridge Name
District Planned Kms
Km comp.
Kms in Progress
Budget (UGX) Funds Released (UGX)
Apuyo-Agule Soroti 11.800 6.400 0.000 520,000,000 417,337,797
Apalamio-jom-Adamasiko
10.000 8.000 0.000
Bugondo-Ogora-Kadungulu: Section A
Serere 6.000 6.000 0.000 403,775,000 329,096,376
Bugondo-Ogora-Kadungulu: Section B
6.000 6.000 0.000
Bugondo-Ogora-Kadungulu: Section C
6.000 6.000 0.000
Lokung-Palabekkal road
Lamwo 18.000 18.000 0.000 403,775,000 329,096,376
Langura Bridge (Span)
0.008 0.008 0.000
Pagada Bridge (Span)
0.006 0.006 0.000
Akwalakwala-ogerai-Murem
Kaberamaido
15.000 15.000 0.000 520,000,000 417,337,797
Opiro 19.500 18.800 0.000
Box culvert along Obalanga-Agonga-Amootom road
Amuria 0.003 0.003 0.000 520,000,000 417,337,797
Asamuk Acowa(swamp raising)
1.000 1.000 0.000
Abia-Tubur boarder (Culvert installation)
0.024 0.024 0.000
Amuria-Wera 25.000 5.000 0.000
Abili-Abwoch Gulu 8.600 7.800 0.000 520,000,000 417,337,797
Pabwor-Rwot-Obilo/Bridge
7.800 0.000 0.000
Amarayok-Gwokwoyo
Oyam 9.400 9.400 0.000 520,000,000 417,337,797
Oyam TC-Alao-Amido
11.000 9.000 0.000
Pida- Te opok 5.500 3.500 0.000
Kachumbala- 12.800 12.800 0.000
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Kongunga-Aligoi-Kotia
Amolatar-Amai L/S
Amolatar 5.700 5.700 0.000 520,000,000 417,337,797
Kagga Jn- Ayamawale
6.000 6.000 0.000
Amolatar-Abeja 21.900 6.100 0.000
Akeit-Ogooma-Kalapta; section A
Ngora 14.000 9.000 0.000 403,775,000 329,096,376
Akeit-Ogooma-Kalapta; section B
14.000 5.000 0.000
Kineni - Otingowiye Section 1
Pader 8.800 8.800 0.000 520,000,000 417,337,797
Kineni - Otingowiye Section 2
8.800 8.800 0.000
Lapul - Atanga 19.000 19.000 0.000
Pajule-Lagwai-Kimia
25.700 25.700 0.000
Ongino-Malera Sec B
Kumi 10.000 4.600 0.000 520,000,000 417,337,797
Kumi-Omatenga sec C
16.000 4.300 0.000
Ogooma-Kalapata Sec C
10.000 2.500 0.000
Odoot-Ngairam-Palam
Katakwi 5.000 5.000 0.000 520,000,000 417,337,797
Magoro-Angisa 15.000 15.000 0.000
Lebngec-Langwen Sec 2
Nwoya 6.000 6.000 0.000 403,775,000 329,096,376
Lebngec-Langwen Sec 3
4.200 4.200 0.000
Adagnyeko-Abakuli
Dokolo 11.000 11.000 0.000 520,000,000 417,337,797
Anget-Awiealem 7.000 7.000 0.000
Agwata-Apac 2.200 2.200 0.000
Akwanga-Adagnyeko Bridge (in spam)
0.003 0.003 0.000
Apele-Adwong Okun-Kidilani
Apac 8.600 8.600 0.000 520,000,000 417,337,797
Ayabi-Ogwill 9.200 9.200 0.000
Chawente-Gweng L. Site
5.000 5.000 0.000
Cura-Akalocero Lira 15.300 15.300 0.000 520,000,000 417,337,797
Box culvert (1No.) at
0.004 0.004 0.000
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Okwaloamara
Ingwenya – Awei Alebtong 8.500 8.500 0.000 403,775,000 329,096,376
Box culvert (1No) at Aminuobia
0.003 0.003 0.000
Odokomit-Olyelowidyel
Agago 17.000 17.000 0.000 403,775,000 329,096,376
Wol-Kimia 2.900 2.900 0.000
Lamongi-Pyelemot
Amuru 5.200 5.200 0.000 520,000,000 417,337,797
Akole Bridge (vented drift)
0.004 0.004 0.000
Okalocwan-statefarm
6.000 6.000 0.000
Alito-Ngeta Kole 13.000 13.000 0.000 403,775,000 329,096,376
Mucwini – Kitgum Matidi
Kitgum 10.600 10.200 0.000 520,000,000 417,337,797
Mucwini-Abino 5.000 5.000 0.000
Ikwee-Amackide Otuke 10.000 10.000 0.000 403,775,000 329,096,376
Olilim TC - Ogwette Jn
8.000 8.000 0.000
River Moroto - Alangi P/S
10.000 10.000 0.000
Totals 518.055 422.555 0.000 10,510,200,000 8,475,500,166
104Page 117 of 139
Chapter 11 – Kampala Capital City Authority (KCCA)
11.1 Introduction The Kampala Capital City Act, 2010 that came into force on the 1st of March 2011 created a new institution, Kampala Capital City Authority (KCCA), under the supervision of the Central Government.
KCCA is mandated with provision of services in the city that enable residents and businesses operating in the city function in an environment that supports development. Specifically, the authority is obliged to plan, implement, and monitor the delivery of public services, and direct and control city development. KCCA meets this mandate by implementing programmes financed by Government, Development Partners as well as its own local revenue.
11.2 Budget Performance Table 11.1 below shows the budget performance of KCCA for FY 2013/14 for Transport Sector projects and programmes. The budget release for FY 2013/14 was 97.08% of the approved budget.
Table 11.1: KCCA Financial Performance UGX bn
Excl. Arrears, Taxes Budget (2013/14)
Actual Released (June 14)
% Budget Released
Recurrent Wage 45.04 44.99 99.89
Non Wage
12.73 12.25 96.23
Development GoU 60.65 59.51 98.12
URF 12.50 12.43 99.44
Total GoU + URF 73.15 71.94 98.35
Total Budget 130.92 129.18 98.68
Note:
The total GOU released funds as at June 2014 is UGX 129.18 Bn against a budget of UGX 130.85 Bn which is 99% of the budgeted funds released.
NTR collected as at 31st May 2014 is UGX 64.080 billion against annual target of
UGX 68.1 Billion
The total URF released funds as at June 2014 is UGX 12.43 billion against a budget of UGX 12.5 Billion
11.3 Performance on the Golden Indicators Two indicators have been measured for FY 2013/14:
Length of paved road network is now 483.5km. This is 20km more than FY 2012/13 and;
The travel time in Kampala is 2.7 minutes / km, this is 0.2 min/km more than FY 2012/13
105Page 118 of 139
11.4 General Performance
11.4.1 Roads Improvement A total of 34.40km of new roads were commissioned to be reconstructed/upgraded and maintained in the City. This was in addition to 29.1 km which were still under construction by close of 2012/13 making a total of 64km. During the year a total of 20.5 km of roads was completed. The progress on the various roads is summarized below;
Table 11.2: Completed and Ongoing Projects
# Project
Road name Road length
Lane length
Division Intervention STATUS
1 Rehabilitation of Kisota road
Kisota 1.00 2.00 Nakawa Upgrading Completed
2 Upgrading of gravel roads to Bitumen Phase1 (KIIDP-1)
Bukoto-Kisasi 3.00 6.00 Nakawa Upgrading Completed
Kawempe-Ttula 2.90 5.80 Kawempe Upgrading Completed
Mpererwe-Tula 3.30 6.60 Kawempe Upgrading Completed
3 Upgrading to Paved road
Banda Circular 1.90 3.80 Nakawa Upgrading Completed
4 Reconstruction of Paved roads
Mutungo-Biina 2.80 5.60 Nakawa Reconstruction Completed
5 Periodic maintenance
Nsambya & Hanlon road
1.90 3.80 Makindye Periodic Maintenance
Completed
6
Rehabilitation of paved roads
Kabaka’njagala 0.97 2.43 Lubaga Reconstruction
Completed Kalinda road 0.33 0.83 Lubaga Reconstruction
Ssekabaka Kintu 1.07 2.14 Lubaga
Upgrade to paved
8 Reconstruction of Paved roads
Nabunya road 0.27 0.54 Lubaga Reconstruction Completed
Kabusu road 1.10 2.20 Lubaga Reconstruction
9
Design and build for rehabilitation and strengthening of 5.45km of PAVED city roads to include supervision
Nakasero Road 1.56 3.12 Central Reconstruction
Completed
Lumumba Avenue -1
0.55 1.10 Central Reconstruction
Buganda Road 2.12 8.48 Central Reconstruction
Queens lane 0.28 0.56 Central Reconstruction
Wandegeya rise 0.50 1.00 Central Reconstruction
Lourdel road 0.58 1.16 Central Reconstruction
Nakasero rise 0.35 0.70 Central Reconstruction
Lumumba road-2 0.35 0.70 Central Reconstruction
Biashara 0.29 0.58 Central
Upgrade to paved
Mulondo 0.32 0.64 Central
Upgrade to paved
Market parking 0.30 0.60 Central
Upgrade to paved
10 Maintenance of a Section of Jinja Road
Jinja Road 2.85
17.10 Central Rehabilitation 97% Completed, final touch up
11 Kafumbe mukasa road by Stirling
Kafumbe Mukasa 0.67
1.68 Central Reconstruction completed
12 Mbogo road by Omega
Mbogo road 1.80
3.60 Makindye Reconstruction stalled, contract terminated
106Page 119 of 139
# Project
Road name Road length
Lane length
Division Intervention STATUS
13
Reconstruction / upgrade Lot-1 EnergoProjekt
Lugoba 3.85
7.70 Kawempe Upgrading
earthworks on going
Bahai 2.85
5.70 Kawempe Upgrading
Kyebando Central 1.00
2.00 Kawempe Upgrading
14
Reconstruction / upgrade Lot-2 EnergoProjekt
Mutundwe 4.50
9.00 Lubaga Upgrading
Pavement layers on Mutundwe
Weraga 2.45
4.90 Lubaga Reconstruction
Wansaso 0.18
0.36 Lubaga Reconstruction
15 Reconstruction / upgrade Lot-3 Kiru General Services Ltd
Gomotoka 0.76
1.52 Lubaga Upgrading Completed
16
Reconstruction / upgrade Lot-4 CCCC
Go down 0.80
1.60 Makindye Upgrading
Pavement layers and drainage
Bukasa Ring 3.00
6.00 Makindye Upgrading
Church road 1.50
3.00 Makindye Upgrading
Kibuli road 0.40
0.80 Makindye Reconstruction
17
Reconstruction / upgrade Lot-5 Abubaker Technical Services and General Supplies
Kintu 1.00
2.00 Nakawa Reconstruction substantially completed
Canon 0.65
1.30 Nakawa Upgrading substantially completed
Kamuli Link 0.58
1.16 Nakawa Upgrading substantially completed
CirculaD drive 0.40
0.80 Nakawa Reconstruction substantially completed
Valley Drive 0.80
1.60 Nakawa Reconstruction substantially completed
Corporation 0.27
0.54 Nakawa Reconstruction substantially completed
Martyr's Road 0.27
0.54 Nakawa Reconstruction substantially completed
Wanainchi 0.40
0.80 Nakawa Reconstruction substantially completed
Access 2 0.10
0.20 Nakawa Reconstruction substantially completed
UNEB Access 0.35
0.70 Nakawa Reconstruction substantially completed
Lakeside 1.00
2.00 Nakawa
Upgrading substantially completed
Radio Maria 0.55
1.10 Nakawa
Upgrading substantially completed
Mutungo-1 0.75
1.50 Nakawa
Upgrading substantially completed
Mutungo Ring-2 0.75
1.50 Nakawa
Upgrading substantially completed
Kabalega Crescent 0.30
0.60 Nakawa
Reconstruction substantially completed
107Page 120 of 139
Buvuma 0.27
0.54 Makindye Reconstruction substantially completed
# Project
Road name Road length
Lane length
Division Intervention STATUS
17
Reconstruction / upgrade Lot-5 Abubaker Technical Services and General Supplies
Muwafu Road 0.23
0.46 Nakawa Reconstruction
Earthworks and pavement layers completed. Expected to be completed by October 2014
Martyr’s Rise 0.05
0.10 Nakawa Reconstruction
Martyr’s Drive 0.24
0.48 Nakawa Reconstruction
Martyr’s Gardens Road A and B
0.50
1.00 Nakawa Upgrading
Martyr’s Link 0.17
0.34 Nakawa Upgrading
The Upgraded Gomotoka Road in Lubaga Division
11.4.2 Street Lights The efforts to light the City using solar street lighting were further supported through a donation of 98 LED solar lights from the Chinese Government.
These lights have been installed on Kabaka-Anjagala Road, Mbogo Road, State House Road and around USAFI market. This technology is still on a pilot phase and once proven will be rolled out to cover other areas of the City.
Street lighting along Kabaka Anjagala in Lubaga Division
108
Page 121 of 139
In the FY2013/14, a total of UGX 2.00Bn was allocated for electrical works including electricity bills for street lighting. As at end of May 2014, UGX 1.772 Bn had been spent on the following;
Re- installed street lights in the following areas; Wampewo Avenue, Parliament Avenue, Dewinton rise, Shimoni Road, Entebbe Road, Clement Hill, Yusuf Lule Road, Kiira Road , Windsor Crescent , Winsor loop, Mabua Road, Upper Kololo Terrace, Lower Kololo Terrace Somero Road and Acacia Avenue
Payment of electricity bills for street lights
11.4.3 Other Accomplishments KCCA started on the road infrastructure mapping, inventory and condition assessment. This
will provide the input into road maintenance planning using the road management system /tools;
LIDAR FLIP-MAP by FUGRO carrying out LIDAR Aerial Mapping of Kampala
Completion of installation of sewer line along Kafumbe-Mukasa Road;
Completion of construction of the New Taxi Park;
Construction of New Taxi Park completed
KCCA undertook registration of motorcycles in the City with the purpose of streamlining this industry. A total of 65,783 motorcycles were registered of which 2,414 were Corporate owned 8,976 were for personal use and 54,393 representing 83% as Boda Boda. The registration data has been useful to inform our proposed strategies that will be enforced before the end of the calendar year.
KCCA together UNRA have prepared the Kampala Flyover Project where UNRA will be responsible for the highly specialised city infrastructure and KCCA will be responsible for the operation and maintenance. UNRA has recently completed the procurement process of engaging the detailed design consultant.
109Page 122 of 139
KCCA completed the Lubigi Drainage Channel construction in the Vicinity of the Northern Bypass around Bwaise under the Kampala Institutional Infrastructure Development Project.
Construction of Lubigi Drainage Channel completed
11.5 Challenges and Proposed Mitigation Measures Staffing: Inadequate staffing to carry out the work load and increased maintenance
responsibility on the improving road network
Funding: There is a lack of funds for much needed rehabilitation and construction projects in the City yet the public now has very high expectations
The Right of Way/Road Reserves for the City Road network were never gazetted. Road upgrading projects are carried out with a lot of difficulty.
City Road Works: Carrying out road works and even routine maintenance tasks like sweeping roads is a massive safety issue for our workers. Working space is always breached by drivers and slow down/road-works signs are seldom respected.
Legislation: Lack of enabling policies and regulations to manage public transport and general traffic management (street parking and heavy goods vehicles).
Decongestion: Tackling congestion in the Capital City requires total commitment from the Government of Uganda to fund mass transport infrastructure and deliberately encourage public private partnerships so as to attract meaningful investment in public transport. The major challenge is to move from boardroom talking to implementation with resources dedicated to this noble cause.
110
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112
Page
125
of 1
39
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uth
Afr
ica
,Jo
rda
n,B
urk
ina
Fa
so a
nd
So
ma
lia
). T
he
oth
er
3 (
Bu
run
di,
Qa
tar
an
d D
RC)
we
re
re-n
ego
tia
ted
on
iss
ue
s o
f fi
fth
fr
ee
do
m r
igh
ts a
nd
re
-d
esi
gna
tio
n.
#3N
o. o
f Pr
ogr
am
me
s o
f a
ir
tra
nsp
ort
co
ord
ina
ted
2
2
100%
Ach
ieve
dTh
e t
wo
we
re A
ir T
ran
spo
rt
Faci
lita
tio
n P
rogr
am
me
s a
t n
ati
on
al
an
d E
AC
leve
l. S
ix
me
eti
ngs
we
re h
eld
to
co
ord
ina
te t
he
pro
gra
mm
es
OU
TPU
T04
0105
Wat
er a
nd R
ail T
rans
port
Pro
gram
mes
Coo
rdin
ated
and
Mon
itor
ed.
SPEN
DIN
G0.
100.
100.
0810
0.0%
80.0
%80
.0%
#1%
of
ma
jor
wa
ter
an
dra
ilw
ay
acc
ide
nts
in
vest
gate
d50
100
200%
Ach
ieve
dA
ll t
he
re
po
rte
d a
ccid
en
ts w
ere
in
est
iga
ted
#2N
o.
of
Ma
rin
eV
ess
els
regi
ste
red
,in
spe
cte
da
nd
lice
nce
d
200
84
0
420%
Ach
ieve
dG
oo
d c
oo
rdin
ati
on
be
twe
en
M
DA
s e
na
ble
d i
nsp
ect
ion
of
vess
els
su
rpa
sss
the
pla
nn
ed
o
utp
ut
for
the
ye
ar.
No
te t
ha
t th
e o
vera
ll t
arg
et
wa
s 70
0 a
nd
n
ot
200
#3N
o.
of
wa
ter
tra
nsp
ort
pro
gra
mm
es
Coo
rdin
ate
d4
7
17
5%A
chie
ved
Som
e o
f th
e p
rogr
am
s w
ere
sp
on
sore
d b
y in
tern
ati
on
al
org
an
isa
tio
ns.
The
se p
rogr
am
es
incl
ud
e:I
nte
r G
ove
rnm
en
tal
Sta
nd
ing
Com
mit
tee
on
Sh
ipp
ing(
ISCO
S), L
ake
Vic
tori
a
Ba
sin
Co
mm
issi
on
(A
VB
C), I
nte
r G
ove
rnm
en
tal
Au
tho
rity
on
D
eve
lop
me
nt
(IG
AD
), N
ort
he
rn
Corr
ido
r Tr
an
spo
rt T
rad
ing
Faci
lity
(NTT
FA)
an
dCe
ntr
al
Corr
ido
r Tr
an
spo
rt T
rad
ing
Faci
lity
CCT
TFA
.
Indi
cato
rs
Indi
cato
rs
113
Page
126
of 1
39
Vot
e Fu
ncti
on04
02Tr
ansp
ort
Serv
ices
and
Infr
astr
uctu
re
VF
SPEN
DIN
G (
GoU
+Don
or)
49.6
539
.07
33.4
078
.7%
67.3
%85
.5%
VF
SPEN
DIN
G (
GoU
)49
.65
39.0
733
.40
78.7
%67
.3%
85.5
%
OU
TPU
T04
0206
Dev
elop
men
t of
Rai
lway
s
SPEN
DIN
G6.
746.
574.
8997
.5%
72.6
%74
.4%
Dra
ft F
ina
l R
ep
ort
fo
r th
e p
reli
min
ary
e
ngi
ne
eri
ng
de
sign
to
up
gra
de
to
sta
nd
ard
ga
uge
ra
ilw
ay
ne
two
rk
be
twe
en
M
ala
ba
/Ka
mp
ala
p
rep
are
d.
Dra
ft F
ina
l R
ep
ort
D
iscu
sse
d a
nd
A
pp
rove
d.
100%
Ach
ieve
dPr
ogr
ess
is
on
sch
ed
ule
Pre
lim
ina
ry
Engi
ne
eri
ng
De
sign
to
up
gra
de
Ka
mp
ala
Ka
sese
ra
ilw
ay
lin
e
com
me
nce
d
Pre
lim
ina
ry
Engi
ne
eri
ng
De
sign
to
up
gra
de
Ka
mp
ala
Ka
sese
ra
ilw
ay
lin
e
com
me
nce
d,
pro
cure
me
nt
con
clu
de
d a
nd
co
ntr
act
sig
ne
d
100%
Ach
ieve
dPr
ogr
ess
is
on
sch
ed
ule
OU
TPU
T04
0251
Mai
nten
ance
of
Air
craf
ts a
nd B
uild
ings
(EA
CAA
)
SPEN
DIN
G1.
500.
870.
6458
.0%
42.7
%73
.6%
#1N
o o
f st
ud
en
ts p
ass
ed
ou
t (g
rad
ua
ted
)50
4896
%M
oder
atel
y Sa
tisf
acto
ryTh
ere
ha
s b
ee
n d
ela
yed
co
mp
leti
on
of
cou
rse
s d
ue
to
la
ck o
f e
qu
ipm
en
t a
nd
lim
ite
d
op
era
tio
na
l fu
nd
s le
ad
ing
to
ext
en
sio
n o
f th
e c
om
ple
tio
n o
f th
e c
ou
rse
s.
#2N
o o
f st
ud
en
ts e
nro
lle
d i
n
East
Afr
ica
n C
ivil
Avi
ati
on
A
cad
em
y (E
ACA
A)
5070
140%
Ach
ieve
d
OU
TPU
T04
0281
Cons
truc
tion
/Reh
abili
tati
on o
f R
ailw
ay In
fras
truc
ture
SPEN
DIN
G0.
550.
470.
3985
.5%
70.9
%83
.0%
Indi
cato
rs#1
No
of
op
era
tin
g w
ago
n84
384
310
0%A
chie
ved
Indi
cato
rs
Indi
cato
rs
#1St
atu
s o
f fe
asi
bil
ity
stu
die
s a
nd
en
gin
ee
rin
g d
esi
gn
114
Page
127
of 1
39
Vot
e Fu
ncti
on04
03Co
nstr
ucti
on S
tand
ards
and
Qua
lity
Ass
uran
ce
VF
SPEN
DIN
G (
GoU
+Don
or)
19.6
216
.66
13.6
084
.9%
69.3
%81
.6%
VF
SPEN
DIN
G (
GoU
)19
.62
16.6
613
.60
84.9
%69
.3%
81.6
%
OU
TPU
T04
0303
Mon
itor
ing
Com
plia
nce
of C
onst
ruct
ion
Stan
dard
s an
d un
dert
akin
g R
esea
rch
SPEN
DIN
G1.
741.
240.
9071
.3%
51.7
%72
.6%
#1N
o. O
f e
nvi
rom
en
tal
com
pli
an
ce a
ud
its
con
du
cte
d49
3878
%M
oder
atel
y Sa
tisf
acto
ryTh
ere
we
re n
o f
un
ds
for
4th
q
ua
rte
r.So
me
did
n’t
go
fo
r a
ud
its
#2N
o. o
f st
an
da
rds
com
pli
an
ce
au
dit
s co
nd
uct
ed
on
LG
s ro
ad
s
4938
78%
Mod
erat
ely
Sati
sfac
tory
The
re w
ere
no
fu
nd
s fo
r 4t
h
qu
art
er.
Som
e d
idn
’t g
o f
or
au
dit
s
Vot
e Fu
ncti
on04
04D
istr
ict,
Urb
an a
nd C
omm
unit
y A
cces
s R
oads
VF
SPEN
DIN
G (
GoU
+Don
or)
20.7
117
.98
12.8
486
.8%
62.0
%71
.4%
VF
SPEN
DIN
G (
GoU
)20
.71
17.9
812
.84
86.8
%62
.0%
71.4
%
OU
TPU
T04
0481
Urb
an r
oads
con
stru
ctio
n an
d re
habi
litat
ion
(Bit
umen
sta
ndar
d)
SPEN
DIN
G2.
082.
081.
5810
0.0%
76.0
%76
.0%
#1N
o. K
m o
f u
rba
n p
ave
d r
oa
ds
ma
inta
ine
d (
Peri
od
ic)*
4033
83%
Mod
erat
ely
Sati
sfac
tory
#2N
o. K
m o
f u
rba
n u
np
ave
d
roa
ds
ma
inta
ine
d (
Peri
od
ic)*
250
210
84%
Mod
erat
ely
Sati
sfac
tory
#3N
o. K
m o
f u
rba
n u
np
ave
d
roa
ds
ma
inta
ine
d (
Ro
uti
ne
)*2,
600
2,34
590
%M
oder
atel
y Sa
tisf
acto
ry
#4N
o. K
m o
f u
rba
n p
ave
d r
oa
ds
ma
inta
ine
d (
Ro
uti
ne
)*48
038
079
%M
oder
atel
y Sa
tisf
acto
ry
Pro
gre
ss o
n t
he
Ka
pch
orw
a
tow
n r
oa
ds
sta
lle
d d
ue
to
d
ela
ys i
n a
pp
rova
l a
nd
re
mm
ita
nce
of
fun
ds
to
Kap
cho
rwa
To
wn
Co
un
cil.
La
te
rele
ase
of
fun
ds
an
d b
rea
k d
ow
n o
f m
ach
ine
ry a
nd
e
qu
ipm
en
t
Indi
cato
rs
Indi
cato
rs
115
Page
128
of 1
39
Vot
e Fu
ncti
on04
05M
echa
nica
l Eng
inee
ring
Ser
vice
s
VF
SPEN
DIN
G (
GoU
+Don
or)
16.9
815
.75
11.8
692
.8%
69.8
%75
.3%
VF
SPEN
DIN
G (
GoU
)16
.98
15.7
511
.86
92.8
%69
.8%
75.3
%
OU
TPU
T04
0503
SPEN
DIN
G0.
240.
230.
1895
.8%
75.0
%78
.3%
Indi
cato
rs#1
% o
f G
ove
rnm
en
t ve
hic
les
insp
ect
ed
aga
inst
th
e t
ota
l Pr
ese
nte
d
9510
010
5%A
chie
ved
Ad
qu
ate
pe
rso
nn
el
we
re i
n
pla
ce t
o c
arr
y o
ut
insp
ect
ion
OU
TPU
T04
0505
SPEN
DIN
G5.
304.
714.
3288
.9%
81.5
%91
.7%
Indi
cato
rs#1
%a
vail
ab
ilit
yo
fth
ep
lan
ne
do
pe
rati
ng
tim
efo
rM
VKa
lan
gala
9545
47%
Not
Ach
ieve
dM
V K
ala
nga
la d
id n
ot
op
era
te
for
6 m
on
ths
as
she
wa
s u
nd
erg
oin
g re
ha
bil
ita
tio
n i
n
Mw
an
za.
OU
TPU
T04
0506
SPEN
DIN
G0.
650.
650.
6210
0.0%
95.4
%95
.4%
Indi
cato
rs#1
% a
vail
ab
ilit
y o
f th
e
Go
vern
me
nt
Pro
toco
l Fl
ee
t80
8310
4%A
chie
ved
Fun
ds
we
re s
uff
icie
nt
to m
ee
t th
e t
arg
et
Mai
nten
ance
of
the
Gov
ernm
ent
Prot
ocol
Fle
et
Ope
rati
on a
nd M
aint
enan
ce o
f M
V K
alan
gala
Shi
p an
d
othe
r de
lega
ted
ferr
ies
Mec
h Te
ch A
dvis
e re
nder
ed &
gov
t ve
hicl
e in
vent
ory
mai
ntai
ned.
116
Page
129
of 1
39
Vot
e 11
3: U
GA
ND
A N
ATI
ON
AL
RO
AD
S A
UTH
OR
ITY
GoU
1,27
9.73
1,26
7.66
1,25
5.84
99.1
%98
.1%
99.1
%
GoU
+ D
onor
1,93
3.66
7
1,
751.
149
1,73
9.33
5
90.6
%90
.0%
99.3
%
COD
ED
ESCR
IPTI
ON
BU
DG
ET/
AN
NU
AL
TAR
GET
201
3/20
14R
ELEA
SE/
ACT
UA
L EN
D 2
013/
2014
SPEN
T%
BU
DG
ET
REL
EASE
D%
BU
DG
ET
SPEN
T%
REL
EASE
SPE
NT
% T
AR
GET
R
EACH
EDPE
RFO
RM
AN
CE
RA
TIN
GEX
PLA
NA
TIO
N F
OR
STA
TUS
Vot
e Fu
ncti
on04
51N
atio
nal R
oads
Mai
nten
ance
& C
onst
ruct
ion
VF
SPEN
DIN
G (
GoU
+Don
or)
1,93
3.67
1,75
1.15
1,73
9.34
90.6
%90
.0%
99.3
%
VF
SPEN
DIN
G (
GoU
)68
5.27
839.
1683
7.55
122.
5%12
2.2%
99.8
%
OU
TPU
T04
5105
Axl
e Lo
ad C
ontr
ol
SPEN
DIN
G0.
780.
000.
700.
0%89
.7%
#DIV
/0!
Indi
cato
rs#1
% o
f ve
hic
les
ove
rlo
ad
ed
4055
Not
Ach
ieve
dTh
e t
arg
et
wa
s n
ot
me
t b
eca
use
o
f th
e w
ea
kne
sse
s in
th
e a
xle
lo
ad
co
ntr
ol
law
; it
is n
ot
de
tere
nt.
OU
TPU
T04
5180
Nat
iona
l Roa
d Co
nstr
ucti
on/R
ehab
ilita
tion
(B
itum
en S
tand
ard)
SPEN
DIN
G93
0.05
564.
1466
2.6
60.7
%71
.2%
117%
#1N
o. (
Km)
of
un
pa
ved
na
tio
na
l ro
ad
s u
pgr
ad
e t
o b
itu
me
n
sta
nd
ard
s* (
eq
uiv
km
)
200
267
134%
Ach
ieve
dTh
e a
chie
vem
en
ts w
ere
ma
de
b
eca
use
mo
st o
f th
e p
roje
cts
ha
d r
un
nin
g co
ntr
act
s fr
om
th
e
FY 2
012/
13#2
% o
f n
ati
on
al
un
pa
ved
ro
ad
s in
go
od
to
fa
ir c
on
dit
ion
*68
6799
%M
oder
atel
y Sa
tisf
acto
ryTh
e t
arg
et
wa
s n
ot
ach
ieve
d
be
cau
se o
f p
rocu
rem
en
t d
ela
ys.
#3%
of
na
tio
na
l p
ave
d r
oa
ds
in
goo
d t
o f
air
co
nd
itio
n*
7880
103%
Ach
ieve
dTh
e a
chie
vem
en
ts w
ere
ma
de
b
eca
use
mo
st o
f th
e p
roje
cts
ha
d r
un
nin
g co
ntr
act
s fr
om
th
e
FY 2
012/
13#4
Nu
mb
er
of
Fin
an
cia
l a
nd
Te
chn
ica
l A
ud
its
on
ro
ad
co
nst
ruct
ion
wo
rks
un
de
rta
ken
*
16
600%
Ach
ieve
d
OU
TPU
T04
5182
Cons
truc
tion
/Reh
abili
tati
on o
f B
ridg
es
SPEN
DIN
G55
.80
30.9
028
.63
55.4
%51
.3%
92.7
%
#1N
o. o
f b
rid
ges
reh
ab
ilit
ate
d3
310
0%A
chie
ved
The
ach
ieve
me
nt
wa
sma
de
b
eca
use
th
ese
we
re r
un
nin
g co
ntr
act
s
#2N
o. O
f n
ew
bri
dge
s co
nst
ruct
ed
106
60%
Not
Ach
ieve
dTa
rge
t n
ot
ach
ieve
d b
eca
use
of
pro
cure
me
nt
de
lays
.
Indi
cato
rs
Indi
cato
rs
Uga
nda
Nat
iona
l Roa
ds A
utho
rity
117
Page
130
of 1
39
VO
TE 1
18: U
GA
ND
A R
OA
D F
UN
DG
oU35
2.85
352.
8535
2.36
100.
0%99
.9%
99.9
%
GoU
+ D
onor
352.
8535
2.85
352.
3610
0.0%
99.9
%99
.9%
COD
ED
ESCR
IPTI
ON
BU
DG
ET/
AN
NU
AL
TAR
GET
201
3/20
14R
ELEA
SE/
ACT
UA
L EN
D 2
013/
2014
SPEN
T%
BU
DG
ET
REL
EASE
D%
BU
DG
ET
SPEN
T%
REL
EASE
SPE
NT
% T
AR
GET
R
EACH
EDPE
RFO
RM
AN
CE
RA
TIN
GEX
PLA
NA
TIO
N F
OR
STA
TUS
Vot
e Fu
ncti
on04
52N
atio
nal a
nd D
isti
ct R
oad
Man
tain
ance
VF
SPEN
DIN
G (
GoU
+Don
or)
352.
8535
2.85
352.
3610
0.0%
99.9
%99
.9%
VF
SPEN
DIN
G (
GoU
)35
2.85
352.
8535
2.36
100.
0%99
.9%
99.9
%
OU
TPU
T04
5251
Nat
iona
l Roa
d M
aint
aina
nce
SPEN
DIN
G35
2.85
352.
8535
2.36
100.
0%99
.9%
99.9
%
#1A
vera
geti
me
(da
ys)
of
dis
bu
rse
me
nt
fro
mth
ed
ate
of
rece
ipt
of
Mo
FPED
rele
ase
s( N
ati
on
al
Ro
ad
s)
1412
.3A
chie
ved
Targ
et
wa
s m
et
du
e t
o
imp
rove
me
nt
in i
nte
rna
l d
isb
urs
em
en
t p
roce
sse
s w
ith
in
UR
F li
ke t
ime
ly a
pp
rova
l o
f w
arr
an
ts.
#2%
of
fun
ds
rele
ase
dto
UN
RA
on
tim
e(a
sp
er
pe
rfo
rma
nce
agr
ee
me
nt)
*
9058
.165
%N
ot A
chie
ved
Un
de
rpe
rfo
ma
nce
wa
s d
ue
to
IF
MS
fail
ure
s fo
llo
win
g th
e
mig
rati
on
to
th
e T
rea
sury
Sin
gle
A
cco
un
t (T
SA)
syst
em
an
d
up
gra
din
g o
f IF
MS
in Q
1 n
ad
Q2
tha
t d
ela
yed
dis
bu
rse
me
nt
of
fun
ds
to U
NR
A.
#3%
of
ap
pro
ved
an
nu
al
bu
dge
t re
lea
sed
fo
r m
ain
ten
an
ce o
f N
ati
on
al
roa
ds
*
9010
011
1%A
chie
ved
Targ
et
wa
s m
et
as
a r
esu
lt o
f go
od
pe
rfo
rma
nce
of
MFP
ED
rele
ase
s a
nd
UR
F d
isb
urs
ing
100%
of
the
fu
nd
s re
ceiv
ed
.O
UTP
UT
0452
52D
istr
ict,
Urb
an a
nd C
omm
unit
y A
cces
s R
oad
Man
tain
ance
SPEN
DIN
G91
.19
48.6
091
.19
53.3
%10
0.0%
187.
6%
#1A
vera
geti
me
(da
ys)
of
dis
bu
rse
me
nt
fro
mth
ed
ate
of
rece
ipt
of
Mo
FPED
rele
ase
s( D
UCA
R)
14.0
9.39
Ach
ieve
dTa
rge
t w
as
me
t d
ue
to
im
pro
vem
en
t in
in
tern
al
dis
bu
rse
me
nt
pro
cess
es
wit
hin
U
RF
like
tim
ely
ap
pro
val
of
wa
rra
nts
.#2
% o
f fu
nd
s re
lea
sed
to
D
UCA
R a
gen
cie
s o
n t
ime
(a
s p
er
pe
rfo
rma
nce
a
gre
em
en
t)*
9063
.370
%N
ot A
chie
ved
Un
de
rpe
rfo
ma
nce
wa
s d
ue
to
IF
MS
fail
ure
s fo
llo
win
g th
e
mig
rati
on
to
th
e T
rea
sury
Sin
gle
A
cco
un
t (T
SA)
syst
em
an
d
up
gra
din
g o
f IF
MS
in Q
1 n
ad
Q2
tha
t d
ela
yed
dis
bu
rse
me
nt
of
fun
ds
to a
gen
cie
s.
#3%
of
ap
pro
ved
an
nu
al
bu
dge
t re
lea
sed
fo
r m
ain
ten
an
ce o
f D
UCA
R r
oa
ds
9010
011
1%A
chie
ved
Targ
et
wa
s m
et
as
a r
esu
lt o
f go
od
pe
rfo
rma
nce
of
MFP
ED
rele
ase
s a
nd
UR
F d
isb
urs
ing
100%
of
the
fu
nd
s re
ceiv
ed
.
Indi
cato
rs
Uga
nda
Roa
d Fu
nd
Indi
cato
rs
118
Page
131
of 1
39
Ann
ex 2
: 9TH
JOIN
T TR
AN
SPO
RT S
ECTO
R RE
VIE
W (J
TSR)
ACT
ION
PLA
N M
ATR
IX 2
013
Sect
ion
A: P
olic
y an
d St
rate
gy
Code
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Re
spon
sibl
e O
rgan
izat
ion
S1
Inad
equa
te
Sect
or
fund
ing
for
Road
M
aint
enan
ce.
Enga
ge M
FPED
on
the
amen
dmen
t of
U
RA
Act
to
en
able
di
rect
tr
ansf
er o
f Ro
ad U
ser
Char
ges
to
URF
, an
d de
fine
the
levy
to
be
tran
sfer
red.
A d
raft
Cab
inet
Mem
o fo
r am
endm
ent
of U
RA
Act
was
res
ubm
itted
and
dis
cuss
ed i
n a
Top
Man
agem
ent
Mee
ting
of
MFP
ED.
It
awai
ts
resu
bmis
sion
to C
abin
et S
ecre
taria
t.
Sept
, 20
14
URF
MoW
T
S2
Lack
of
a Po
licy
and
Fram
ewor
k fo
r ru
ral
tran
spor
t.
Fina
lise
and
subm
it to
Cab
inet
the
Ru
ral T
rans
port
Inf
rast
ruct
ure
and
Serv
ices
Pol
icy
and
Stra
tegy
.
Dra
ft P
olic
y re
ady
for
pres
enta
tion
to T
MT.
Se
pt,
2014
M
oWT
S3
Wea
k U
rban
Tr
ansp
ort R
egul
atio
n.
Com
plet
e th
e U
rban
Tr
ansp
ort
Polic
y fo
r G
reat
er
Kam
pala
M
etro
polit
an A
rea
and
subm
it th
e dr
aft
bill
to
cabi
net
for
the
esta
blis
hmen
t of M
ATA
and
MTR
A
Urb
an tr
ansp
ort P
olic
y w
as fi
nalis
ed.
Sept
20
14
KCCA
/MoW
T
Fina
l re
port
an
d bi
ll fo
r M
ATA
in
pl
ace.
A
ppro
ved
by S
WG
and
to
be a
ppro
ved
by T
MT
for
subm
issi
on t
o Ca
bine
t. L
ette
r fo
r Fi
nanc
ial
clea
ranc
e su
bmitt
ed to
MoF
PED
.
MTR
A C
abin
et M
emo
read
y fo
r su
bmis
sion
to
119
Page
132
of 1
39
Code
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Re
spon
sibl
e O
rgan
izat
ion
Cabi
net S
ecre
taria
t.
S4
Stre
ngth
enin
g th
e Se
ctor
’s
Capa
city
to
ex
ecut
e its
man
date
.
Sign
th
e M
oU
for
impr
oved
co
ordi
nati
on
and
data
ex
chan
ge
betw
een
URF
and
MoW
T.
Dra
ft M
oU p
repa
red
and
appr
oved
by
the
URF
bo
ard.
M
arch
, 201
4 U
RF, M
oWT
S5
Enha
ncin
g tr
ansp
aren
cy
in
the
Sect
or.
Com
men
ce
pilo
ting
th
e Co
nstr
uctio
n Se
ctor
Tra
nspa
renc
y In
itiat
ive
(CoS
T) u
nder
UN
RA.
The
impl
emen
tatio
n of
Co
ST
com
men
ced.
Co
ST A
fric
an R
egio
nal W
orks
hop
held
24
– 28
M
arch
20
14.
Stak
ehol
ders
se
nsiti
satio
n w
orks
hop
plan
ned
for M
ay 2
014
Sept
. 20
14
MoW
T, U
NRA
S6
Dev
elop
men
t of
an
in
tegr
ated
In
ter-
mod
al
and
Mul
ti-M
odal
tran
spor
tatio
n
Dev
elop
/Ini
tiate
a
nati
onal
tr
ansp
ort
mas
ter
plan
stu
dy t
hat
is
cohe
rent
, an
d ho
listic
ally
in
tegr
atin
g al
l m
odes
so
as
to
es
tabl
ish
a Tr
ansp
ort
Sect
or
Inve
stm
ent
plan
for
int
erm
odal
/
mul
timod
al tr
ansp
orta
tion.
Fund
ing
prop
osal
and
the
Ter
ms
of R
efer
ence
w
ere
subm
itted
to th
e Eu
rope
an U
nion
Se
pt.2
014
MoW
T
Sect
ion
B: R
oad
Sub-
Sect
or
120
Page
133
of 1
39
Code
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Re
spon
sibl
e O
rgan
izat
ion
R1
Poor
Roa
d Sa
fety
. Su
bmit
the
Bill
on
the
esta
blis
hmen
t of
th
e N
atio
nal
Road
Sa
fety
A
utho
rity
to
Parli
amen
t.
Requ
est
for
Fina
ncia
l cl
eara
nce
mad
e to
M
oFPE
D.
Cabi
net
Mem
o su
bmitt
ing
the
prin
cipl
es f
or
draf
ting
the
Bill
read
y fo
r su
bmis
sion
to
Ca
bine
t.
Sept
, 20
14
MoW
T
Secu
re
fund
ing
for
the
impl
emen
tatio
n of
th
e dr
iver
’s
trai
ning
&
te
stin
g m
anua
ls
deve
lope
d in
200
7.
Cont
ract
was
sig
ned
and
the
cons
ulta
nt h
as
subm
itted
a d
raft
fin
al r
epor
t to
be
revi
ewed
an
d ap
prov
ed.
Sept
, 20
14
MoW
T
Fina
lise
the
road
des
ign
guid
elin
es
for
impl
emen
tati
on o
f th
e N
on-
Mot
oris
ed T
rans
port
pol
icy.
Dra
ft T
oR f
or t
he c
onsu
ltant
to
deve
lop
the
guid
elin
es d
evel
oped
. Se
pt,
2014
M
oWT
R2
Rava
ging
of
ro
ads
and
brid
ges
by
heav
y ra
ins.
Esta
blis
h ra
pid
emer
genc
y re
spon
se u
nits
for
UN
RA n
etw
ork,
an
d cr
eate
bud
get
for
emer
genc
y m
aint
enan
ce
Not
don
e; h
owev
er,
proc
urin
g ba
iley
brid
ges
and
larg
e di
amet
er c
ulve
rts
and
prep
arin
g bi
d do
cum
ents
fo
r fr
amew
ork
cont
ract
s fo
r em
erge
ncy
wor
ks.
Sept
,201
4 M
oWT,
UN
RA:
R3
Wea
k N
atio
nal
Cons
truc
tion
(i)Im
plem
ent
and
enfo
rce
a sc
hem
e fo
r lo
cal
cont
ract
ors
and
cons
ulta
nts
to h
ave
a m
inim
um
To b
e im
plem
ente
d in
the
new
pro
cure
men
ts
for
wor
ks s
tart
ing
with
GO
U fu
nded
upg
radi
ng
Sept
, 20
14
UN
RA:
121
Page
134
of 1
39
Code
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Re
spon
sibl
e O
rgan
izat
ion
Indu
stry
Cap
acity
.
stak
e in
co
ntra
cts
led
by
inte
rnat
iona
l fir
ms,
sta
rtin
g w
ith
5%
and
10%
lo
cal
cont
ent
by
cont
ract
va
lue
resp
ectiv
ely
for
each
road
pro
ject
.
and
reha
bilit
atio
n w
orks
.
(ii)S
ecur
e fu
ndin
g fo
r cl
assi
ficat
ion
of
loca
l co
ntra
ctor
s an
d co
nsul
tant
s.
Ann
ual
clas
sific
atio
n ac
cord
ing
to t
he v
olum
e of
wor
k do
ne.
Wor
ksho
p he
ld
in
July
20
14
to
disc
uss
cont
ract
or
regi
stra
tion
and
clas
sific
atio
n m
odal
itie
s. C
ross
Road
s w
ill p
rovi
de f
undi
ng
and
tech
nica
l ass
ista
nce
Iden
tifie
d a
Des
k of
ficer
to h
andl
e th
is ta
sk
Sept
, 20
14
MoW
T
R4
Wea
k A
xle
Load
Co
ntro
l. D
omes
ticat
e an
d en
forc
e th
e EA
C le
gisl
atio
n on
Axl
e Lo
ad C
ontr
ol,
and
sens
itise
roa
d us
ers
on t
he
need
for a
xle
load
con
trol
EAC
to
proc
ure
cons
ulta
nts
to
draf
t re
gula
tions
to o
pera
tiona
lize
the
bill.
Ju
ne,
2014
MoW
T, U
NRA
:
R5
Inst
itutio
nal
wea
kne s
ses
in
the
Man
agem
ent
of
DU
CAR.
Subm
it to
Ca
bine
t th
e dr
aftin
g pr
inci
ples
for
the
est
ablis
hmen
t of
a
Uga
nda
Rura
l an
d U
rban
Roa
ds
Aut
horit
y
Add
ition
al in
form
atio
n in
corp
orat
ed a
nd le
tter
re
ques
ting
for
Cert
ifica
te
of
Fina
ncia
l Im
plic
atio
n su
bmitt
ed t
o M
oFPE
D.
Sept
, 20
14
MoW
T
122
Page
135
of 1
39
Code
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Re
spon
sibl
e O
rgan
izat
ion
R6
Ope
ratio
nalis
atio
n of
Fo
rce
Acc
ount
un
der D
UCA
R.
(i) S
ecur
e fu
ndin
g fo
r su
pple
men
tary
lig
ht
equi
pmen
t to
fil
l ga
ps
for
DU
CAR
forc
e ac
coun
t un
its.
A p
ropo
sal
to s
ecur
e ad
ditio
nal
equi
pmen
t fr
om
Chin
a fo
r al
l Lo
cal
Gov
ernm
ents
an
d Zo
nal
Uni
ts
amou
ntin
g to
U
SD
75m
w
as
subm
itted
to th
e PS
in F
ebru
ary
2014
.
Sept
, 20
14
MoW
T, M
oLG
(ii)
Fina
lise
arra
ngem
ents
for
the
es
tabl
ishm
ent
of
the
rem
aini
ng tw
o Zo
nal c
entr
es.
Gul
u an
d Lu
wer
o Zo
nal c
entr
es in
add
ition
to
Mba
le
and
Mba
rara
w
ere
esta
blis
hed
in
Oct
ober
201
3 an
d Fe
brua
ry 2
014
resp
ectiv
ely
Sept
, 20
14
MoW
T
(iii)
Gui
de t
he L
Gs
on r
ecru
itmen
t an
d op
erat
ion
of r
oad
gang
s.
(Cov
ered
in t
he F
orce
Acc
ount
G
uide
lines
)
Gui
delin
es w
ere
prep
ared
and
dis
trib
uted
to
all
Loca
l G
over
nmen
ts a
s fa
r as
ope
ratio
n of
fo
rce
acco
unt
is c
once
rned
Sept
, 20
14
MoW
T; U
RF
R7
Traf
fic c
onge
stio
n in
Ka
mpa
la C
ity.
Com
men
ce t
he a
men
dmen
t of
the
Tr
affic
an
d Ro
ad
safe
ty
Act
(S
tatu
tory
In
stru
men
t N
o.7:
City
bu
s se
rvic
es R
egul
atio
n)
Solic
itor
Gen
eral
ap
prov
ed
the
Stat
utor
y In
stru
men
t and
was
gaz
ette
d in
June
201
4 Se
pt,
2014
KC
CA
R8
Dila
pida
ted
road
ne
twor
k in
Kam
pala
Ci
ty.
Iden
tify
and
cost
pr
opos
als
for
reha
bilit
atio
n of
ex
istin
g pa
ved
road
s an
d up
grad
ing
to t
arm
ac o
f he
avily
tra
ffic
ked
grav
el r
oads
for
Ka
mpa
la i
n lin
e w
ith R
SDP3
, an
d
Som
e co
ntra
cts
have
bee
n si
gned
for
roa
ds in
M
utum
dwe,
Lug
oba
and
Mbo
go z
ones
Ju
ne,
2014
KC
CA, M
oWT
123
Page
136
of 1
39
Code
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Re
spon
sibl
e O
rgan
izat
ion
draf
t Cab
inet
Mem
oran
dum
.
R9
Hig
h un
it co
st
of
road
co
nstr
ucti
on
and
mai
nten
ance
.
(i) C
omm
ence
a
deta
iled
time
base
d st
udy
and
com
para
tive
anal
ysis
of
the
road
co
nstr
uctio
n co
sts
in U
gand
a by
ty
pe
of
finan
cing
an
d co
ntra
ctin
g m
etho
ds a
dopt
ed
Eval
uatio
n of
bid
s fo
r co
nsul
tanc
y se
rvic
es i
s on
-goi
ng.
Sept
, 20
14
MoW
T, U
NRA
:
(ii)
Doc
umen
t an
d pr
esen
t to
the
SW
G t
he r
esul
ts o
f th
e tr
ials
so
far
unde
rtak
en
on
low
co
st
tech
nolo
gies
an
d re
com
men
ded
appr
oach
es
for
roll
out.
Repo
rts
on t
he t
rial
s on
low
cos
t te
chno
logi
es
(low
cos
t se
alin
g) a
re u
nder
pre
para
tion
and
will
be
shar
ed w
ith th
e SW
G in
Janu
ary
2015
.
Cros
sRoa
ds
will
fu
nd
prod
ucti
on
of
spec
ifica
tion
s on
low
cos
t sea
ling
June
, 20
14
MoW
T (le
ad),
X-ro
ads,
U
NRA
:, KC
CA,
(iii)
Dra
w
up
and
appr
ove
spec
ifica
tion
s fo
r lo
w c
ost s
eals
Aw
aits
com
plet
ion
of R
9 (ii
) Se
pt,
2014
M
oWT,
UN
RA:
124
Page
137
of 1
39
Sect
ion
C: R
ailw
ay S
ub-S
ecto
r
Code
Is
sue
Act
ion
Prog
ress
Dea
dlin
e
Resp
onsi
ble
Org
aniz
atio
n
RL1
Lack
of
a le
gal s
tatu
s of
URC
. Pr
epar
e th
e dr
afti
ng P
rinci
ples
for
th
e U
gand
a Ra
ilway
s Co
rpor
atio
n Bi
ll.
Don
e - C
ompl
eted
in F
eb 1
4.
To b
e pr
esen
ted
to T
MT
for
appr
oval
and
la
ter s
ubm
itted
to C
abin
et.
Sept
, 20
14
MoW
T, U
RC,
RL2
Des
ign
of
Stan
dard
G
auge
Rai
lway
Re
port
reg
ular
ly t
o Se
ctor
Wor
king
G
roup
on
desi
gn a
nd f
undi
ng f
or
Stan
dard
Gau
ge R
ailw
ay
Repo
rted
to S
WG
(i) T
oror
o -
Pakw
ach/
Gul
u N
imul
e:
Feas
ibili
ty s
tudy
in 2
011,
Pro
cure
men
t of
co
nsul
tant
s su
bsta
ntia
lly
com
plet
e an
d co
ntra
ct a
war
d is
exp
ecte
d in
Sep
t 20
14
for
prel
imin
ary
engi
neer
ing
desi
gns.
(ii
) Kam
pala
- Ka
sese
/Bih
anga
- M
iram
a H
ills:
fe
asib
ility
stu
dy d
one
in 2
012.
Con
trac
t fo
r Pr
elim
inar
y En
gine
erin
g de
sign
s si
gned
in
Ju
ne
2014
, in
cept
ion
repo
rt
rece
ived
A
ug
2014
an
d co
mpl
etio
n ex
pect
ed Ju
ly 2
015
(iii)K
ampa
la
- M
alab
a :
Prel
imin
ary
Engi
neer
ing
desi
gn
subs
tant
ially
co
mpl
ete.
Dra
ft f
inal
wer
e su
bmitt
ed i
n Fe
b 20
14 a
nd f
inal
des
igns
exp
ecte
d in
Se
pt 2
014
May
20
14
MO
WT,
URC
125
Page
138
of 1
39
Code
Is
sue
Act
ion
Prog
ress
Dea
dlin
e
Resp
onsi
ble
Org
aniz
atio
n
RL3
Exis
ting
conc
essi
on
Dev
elop
a s
trat
egy
to m
aint
ain
the
exis
ting
railw
ay
conc
essi
on
whi
le
switc
hing
to
new
Sta
ndar
d G
auge
sy
stem
.
Stra
tegy
in
pl
ace.
U
RC/R
VR
wor
king
to
geth
er t
o up
grad
e th
e ex
istin
g lin
e. F
or
exam
ple:
Cur
rent
ly G
over
nmen
t is
sou
rcin
g fo
r fu
nds
to u
pgra
de b
y in
stal
latio
n of
sto
ne
balla
st o
nto
the
Toro
ro –
Pak
wac
h ra
ilway
lin
e (5
00 k
m) -
US$
14m
n
May
20
14
URC
Sect
ion
D: A
ir S
ub-S
ecto
r
Code
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Re
spon
sibl
e O
rgan
izat
ion
A1
Lack
of
a
Kam
pala
Ci
ty A
irpor
t.
Com
men
ce t
he d
evel
opm
ent
of t
he
Nat
iona
l Ci
vil
Avi
atio
n M
aste
r Pl
an
to i
ncor
pora
te t
he d
evel
opm
ent
of
a do
mes
tic C
ity A
irpo
rt.
Inco
rpor
ated
in
th
e 20
-yea
r Ci
vil
Avi
atio
n M
aste
r Pl
an. A
fea
sibi
lity
stud
y to
det
erm
ine
its v
iabi
lity
to b
e un
dert
aken
Mar
ch,
2014
M
oWT,
CA
A
A2
Lack
of
a
hom
e ba
sed
Air
line.
P
repa
re
pape
r fo
r SW
G
on
esta
blis
hmen
t of a
dom
estic
Air
line.
D
iscu
ssio
n Pa
per
pres
ente
d to
the
SW
G S
ept
2014
Se
pt,
2014
M
oWT,
CA
A
Sect
ion
E: W
ater
Sub
-Sec
tor
126
Page
139
of 1
39
Code
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Re
spon
sibl
e O
rgan
izat
ion
W1
Poor
con
nect
ivity
of
isla
nds
in
Lake
Vi
ctor
ia.
Com
men
ce t
he p
repa
rati
on o
f th
e D
evel
opm
ent
Plan
fo
r im
prov
ing
conn
ectiv
ity
of
isla
nds
in
Lake
Vi
ctor
ia.
Stud
y co
mm
ence
d Ju
ly 2
014
and
ince
ptio
n re
port
subm
itted
Se
pt,
2014
M
oWT
......
......
......
......
......
......
......
......
......
......
...
......
......
......
......
......
......
......
......
......
..
Hon
. Abr
aham
Jam
es B
yand
ala
M
r. K
ristia
n Sc
hmid
t M
inis
ter
of W
orks
and
Tra
nspo
rt
A
mba
ssad
or/H
ead
of D
eleg
atio
n
Min
istr
y of
Wor
ks a
nd T
rans
port
,
Euro
pean
Uni
on,
For G
over
nmen
t of U
gand
a
For
Dev
elop
men
t Par
tner
s
127