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MINISTRY OF WORKS AND TRANSPORT
THE REPUBLIC OF UGANDA
11th Joint Transport Sector Review Workshop
WORKSHOP PRESENTATIONS
Theme: “Sustainable Transport Infrastructure Development and Utilization: An Engine for Economic Transformation’’
16th – 17th September 2015, Hotel Africana, Kampala
1 11th Joint Transport Sector Review Workshop
Progress on the 10th JTSR 2014 Action Plan Matrix.......................................................2
Transport Sector Performance Report FY 2014/15.......................................................13
Overview of the Standard Gauge Railway (SGR) Project............................................46
Assessment and Quantification of Contractors ..........................................................60
Keynote Address...................................................................................................................82
Civil Society Statement......................................................................................................112
Presentation on Private Motor Vehicle Inspection.........................................................126
Programme............................................................................................................................142
CONTENT
211th Joint Transport Sector Review Workshop
UPD
AT
E O
N T
HE
AG
RE
ED
AC
TIO
NS
IN T
HE
10T
H JO
INT
TR
ANSP
OR
T S
EC
TO
R R
EV
IEW
AC
TIO
N P
LAN
MA
TR
IX 2
014
Sect
ion
A: P
olic
y an
d St
rate
gy
Cod
e Is
sue
Act
ion
Prog
ress
D
eadl
ine
Sc
ore
R
espo
nsib
le
Org
aniz
atio
n S1
In
adeq
uate
Se
ctor
fu
ndin
g ro
ad
main
tena
nce.
Follo
w
up
with
M
oFPE
D
on
subm
issio
n to
Pa
rliam
ent
amen
dmen
ts t
o th
e U
RA A
ct t
o en
able
di
rect
tra
nsfe
r of
Ro
ad
Use
r Cha
rges
to U
RF
Cabi
net M
emo
for
amen
dmen
t of
Sect
ion
14
of
the
Uga
nda
Reve
nue
Aut
horit
y A
ct
curr
ently
aw
aits
subm
issio
n to
Cab
inet
by
MoF
PED
. Si
de
by
side,
the
URF
Bo
ard
unde
rtook
the
follo
win
g ac
tions
: i.
Met
with
the
form
er a
nd c
urre
nt M
inist
er
for
Fina
nce
on t
he i
ssue
of
the
Cabi
net
Mem
o ii.
D
iscus
sed
the
issue
at a
join
t for
um o
f the
Ph
ysic
al In
fras
truct
ure
and
Fina
nce
Com
mitt
ees o
f Par
liam
ent
iii.
Lobb
ied
NRM
ca
ucus
at
K
yank
wan
zi
retre
at in
Feb
201
5 ab
out t
he sa
me
June
, 20
15
Parti
ally
Ach
ieve
d M
oWT
URF
S2
Wea
k U
rban
Tra
nspo
rt an
d M
ulti-
Mod
al Re
gulat
ion
Subm
it to
Par
liam
ent
the
Bill
for
the
Est
ablis
hmen
t of
MA
TA a
nd
MTR
A.
The
stud
y to
est
ablis
h M
ATA
was
com
plet
ed
in 2
014.
Th
e dr
aftin
g pr
incip
les
for
a Bi
ll to
est
ablis
h M
ATA
wer
e pr
epar
ed a
nd t
he c
ertif
icat
e of
fin
anci
al im
plica
tion
was
issu
ed b
y M
oFPE
D
in F
ebru
ary
2015
. A
Cab
inet
Mem
o se
ekin
g ap
prov
al is
read
y fo
r su
bmiss
ion
to C
abin
et.
MTR
A w
as n
ot a
ppro
ved
by C
abin
et. C
abin
et
advi
sed
the
Min
istry
to
st
reng
then
th
e re
spon
sible
de
partm
ent
to
unde
rtake
th
e re
spon
sibili
ties p
ropo
sed
unde
r MTR
A.
Mar
ch
2015
N
ot
Ach
ieve
d
MoW
T
10th JTSR 2014 Action Plan Matrix
By EIC/DEW
3 11th Joint Transport Sector Review Workshop
UPD
AT
E O
N T
HE
AG
RE
ED
AC
TIO
NS
IN T
HE
10T
H JO
INT
TR
ANSP
OR
T S
EC
TO
R R
EV
IEW
AC
TIO
N P
LAN
MA
TR
IX 2
014
Sect
ion
A: P
olic
y an
d St
rate
gy
Cod
e Is
sue
Act
ion
Prog
ress
D
eadl
ine
Sc
ore
R
espo
nsib
le
Org
aniz
atio
n S1
In
adeq
uate
Se
ctor
fu
ndin
g ro
ad
main
tena
nce.
Follo
w
up
with
M
oFPE
D
on
subm
issio
n to
Pa
rliam
ent
amen
dmen
ts t
o th
e U
RA A
ct t
o en
able
di
rect
tra
nsfe
r of
Ro
ad
Use
r Cha
rges
to U
RF
Cabi
net M
emo
for
amen
dmen
t of
Sect
ion
14
of
the
Uga
nda
Reve
nue
Aut
horit
y A
ct
curr
ently
aw
aits
subm
issio
n to
Cab
inet
by
MoF
PED
. Si
de
by
side,
the
URF
Bo
ard
unde
rtook
the
follo
win
g ac
tions
: i.
Met
with
the
form
er a
nd c
urre
nt M
inist
er
for
Fina
nce
on t
he i
ssue
of
the
Cabi
net
Mem
o ii.
D
iscus
sed
the
issue
at a
join
t for
um o
f the
Ph
ysic
al In
fras
truct
ure
and
Fina
nce
Com
mitt
ees o
f Par
liam
ent
iii.
Lobb
ied
NRM
ca
ucus
at
K
yank
wan
zi
retre
at in
Feb
201
5 ab
out t
he sa
me
June
, 20
15
Parti
ally
Ach
ieve
d M
oWT
URF
S2
Wea
k U
rban
Tra
nspo
rt an
d M
ulti-
Mod
al Re
gulat
ion
Subm
it to
Par
liam
ent
the
Bill
for
the
Est
ablis
hmen
t of
MA
TA a
nd
MTR
A.
The
stud
y to
est
ablis
h M
ATA
was
com
plet
ed
in 2
014.
Th
e dr
aftin
g pr
incip
les
for
a Bi
ll to
est
ablis
h M
ATA
wer
e pr
epar
ed a
nd t
he c
ertif
icat
e of
fin
anci
al im
plica
tion
was
issu
ed b
y M
oFPE
D
in F
ebru
ary
2015
. A
Cab
inet
Mem
o se
ekin
g ap
prov
al is
read
y fo
r su
bmiss
ion
to C
abin
et.
MTR
A w
as n
ot a
ppro
ved
by C
abin
et. C
abin
et
advi
sed
the
Min
istry
to
st
reng
then
th
e re
spon
sible
de
partm
ent
to
unde
rtake
th
e re
spon
sibili
ties p
ropo
sed
unde
r MTR
A.
Mar
ch
2015
N
ot
Ach
ieve
d
MoW
T
411th Joint Transport Sector Review Workshop
Sect
ion
B: R
oad
Sub-
sect
or
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Sc
ore
R
espo
nsib
le
Org
aniz
atio
n R1
D
elay
ed
land
com
pens
atio
n.
(i)A
lloca
te a
dequ
ate
budg
et f
or l
and
com
pens
atio
n (ii
)Pre
pare
and
sub
mit
to t
he C
abin
et
Sub-
Com
mitt
ee
wor
king
on
am
endm
ents
to
th
e Co
nstit
utio
n pr
opos
als fo
r mak
ing
it ea
sy to
acq
uire
lan
d fo
r inf
rast
ruct
ure
deve
lopm
ent
i) Th
e bu
dget
w
as
incr
ease
d bu
t re
main
ed
inad
equa
te c
ompa
red
to th
e ne
eds.
ii)
The
prop
osal
for
amen
dmen
t to
th
e Co
nstit
utio
n w
ill b
e fin
alize
d by
the
end
of
Sept
embe
r 201
5.
June
20
15
Not
A
chie
ved
M
oWT,
U
NRA
R2
Poor
Roa
d Sa
fety
. (i)
Re-
Subm
it to
Cab
inet
the
Roa
d Sa
fety
Po
licy
and
Stra
tegy
fo
r th
e es
tabl
ishm
ent
of t
he N
atio
nal
Road
Sa
fety
Aut
horit
y (N
RSA
).
Road
Saf
ety
Polic
y an
d St
rate
gy w
as a
ppro
ved
by
cabi
net i
n N
ovem
ber 2
014
A
Cabi
net
Mem
o to
re
-sub
mit
the
draf
ting
prin
cipl
es
for
a Bi
ll to
es
tabl
ish
NRS
A
was
fin
alize
d pe
ndin
g iss
uanc
e of
a
certi
ficat
e of
fin
anci
al im
plica
tion
from
MoF
PED
to
resu
bmit
to C
abin
et.
Sept
, 20
15
Parti
ally
Ach
ieve
d
MoW
T
(ii)F
inali
ze r
oad
desig
n gu
idel
ines
for
im
plem
enta
tion
of
Non
-Mot
orise
d Tr
ansp
ort (
NM
T) p
olic
y
Proc
urem
ent
for
a co
nsul
tant
to
prep
are
the
road
de
sign
guid
elin
es t
o be
initi
ated
thi
s FY
201
5/16
. Fu
nds
to
unde
rtake
th
e as
signm
ent
wer
e no
t re
alize
d las
t FY
201
4/15
Sept
, 20
15
Not
A
chie
ved
M
oWT
(iii)D
evel
op a
nd im
plem
ent s
hort
term
m
easu
res
to
redu
ce
road
tra
ffic
acci
dent
s
TLB
intro
duce
d ac
cred
itatio
n of
driv
ers
for
PSV
s by
iss
uing
PSV
Driv
er B
adge
s. Th
is ha
s m
ade
driv
ers
mor
e ac
coun
tabl
e an
d ha
s le
d to
a
redu
ctio
n of
acc
iden
ts (f
or h
igh
capa
city
bus
es) b
y m
ore
than
50%
.
The
Min
istry
sign
ed a
Con
tract
with
SG
S in
Mar
ch
2015
to
re
-intro
duce
an
nual
man
dato
ry
mot
or
vehi
cle
insp
ectio
n. T
he a
im i
s to
ens
ure
road
w
orth
ines
s of t
he v
ehic
le fl
eet
Dra
fting
prin
cipl
es fo
r the
revi
ew a
nd a
men
dmen
t
Sept
, 20
15
Ach
ieve
d
MoW
T
Cod
e Is
sue
Act
ion
Prog
ress
D
eadl
ine
Sc
ore
R
espo
nsib
le
Org
aniz
atio
n S3
La
ck
of
a po
licy
and
fram
ewor
k fo
r ru
ral
trans
port
Subm
it to
Cab
inet
for
app
rova
l th
e Ru
ral T
rans
port
Infr
astru
ctur
e an
d Se
rvice
s Pol
icy
and
Stra
tegy
.
Rura
l Tr
ansp
ort
Polic
y an
d St
rate
gy
was
pr
esen
ted
to
the
Top
Man
agem
ent
Team
(T
MT)
. Th
e Po
licy
was
def
erre
d fo
r fu
rther
co
nsul
tatio
n.
June
, 20
15
Not
A
chie
ved
M
oWT
S4
Enh
anci
ng
Tran
spar
ency
in
th
e Se
ctor
MoW
T to
ap
ply
to
join
th
e Co
nstru
ctio
n Se
ctor
Tra
nspa
renc
y (C
oST)
Initi
ativ
e.
The
Min
istry
is
revi
ewin
g m
odali
ties
for
join
ing
the
COST
initi
ativ
e. Th
e ap
plic
atio
n to
jo
in th
e CO
ST in
itiat
ive
will
be
subm
itted
this
FY 2
015/
16.
June
201
5 N
ot
Ach
ieve
d
MoW
T
S5
Dev
elop
men
t of
an
in
tegr
ated
In
ter-m
odal
and
Mul
ti-M
odal
trans
porta
tion.
Cond
uct
a st
udy
and
prep
are
an
inve
stm
ent
plan
fo
r th
e de
velo
pmen
t of
an
In
tegr
ated
In
ter-m
odal
and
Mul
ti-M
odal
Tran
spor
t Sys
tem
.
The
final
repo
rt w
as su
bmitt
ed to
the
Min
istry
by
the
con
sulta
nt, r
eview
ed a
nd a
ppro
ved
in
May
201
4.
Sept
.201
4 A
chie
ved
M
oWT
with
su
ppor
t fr
om
EU
D
S6
Inde
pend
ent a
nd
trans
pare
nt p
rocu
rem
ent
proc
edur
es.
PPD
A
to
adop
t U
NRA
pr
ocur
emen
t m
anua
l an
d M
oWT
to
com
men
ce
use
of
the
Inde
pend
ent
Para
llel
Bid
Eva
luat
ion.
The
accr
edita
tion
proc
edur
es w
ere
finali
zed
and
subm
itted
to
the
Boar
d fo
r ap
prov
al be
fore
sub
miss
ion
to P
PDA
. The
Boa
rd m
et
on
9th
Sept
embe
r 20
15
to
cons
ider
th
e pr
oced
ures
. M
oWT
has
not
yet
obta
ined
fu
ndin
g to
co
nduc
t ind
epen
dent
Par
allel
Bid
Eva
luat
ion
June
201
5 N
ot
Ach
ieve
d
MoW
T U
NRA
S7
Lack
of
Capa
city
in
the
Sect
or t
o m
anag
e PP
P pr
ojec
ts
Dev
elop
a p
rogr
amm
e an
d so
urce
fu
ndin
g fo
r lo
ng t
erm
cap
acity
bu
ildin
g in
m
anag
ing
PPP
proj
ects
in th
e Se
ctor
.
Und
er
ED
F 11
, th
ere
is a
prop
osal
for
supp
ort t
o ca
paci
ty b
uild
ing
in P
ublic
Priv
ate
Partn
ersh
ip. T
he p
roje
ct is
bei
ng p
repa
red
and
will
be
impl
emen
ted
in 2
016/
17.
Sept
. 20
15
Ach
ieve
d
MoW
T,
UN
RA
5 11th Joint Transport Sector Review Workshop
Sect
ion
B: R
oad
Sub-
sect
or
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Sc
ore
R
espo
nsib
le
Org
aniz
atio
n R1
D
elay
ed
land
com
pens
atio
n.
(i)A
lloca
te a
dequ
ate
budg
et f
or l
and
com
pens
atio
n (ii
)Pre
pare
and
sub
mit
to t
he C
abin
et
Sub-
Com
mitt
ee
wor
king
on
am
endm
ents
to
th
e Co
nstit
utio
n pr
opos
als fo
r mak
ing
it ea
sy to
acq
uire
lan
d fo
r inf
rast
ruct
ure
deve
lopm
ent
i) Th
e bu
dget
w
as
incr
ease
d bu
t re
main
ed
inad
equa
te c
ompa
red
to th
e ne
eds.
ii)
The
prop
osal
for
amen
dmen
t to
th
e Co
nstit
utio
n w
ill b
e fin
alize
d by
the
end
of
Sept
embe
r 201
5.
June
20
15
Not
A
chie
ved
M
oWT,
U
NRA
R2
Poor
Roa
d Sa
fety
. (i)
Re-
Subm
it to
Cab
inet
the
Roa
d Sa
fety
Po
licy
and
Stra
tegy
fo
r th
e es
tabl
ishm
ent
of t
he N
atio
nal
Road
Sa
fety
Aut
horit
y (N
RSA
).
Road
Saf
ety
Polic
y an
d St
rate
gy w
as a
ppro
ved
by
cabi
net i
n N
ovem
ber 2
014
A
Cabi
net
Mem
o to
re
-sub
mit
the
draf
ting
prin
cipl
es
for
a Bi
ll to
es
tabl
ish
NRS
A
was
fin
alize
d pe
ndin
g iss
uanc
e of
a
certi
ficat
e of
fin
anci
al im
plica
tion
from
MoF
PED
to
resu
bmit
to C
abin
et.
Sept
, 20
15
Parti
ally
Ach
ieve
d
MoW
T
(ii)F
inali
ze r
oad
desig
n gu
idel
ines
for
im
plem
enta
tion
of
Non
-Mot
orise
d Tr
ansp
ort (
NM
T) p
olic
y
Proc
urem
ent
for
a co
nsul
tant
to
prep
are
the
road
de
sign
guid
elin
es t
o be
initi
ated
thi
s FY
201
5/16
. Fu
nds
to
unde
rtake
th
e as
signm
ent
wer
e no
t re
alize
d las
t FY
201
4/15
Sept
, 20
15
Not
A
chie
ved
M
oWT
(iii)D
evel
op a
nd im
plem
ent s
hort
term
m
easu
res
to
redu
ce
road
tra
ffic
acci
dent
s
TLB
intro
duce
d ac
cred
itatio
n of
driv
ers
for
PSV
s by
iss
uing
PSV
Driv
er B
adge
s. Th
is ha
s m
ade
driv
ers
mor
e ac
coun
tabl
e an
d ha
s le
d to
a
redu
ctio
n of
acc
iden
ts (f
or h
igh
capa
city
bus
es) b
y m
ore
than
50%
.
The
Min
istry
sign
ed a
Con
tract
with
SG
S in
Mar
ch
2015
to
re
-intro
duce
an
nual
man
dato
ry
mot
or
vehi
cle
insp
ectio
n. T
he a
im i
s to
ens
ure
road
w
orth
ines
s of t
he v
ehic
le fl
eet
Dra
fting
prin
cipl
es fo
r the
revi
ew a
nd a
men
dmen
t
Sept
, 20
15
Ach
ieve
d
MoW
T
Cod
e Is
sue
Act
ion
Prog
ress
D
eadl
ine
Sc
ore
R
espo
nsib
le
Org
aniz
atio
n S3
La
ck
of
a po
licy
and
fram
ewor
k fo
r ru
ral
trans
port
Subm
it to
Cab
inet
for
app
rova
l th
e Ru
ral T
rans
port
Infr
astru
ctur
e an
d Se
rvice
s Pol
icy
and
Stra
tegy
.
Rura
l Tr
ansp
ort
Polic
y an
d St
rate
gy
was
pr
esen
ted
to
the
Top
Man
agem
ent
Team
(T
MT)
. Th
e Po
licy
was
def
erre
d fo
r fu
rther
co
nsul
tatio
n.
June
, 20
15
Not
A
chie
ved
M
oWT
S4
Enh
anci
ng
Tran
spar
ency
in
th
e Se
ctor
MoW
T to
ap
ply
to
join
th
e Co
nstru
ctio
n Se
ctor
Tra
nspa
renc
y (C
oST)
Initi
ativ
e.
The
Min
istry
is
revi
ewin
g m
odali
ties
for
join
ing
the
COST
initi
ativ
e. Th
e ap
plic
atio
n to
jo
in th
e CO
ST in
itiat
ive
will
be
subm
itted
this
FY 2
015/
16.
June
201
5 N
ot
Ach
ieve
d
MoW
T
S5
Dev
elop
men
t of
an
in
tegr
ated
In
ter-m
odal
and
Mul
ti-M
odal
trans
porta
tion.
Cond
uct
a st
udy
and
prep
are
an
inve
stm
ent
plan
fo
r th
e de
velo
pmen
t of
an
In
tegr
ated
In
ter-m
odal
and
Mul
ti-M
odal
Tran
spor
t Sys
tem
.
The
final
repo
rt w
as su
bmitt
ed to
the
Min
istry
by
the
con
sulta
nt, r
eview
ed a
nd a
ppro
ved
in
May
201
4.
Sept
.201
4 A
chie
ved
M
oWT
with
su
ppor
t fr
om
EU
D
S6
Inde
pend
ent a
nd
trans
pare
nt p
rocu
rem
ent
proc
edur
es.
PPD
A
to
adop
t U
NRA
pr
ocur
emen
t m
anua
l an
d M
oWT
to
com
men
ce
use
of
the
Inde
pend
ent
Para
llel
Bid
Eva
luat
ion.
The
accr
edita
tion
proc
edur
es w
ere
finali
zed
and
subm
itted
to
the
Boar
d fo
r ap
prov
al be
fore
sub
miss
ion
to P
PDA
. The
Boa
rd m
et
on
9th
Sept
embe
r 20
15
to
cons
ider
th
e pr
oced
ures
. M
oWT
has
not
yet
obta
ined
fu
ndin
g to
co
nduc
t ind
epen
dent
Par
allel
Bid
Eva
luat
ion
June
201
5 N
ot
Ach
ieve
d
MoW
T U
NRA
S7
Lack
of
Capa
city
in
the
Sect
or t
o m
anag
e PP
P pr
ojec
ts
Dev
elop
a p
rogr
amm
e an
d so
urce
fu
ndin
g fo
r lo
ng t
erm
cap
acity
bu
ildin
g in
m
anag
ing
PPP
proj
ects
in th
e Se
ctor
.
Und
er
ED
F 11
, th
ere
is a
prop
osal
for
supp
ort t
o ca
paci
ty b
uild
ing
in P
ublic
Priv
ate
Partn
ersh
ip. T
he p
roje
ct is
bei
ng p
repa
red
and
will
be
impl
emen
ted
in 2
016/
17.
Sept
. 20
15
Ach
ieve
d
MoW
T,
UN
RA
11th Joint Transport Sector Review Workshop
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Sc
ore
R
espo
nsib
le
Org
aniz
atio
n (ii
)Gaz
ette
Ro
ad
Rese
rves
du
lly
com
pens
ate
and
secu
re th
e lan
d tit
les.
15 ro
ads w
ere
gazz
ette
d
Title
s w
ere
acqu
ired
for
2 ro
ads
and
the
proc
ess
for 3
0 ro
ad ti
tles i
s ong
oing
.
Sept
. 20
15
Ach
ieve
d
UN
RA
R6
Wea
k A
xle
Load
Co
ntro
l. (i)
Dom
estic
ate
and
enfo
rce
the
EA
C le
gisla
tion
on A
xle
Load
Con
trol,
and
sens
itize
roa
d us
ers
on t
he n
eed
for
axle
load
con
trol.
Dra
ft re
gulat
ions
wer
e pr
oduc
ed b
y th
e E
AC
Secr
etar
iat t
o op
erat
iona
lize
EA
C V
ehic
le Lo
ad
Cont
rol A
ct 2
013.
D
rafti
ng P
rincip
les
for
the
amen
dmen
t of
the
Tr
affic
and
Roa
d Sa
fety
Act
pre
pare
d in
line
with
th
e ha
rmon
ized
pro
cedu
res
and
limits
as
prov
ided
fo
r in
the
EA
C V
ehicl
e Lo
ad C
ontro
l Act
201
3.
Sept
. 20
15
Parti
ally
Ach
ieve
d
MoW
T
(ii)D
evel
op a
nd im
plem
ent s
hort
term
m
easu
res
to in
crea
se c
ompl
iance
with
ex
istin
g ax
le lo
ad c
ontro
l law
.
Shor
t ter
m m
easu
res d
evel
oped
incl
ude:
(i) U
NRA
lau
nche
d an
op
erat
ion
again
st
over
load
ing
in J
uly
2015
. Th
e op
erat
ion
has
dras
ticall
y re
duce
d ov
erlo
aded
veh
icles
to 3
0%
of th
ose
wei
ghed
(ii
) Par
tner
ed w
ith U
RA t
o co
ntro
l veh
icle
load
ing
at
cust
oms
war
ehou
ses
and
dem
and
for
wei
ghbr
idge
tick
ets a
t bor
der c
ross
ings
(ii
i) Tr
affic
po
lice
has
been
de
ploy
ed
at
fixed
w
eigh
brid
ges t
o w
ork
with
UN
RA st
aff.
(iv) R
estri
cted
use
of
mob
ile p
hone
s at
the
wei
gh
brid
ges h
as b
een
intro
duce
d
(v) C
reat
ed
an
insp
ecto
rate
un
it
of
mob
ile
wei
ghbr
idge
pat
rols
to
mon
itor
alter
nativ
e ro
utes
and
ens
ure
vehi
cles
off
load
exc
ess
carg
o (v
i) Sen
sitiz
atio
n on
th
e im
porta
nce
axle
load
co
ntro
l an
d le
gal
limits
in
th
e pr
int
and
elec
troni
c m
edia
and
dist
ribut
ion
of
info
rmat
ion
leaf
lets
car
ried
out.
Sept
. 20
15
Ach
ieve
d
UN
RA
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Sc
ore
R
espo
nsib
le
Org
aniz
atio
n of
Tra
ffic
and
Road
Saf
ety
Act
hav
e be
en d
rafte
d to
ens
ure
effe
ctiv
e en
forc
emen
t an
d ro
ad s
afet
y m
anag
emen
t. R3
Ra
vagi
ng
of
road
s an
d br
idge
s by
he
avy
rain
s.
Est
ablis
h ra
pid
emer
genc
y re
spon
se
units
for
UN
RA n
etw
ork
and
crea
te a
bu
dget
for e
mer
genc
y m
ainte
nanc
e.
UN
RA p
rocu
red
emer
genc
y ba
iley
brid
ges
and
large
diam
eter
cul
verts
. An
emer
genc
y un
it w
ill b
e es
tabl
ished
afte
r res
truct
urin
g U
NRA
.
June
, 20
15
Parti
ally
Ach
ieve
d
UN
RA
R4
Wea
k N
atio
nal
Cons
truct
ion
Indu
stry
Cap
acity
.
(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 s
take
in c
ontra
cts
led
by in
tern
atio
nal f
irms,
star
ting
with
5%
and
10%
loca
l con
tent
by
cont
ract
va
lue
resp
ectiv
ely
for
each
ro
ad
proj
ect.
Man
ual
for
regi
stra
tion
and
clas
sifica
tion
of
Cont
ract
ors
is be
ing
deve
lope
d (to
be
read
y by
O
ctob
er 2
015)
U
NRA
ha
s st
arte
d im
plem
entin
g pr
efer
ence
sc
hem
e fo
r lo
cal
cons
ulta
nts.
It is
now
a
requ
irem
ents
fo
r ne
w
supe
rvisi
on
cont
ract
s to
ha
ve
loca
l co
nsul
tant
s as
co
unte
rpar
ts
of
inte
rnat
iona
l co
nsul
tant
s. U
NRA
is
pack
agin
g up
grad
ing
wor
ks ta
rget
ing
loca
l con
tract
ors.
Sept
, 20
15
Parti
ally
Ach
ieve
d
UN
RA,
MoW
T
(ii)T
ende
r bi
g an
d lo
ng
term
ro
ad
main
tena
nce
cont
ract
s to
lo
cal
cont
ract
ors
to
enab
le t
hem
inve
st in
eq
uipm
ent
and
impr
ove
their
ca
pabi
lity
Bids
w
ere
invi
ted
for
eigh
t ye
ar
outp
ut
and
perf
orm
ance
roa
d co
ntra
ct f
or T
oror
o –
Mba
le –
So
roti –
Lira
– K
amdi
ni ro
ad.
UN
RA
tend
ered
ou
t 3-
year
te
rm
main
tena
nce
cont
ract
s (9
,460
km)
of
unpa
ved
road
s an
d pr
ocur
emen
t is
ongo
ing
for
new
co
ntra
cts
(1,9
82km
) for
pav
ed ro
ads.
Sept
, 20
15
Ach
ieve
d
UN
RA,
MoW
T
(iii)
Fina
lize
and
subm
it th
e U
gand
a Co
nstru
ctio
n In
dust
ry
Com
miss
ion
(UCI
CO) B
ill to
Par
liam
ent.
Dra
ft Bi
ll cl
eare
d by
the
1st Par
liam
enta
ry C
ounc
il.
Cabi
net
Mem
o fo
r th
e U
CICO
Bi
ll is
bein
g fin
alize
d.
Sept
, 20
15
Not
A
chie
ved
M
oWT
R5
Road
Re
serv
e E
ncro
achm
ent
(i) F
inali
ze a
nd s
ubm
it to
Cab
inet
the
Ro
ads B
ill.
Dra
ft Ca
bine
t M
emo
for
the
Road
s Bi
ll is
bein
g fin
alize
d.
June
20
15
Not
A
chie
ved
M
oWT
6
11th Joint Transport Sector Review Workshop
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Sc
ore
R
espo
nsib
le
Org
aniz
atio
n (ii
)Gaz
ette
Ro
ad
Rese
rves
du
lly
com
pens
ate
and
secu
re th
e lan
d tit
les.
15 ro
ads w
ere
gazz
ette
d
Title
s w
ere
acqu
ired
for
2 ro
ads
and
the
proc
ess
for 3
0 ro
ad ti
tles i
s ong
oing
.
Sept
. 20
15
Ach
ieve
d
UN
RA
R6
Wea
k A
xle
Load
Co
ntro
l. (i)
Dom
estic
ate
and
enfo
rce
the
EA
C le
gisla
tion
on A
xle
Load
Con
trol,
and
sens
itize
roa
d us
ers
on t
he n
eed
for
axle
load
con
trol.
Dra
ft re
gulat
ions
wer
e pr
oduc
ed b
y th
e E
AC
Secr
etar
iat t
o op
erat
iona
lize
EA
C V
ehic
le Lo
ad
Cont
rol A
ct 2
013.
D
rafti
ng P
rincip
les
for
the
amen
dmen
t of
the
Tr
affic
and
Roa
d Sa
fety
Act
pre
pare
d in
line
with
th
e ha
rmon
ized
pro
cedu
res
and
limits
as
prov
ided
fo
r in
the
EA
C V
ehicl
e Lo
ad C
ontro
l Act
201
3.
Sept
. 20
15
Parti
ally
Ach
ieve
d
MoW
T
(ii)D
evel
op a
nd im
plem
ent s
hort
term
m
easu
res
to in
crea
se c
ompl
iance
with
ex
istin
g ax
le lo
ad c
ontro
l law
.
Shor
t ter
m m
easu
res d
evel
oped
incl
ude:
(i) U
NRA
lau
nche
d an
op
erat
ion
again
st
over
load
ing
in J
uly
2015
. Th
e op
erat
ion
has
dras
ticall
y re
duce
d ov
erlo
aded
veh
icles
to 3
0%
of th
ose
wei
ghed
(ii
) Par
tner
ed w
ith U
RA t
o co
ntro
l veh
icle
load
ing
at
cust
oms
war
ehou
ses
and
dem
and
for
wei
ghbr
idge
tick
ets a
t bor
der c
ross
ings
(ii
i) Tr
affic
po
lice
has
been
de
ploy
ed
at
fixed
w
eigh
brid
ges t
o w
ork
with
UN
RA st
aff.
(iv) R
estri
cted
use
of
mob
ile p
hone
s at
the
wei
gh
brid
ges h
as b
een
intro
duce
d
(v) C
reat
ed
an
insp
ecto
rate
un
it
of
mob
ile
wei
ghbr
idge
pat
rols
to
mon
itor
alter
nativ
e ro
utes
and
ens
ure
vehi
cles
off
load
exc
ess
carg
o (v
i) Sen
sitiz
atio
n on
th
e im
porta
nce
axle
load
co
ntro
l an
d le
gal
limits
in
th
e pr
int
and
elec
troni
c m
edia
and
dist
ribut
ion
of
info
rmat
ion
leaf
lets
car
ried
out.
Sept
. 20
15
Ach
ieve
d
UN
RA
7
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Sc
ore
R
espo
nsib
le
Org
aniz
atio
n of
Tra
ffic
and
Road
Saf
ety
Act
hav
e be
en d
rafte
d to
ens
ure
effe
ctiv
e en
forc
emen
t an
d ro
ad s
afet
y m
anag
emen
t. R3
Ra
vagi
ng
of
road
s an
d br
idge
s by
he
avy
rain
s.
Est
ablis
h ra
pid
emer
genc
y re
spon
se
units
for
UN
RA n
etw
ork
and
crea
te a
bu
dget
for e
mer
genc
y m
ainte
nanc
e.
UN
RA p
rocu
red
emer
genc
y ba
iley
brid
ges
and
large
diam
eter
cul
verts
. An
emer
genc
y un
it w
ill b
e es
tabl
ished
afte
r res
truct
urin
g U
NRA
.
June
, 20
15
Parti
ally
Ach
ieve
d
UN
RA
R4
Wea
k N
atio
nal
Cons
truct
ion
Indu
stry
Cap
acity
.
(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 s
take
in c
ontra
cts
led
by in
tern
atio
nal f
irms,
star
ting
with
5%
and
10%
loca
l con
tent
by
cont
ract
va
lue
resp
ectiv
ely
for
each
ro
ad
proj
ect.
Man
ual
for
regi
stra
tion
and
clas
sifica
tion
of
Cont
ract
ors
is be
ing
deve
lope
d (to
be
read
y by
O
ctob
er 2
015)
U
NRA
ha
s st
arte
d im
plem
entin
g pr
efer
ence
sc
hem
e fo
r lo
cal
cons
ulta
nts.
It is
now
a
requ
irem
ents
fo
r ne
w
supe
rvisi
on
cont
ract
s to
ha
ve
loca
l co
nsul
tant
s as
co
unte
rpar
ts
of
inte
rnat
iona
l co
nsul
tant
s. U
NRA
is
pack
agin
g up
grad
ing
wor
ks ta
rget
ing
loca
l con
tract
ors.
Sept
, 20
15
Parti
ally
Ach
ieve
d
UN
RA,
MoW
T
(ii)T
ende
r bi
g an
d lo
ng
term
ro
ad
main
tena
nce
cont
ract
s to
lo
cal
cont
ract
ors
to
enab
le t
hem
inve
st in
eq
uipm
ent
and
impr
ove
their
ca
pabi
lity
Bids
w
ere
invi
ted
for
eigh
t ye
ar
outp
ut
and
perf
orm
ance
roa
d co
ntra
ct f
or T
oror
o –
Mba
le –
So
roti –
Lira
– K
amdi
ni ro
ad.
UN
RA
tend
ered
ou
t 3-
year
te
rm
main
tena
nce
cont
ract
s (9
,460
km)
of
unpa
ved
road
s an
d pr
ocur
emen
t is
ongo
ing
for
new
co
ntra
cts
(1,9
82km
) for
pav
ed ro
ads.
Sept
, 20
15
Ach
ieve
d
UN
RA,
MoW
T
(iii)
Fina
lize
and
subm
it th
e U
gand
a Co
nstru
ctio
n In
dust
ry
Com
miss
ion
(UCI
CO) B
ill to
Par
liam
ent.
Dra
ft Bi
ll cl
eare
d by
the
1st Par
liam
enta
ry C
ounc
il.
Cabi
net
Mem
o fo
r th
e U
CICO
Bi
ll is
bein
g fin
alize
d.
Sept
, 20
15
Not
A
chie
ved
M
oWT
R5
Road
Re
serv
e E
ncro
achm
ent
(i) F
inali
ze a
nd s
ubm
it to
Cab
inet
the
Ro
ads B
ill.
Dra
ft Ca
bine
t M
emo
for
the
Road
s Bi
ll is
bein
g fin
alize
d.
June
20
15
Not
A
chie
ved
M
oWT
11th Joint Transport Sector Review Workshop
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Sc
ore
R
espo
nsib
le
Org
aniz
atio
n pr
ivat
e se
ctor
.
(ii) F
inali
ze th
e de
sign
and
com
men
ce
the
proc
urem
ent o
f th
e co
ntra
ctor
for
K
ampa
la Fl
yove
r an
d ro
ad u
pgra
ding
pr
ojec
t.
Det
ailed
des
igns
are
ong
oing
and
exp
ecte
d to
be
com
plet
ed b
y O
ctob
er 2
015.
Pr
ocur
emen
t of
a c
ontra
ctor
will
com
men
ce i
n O
ctob
er 2
015
and
cont
ract
will
be
signe
d in
Jul
y 20
16.
Sept
, 20
15
Not
A
chie
ved
U
NRA
R11
Env
ironm
ent
Prot
ectio
n alo
ng
road
cor
ridor
s
Allo
cate
a
budg
et
and
com
men
ce
plan
ting
trees
alo
ng th
e ro
ad re
serv
es.
Tree
plan
ting
com
men
ced
on so
me
natio
nal r
oads
. U
NRA
St
atio
ns
have
be
en
alloc
ated
fu
nds
to
com
men
ce tr
ee p
lantin
g.
Sept
. 20
15
Ach
ieve
d
MoW
T,
UN
RA
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Sc
ore
R
espo
nsib
le
Org
aniz
atio
n R7
In
stitu
tiona
l w
eakn
esse
s in
th
e M
anag
emen
t of
D
UCA
R.
Fina
lize
and
subm
it to
Cab
inet
the
dr
aftin
g pr
inci
ples
fo
r th
e es
tabl
ishm
ent
of U
gand
a Ru
ral
and
Urb
an R
oads
Aut
horit
y (U
RURA
)
The
Min
istry
sta
yed
the
proc
ess
to e
stab
lish
the
Uga
nda
Rura
l and
Urb
an R
oads
Aut
horit
y be
caus
e Ca
bine
t is
again
st
the
esta
blish
men
t of
ne
w
Aut
horit
ies.
May
, 20
15
Not
A
chie
ved
M
oWT
R8
Ope
ratio
naliz
atio
n of
Fo
rce
Acc
ount
un
der D
UCA
R.
(i)
Secu
re f
undi
ng f
or s
uppl
emen
tary
ro
ad e
quip
men
t to
fill
gap
s fo
r D
UCA
R fo
rce
acco
unt u
nits
.
Secu
red
$150
m (
loan
fro
m J
apan
ese
Bank
for
In
tern
atio
nal
Coop
erat
ion)
to
pr
ocur
e ro
ad
equi
pmen
t.
The
supp
ly c
ontra
ct w
as si
gned
in th
e fir
st w
eek
of
Sept
embe
r; th
e eq
uipm
ent
will
be
deliv
ered
in
Dec
embe
r 201
5.
Sept
, 20
15
Ach
ieve
d
MoW
T,
MoL
G
(ii)
Ass
ess
the
com
pete
nce
and
train
de
ficie
nt g
rade
r ope
rato
rs
Ass
essm
ent o
f the
cap
acity
for g
rade
r ope
rato
rs in
LG
s is o
n go
ing
Ju
ne,
2015
Pa
rtiall
y A
chie
ved
M
oWT
(iii)
Incr
ease
fu
ndin
g fo
r Re
gion
al M
echa
nica
l Wor
ksho
ps (R
MW
s)
URF
allo
cate
d U
GX
15b
n in
FY
201
4/15
and
U
GX
12b
n in
FY
201
5/16
for
DU
CAR
forc
e ac
coun
t eq
uipm
ent
repa
irs a
nd m
ainte
nanc
e. Th
e bu
dget
will
be
incr
ease
d w
hen
the
over
all b
udge
t in
crea
ses
June
, 20
15
Not
A
chie
ved
M
oWT,
URF
R9
Lack
of
Re
sear
ch
on a
ltern
ativ
e ro
ad
cons
truct
ion
mat
erial
s.
(i)Fi
naliz
e th
e gu
idel
ines
and
allo
cate
fu
ndin
g fo
r res
earc
h in
the
Budg
et fo
r FY
201
5/16
.
Rese
arch
gu
idel
ines
w
ere
finali
zed;
fu
nds
not
alloc
ated
bec
ause
exp
ecte
d in
crem
ent
in o
vera
ll bu
dget
for
roa
d m
ainte
nanc
e w
as n
ot r
ealiz
ed.
Act
ually
the
roa
d m
ainte
nanc
e bu
dget
for
FY
20
15/1
6 w
as re
duce
d by
UG
X 1
0.17
bn
June
20
15
Parti
ally
Ach
ieve
d
URF
(ii)D
ocum
ent
and
pres
ent
a re
port
to
the
SWG
the
pre
limin
ary
resu
lts o
n th
e tri
als fo
r low
cos
t tec
hnol
ogie
s
Repo
rt w
as d
evel
oped
by
CRO
SSRO
AD
S. T
o be
pr
esen
ted
at th
e ne
xt S
WG
mee
ting
in S
epte
mbe
r 20
15
June
20
15
Not
A
chie
ved
U
NRA
R10
Traf
fic
cong
estio
n in
Kam
pala
City
. (i)
Seek
fun
ding
for
the
Pilo
t BR
T in
K
ampa
la.
Fund
ing
bein
g so
ught
fro
m W
orld
Ban
k an
d th
e Pr
ivat
e Se
ctor
. The
Wor
ld B
ank
fund
ing
is ta
gged
on
the
esta
blish
men
t of M
ATA
. Tw
o un
solic
ited
prop
osals
wer
e re
ceiv
ed fr
om th
e
Sept
, 20
15
Not
A
chie
ved
M
oWT
8
11th Joint Transport Sector Review Workshop
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Sc
ore
R
espo
nsib
le
Org
aniz
atio
n pr
ivat
e se
ctor
.
(ii) F
inali
ze th
e de
sign
and
com
men
ce
the
proc
urem
ent o
f th
e co
ntra
ctor
for
K
ampa
la Fl
yove
r an
d ro
ad u
pgra
ding
pr
ojec
t.
Det
ailed
des
igns
are
ong
oing
and
exp
ecte
d to
be
com
plet
ed b
y O
ctob
er 2
015.
Pr
ocur
emen
t of
a c
ontra
ctor
will
com
men
ce i
n O
ctob
er 2
015
and
cont
ract
will
be
signe
d in
Jul
y 20
16.
Sept
, 20
15
Not
A
chie
ved
U
NRA
R11
Env
ironm
ent
Prot
ectio
n alo
ng
road
cor
ridor
s
Allo
cate
a
budg
et
and
com
men
ce
plan
ting
trees
alo
ng th
e ro
ad re
serv
es.
Tree
plan
ting
com
men
ced
on so
me
natio
nal r
oads
. U
NRA
St
atio
ns
have
be
en
alloc
ated
fu
nds
to
com
men
ce tr
ee p
lantin
g.
Sept
. 20
15
Ach
ieve
d
MoW
T,
UN
RA
9
Is
sue
Act
ion
Prog
ress
D
eadl
ine
Sc
ore
R
espo
nsib
le
Org
aniz
atio
n R7
In
stitu
tiona
l w
eakn
esse
s in
th
e M
anag
emen
t of
D
UCA
R.
Fina
lize
and
subm
it to
Cab
inet
the
dr
aftin
g pr
inci
ples
fo
r th
e es
tabl
ishm
ent
of U
gand
a Ru
ral
and
Urb
an R
oads
Aut
horit
y (U
RURA
)
The
Min
istry
sta
yed
the
proc
ess
to e
stab
lish
the
Uga
nda
Rura
l and
Urb
an R
oads
Aut
horit
y be
caus
e Ca
bine
t is
again
st
the
esta
blish
men
t of
ne
w
Aut
horit
ies.
May
, 20
15
Not
A
chie
ved
M
oWT
R8
Ope
ratio
naliz
atio
n of
Fo
rce
Acc
ount
un
der D
UCA
R.
(i)
Secu
re f
undi
ng f
or s
uppl
emen
tary
ro
ad e
quip
men
t to
fill
gap
s fo
r D
UCA
R fo
rce
acco
unt u
nits
.
Secu
red
$150
m (
loan
fro
m J
apan
ese
Bank
for
In
tern
atio
nal
Coop
erat
ion)
to
pr
ocur
e ro
ad
equi
pmen
t.
The
supp
ly c
ontra
ct w
as si
gned
in th
e fir
st w
eek
of
Sept
embe
r; th
e eq
uipm
ent
will
be
deliv
ered
in
Dec
embe
r 201
5.
Sept
, 20
15
Ach
ieve
d
MoW
T,
MoL
G
(ii)
Ass
ess
the
com
pete
nce
and
train
de
ficie
nt g
rade
r ope
rato
rs
Ass
essm
ent o
f the
cap
acity
for g
rade
r ope
rato
rs in
LG
s is o
n go
ing
Ju
ne,
2015
Pa
rtiall
y A
chie
ved
M
oWT
(iii)
Incr
ease
fu
ndin
g fo
r Re
gion
al M
echa
nica
l Wor
ksho
ps (R
MW
s)
URF
allo
cate
d U
GX
15b
n in
FY
201
4/15
and
U
GX
12b
n in
FY
201
5/16
for
DU
CAR
forc
e ac
coun
t eq
uipm
ent
repa
irs a
nd m
ainte
nanc
e. Th
e bu
dget
will
be
incr
ease
d w
hen
the
over
all b
udge
t in
crea
ses
June
, 20
15
Not
A
chie
ved
M
oWT,
URF
R9
Lack
of
Re
sear
ch
on a
ltern
ativ
e ro
ad
cons
truct
ion
mat
erial
s.
(i)Fi
naliz
e th
e gu
idel
ines
and
allo
cate
fu
ndin
g fo
r res
earc
h in
the
Budg
et fo
r FY
201
5/16
.
Rese
arch
gu
idel
ines
w
ere
finali
zed;
fu
nds
not
alloc
ated
bec
ause
exp
ecte
d in
crem
ent
in o
vera
ll bu
dget
for
roa
d m
ainte
nanc
e w
as n
ot r
ealiz
ed.
Act
ually
the
roa
d m
ainte
nanc
e bu
dget
for
FY
20
15/1
6 w
as re
duce
d by
UG
X 1
0.17
bn
June
20
15
Parti
ally
Ach
ieve
d
URF
(ii)D
ocum
ent
and
pres
ent
a re
port
to
the
SWG
the
pre
limin
ary
resu
lts o
n th
e tri
als fo
r low
cos
t tec
hnol
ogie
s
Repo
rt w
as d
evel
oped
by
CRO
SSRO
AD
S. T
o be
pr
esen
ted
at th
e ne
xt S
WG
mee
ting
in S
epte
mbe
r 20
15
June
20
15
Not
A
chie
ved
U
NRA
R10
Traf
fic
cong
estio
n in
Kam
pala
City
. (i)
Seek
fun
ding
for
the
Pilo
t BR
T in
K
ampa
la.
Fund
ing
bein
g so
ught
fro
m W
orld
Ban
k an
d th
e Pr
ivat
e Se
ctor
. The
Wor
ld B
ank
fund
ing
is ta
gged
on
the
esta
blish
men
t of M
ATA
. Tw
o un
solic
ited
prop
osals
wer
e re
ceiv
ed fr
om th
e
Sept
, 20
15
Not
A
chie
ved
M
oWT
1011th Joint Transport Sector Review Workshop
Sect
ion
D: A
ir Su
b-Se
ctor
C
ode
Issu
e A
ctio
n Pr
ogre
ss
Dea
dlin
e
Scor
e
Res
pons
ible
O
rgan
izat
ion
A1
Com
plian
ce
with
IC
AO
stan
dard
s Im
plem
enta
tion
of
ICA
O's
reco
mm
enda
tions
Mea
sure
s to
add
ress
non
-com
plian
ce h
ave
been
dev
elop
ed
and
are
bein
g im
plem
ente
d pr
ogre
ssiv
ely.
Th
e pr
opos
ed a
men
dmen
ts t
o th
e CA
A A
ct C
ap 3
54 w
ere
appr
oved
by
Ca
bine
t. Th
e Ca
bine
t de
cisio
n w
ill
be
impl
emen
ted
by th
e Fi
rst P
arlia
men
tary
Cou
nsel
.
Sept
embe
r 20
15
Ach
ieve
d
MoW
T, C
AA
A2
Impl
emen
tatio
n of
th
e re
com
men
datio
n of
reg
iona
l A
viat
ion
Aut
horit
y
(i)Ca
rry
out
revi
sion
of
regu
latio
n an
d en
forc
emen
t
This
is a
cont
inuo
us a
ctiv
ity;
harm
oniz
ed E
AC
regu
latio
ns
have
bee
n cu
stom
ized
and
are
cur
rent
ly ap
plied
as
Civi
l A
viat
ion
Regu
latio
ns, 2
014
Sept
, 201
5 A
chie
ved
M
oWT,
CA
A
(ii)R
eact
ivat
ion
and
relic
ensin
g fo
r in
tern
atio
nal
rout
es
of
hom
e-ba
sed
Airl
ine
A p
re-fe
asib
ility
stud
y fo
r the
revi
val o
f the
nat
iona
l airl
ine
is un
derw
ay.
The
stud
y co
mm
ence
d on
30th
Jul
y 20
15 t
he
ince
ptio
n re
port
has b
een
pres
ente
d
Sept
, 201
5 Pa
rtiall
y
Ach
ieve
d
MoW
T, C
AA
Sect
ion
C: R
ailw
ay S
ub-S
ecto
r C
ode
Issu
e A
ctio
n Pr
ogre
ss
Dea
dlin
e
Scor
e R
espo
nsib
le
Org
aniz
atio
n RL
1 La
ck o
f a
lega
l sta
tus
of U
RC.
Fina
lize
and
subm
it to
Cab
inet
, dra
fting
pr
inci
ples
for U
RC
Bill.
Dra
fting
prin
cipl
es fo
r the
URC
Bill
are
bei
ng a
men
dmen
t in
line
with
the
deci
sion
to d
rop
MTR
A.
Inte
r A
genc
y Ta
skfo
rce
cons
titut
ed
to
revi
ew
the
lega
l St
atus
/Fra
mew
ork
and
advi
sed
the
Min
ister
on
the
way
forw
ard.
Sept
, 201
4 N
ot
Ach
ieve
d
MoW
T, U
RC
RL2
Co
ordi
natio
n be
twee
n ex
istin
g ra
ilway
an
d ne
w
Stan
dard
Gau
ge
Coor
dina
tion
be
twee
n op
erat
ion
of
exist
ing
railw
ay
line
and
cons
truct
ion
and
op
erat
ion
of
new
st
anda
rd
gaug
e ra
ilway
Dev
elop
men
t of
th
e St
anda
rd
Gau
ge
Railw
ay
(SG
R)
is co
ordi
nate
d w
ith R
VR
thro
ugh
regu
lar b
riefs
on
the
prog
ress
. i.
SGR
cons
truct
ion
wor
ks w
ill b
e un
derta
ken
with
min
imal
inte
rrup
tion
to t
he o
pera
tions
of
the
exist
ing
line.
Ind
eed
train
s ar
e ru
nnin
g no
rmall
y on
Mom
basa
- N
airob
i sec
tion
whe
re c
onst
ruct
ion
is un
der w
ay.
ii.
URC
is w
orki
ng w
ith R
VR
to e
nsur
e co
ntin
ued
inve
stm
ent i
n th
e ex
istin
g m
eter
gau
ge ra
ilway
. Pr
ojec
ts u
nder
take
n in
clud
e:
a)
Reha
bilit
atio
n of
365
wag
ons,
purc
hase
of
4 re
furb
ished
he
avy
haul
loc
omot
ives
and
reh
abili
tatio
n of
8 l
ight
lo
com
otiv
es.
b) R
ehab
ilita
tion
of T
oror
o - P
akw
ach
line
com
plet
ed u
p to
G
ulu
and
fund
s ar
e be
ing
soug
ht t
o in
stall
sto
ne b
allas
t an
d im
prov
e op
erat
ing
effic
ienc
y.
June
201
5 A
chie
ved
M
oWT,
URC
RL3
Cons
truct
ion
of
the
Stan
dard
G
auge
Ra
ilway
(SG
R)
Conc
lude
th
e fin
anci
ng
arra
ngem
ents
an
d sig
n th
e co
ntra
ct f
or
the
cons
truct
ion
of
the
SGR
The
EPC
Con
tract
for t
he S
GR
was
sig
ned
on 3
0th
Mar
ch 2
015
for b
oth
the
Eas
tern
and
Nor
ther
n ro
utes
. Fe
asib
ility
stu
dy f
or t
he E
aste
rn r
oute
was
com
plet
ed a
nd it
is
posit
ive.
The
feas
ibili
ty s
tudy
for
the
Nor
ther
n ro
ute
will
be
com
plet
ed a
t th
e en
d of
Oct
ober
201
5. S
ubjec
t to
rec
eivi
ng
ESI
A c
lear
ance
by
NE
MA
. Th
e fe
asib
ility
stu
dies
(af
ter
com
plet
ion)
and
the
EPC
con
tract
w
ill b
e su
bmitt
ed to
the
Gov
ernm
ent o
f Chi
na to
form
ally
appl
y fo
r fin
anci
ng.
June
, 201
5 Pa
rtiall
y A
chie
ved
M
oWT,
URC
11 11th Joint Transport Sector Review Workshop
Sect
ion
D: A
ir Su
b-Se
ctor
C
ode
Issu
e A
ctio
n Pr
ogre
ss
Dea
dlin
e
Scor
e
Res
pons
ible
O
rgan
izat
ion
A1
Com
plian
ce
with
IC
AO
stan
dard
s Im
plem
enta
tion
of
ICA
O's
reco
mm
enda
tions
Mea
sure
s to
add
ress
non
-com
plian
ce h
ave
been
dev
elop
ed
and
are
bein
g im
plem
ente
d pr
ogre
ssiv
ely.
Th
e pr
opos
ed a
men
dmen
ts t
o th
e CA
A A
ct C
ap 3
54 w
ere
appr
oved
by
Ca
bine
t. Th
e Ca
bine
t de
cisio
n w
ill
be
impl
emen
ted
by th
e Fi
rst P
arlia
men
tary
Cou
nsel
.
Sept
embe
r 20
15
Ach
ieve
d
MoW
T, C
AA
A2
Impl
emen
tatio
n of
th
e re
com
men
datio
n of
reg
iona
l A
viat
ion
Aut
horit
y
(i)Ca
rry
out
revi
sion
of
regu
latio
n an
d en
forc
emen
t
This
is a
cont
inuo
us a
ctiv
ity;
harm
oniz
ed E
AC
regu
latio
ns
have
bee
n cu
stom
ized
and
are
cur
rent
ly ap
plied
as
Civi
l A
viat
ion
Regu
latio
ns, 2
014
Sept
, 201
5 A
chie
ved
M
oWT,
CA
A
(ii)R
eact
ivat
ion
and
relic
ensin
g fo
r in
tern
atio
nal
rout
es
of
hom
e-ba
sed
Airl
ine
A p
re-fe
asib
ility
stud
y fo
r the
revi
val o
f the
nat
iona
l airl
ine
is un
derw
ay.
The
stud
y co
mm
ence
d on
30th
Jul
y 20
15 t
he
ince
ptio
n re
port
has b
een
pres
ente
d
Sept
, 201
5 Pa
rtiall
y
Ach
ieve
d
MoW
T, C
AA
Sect
ion
C: R
ailw
ay S
ub-S
ecto
r C
ode
Issu
e A
ctio
n Pr
ogre
ss
Dea
dlin
e
Scor
e R
espo
nsib
le
Org
aniz
atio
n RL
1 La
ck o
f a
lega
l sta
tus
of U
RC.
Fina
lize
and
subm
it to
Cab
inet
, dra
fting
pr
inci
ples
for U
RC
Bill.
Dra
fting
prin
cipl
es fo
r the
URC
Bill
are
bei
ng a
men
dmen
t in
line
with
the
deci
sion
to d
rop
MTR
A.
Inte
r A
genc
y Ta
skfo
rce
cons
titut
ed
to
revi
ew
the
lega
l St
atus
/Fra
mew
ork
and
advi
sed
the
Min
ister
on
the
way
forw
ard.
Sept
, 201
4 N
ot
Ach
ieve
d
MoW
T, U
RC
RL2
Co
ordi
natio
n be
twee
n ex
istin
g ra
ilway
an
d ne
w
Stan
dard
Gau
ge
Coor
dina
tion
be
twee
n op
erat
ion
of
exist
ing
railw
ay
line
and
cons
truct
ion
and
op
erat
ion
of
new
st
anda
rd
gaug
e ra
ilway
Dev
elop
men
t of
th
e St
anda
rd
Gau
ge
Railw
ay
(SG
R)
is co
ordi
nate
d w
ith R
VR
thro
ugh
regu
lar b
riefs
on
the
prog
ress
. i.
SGR
cons
truct
ion
wor
ks w
ill b
e un
derta
ken
with
min
imal
inte
rrup
tion
to t
he o
pera
tions
of
the
exist
ing
line.
Ind
eed
train
s ar
e ru
nnin
g no
rmall
y on
Mom
basa
- N
airob
i sec
tion
whe
re c
onst
ruct
ion
is un
der w
ay.
ii.
URC
is w
orki
ng w
ith R
VR
to e
nsur
e co
ntin
ued
inve
stm
ent i
n th
e ex
istin
g m
eter
gau
ge ra
ilway
. Pr
ojec
ts u
nder
take
n in
clud
e:
a)
Reha
bilit
atio
n of
365
wag
ons,
purc
hase
of
4 re
furb
ished
he
avy
haul
loc
omot
ives
and
reh
abili
tatio
n of
8 l
ight
lo
com
otiv
es.
b) R
ehab
ilita
tion
of T
oror
o - P
akw
ach
line
com
plet
ed u
p to
G
ulu
and
fund
s ar
e be
ing
soug
ht t
o in
stall
sto
ne b
allas
t an
d im
prov
e op
erat
ing
effic
ienc
y.
June
201
5 A
chie
ved
M
oWT,
URC
RL3
Cons
truct
ion
of
the
Stan
dard
G
auge
Ra
ilway
(SG
R)
Conc
lude
th
e fin
anci
ng
arra
ngem
ents
an
d sig
n th
e co
ntra
ct f
or
the
cons
truct
ion
of
the
SGR
The
EPC
Con
tract
for t
he S
GR
was
sig
ned
on 3
0th
Mar
ch 2
015
for b
oth
the
Eas
tern
and
Nor
ther
n ro
utes
. Fe
asib
ility
stu
dy f
or t
he E
aste
rn r
oute
was
com
plet
ed a
nd it
is
posit
ive.
The
feas
ibili
ty s
tudy
for
the
Nor
ther
n ro
ute
will
be
com
plet
ed a
t th
e en
d of
Oct
ober
201
5. S
ubjec
t to
rec
eivi
ng
ESI
A c
lear
ance
by
NE
MA
. Th
e fe
asib
ility
stu
dies
(af
ter
com
plet
ion)
and
the
EPC
con
tract
w
ill b
e su
bmitt
ed to
the
Gov
ernm
ent o
f Chi
na to
form
ally
appl
y fo
r fin
anci
ng.
June
, 201
5 Pa
rtiall
y A
chie
ved
M
oWT,
URC
1211th Joint Transport Sector Review Workshop
Sect
ion
E: I
nlan
d W
ater
Tra
nspo
rt Su
b-Se
ctor
C
ode
Issu
e A
ctio
n Pr
ogre
ss
Dea
dlin
e
Scor
e
Res
pons
ible
O
rgan
izat
ion
W1
Lack
of
le
gisla
tion
and
inst
itutio
nal
stru
ctur
e fo
r in
land
wat
er tr
ansp
ort
Subm
it to
Ca
bine
t th
e dr
aftin
g pr
inci
ples
fo
r im
prov
ed
Inlan
d W
ater
Tr
ansp
ort
legi
slatio
n an
d cr
eatio
n of
a
resp
onsib
le
Aut
horit
y.
Certi
ficat
e of
fin
ancia
l im
plic
atio
ns w
as
obta
ined
from
MoF
PED
. Ca
bine
t M
emo
was
dra
fted;
the
Bill
is
read
y fo
r sub
miss
ion
to th
e Ca
bine
t.
Aug
.201
5 Pa
rtiall
y A
chie
ved
M
oWT
W2
Low
Prio
rity
give
n to
inlan
d w
ater
tran
spor
t Pr
epar
e th
e In
land
Wat
er
Tran
spor
t Inv
estm
ent P
lan.
Th
e dr
aft f
inal
repo
rt fo
r the
Inve
stm
ent
Plan
for
Lak
e V
icto
ria w
as r
ecei
ved
in
May
201
5
Sept
. 201
5 A
chie
ved
M
oWT
W3
Poor
nav
igab
ility
of
wat
er
bodi
es
in
Uga
nda,
parti
cular
ly isl
ands
in
Lake
V
icto
ria.
Dev
elop
an
Inve
stm
ent
Plan
for
im
prov
ing
navi
gabi
lity
and
conn
ectiv
ity in
all
wat
er b
odies
.
Fina
l Re
port
for
L. V
icto
ria r
eady
and
im
plem
enta
tion
unde
rway
Se
pt. 2
015
Ach
ieve
d
MoW
T
13 11th Joint Transport Sector Review Workshop
Annual sector performance report
By DoT
Sect
ion
E: I
nlan
d W
ater
Tra
nspo
rt Su
b-Se
ctor
C
ode
Issu
e A
ctio
n Pr
ogre
ss
Dea
dlin
e
Scor
e
Res
pons
ible
O
rgan
izat
ion
W1
Lack
of
le
gisla
tion
and
inst
itutio
nal
stru
ctur
e fo
r in
land
wat
er tr
ansp
ort
Subm
it to
Ca
bine
t th
e dr
aftin
g pr
inci
ples
fo
r im
prov
ed
Inlan
d W
ater
Tr
ansp
ort
legi
slatio
n an
d cr
eatio
n of
a
resp
onsib
le
Aut
horit
y.
Certi
ficat
e of
fin
ancia
l im
plic
atio
ns w
as
obta
ined
from
MoF
PED
. Ca
bine
t M
emo
was
dra
fted;
the
Bill
is
read
y fo
r sub
miss
ion
to th
e Ca
bine
t.
Aug
.201
5 Pa
rtiall
y A
chie
ved
M
oWT
W2
Low
Prio
rity
give
n to
inlan
d w
ater
tran
spor
t Pr
epar
e th
e In
land
Wat
er
Tran
spor
t Inv
estm
ent P
lan.
Th
e dr
aft f
inal
repo
rt fo
r the
Inve
stm
ent
Plan
for
Lak
e V
icto
ria w
as r
ecei
ved
in
May
201
5
Sept
. 201
5 A
chie
ved
M
oWT
W3
Poor
nav
igab
ility
of
wat
er
bodi
es
in
Uga
nda,
parti
cular
ly isl
ands
in
Lake
V
icto
ria.
Dev
elop
an
Inve
stm
ent
Plan
for
im
prov
ing
navi
gabi
lity
and
conn
ectiv
ity in
all
wat
er b
odies
.
Fina
l Re
port
for
L. V
icto
ria r
eady
and
im
plem
enta
tion
unde
rway
Se
pt. 2
015
Ach
ieve
d
MoW
T
1411th Joint Transport Sector Review Workshop
9/15/2015
1
WORKS AND TRANSPORT SECTOR
ANNUAL SECTOR PERFOMANCE REPORT FY 2014/15
BENON M. KAJUNADITECTOR OF TRANSPORT
September, 20151
Republic of Uganda
Presentation Outline1) Introduction2) Sector Key Achievements 3) Performance Measured Against the Golden Indicators4) Performance of URF5) Performance of UNRA6) Performance of CAA7) Performance of URC8) Performance of KCCA9) Performance of MoWT10) Conclusion
2
15 11th Joint Transport Sector Review Workshop
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2
1. INTRODUCTION• The ASPR provides stakeholders both within and
outside the sector with a summary of the sectorperformance for FY 2014/2015.
• It provides information on the Budget and Performancemeasured against Golden Indicators and the Action PlanMatrix.
• NDPII recognises that the infrastructure, particularly theroad network, is inadequate and cannot enablesignificant growth in many sectors, particularlyagricultural production.
3
1. INTRODUCTION
• The proportion of the Government budget allocated tothe Transport Sector was 16% in FY 2014/15 andincreased to 17% in 2015/16.
• The planning frameworks that guide the transportsector ; Uganda Vision 2040, NDPII and the NationalTransport Master Plan.
• Institutions in the transport sector include; MOWT,UNRA, URF,CAA and URC
4
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3
Sector Key Achievements FY2014/15 • A total of 201km( 91% of the annual NDP1 target) of paved roads
were added to the stock of paved roads where UNRA and KCCAconstructed 186km and 15km respectively.
• A total of 253 km-equivalent of gravel roads were upgraded tobitumen standard out of the target of 250km (performance of 101%)
• The national roads network in fair to good condition was 80% forpaved roads (exceeded the annual target of 78%) and 70% forunpaved roads(exceeded the annual target of 67%).
• Commercial aircraft movements also registered a shortfall of17.9% in 2014/15. This was due to the suspension of operations forsome airlines after ICAO Coordinated Validation Mission (ICVM).
5
Sector Key Achievements in FY2014/15
• Freight carried on the railway increased by30.4% from a total of 138 million tonne-km in2013/14 to 180 million tonne-km in 2014/15
6
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Golden Indicators• Golden Indictors relate to the mandates and
core functions of the MoWT and its agencies• Related to NDP targets• Act as Situation Reports, summarizing the
state of road, rail, air, and inland watertransport sub-sectors.
• Their overall value is to enable results-basedmanagement of the Sector
• And are established by the Sector to assessher performance in relation to national goalsand objectives. 7
Indicator #1 – Road Network ConditionRoad Network in fair to good condition (%) FY
2010/11FY
2011/12FY
2012/13FY
2013/14Target
2015 FY
2014/15
National Roads (paved) 74 77.6 77 80 78 80National Roads (unpaved)
64 66.6 66 67 68 70
Urban Roads (paved) 50 61 73.7 58.2 55 57.8Urban Roads (unpaved) 55 44 44.7 48.5 58.2District Roads (unpaved)
55 65 65.3 50.5 47
KCCA Roads (paved) 11 35 48 50 49KCCA Roads (unpaved) 48 60 60 62 61
8
Data for the Urban and District roads show a large variation, as the data used is based on sample surveys from JICA
1811th Joint Transport Sector Review Workshop
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5
Road Condition for KCCA, DUCAR and National Roads
For national roads, 80% of paved national roads are infair to good condition same as in 2013/14 but, ahead ofthe target of 78%. Unpaved roads in fair to goodcondition increased from 67 to 70%.
For KCCA roads, 49% of paved roads – 2.08% increasefrom FY 13/14. Unpaved roads increased from 60% to61%.
For both Urban and District roads, the road network infair to good condition has been calculated based on asample of 31 Districts by JICA. This has resulted indifferences from last financial year.
9
Indicator #2 – Stock of Paved RoadsPaved Roads Network (km)
FY 2010/11
FY 2011/1
2
FY 2012/13
FY 2013/14
Target FY 14/15
FY 2014/15
National 3,264 3,317 3,490 3,795 4,000 3,981
Urban 684 824 745 751 745
KCCA 416 422 463 484 495 498
10
A cumulative total of 796kms were added to the pavednetwork for the period 2010/11-2014/15.
This represents 72.4% performance for the NDP 1 target
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6
Stock of Paved Roads• From FY 2013/14 to FY 2014/15, there was an
4.9% increase in the national roads pavednetwork
• Since FY 2010/11, the national roads pavednetwork has increased by 21.97% (3264 km inJune 2011 to 3981 km in June 2015).
• For KCCA, there was an increase of 15Kms
11
Indicator #3 – Road SafetyRoad Safety Actual
June 2011Actual June 2012
Actual June 2013
Actual June 2014
Actual June 2015
Total fatalities (Road deaths)
2,954 3,343 3,124 2,937 2,845
Fatalities per 10,000 vehicles
46 45 36 30 26
Total registered vehicles
635,656 739,036 865,823 974,714 1,102,021
12
2011th Joint Transport Sector Review Workshop
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7
ROAD SAFETY• Over the past financial year, fatalities per
10,000 vehicles have fallen from 30 to 26.
• The total number of accidents has alsodeclined since FY 2014/15.
• But still the highest fatality rate in East Africa
13
Indicator #4 – Travel Time
Road Service Level-Travel Time (minutes/km)
June 2012 June 2013 June 2014 June 2015
On National Roads 1.18 1.15 1.01 1.15
On District Roads N/A N/A 0.03 (3) N/A
In GKMA 2.5 2.5 2.5 (5) 2.5
•On national roads, travel time increased by 0.14 min/km
•There was no significant change in travel time within Greater Kampala.
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8
Indicator #5- Construction costsRoad Construction/Maintenance Cost
June 2011 June 2012 June 2013 June 2014 June 2015
Paved Roads (1000 USD/km)
National Roads – New-Construction
N/A N/A N/A N/A N/A
National Roads –upgrading from gravel to tarmac
800 - 1,100 650-950 653- 949 650-850 650-1,100
National Roads – Re-Construction
520-725 890-980 896 -984 896-084 896-984
National Roads –Rehabilitation
290 - 600 175- 620 176 - 616 400-500 400-791
National Roads – Periodic maintenance
105 - 290 105 -300 105- 300 100-300 100-300
National Roads –Mechanized routine maintenance
1- 3 8 – 17 8.4– 7.5 8.4-17.5 8.4-17.5
Urban Roads –Rehabilitation
475 320 -480 330-450 212 - 400 212-400
Urban Roads - Periodic Maintenance
325 145 141.6 141.9 158
Kampala Roads-Upgrading from gravel to
740 -870 720-850 720-850
Unpaved road Construction Costs
Unpaved Roads (1000 USD/km) June 2011
June 2012
June 2013 June 2014 June 2015
National Roads – Periodic Maintenance
15.5 13.3-15 13.4-15 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 3.5-5.5
District roads – Rehabilitation 18 14 NOT AV 12 NOT AV
District – Periodic Maintenance 2 - 8 5 – 8 5.3 6.8-15.0 4.5
District roads - Routine Maintenance
0.3 - 1 0.2 - 1.3 0.2-1.3 0.7-2.2 0.3-1.2
Urban roads – Rehabilitation 8-18 3-19 3-19
Community Access Roads -Routine maintenance
0.3 - 0.4 0.8 NOT AV
• The ranges refer to lowest costs (either in terms of equipment or low usage road) to highest cost.
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Indicator #6 - Accessibility
Rural Accessibility June 2011 June 2012 June 2013 June 2014 June 2015
Rural population living within 2 km of an all-weather road
N/A N/A 83% 83% 83%
Population with access to Taxi / Matatu service (% of total)
37 N/A 34 38 38
All year motorable Community Access Road network (km)
3,490 4,200 NOT AV 8,500 7718
The proportion of communities with access to all-season feeder roads was 83% in 2014/15. This has been the same as in the last 2 years.
38% of communities had access to a taxi/matatu same as in 2013/14.
Indicator #7 – Road Maintenance needs met
Road Maintenance Needs Met June 2011
June 2012
June 2013
June 2014 Target June 2015
June 2015
a Maintenance budget relative to requirement
a.1 Maintenance Financed by URF
National Roads – budget to requirement (%)
37 33 26 48 NA 34.8
District Roads – budget to requirement (%)
77 74 37 34 51.6
Urban Roads including KCCA – Budget to requirement (%)
76 65 35 33 35 50.7
• For National Roads 34.8% of the maintenance needs were met last year, down from 48% last year.
• More than one half of district and urban roads’ needs were met.
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Backlog – Rehabilitation Needs for Roads in Poor Condition
a.2 Backlog – Rehabilitation Needs for Roads in Poor Condition
June 2011 June 2012 June 2013 June 2014 June 2015
Budget for all roads (USD million)
N/A 72.3 138.7 138.3 145.2
Unfunded backlog for all roads (USD million)
N/A 835.7 826.1 629.7 802.4
•The unfunded backlog has increased significantly from $ 216.7 M last year to $ 802.4M this financial year.
Maintenance Expenditure relative to Release (%)
June 2011 June 2012 June 2013 June 2014 Target June 2015
June 2015
National Roads 100 100 100 84.1 98.6
DUCAR Roads 71 64 49 75.9 100 90.3
2411th Joint Transport Sector Review Workshop
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Indicator # 8 Axle Load ControlCompliance with Axle Load Regulation
June 2011 June 2012
June 2013 June 2014 Target June 2015
June 2015
Number of Vehicles weighed
169,477 161,184 203,000 191,620 220,000 215,067
Number of Overloaded vehicles
91,518 88,650 109,000 105,391 88,000 107,533
Overloaded Vehicles (% of total controlled)
54 55 54 55 40 50
Average Overload per axle (tonnes)
N/A 2.39 1.47
• The percentage of overloaded vehicles was 50% lower than in 2013/14 (55%) and the lowest in four years.
• 215,067 vehicles were weighed, a 12.24% increase from FY 2013/14. • The high rate of overloading is still not adequately addressed
Indicator # 9 reight carried by RailRail Freight
VolumeJune 2011 June 2012 June 2013 June 2014 Target
June 2015
June 2015
Total freight carried (million-
tonne-km)154.2 153.5 124.4 138 250 180
•While the total freight carried did not reach the 2015 target, it did increase by 30.44% from FY 2013/14.
•The target for concession for URC was not achieved
25 11th Joint Transport Sector Review Workshop
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12
Indicator #10 Rail Modal ShareRail Modal share at Malaba, Busiaand Port Bell Border Points
June 2011
June 2012 June 2013 June 2014 Target June 2015
June 2015
Total Freight crossing the three borders (1000 tonnes)
6,738 7,736 7,4937,609 8,000
8,325
Freight that crosses the three borders by rail (% of total)
10 8.9 8 5.79 6
•Total freight crossing the borders increased by 9.41%,•But the overall share slightly increased from 5.8% to 6.0%
Indicator #11 Rail modal share on lake Victoria
Rail Modal Share on Lake Victoria Ferries
June 2011
June 2012 June 2013 June 2014 June 2015
Freight transported on ferries by rail, registered at Port Bell border post (% of total).
13.1 11.7 33.4 8.3 16.1
•This indicator improved in 2014/15 compared to 2013/14 but still lower than in 2012/13.•Kaawa underwent maintenance for 6 months of the year
2611th Joint Transport Sector Review Workshop
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13
Indicator #12 Locomotive Productivity
Rail Efficiency June 2011
June 2012 June 2013 June 2014 Target June 2015
June 2015
Locomotive productivity (km/loco/day)
131 168 142 187 152 147
•Locomotive productivity decreased by 21.39% over the last financial year
Indicator #13 Wagon transit timesWagon Utilization
June 2011 June 2012 June 2013 June 2014 Target June 2015
June 2015
Wagon Transit time (days)
16.2 11.5 8 9 5 8
Wagon Turn-round time (days)
27.1 26.6 27.6 34 20 16
•Both wagon transit time and wagon turn-around time decreased inFY2014/15 from FY2013/14.•Wagon transit time decreased by 11.11%,•Wagon turn around time decreased by 52.94%•This is a positive development in performance
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14
Indicator #14 Aircraft MovementsInternational Aircraft Movements
June 2011 June 2012 June 2013 June 2014 Target June 2015
June 2015
Commercial 24,051 27,732 29,982 25,304 26,060 22,265
Non commercial
10,285 12,164 13,133 13,644 14,050 14,105
•Commercial aircraft movement fell short of the target number, but still increased by almost 1% compared to FY 2012/13•Non commercial aircraft movement exceeded the target for 2014, and increased by 3.88% compared to FY 2012/13.
Indicator #15 - Air Traffic, Volume of Passenger and Freight carried by Air Transport
June 2011 June 2012 June 2013 June 2014 Target June 2015
June 2015
Air Passenger Traffic - International
Embarking 516,829 580,799 639,963 672,671 729,850 668,079
Disembarking
531,678 597,929 652,239 678,387 736,050 669,182
Transit 80,668 77,341 91,633 95,181 98,040 107,016
Air Passenger Traffic-Domestic
Embarking 5,249 4,956 9,365 12,894 13,540 8,315
Disembarking
5,678 5,187 9,814 14,228 14,940 9,161
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Indicator #15 - Air Traffic ,freight cargo
Freight Cargo Traffic (tones)
June 2011
June 2012
June 2013
June 2014
Target June 2015
June 2015
Exported 26,444 31,842 35,475 32,355 33,330 31,867Imported 20,221 21,408 21,849 21,764 22,420 20,747
Air traffic
• Exports by air in 2014/15 were 336 tonnes lower than in 2013/14 and failed to hit the target by 4.39%. This was due to:– Reduced traffic to Juba caused by the war in South
Sudan – General decline in tourists to Uganda– On the other hand, freight cargo traffic exports
decreased by 1.5% between FY2013/14 and FY2014/15 while imports also decreased by 4.7% and this was also associated with insecurity in Southern Sudan.
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Indicator # 16 – total freight using Port bell
Freight Traffic on Lake Victoria
June 2011 June 2012 June 2013 June 2014 June 2015
Total freight on ferries as registered at Port Bell border post (tonnes)
66,582 106,315 119,880 96,128 58,899
There was a decline of 38.73%
Indicator #17 – Passenger Traffic on Lake Victoria
Passenger Traffic on Lake Victoria
June 2011
June 2012 June 2013 June 2014 June 2015
Entebbe –Kalangala
N/A 74,87361,708
32,290 20,179
MV Kalangala was only available for 45% of the time due to maintenance works. Passenger traffic reduced by 37.51%.
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Number of EIAs Accepted by NEMA against Total Number of EIAs Required (%)
June 2011
June 2012 June 2013 June 2014 Target June 2015
June 2015
Overall percentage for UNRA, MoWT, URC, CAA, URF
N/A 91.7 89.3 100 100 100
Availability of Gender Focal Person
June 2011
June 2012
June 2013
June 2014
Target June 2015
June 2015
Number in place
N/A 5 6 4 5 5
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Women in Employment (%)June 2011
June 2012
June 2013
June 2014
Target June 2015
June 2015
Overall percentage in sector
N/A 19 19 21.8 26 26
The percentage of women in employment increased by 19.27%.
HIV/AIDS Interventions (Number) June 2011
June 2012
June 2013
June 2014
Target June 2015
June 2015
Total number for 5 Sub-Sectors and 4 Intervention Categories
N/A 22 25 90 35
The total number of interventions in 4 areas in 2014/15 was 61% lower than in 2013/14.
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FINANCIAL PERFORMANCE
URF received a total of UGX 428.093bn from theTreasury, representing 100% of the annual budget.
The Fund disbursed a total of UGX 417.878bn to theURF Designated Agencies (DAs) to finance theirrespective annual road maintenance programmes.
URF disbursed UGX 261.438bn to UNRA; UGX 30bnto KCCA; and UGX 126.440bn to DUCAR Agencies.
UGX 7.215bn was utilized for operational costs of theSecretariat to the Fund.
FINANCIAL PERFORMANCE
MoFPED releases to URF took on average 21 calendardays from the start of each quarter.
URF disbursements to DAs took on average 3.6calendar days (UNRA) and 8.5 calendar days (DUCAR)from dates of receipt of funds from MoFPED.
Absorption of released road maintenance funds wasoverall at 95.6% represented by 98.4%UNRA; 62.6%KCCA; 97.5 % DUCAR; and 97.7% URF Secretariat.
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PHYSICAL PERFORMANCE
• National Roads - UNRA
S/N Maintenance ActivityFinanced Quantity
Achieved Quantity
% of Financed Quantity Achieved
1 Routine Manual (km) 12,300 12,300 100.00%2 Routine Mechanized (km) 15,500 14,759 95.20%3 Periodic Paved (km) 95 20 21.10%4 Periodic Unpaved (km) 2,125 1,510 71.10%5 Bridges Routine (No) 286 250 87.40%6 Bridges Periodic (No) 7 3 42.90%7 O&M of weighbridges (No) 10 10 100.00%8 O&M of ferries (No) 9 9 100.00%
PHYSICAL PERFORMANCE
• KCCA and DUCAR Network
S/N Maintenance ActivityFinanced Quantity
Achieved Quantity
% of Financed Quantity Achieved
1 Routine Manual (km)
2 Routine Mechanised (km) 67.30%
3 Periodic Paved (km)
4 Periodic Unpaved (km) 37.70%
1 Routine Manual (km) 23,696 18,359 78%2 Routine Mechanised (km) 15,833 5,028 32%3 Periodic Paved (km)4 Periodic Unpaved (km)5 Bridges Routine (No)6 Bridges Periodic (No)7 Culvert Installation (Lines) 2,599 1,177 45%
DUCAR
KCCA
47%
54 35 65%
1,395 939
5.7 2.15
2,435 1,144
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5.Performance of UNRA - Financial
• The overall budget for the FY 2014/15 wasUGX 2,001 billion out of which UGX 2,092billion was spent (105% budget performance).
5.Performance of UNRA• During the FY 2014/15, a total of 253 km-
of gravel roads were upgraded to bitumenstandard out of the annual target of 250km(101% performance). Key achievementsincluded:
• Hoima – Kaiso – Tonya road (92km) completed
• Vurra- Arua- Koboko - Oraba road (92km) completed
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5. Performance of UNRA - gravel to bitumen standard (Continued)
• Mbarara - Kikagati – Murongo road (88km) completed,• Gulu – Atiak road (74km) 25% completed, 100%
cumulative progress• Namanve Industrial Road (4km) 100% completed• Luuku – Kalangala Phase 1 (6km), 100% completed • Moroto – Nakapiripirit road (92km) 61.2% completed,• Atiak – Nimule road (35km), 60.1% cumulative 81.2%
progress
5. Performance of UNRA gravel to bitumen standard (Continued)
• Other road constructions that had majorachievements in FY2014/15 included:
• Ishaka - Kagamba (35km) achieved 28.4%-cumulative was 69%;
• Mbarara Bypass (41km) achieved 24.6%cumulative was 29.6%;
• Kamwenge – Fort Portal (65km) with 21.7%achievement cumulative was 43.7%;
• Olwiyo – Gulu (70.3km) 20.4% achievementcumulative was 20.4%.
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5. Performance of UNRA-other road constructions
• Rehabilitations: During the FY 2014/15, a totalof 150.2 km - equivalent of old paved roadswere rehabilitated out of the annual target of170km (88% performance).
• Road Maintenance: National RoadMaintenance targeted 2,225kms but achieved1,510km (less by 32.1%) due to procurementdelays caused by procurement administrativereviews
• Bridges: Targeted to complete 10 new bridgesand by end of June 2015, 6 new bridges hadbeen completed.
5. Performance of UNRA-Ferry services
• Ferry Services: In FY2014/15, UNRA had 8operational ferries linking national roads. Theninth Ferry at Bukakata/Luuku was providedand operated by Kalangala InfrastructureServices (KIS)
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6. Physical Performance DUCAR/City roads
Works category FinancedQuantity
AchievedQty2014/15
%
Manual (km)-RoutineMaintenance 23,696 18,359 78%Mechanized (km)-RoutineMaintenance 15,833 5,028 32%Unpaved (km)-PeriodicMaintenance
2435 1144 47%
Periodic (No)-Bridges
54 35 65%
CulvertInstallation(lines) 2,599 1,177 45%
Performance of Uganda Railways Corporation - physical
• Status of the standard gauge project– Kampala – Malaba : EPC contract signed by
30/03/2015– Tororo – Gulu – Nimule : EPC contract signed on
30/03/2015– Kampala - Kigali/Kasese – Mpondwe - Hima :
Contract for preliminary design signed
• SGR Protocol was signed to enable joint development and operation of a modern, fast, reliable, efficient and high capacity railway transport system.
•
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Performance of Uganda Railways Corporation-physical
Indicator FY 2013/14FY
2014/15% Growth 2014-2015
Net ton-km ('000) 132,437 180,091 26%Net tones 604,247 783,362 23%
Net tonnes by rail ferries through Port Bell 7,971 9,486 16%Wagon Productivity (tkm/wagon '000) 6.7 8 14%Locomotive Availability (%) 57% 48% -20%Wagon availability 50% 56% 10%
Wagon turn- round time MSA-KLA-MSA (days) 28 16 75%
% of Total active track length under Temporary Speed Restriction (TSR) 30% 23% 30%
Performance of Uganda Railways Corporation-physical
• Construction of a Rail Container Depot (ICD) at Mukono Station ($8.6 mn) (Phase 1): 98% of the works complete .
• KFW-funded Wagon Overhaul Project (EUR 2.39 mn by URC & $ 2.2mn by RVR): A total of 365 wagons have been overhauled.
• Re-introduction of Passenger Services: Pilot for 1 year running from Kampala to Namanve station: A Cabinet Memo was approved and contract under review.
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7.Performance of Civil Aviation Authority-Financial
DepartmentApproved Budget (Shs) by CAA
Expenditure (Shs)Absorption rate
Directorate of Human Resource and Administration
73,169,848,721 66,720,814,97291
Directorate of Air Navigation Services
9,368,489,080 10,005,227,170107
Directorate of Airports and Aviation Security
17,224,056,940 10,904,050,11163
Directorate of Finance 11,031,422,660 15,449,912,985 140
Directorate of Safety, Security and Economic Regulation
2,805,760,000 1,840,681,56666
Corporate Office 17,224,268,412 11,230,986,352 65
Capital Projects 30,374,472,000 23,838,656,000 78
Total 161,198,317,813 139,990,329,156 86
7.Performance of Civil Aviation Authority-Physical• Launched the 20-Year Civil Aviation Master Plan on
29th January 2015.• Commenced the Master Plan Study and Detailed
Engineering Designs for Kabaale Airport in Hoima.• Trained staff in; apron control, runway safety
management, terminal operations andmanagement, marine operations, approach radarand ILS maintenance.
• Maintained, operated and kept all aerodromes inserviceable status.
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7.Performance of Civil Aviation Authority-Physical
• Attained ISO 9001:2008 Certification forAeronautical Information Services (AIS).
• Carried out flight calibration of the NAVAIDs.• Carried out Manufacturer reviews of the Air
Traffic Control (ATC) Radar and AirspaceManagement System.
• Digital survey mapping (eTOD) of 5aerodromes namely: Entebbe, Soroti, Arua,Gulu and Kasese at 70% completion.
7.Performance of Civil Aviation Authority-Physical
• Rehabilitation of Nakasongola Airport at 90% completion.
• International Tourism Bourse (ITB) and World Travel Market (WTM) participation.
• Hosted the Modern Airports Africa Workshop (25th – 27th November 2014).
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8.Performance of KCCA- Financial
Department Total Funds available FY 2014/15 (UGX, ‘000,000)
Actual Expenditure FY 2014/15 (UGX, ‘000,000)
% of available funds absorbed
Road Construction Works 44,100 44,100 100
Engineering and Design Studies and Plans (RAP Costs)
10,000 10,000100
Engineering and Design Studies and Plans (Consultancy)
3,000 2,900100
Uganda Road Fund 28,400 28,400100
Total 85,500 85,500100
8.Performance of KCCA- Physical• During the year a total of 15 km of paved roads was
completed• A total of 38.1Kms of new roads have just been
reconstructed/upgraded and maintained in the City.• Drainage black spots (Kintu Rd, Corryndon)
completed.• KCCA is in advanced stages of completing the road
infrastructure mapping, inventory and condition assessment database.
• KCCA finalised the process of gazetting the statutory instrument for Commercial Road User Regulations.
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9.Performance of MoWT- Financial
Department Approved Budget FY 2014/15
Released By End Jun FY 2014/15
% BudgetReleased
Recurrent (Wage & nonwage)
32.929 28.71 87.2
Development-GOU 66.194 65.066 98.3
Development-ext 23.169 14.263 61.6
Total Budget (excluding arrears & taxes)
122.292 108.039 88.4
9.Performance of MoWT- Physical• Updating of the National Transport Policy and
Strategy,• Road Safety policy approved by cabinet,• Updated the Axle Load Policy,• Prepared the IWT Bill, SWG and TMT approved• Completed statutory instrument for Seafarer's
Identification & Record Books (SIRBs),• Drafted statutory instrument for vessel
Registration,.
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9.Performance of MoWT- Physical Preliminary Engineering designs for Kampala-Kigali
standard gauge railway line conducted, Draft Engineering and Architectural designs for
port bell and Jinja Piers submitted. Guidelines for implementation of non-motorized
transport developed. Standards and guidelines for low cost sealing
approach developed. Committee in place to operationalizing the Building
Control Act and disseminate the act. close to completion of Agwa and Kaguta bridges in
Lira district.
9.Performance of MoWT- Physical
• Less than 50% of a total of 279.93Kms of district Community access road planned for the FY2014/15. Low performance was due to lack of funds
• Completion of the upgrading of Bugembe – wanyangeroad and alternative access to Kyabazinga palace.
• 24Km of District Roads were sealed out of 30km planned• Only 5% District and Urban roads mapped• CAS sites undertaken using appropriate technology (like
Arch bridges, ladders etc)• A survey of 58km district road under the force account
program was carried out.
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9.Performance of MoWT- Physical
• Completed review of garages repairingGovernment vehicles
• Gender mainstreaming and compliance auditsof MDAs undertaken in 15 MDAs
• Other cross-cutting achievements include:Road project had Environment and SocialImpact assessment, HIV Training for Staffs atMinistry’s Training Centre
Key Sector Challenges
• Inadequate financing for road maintenance• Legislation / Need for specific powers to
coordinate public transport in the form of MATA. • Decongestion – need for mass transit initially in
the form of BRT• Staffing levels in UNRA not commensurate to
workload• Lack of office at MoWT
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10. Conclusion• Overall sector performance of the Transport Sector,
over FY 2014/15, was generally positive except forair transport sector where there was a shortfall inInternational Passenger Traffic and Commercialaircraft movements.
• However, even where positive changes wererecorded, these were lower than targets set in theNational Development Plan (NDPI) for the TransportSector.
• More needs to be done to achieve these targets and,by implication, to attain the Uganda Vision 2040
Conclusion Cntd…..• Timeliness in flow of road maintenance funds to end
user points due to continued reliance on the Treasury• Weak institutional capacity of DUCAR in respect to
staffing, equipment base, and supervision.• Gray areas in implementation of force account policy• Haphazard upgrading of CAR to district roads• Loss of road maintenance funds to URA observed in
some tax defaulting LGs and UNRA Stations.
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OVERVIEW OF SGR PROJECT
By Chairman SGR Steering Committee & Joint Technical Committee
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REPUBLIC OF UGANDA
OVERVIEW OF THE STANDARD GAUGE RAILWAY PROJECT
The 11th JTSR Workshop 16th-17th September 2015 Hotel Africana, Kampala
Dr. A.O. MugisaChairman SGR Steering Committee & Joint Technical Committee
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PRESENTATION OUTLINE
1. The SGR Protocola. Objectives and scopeb. Institutional arrangementsc. Progress of implementation
2. Status of the SGR Projecta. In the NCIP regionb. In Uganda
c. Benefits of the SGR Project
3. Challenges a. Mitigation measures
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1. THE SGR PROTOCOL1. SGR Protocol signed in May 2014. 2. Before it could be implemented, each NCIP
Partner State had to ratify (give formal consent to) it.
3. All four Partner States have now ratified the Protocol.
4. Each Partner State will enter into separate contracts with contractors for constructing sections of the SGR on its territory.
5. SGR Project is to be executed as one single seamless project.
6. Hence joint marketing and joint mobilization of resources among others.
4
a. OBJECTIVES AND SCOPE
Overall objective of the SGR Protocol is for NCIP Partner States:
a) To jointly develop and operate a modern, fast, reliable, efficient and high capacity railway transport system as a seamless single railway operation.
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a. OBJECTIVES AND SCOPE (CONT’D)
Specific Objectives of the SGR Protocol are to:a) expedite economic growth and development
of the NCIP Partner States; b) enhance spatial development along the
SGR corridor; c) enhance efficient and cost effective
movement of freight and passengers; and d) sustain development of other transport
infrastructure.
6
a. OBJECTIVES AND SCOPE (CONT’D)
The NCIP Partner States Agree to: a) harmonize their policy, legal and institutional
framework for SGR; b) adopt a common logical framework for project
management; c) adopt common design and operational
standards; d) coordinate human resource capacity building
strategies;
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a. OBJECTIVES AND SCOPE (CONT’D)
The NCIP Partner States Agree to: e) jointly mobilize financial resources;f) jointly monitor and evaluate the project; g) adopt a common communication
strategy, research & development (R&D) and transfer of technology; and
h) adopt common mechanisms that will ensure seamless railway operations.
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b. INSTITUTIONAL FRAMEWORKRegional
1. Joint Ministerial Committee composed of Ministers responsible for transport/infrastructure is the policy organ for the regional project monitors, reviews and implements all
programs and projects for development and operation of the SGR Project; and
reports to and implements directives of NCIP Heads of State Summit.
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b. INSTITUTIONAL FRAMEWORK (CONT’D)
Regional 2. SGR Commission composed of Permanent/
Principal/Under Secretaries of Ministries responsible for transport/infrastructure, Secretaries to the Treasury and Solicitors General.
responsible for considering reports of the Joint Technical Committee (JTC) and reports to the Joint Ministerial Committee (JMC).
CEOs of national railway corporations are the Secretariat.
10
b. INSTITUTIONAL FRAMEWORK (CONT’D)
Regional3. Joint Technical Committee (JTC) is
composed of at least three representatives from each Partner State.
prepares project implementation plans, budgets, strategic plans, monitoring and evaluation reports and implements decisions of the Summit.
4. As leader of the SGR project, Uganda chairs the three regional SGR project organs.
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b. INSTITUTIONAL FRAMEWORK (CONT’D)
National1. For Uganda, there is:
a) a multidisciplinary Project Steering Committee (PSC) to monitor the strategic direction of the Project; and
b) a specialized Project Management Unit (PMU) to handle day-to-day operational requirements of the Project.
2. Members of PSC are drawn from MoWT, URC, MoFPED, MoJCA, NPA, UPDF and OP.
3. PSC guides and oversees the PMU.
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b. INSTITUTIONAL FRAMEWORK (CONT’D)
JOINT MINISTERIAL COMMITTEE
SGR COMMISSION
JOINT TECHNICAL COMMITTEE
MINISTER
PERMANENT SECRETARY
STEERING COMMITTEE
PROJECT MANAGEMENT
UNIT
Regional National
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c. PROGRESS OF IMPLEMENTATION1. Common SGR technical specifications approved.2. Logical framework for project management approved.3. Monitoring matrix for common policies that support and
promote railway transport being finalized. Actual policies to be formulated nationally and
regionally.4. Communication strategy is being finalized.
Short term Long term Regional Website
5. Joint mobilization of resources awaits completion of bankable feasibility studies for the whole project in December 2015.
6. Work Plan for remaining tasks is being finalized.
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2. STATUS OF SGR PROJECT
In the region1. Construction of Mombasa-Nairobi SGR section
is well underway. 2. Studies are being finalised for Nairobi-Malaba. 3. South Sudan has signed an MoU with CHEC
for Juba-Nimule section.4. Rwanda will soon sign an MoU with CCECC for
Mirama Hills – Kigali section.
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b. IN UGANDA
ID Route Line Existing/New
Length(km)
Remark
1 Eastern Kampala-Malaba Existing 237 Connects to Kenya
2(a) Northern Tororo-Pakwach Existing 487
2(b) Gulu-Nimule New 106 Connects to South Sudan
2(c) Pakwach-Aru New 170 Connects to DR Congo
3(a) Western Kampala-Kasese Existing 329 Includes 11km Hima branch
3(b)
Sout
hern
Kasese-Mpondwe New 53 Connects to DR Congo
4 Bihanga-Mirama Hills New 174 Connects to Rwanda
5 Mirama Hills-Muko New 120 Connects to iron deposits
Total 1,676
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16
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2. STATUS OF SGR PROJECT (CONT’D)
In Uganda Cont’d1. Studies carried out for the Eastern,
Northern, Western and Southern routes. 2. An EPC (commercial) contract was signed
with a Chinese company, CHEC, for the Eastern and Northern routes.
3. An MOU has been signed with another Chinese EPC contractor, CCECC, for the Western and Southern routes.
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2. STATUS OF SGR PROJECT (CONT’D)
Implementation will be in 2 phases
1. Phase 1: Eastern and Northern routes.2. Phase 2: Western and Southern
routes.
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2. STATUS OF SGR PROJECT (CONT’D )
For Eastern and Northern Routes (CHEC)1. Studies for bankable feasibility studies are
nearly complete.2. Processing application for loan is underway.3. Application for a loan for Eastern route to be
submitted by end of September 2015.4. Financial closure expected by late 2016.5. Start of construction end of October 2016.6. To start with the Eastern route (Malaba-
Kampala).
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c. BENEFITS OF SGR PROJECT1. Maximum speeds of SGR railway will be 120 kph for
passengers and 100 kph for cargo. 2. It currently takes 10-14 days for railway cargo to be
transported from Mombasa to Kampala. 3. Using SGR, this cargo transit time will be reduced to
one day.4. Cost of rail cargo will be reduced to 5 US cents per
tonne-km from current cost of 10 US cents (RVR).5. Target local content of about forty-percent of the
value of SGR Project to be retained in Uganda. This includes the supply of materials such as cement, steel and stone as well as labour, both skilled and unskilled.
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3. CHALLENGES
1. Funding whole 1,700 km route length in Uganda and connecting with Juba and Kigali.
2. Timely staffing and funding of PMU with professional personnel.
3. Local materials meeting quality specifications and quantity requirements, e.g., cement, steel, as well as skilled and unskilled labor meeting requirements of the project.
4. Matching human resource capacity building with timelines for implementing the SGR project.
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3. CHALLENGES (CONT’D)
Mitigation measures1. Training of local personnel through EPC contracts:
a) UPDF has been identified as having good potential:
it has a lot of manpower. they are fairly well trained and qualified. they are disciplined and they are at the ready. they are just waiting to be deployed.
i. UPDF will be involved in construction and later on in maintenance of the railway infrastructure.
ii. UPDF will also add in an implied security aspect. iii. EPC contractors will work with UPDF and do capacity
building including development of training schools and polytechnics.
b) Dedicated NCIP Cluster for human resource capacity building.
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3. CHALLENGES (CONT’D)
Mitigation measures2. Involvement of the private sector in:
a) Supply of materials: i. Cement ii. Steeliii. Ballast
b) Supply of equipment and machineryc) Sub-contracting d) Electricity generatione) Financing sections of SGR.
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THANK YOU
6011th Joint Transport Sector Review Workshop
Assessment of contractors
By CrossRoads/RIC
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ASSESSMENT AND QUANTIFICATION OF THE NUMBER AND SIZE OF CONTRACTORS REQUIRED TO EFFECTIVELY DELIVER
THE COUNTRY’S ANNUAL ROAD DEVELOPMENT AND MAINTENANCE PROGRAMME
Presented at the11th ANNUAL JOINT TRANSPORT SECTOR REVIEW
WORKSHOP 10-11th SEPTEMBER 2015
Presentation Structure• Introduction
Background Purpose of the study
• Approach and Methodology Documentation review Interviews and consultations Determination of contractor numbers and capacities Preparation of the report
• Tasks Undertaken Overview of registration of contractors Utilization of contractors in the sector Financing of road maintenance Estimation of the number of Contractors required
• Conclusion and Recommendations
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Introduction • The assessment and quantification were made
in a study financed by Crossroads in early May 2015.
• The aim of the Crossroads program is toimprove Government of Uganda expenditureon roads.
• The over-arching approach used to deliver the program is market systems.
Introduction (cont’d)
• Main objective of the study : Was to generateinformation on the current number andcapabilities of the contractors in the sector,estimate the optimal number needed andenable policy makers to develop andimplement a comprehensive road industrydevelopment strategy.
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Approach and Methodology for the Study
• The study was conducted through; Document review and gathering of information on
the registers of contractors and classification systems
Interviews and discussions with key stakeholders inUNRA, KCCA, MoWT, URF and UNABCEC
Establishing projected road maintenance budgets and work load in the medium term
Approach and Methodology for the study (cont’d)
Analysis of data collected to determine the numbers and capacities of contractors required to deliver the road maintenance program effectively.
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Overview on Registration of Contractors Operating in the Sector
• There are currently about 200 contractorsexclusively engaged in construction andmaintenance of roads in the country. About 20more engage in other forms like buildingworks, water supply and drainage works.
• PPDA has a register of 1132 contractor firmsbut the list is not segregated.
Overview on Registration of Contractors Operating in the Sector (cont’d)
• UNABCEC has 245 members on its register butonly 70 are paid up while only 20% of themember firms are roadconstruction/maintenance contractors. Theregister classifies contractors into 5 classes ofA+, A, B, C, and D.
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Overview on Registration of Contractors Operating in the Sector (cont’d)
• MoWT first drew up a contractor classificationregister in 2006 that was specifically for roadmaintenance, it passed it on to UNRA whenthe latter was established, the register placedfirms in classes A+, A, B, and C.
Overview on Registration of Contractors Operating in the Sector (cont’d)
• The register and classification was initiated bythe Dept. of Road Maintenance and waspurposely targeting mechanised routinemaintenance and a little periodic maintenanceof gravel roads.
• UNRA updated the list in 2009 and it addedon classes D and E; currently there are 279contractor firms on the UNRA register but alsotargeting maintenance of gravel roads.
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Overview on Registration of Contractors Operating in the Sector (cont’d)
• UNRA also has another register of 42 contractorfirms drawn up in accordance with clause 2.9 ofPPDA Act . The firms mainly belong to class Dand E of the above register.
• A Crossroads survey in 2013 established thatthere were about 830 roadconstruction/maintenance contractors onregisters of MoWT, UNRA, KCCA, UNABCEC andLGs.
Classes of Contractors Registered with UNRA
Class Threshold (Ushs)
Scale No. on the Register
Failed to secure contracts from 2010-2014
A+ > 2bn Large scale. Construction of bitumen road works
4 2 are not active
A > 2bn Large scale. Works on unpaved roads and small
scale bitumen works
21 8
B 0.6 – 2 bn Medium size. Works on unpaved roads
23 16
C 200 –600m
Small scale. Maintenanceworks on unpaved roads
29 18
Class D and E
<200m Small scale. Maintenance works.
223 193
LabourBased
- Small scale. Works on unpaved roads
120 No works available forthem
LBCs - Manual routine maintenance
2500 2500 Displaced due to term maintenance
contractors
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Utilisation of the Contractors in the Sector
• Foreign ContractorsContracts for upgrading of gravel roads to bitumen
standard and reconstruction/rehabilitation of paved roads are dominated by foreign contractors.
Between 30 and 40 foreign contractors haveoperated in the country in the last 20 years, manyare predatory and do not bother to register.
Only 5 to 6 foreign owned contractor companies are locally based. They are fighting a battle of their life to stem the challenge posed by the predator contractors.
Utilisation of the Contractors in the Sector (cont’d)
• Local ContractorsThe bulk of the registered local contractors are
engaged mainly in road maintenance and operatefrom Kampala. They find small upcountry contractsunattractive. The contracts are also difficult tosupervise.
At the current budgetary allocations, UNRA cangenerate up to 160 contracts in a FY but in FY2014/15, it employed 145 contractors including 90for term maintenance.
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Road Maintenance Financing• The road sector budget allocation has since
increased from Ushs 0.7 trillion in FY2007/08to 2.5 trillion in FY2014/15, most of it forupgrading roads from gravel to bitumenstandard or reconstruction.
• Road maintenance budget has only risen fromUshs 200 – 452 billion in the same period. Thisis the size of business in which the 200 or solocal contractors engage in-only 16% of thebudget available to the sector.
Road Maintenance Financing (cont’d)
• The road maintenance budget currently coversless than 50% of the road maintenance needs.
• In UNRA, 42% of the budget for roadmaintenance is expended on force accountoperations while 58% is spent on contracting,thus reducing the funds available to localcontractors to less than 10% of the fundsavailable to the sector.
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Road Maintenance Financing (cont’d)
• In LGs, all road maintenance works arethrough force account and this further curtailslocal contractors’ business opportunities.
Ongoing and Planned Projects in the Sector in the Medium Term
• According to the Finance, Planning andEconomic Development Minister’s Backgroundto the Budget FY2012/13, MOWT’s MinisterialStatements for FY2014/15 and FY2015/16, GoUhas a roads upgrading programme comprising:16 ongoing upgrading projects of which two are about
90% complete;15 on-going reconstruction/rehabilitation projects of
which 5 are >80% complete;
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Ongoing and Planned Projects in the Sector in the Medium Term (cont’d)5 new rehabilitation projects (backlog
maintenance) in the last stages of procurementand about to commence;
13 new projects for upgrading roads to bitumenstandard: at advanced procurement stage;
14 traffic capacity improvement projects inKampala and environs: at advanced procurementstage; and
3 bridge construction projects
Ongoing and Planned Projects in the Sector in the Medium Term (cont’d)
• A further 60 new roads upgrading projects areincluded in the 2016 – 2018 Medium TermProgramme.
• Therefore from now to 2018, the total numberof projects either executed or ongoing will be119 (excluding the 7 which are in advancedstage of completion).
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Ongoing and Planned Projects in the Sector in the Medium Term (cont’d)
• Most of the on-going projects (24) will wind upin 2016, leaving a balance of 95 projects.
• Development projects contracts normally take 2- 2.5 years to complete, therefore the projectednumber of contracts that will be running in anyof the years is 40.
Ongoing and Planned Projects in the Sector in the Medium Term (cont’d)
• UNRA has a plan to carry out periodicmaintenance on unpaved roads covering2000km annually. This will generate 55contracts which take 6-9 months to completeand will employ some 45 contractors onassumption that 25% of the contractors cantake two contracts simultaneously.
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Ongoing and Planned Projects in theSector in the Medium Term (cont’d)
• UNRA has been running some 90 termmaintenance contracts, each for a period of 3years i.e. 30 contracts per year.
• In KCCA, there are construction worksincluding road dualisation, construction offlyovers and remodeling selected junctions toimprove traffic flow projected at 10 contractsannually.
Ongoing and Planned Projects in the Sector in the Medium Term (cont’d)
• KCCA also has a paved roads rehabilitationprogram financed by GOU covering 440km in thenext 5 years which is currently generating 4contracts annually.
• The local construction industry policy stipulatingthat 30% of all contracts awarded to foreigncontractors must be undertaken by locals willgenerate about 36 sub-contracts annually.
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Estimation of the No. of Contractors Required for the Program• The volume of work outlined above will
require 188 contracts annually (143 UNRA + 9KCCA + 36 NCI Policy ) as shown in Tables 1and 2 below;
• Table 1 Estimates the Number of ContractorsRequired for the Annual Road Constructionand Maintenance Progress;
• Table 2 shows the Distribution of Contractsamongst Classes of Contractors.
Table 1No Description of Contract
and ScopeExpectedContract Duration(Years)
Anticipated No. of
contracts per year
Class of Contractor
implementing
Remarks
UNRA
1 On-going upgrading to bitumen standard
2 – 2.5 (16-2)/2=7 A (formerlyA+ or
foreign)
2 contracts nearing completion
2 Reconstruction of paved road
2 15-5)/2=5 A 5 at advanced stage of completion
3 Rehabilitation of paved road
2 5/2=3 A
4 Upgrading to bitumen (new)
2 – 2.5 13/2=7 A Currently at award stage
5 Traffic Improvement 2.5 – 3 14/3=5 A
6 Bridge works 1.5 – 2 4/2=2 B
7 Periodic maintenance –paved and backlog
1 – 1.5 5/1=5 B (formerlyA+)
8 Periodic maintenance –unpaved (200km
annually)
0.5 – 0.75 55 C & D Formerly A+ gravel and B
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Table 1 (cont’d)No Description of Contract
and ScopeExpectedContract Duration(Years)
Anticipated No. of
contracts per year
Class of Contractor
implementing
Remarks
UNRA
9 Term maintenance –unpaved (on 8,200km )
3 90/3=30 C 90 contracts are planned for 3 years
10 Upgrading to bitumen (Mid Term Progress)
2 – 2.5 60/2.5=24 A
KCCA
11 Reconstruction, junctions improvement
2 10/2=5 A
12 Rehabilitation of paved road 1 4/1=4 B
TOTAL NUMBER OF CONTRACTS
152
13 Add subcontracts to local contractors on contracts executed by foreign firms
2 – 2.5 36 B, C & D Applicable on items 4,5,10
PROJECTED TOTAL NUMBER OF CONTRACTS AVAILABLE ANNUALLY
188
Table 2Class Number of
ContractsNo. of Contractors Required Remarks
A 41 Assume 25% of Contractorscan take on 2 contracts = 32
Derived from Item 4,5,10 and 11
B 11 Add 4 from Item 13
= 15
Assume 25% of Contractorscan take on 2 contracts = 12
This class can also partake of work in
Item 10
C 30 Add 20 from Item
13 = 50
Assume 25% of Contractorscan take on 2 contracts = 40
but increase to 50 for competition
-
D 55 Add 12 from Item
13 = 67
67 required but increase to 80 for competition
-
TOTAL 183 174 -
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Challenges Facing The Roads Industry• Too many small scale contractors who suffer
from: Inadequate work; Little capacity to train and retain competent staff; Little or no capacity to build a financial base, acquire
equipment to deliver works effectively and efficiently; High attrition rate and inability to create a substantial
number of jobs Job creation is a function of efficiency and
effectiveness
Challenges Facing The RoadsIndustry (cont’d)Opportunity cost of using too many small
contractors: sub-standard work, low value formoney and poor road network condition, highcost of doing business, reduced investmentand lower competitiveness, etc.
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Drawing up a Road Industry Development Strategy
Goals of the Strategy are to:• Create a vibrant road construction and
maintenance industry critical to any country, Uganda inclusive
• Bring order to the industry through regulation which UCICO Bill was intended to do but remains unimplemented 7 years since it was drafted.
Drawing up a Road Industry Development Strategy (cont’d)
• Promote a competitive roads constructionindustry that will deliver value for money forthe country’s roads.
• Determine the size and shape of the privatecontractor’s sector that will effectively andefficiently deliver the roads development andmaintenance programme all the time.
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The Steps to Develop the Strategy• Define the actions to be undertaken in
developing the strategy• Set an agreed and realistic timeframe to
undertake the actions• Convene stakeholder consultative workshop(s)
to agree on the strategy• Prepare the Strategy• The strategy should articulate a statement on
the types of contracting that should befavoured to encourage investment andsupport growth.
Conclusion and Recommendations• MoWT should complete the Registration and
Classification of contractors based on clearand verifiable criteria after discussions andagreement with principal stakeholders,approve the register and put it into use by allemployers.
• MOWT should develop a Roads IndustryDevelopment Strategy and proceed toimplement it including the UCICO Bill
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Conclusion and Recommendations (cont’d)
• A system to enable establishment of a criticalpool of locally based large scale contractorsirrespective of whether they are foreign orlocal should be embarked upon.
THE ENDTHANK YOU
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Launch of the TSDMS
By Ag. CPP
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How does information flow?
Where to find us?
UTSInfo is available on this website: www.utsinfo.works.go.ug for a quick data search.
How to contact us?
Principal Statistician Ministry of Works and Transport Department of Policy and Planning P.O Box 7174 Kampala Uganda Phone:+256772320334 E-mail:[email protected]
UNRA, KCCA, MoWT, Police, OPM, MoFPED, NPA, Dev’t Partners, Researchers, Local Government Agencies, MEs, Civil Society Organizations, Transport Associations, etc
UTSInfoo
16/09/2015
MINISTRY OF WORKS AND TRANSPORT
UTSInfo
What is UTSInfo? This is an online Transport sector information system for Uganda adapted from DevInfo technology. It is an evidence based decision making tool for organizing, storing and presenting Transport data in a uniform way to facilitate data sharing. UTSInfo has features that produce tables, graphs and maps for inclusion in reports, presentations advocacy materials or general use by the public.
What is the primary Objective? To create a one-stop-centre for providing key transport related statistics in the country. The system provides easy access to available sector statistics in line with national and sector policies, plans, monitoring and evaluation frameworks.
How does it work?
Log onto the website of UTSInfo, the interface below will be displayed which you can use to quickly search through the database for any indicator, area and time period of interest. Your mobile cell phone, tablet, notebook, laptop or desktop having internet connectivity will provide accessibility to the web portal.
81 11th Joint Transport Sector Review Workshop
16/09/2015
How does information flow?
Where to find us?
UTSInfo is available on this website: www.utsinfo.works.go.ug for a quick data search.
How to contact us?
Principal Statistician Ministry of Works and Transport Department of Policy and Planning P.O Box 7174 Kampala Uganda Phone:+256772320334 E-mail:[email protected]
UNRA, KCCA, MoWT, Police, OPM, MoFPED, NPA, Dev’t Partners, Researchers, Local Government Agencies, MEs, Civil Society Organizations, Transport Associations, etc
UTSInfoo
16/09/2015
MINISTRY OF WORKS AND TRANSPORT
UTSInfo
What is UTSInfo? This is an online Transport sector information system for Uganda adapted from DevInfo technology. It is an evidence based decision making tool for organizing, storing and presenting Transport data in a uniform way to facilitate data sharing. UTSInfo has features that produce tables, graphs and maps for inclusion in reports, presentations advocacy materials or general use by the public.
What is the primary Objective? To create a one-stop-centre for providing key transport related statistics in the country. The system provides easy access to available sector statistics in line with national and sector policies, plans, monitoring and evaluation frameworks.
How does it work?
Log onto the website of UTSInfo, the interface below will be displayed which you can use to quickly search through the database for any indicator, area and time period of interest. Your mobile cell phone, tablet, notebook, laptop or desktop having internet connectivity will provide accessibility to the web portal.
8211th Joint Transport Sector Review Workshop
Key note address
By Keynote Speaker
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UGANDA MANAGEMENT INSTITUTEPAUL WANUME, Transport Consultant
Sustainable transport development and utilization
1JTSR, Sept, 2015
Introduction
• In recent years, multiple, interconnected criseshave emerged. These range from global economicand financial meltdowns to the depletion ofnatural resources, growing environmental risksand climate destabilization.
• Transport, an economic sector in its own rightand the backbone of international trade, isdirectly affected by these trends, complicatingthe sector’s operating landscape.
2JTSR, Sept, 2015
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These Are The Facts!• Oil prices are approaching $50/barrel.• Hydrocarbon Emissions are ever increasing.• Environment and Social activists with Power
Point presentations are winning the NobelPrize.
• None renewable resources are decreasing.• Our world is warming up.• Is Uganda committed to a path of
sustainability in its investments.• Are we doing our share in the transportation
sector? 3JTSR, Sept, 2015
It is true …..• Transport is a key determinant of efficient
market access, trade competitiveness and acountry’s ability to effectively integrate intoglobal supply chains.
• In its role as an enabler of social and economicadvances, transport also has the potential toerode some of its own benefits.
• The sector’s heavy reliance on fossil fuelsundermines resource conservation objectives,is costly and leads to environmentaldeterioration 4JTSR, Sept, 2015
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It is true …..
• Given the current unsustainable patterns, it isboth necessary and urgent to promote a shifttowards more sustainable transport systems
• More sustainable in terms of striking abalance between economic, social andenvironmental objectives
5JTSR, Sept, 2015
• Sustainability principles in transportdevelopment and utilization include the needto achieve– economic efficiency and viability,– safe and secure infrastructures and services,
as well as– environmentally friendly systems that
prevent and minimize negativeexternalities, such as energy resourcedepletion, environmental degradation andclimate change impacts. 6JTSR, Sept, 2015
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• Against this background, this note discussessome considerations to bear in mind whendeveloping and utilizing sustainable transportsystems in Uganda.
• Relevant considerations relate to:– trends in global economic growth,–demography,– investment,– technology,
7JTSR, Sept, 2015
– energy, – transportation costs, and – climate change and the environment.
• An overview of potential actions necessary to catalyze a shift towards more sustainable transport systems are discussed.
8JTSR, Sept, 2015
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Sustainability: Should we worry?• New developments currently affecting
transport and trade could also influence waysin which sustainability principles aremainstreamed into transport systems– Economic and population growth– Shift in global economic influence–Rising and volatile fuel prices–Rising environmental sustainability and
climate change concerns
9JTSR, Sept, 2015
A. Economic and population growth 1. Transport cost
• The incidence of higher transport costs ismore significant in Uganda
• And the country specializes in low valuegoods with little potential fordifferentiation.
• Relatively higher transport costs create aneffective barrier to trade that underminesthe prospects for growth and sustainabledevelopment
10JTSR, Sept, 2015
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Part of the reason people may use their carsonce they own them is that the marginaloperating cost of driving is less than the costof urban transit.
Indicator examines cost of urban transit inrelation to the main operating cost – fuel -for a personal vehicle you already own
-> a decline in transit cost relative to fuel costshould indicate progress towardssustainability
11JTSR, Sept, 2015
2. Household transportation spending The share of after-tax
household spending on transport increased from 5.4% to 8.9% (2005/06 – 2012/13)
0
1
2
3
4
5
6
7
8
9
10
2005/06 2009/10 2012/13
% o
f HH
exp
endi
ture
on
tran
spor
t
% of HH Transp.exp
HH Transp.exp
Increase in share of household after tax spending on transport, it becomes less affordable and less sustainable
12JTSR, Sept, 2015
Source: Uganda’s Statistical Abstracts 2014
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Household transportation spending
Equity dimension: If transport is too
cheap, it could beused too much(i.e., unsustainably)
If transport is tooexpensive, poorerpeople may haveinadequate access
13JTSR, Sept, 2015
3. Movement of people
Most movement ofUgandans is in personalmotorized vehicles
As this movementincreases, theunsustainable effects oftransport tend toincrease.
020000400006000080000
100000120000140000160000
2009 2010 2011 2012 2013
Num
ber o
f car
s
New registered cars
14JTSR, Sept, 2015
Source: Uganda’s Statistical Abstracts 2014
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Main contributing factor: 11.2% increase in Uganda’s population (2010 – 2014).
Small (3.1%) overall increase in travel per person
This indicator shows increased movement of people. Present transport patterns mean this represents movement away from sustainability
020000400006000080000
100000120000140000160000
2009 2010 2011 2012 2013N
umbe
r of c
ars
New registered cars
15JTSR, Sept, 2015
Source: Uganda’s Statistical Abstracts 2014
• Exports declined by 8.1percent in 2013/14compared to a growthof 15.0 percent in2012/13. Imports grewby 6.0 percent in2013/14 compared to adecline of 2.1 percent in2012/13
4. Movement of freight
16JTSR, Sept, 2015
Source: Uganda’s Statistical Abstracts 2014
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Tone- kilometers data not available
Contributing factors: growth in road
freight use of ‘just-in-time’
delivery methods0
100020003000400050006000700080009000
10000
Wor
th (U
SD '0
00)
Summary of external trade statistics (USD'000)
imports
Exports
17JTSR, Sept, 2015
Source: Uganda’s Statistical Abstracts 2014
Movement of freight uses energy, causes globally and locally acting emissions.
On balance, reducing the movement of goods represent progress towards sustainable transportation.
There is substantial growth in the movement of freight. Because of freight’s impacts and costs, this represents movement away from sustainable transportation 18JTSR, Sept, 2015
Source: Uganda’s Statistical Abstracts 2014
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5. Personal Vehicle Movement
Personal vehicles account for > 82% of vehicles on road (2014) and the numbers are increasing.
Measured in vehicle kilometers (vkm)
0
20000
40000
60000
80000
100000
120000
140000
160000
Num
ber o
f car
s
New registered cars
New registered cars
There is growth in the movement of personal vehicles. Present transport patterns mean this represents movement away from sustainability
Source: Statistical Abstracts 2014
19JTSR, Sept, 2015
Average occupancy of personal vehicles fell by 4.8%,from 1.74 to 1.66 persons / vehicle.
Each car driven an average of 17,500 km/year in Uganda.
Main change in 2000s: growth in SUVs, minivans, and pick-up trucks: increased from 16.8% in 2000 to 28.4% in 2013.
SUVs use about 35% more fuel per km than passenger cars
20JTSR, Sept, 2015
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6. Urban Land Use
A sustainable transportation system minimizes theuse of land.
Transport uses land directly(roads, driveways, transport corridors, parking)
Personal transport allows low-densitydevelopment of urban areas ->urban sprawl.
Low residential densities make iteconomically impossible to justifypublic transit…
-> the cycle of car dependency increases.
21JTSR, Sept, 2015
7. Length of paved roads
Impacts of new roads: direct land use energy consumption
(construction, maintenance, use)
Adding new roads encourages driving, enhances sprawl and car dependency, and results in inefficient use of infrastructure. 22JTSR, Sept, 2015
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Between 2012 and 2013, there was an increase (5.2%) in the number of kilometres of paved roads from 3,317 km to 3,489.6 km andthe unpaved ones decreased by 1.0 percent
This represents more land and energy use, and can stimulate traffic, indicating movement away from sustainability
0
5000
10000
15000
20000
25000
2009 2010 2011 2012 2013
Unpaved
Paved
23JTSR, Sept, 2015
Source: Uganda’s Statistical Abstracts 2014
Injuries and fatalities
• Injuries and fatalities from road transport comprise almost 90% of all transport fatalities and almost 100% of all transport injuries
0
5000
10000
15000
20000
25000
2009 2010 2011 2012 2013
Num
ber o
f peo
ple
Road Traffic Crashes
Minor
Serious
Fatal
Source: Statistical Abstracts 2014
This shows a decline in injuries and fatalities from road transport, and thus progress towards sustainable transportation
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B. Shift in global economic influence
• Uganda is moving away from its previous role as a loading area for raw materials and resources and is becoming an active player, both as an exporter and importer.
25JTSR, Sept, 2015
Source: Uganda’s Statistical Abstracts 2014
Shift in global economic influence Ctnd…• This shift entails a new geographical distribution
of production and consumption centers (that is, changes in distances travelled by cargoes)
• This shift has implications for – transport networks and configurations, – fuel consumption, – transport costs, – emissions and – climate change.
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This shift has implications for – transport networks and configurations, – fuel consumption, – transport costs, – emissions and – climate change.
27JTSR, Sept, 2015
Shift in global economic influence Cntd….
• Consequently, a shift in global economic influence and its ripple effects are likely to influence the sustainability and resilience agenda in transport.
28JTSR, Sept, 2015
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C: Rising and volatile fuel prices
0
1000
2000
3000
4000
5000
6000
7000
8000
2009 2010 2011 2012 2013 2014
Pric
e
Year
Fuel Prices
Diesel
Petrol
• The findings show that between 2009 and 2013, the prices for Petrol and Diesel increased by 51.3 percent and 65.8 percent respectively.
29JTSR, Sept, 2015
Source: Uganda’s Statistical Abstracts 2014
8. Energy use for transport• Almost 100% of energy
used for transport in Uganda is from oil
• There was a 14.6 percent and 4.3% increase in the import volume of petrol and diesel respectively in 2013 as compared to 2012
This represents an increase in the use of non renewable fossil fuels, and thus movement away from sustainability
30JTSR, Sept, 2015
Source: Uganda’s Statistical Abstracts 2014
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• Energy demand for commercial transportation is projected to increase, hence the associated implications for transport costs can be challenging to Uganda, where transport costs can be prohibitive.
31JTSR, Sept, 2015
Source: Uganda’s Statistical Abstracts 2014
• In this context, developing sustainabletransport systems requires that the interplaybetween transport costs, energy security andprice levels be better understood and theirimplications be taken into account whenplanning and investing in the development ofmore sustainable and resilient transportsystems.
32JTSR, Sept, 2015
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D. Rising environmental sustainability and climate change concerns• With climate change
effects already beingfelt globally, freighttransport systems –seaports in particular –are likely to be affected.
33JTSR, Sept, 2015
9. Greenhouse gas emissions
• A sustainable transportation system“limits emissions … within the planet’s ability to absorb them”
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Greenhouse gas emissions
• Transport contributes about a third of total GHG emissions directly, and much more if its share of emissions from fuel production is counted.
• When these emissions decline, there is progress towards sustainable transportation.
35JTSR, Sept, 2015
• Emissions of GHGs from transport account for 16.5% of GHG emissions in the energy sector
This represents movement away from sustainabletransportation
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Source: Uganda’s Statistical Abstracts 2014
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WAYFORD: Enabling sustainable transport development: Suggestions
• Building capacity and multi-stakeholder collaboration
• Optimizing data use• Mobilizing finance
37JTSR, Sept, 2015
Building capacity and multi-stakeholder collaboration
• Adopting a multi-stakeholder approach involving GOU, transport industry, financial institutions and other relevant partners is imperative for these sustainability efforts to be successful.
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• Tailored and targetedpolicies, regulations, incentives andprogrammes are required to promote moreefficient, competitive, less energy-intensiveand more environmentally friendly freighttransportation systems.
• Various strategies could be pursued to enablesustainable transport investments.
39JTSR, Sept, 2015
• Potential areas of intervention include:– Integrating transportation and land-use
planning; –Balancing transport modes – Multimodal
transport – Shifting to lower carbon fuels; –Promoting energy-efficient transport
technologies; – Scaling up investment in transportation
infrastructure; –Promoting infrastructure maintenance and
management; 40JTSR, Sept, 2015
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Potential areas of intervention Cntd…
– Improving cooperation and stakeholder networking;
–Promoting trade facilitation measures that reduce border delays and inefficiencies;
–Rerouting trade to ensure the most energy efficient and less carbon-emitting trajectory.
41JTSR, Sept, 2015
Optimizing data use • The advent and widespread adoption of new
technologies has enabled cost savings throughthe better management of existing transportsystems.
• For instance, satellite navigation has helpedtransport operators better plan their journeysand utilize their assets moreefficiently, leading to fuel savings and anincreased predictability of journey times.
42JTSR, Sept, 2015
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• Data from satellite navigation users can beuseful to predict traffic flows, congestiontimes and even the viability of providingparticular services along certain routes.
• Data from customs can be used to give proxyfor processing time of cargo through ports oracross borders.
• Insight gained from data collected and relatedanalyses will help improve understanding oftransport developments and ways in whichthey can be made more sustainable.
43JTSR, Sept, 2015
• In addition, building institutional capacitythrough corridor management arrangementswill bring on a change of culture that– encourages the confidence of shippers and
carriers, operating in a setting that rewardscompliant behavior,
–builds trust and attracts investment,–promotes larger scale trade operations,
44JTSR, Sept, 2015
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– improves transport service quality and reliability, and
– enables strong cooperation among stakeholders along transit corridors, including ports, serving transit trade to and from Uganda.
JTSR, Sept, 2015 45
Mobilizing finance Global Outlook
• Capital investment in global transport - $1.2trillion and $2.4 trillion annually.
• $45 trillion (in capital construction) by 2050(under a “4C” or “4DS” business-as-usualscenario).
• However, by 2050, the potential shift tosustainable transport (under a “2C” or “2DS”scenario) could result in as much as $20 trillion(over baseline projections) worth of savings interms of global land transport infrastructureinvestments and maintenance costs.
46JTSR, Sept, 2015
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• In view of these significant investment andcost implications, as well as the long life cyclesof transport assets that can lock inunsustainable technologies and processes forextended periods, it is important thatUganda’s transport infrastructure and systemstake into account sustainability criteria at theearly stages of investment and developmentplanning.
47JTSR, Sept, 2015
• Since Uganda’s transport infrastructure plansare currently being drawn up, we have theopportunity to consider from inception asustainable approach for transportdevelopment and to progress towards asustainable, greener and low-carbondevelopment pathway
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• In this context, requisite funding and investmentsneed to be further mobilized with a view toenabling the development of sustainabletransport systems.
• Scaling up investments, including through newsources and mechanisms, and promoting acollaborative approach between public andprivate investment partners to meet theincreased investment requirements for moresustainable transport patterns is crucial.
49JTSR, Sept, 2015
• Increasing public finance - Public finance hastraditionally played a key role in developingtransport infrastructure
• 2,575.5bn of Uganda’s budget on transport, ashare that is dwarfed by the scale of investmentsin transport
• MOWT needs to embrace new and innovativesources of finance such as the capital market, anda variety of financial instruments, such asinfrastructure bonds
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• Countries such as Brazil, Chile, Hong Kong(China), Malaysia and the Republic of Koreahave been successful in using project financebonds as a way to catalyze investor interest ininfrastructure projects
• Cameroon, Kenya and SouthAfrica, Governments have issued governmentbonds with a promise to invest the funds ininfrastructure development
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• Kenya, has raised $1 billion to fund variousinfrastructure projects, including roads.
• Since late 2010, Cameroon has raised CFA 250billion (around $520 million) on the bondmarket to finance a deep-sea port and roadimprovements
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• Public–private partnerships - Given thelimited availability of public sector funds,Uganda can scale up public contribution withprivate sector investment and expertisethrough public–private partnerships (PPPs).
• Today’s transport systems require highlyspecialized managerial and operational skills,as well as cutting-edge technologies.
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• The expertise of private partners forbuilding, operating and maintaining transportinfrastructure and services is significant andconstitutes an important resource to drawfrom, in addition to finance.
• Uganda can build on the various extensive PPPmodels and make them a viable and effectivetool for the development of sustainabletransport systems.
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Conclusion• For the transport sector in Uganda, to play an
effective role in addressing the sustainabilityagenda, further analysis is required to clarifypotential needs and requirements for sustainabletransport systems.
• This analysis will also have to explore ways inwhich funding and investments can be mobilizedand directed to support their development aswell as to examine the role of the privatesector, including through PPPs and/or newsources of finance, such as climate finance
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Conclusion• MOWT, in accordance with its mandate, should
increasingly consider the linkages between theeconomic, environmental and social dimensions.
• MOWT should devise policy options to cushionthe effects of rising and volatile oil prices ontransport and trade costs, and develop policiesand response measures that will help cuttransport costs such as multimodal transport andimprove transport efficiency and connectivity
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• The design of sustainable transport systemsmay also require profound regulatory reformsto open regional transport markets.
• These reforms should enable a more efficientuse of deployed transport means, addressprevailing trade imbalances, as well as limitinefficient empty returns in road and railtransport that reduce turnarounds ofequipment, compress returns on investmentand raise already high freight rates.
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Civil Society Statement
By Civil Society Representative
CISCOT CIVIL SOCIETY STATEMENT FOR THE 11thJOINT SECTOR REVIEW WORKSHOP AT HOTEL AFRICANA SEPTEMBER 2015 Compiled by: Kayemba Patrick National Chairperson CISCOT 1.0 INTRODUCTION The Civil Society Coalition on Transport in Uganda (CISCOT) aims to contribute to an efficient, effective and safe transport system. It brings together organizations to harness the potential of civil society and to build a strong, collective voice to address the needs and concerns of citizens on transport issues. Created in 2013, the Coalition focuses on three broad areas: Citizen Mobilization and support. Sector monitoring, advocacy and influence. Coalition building and institutional development. Apparently CISCOT has 25 member organizations working on transport.Transport in Uganda involves air, water, railway and road transport systems. In the context of our economy, the most predominant mode of transport is road transport. This accounts for over 82 percent of the volume of freight and human movement. Road infrastructure is a critical component of economic development strategy. The government has in the recent past focused on infrastructure development and more particularly on roads. Because the road network is critical to production, competitiveness and trade, its maintenance and sustainability is a key strategic priority. Whereas the government is apparently credited for opening up new tarmac roads almost in every financial year, CISCOT notes once high quality standards are not taken into account roads will be the biggest tax burden for the citizens which will undermine development in the long run. In the last 2014 monitoring exercise CISCOT noted that some of the new roads could not live to their estimated lifespan.This presentation will highlight the general civil society perspectives on the establishment of an efficient and effective transport system in Uganda. We will also elaborate the current issues in the sector from a CSO perspective as informed by the findings from a pilot citizen’s thinktanks dialogues on transport in Iganga, Kampala, Wakiso and Mbale districts. This pilot engagement initiative takes care of the urban, peri-urban and rural perspective. 2.0.CISCOT’S PERSPECTIVE ON HOW AN EFFICIENT, EFFECTIVE& SAFE TRANSPORT CAN BE ACHIEVED IN UGANDA We recognise and applaud allpartners in transport for the continuous capacity building support in the Sector.We are aware of the ongoing survey initiative by Price Water Coopers supported by CROSSROADS to strengthen the long awaited Road Contractor RegistrationSystem as part of the UCICO BILL. As a civil society voice, we are convinced that it is possible this can be done in the shortest time possible however, this has not been possible we would therefore like to restate our demand for a quick action on this as it will ease the procurement processes.
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CISCOT CIVIL SOCIETY STATEMENT FOR THE 11thJOINT SECTOR REVIEW WORKSHOP AT HOTEL AFRICANA SEPTEMBER 2015 Compiled by: Kayemba Patrick National Chairperson CISCOT 1.0 INTRODUCTION The Civil Society Coalition on Transport in Uganda (CISCOT) aims to contribute to an efficient, effective and safe transport system. It brings together organizations to harness the potential of civil society and to build a strong, collective voice to address the needs and concerns of citizens on transport issues. Created in 2013, the Coalition focuses on three broad areas: Citizen Mobilization and support. Sector monitoring, advocacy and influence. Coalition building and institutional development. Apparently CISCOT has 25 member organizations working on transport.Transport in Uganda involves air, water, railway and road transport systems. In the context of our economy, the most predominant mode of transport is road transport. This accounts for over 82 percent of the volume of freight and human movement. Road infrastructure is a critical component of economic development strategy. The government has in the recent past focused on infrastructure development and more particularly on roads. Because the road network is critical to production, competitiveness and trade, its maintenance and sustainability is a key strategic priority. Whereas the government is apparently credited for opening up new tarmac roads almost in every financial year, CISCOT notes once high quality standards are not taken into account roads will be the biggest tax burden for the citizens which will undermine development in the long run. In the last 2014 monitoring exercise CISCOT noted that some of the new roads could not live to their estimated lifespan.This presentation will highlight the general civil society perspectives on the establishment of an efficient and effective transport system in Uganda. We will also elaborate the current issues in the sector from a CSO perspective as informed by the findings from a pilot citizen’s thinktanks dialogues on transport in Iganga, Kampala, Wakiso and Mbale districts. This pilot engagement initiative takes care of the urban, peri-urban and rural perspective. 2.0.CISCOT’S PERSPECTIVE ON HOW AN EFFICIENT, EFFECTIVE& SAFE TRANSPORT CAN BE ACHIEVED IN UGANDA We recognise and applaud allpartners in transport for the continuous capacity building support in the Sector.We are aware of the ongoing survey initiative by Price Water Coopers supported by CROSSROADS to strengthen the long awaited Road Contractor RegistrationSystem as part of the UCICO BILL. As a civil society voice, we are convinced that it is possible this can be done in the shortest time possible however, this has not been possible we would therefore like to restate our demand for a quick action on this as it will ease the procurement processes.
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Never the less CISCOT notes that the following should be taken into account in the implementation of this aspect:
i) A civil society representation on UCICO Committees as a citizen eye and to enhance participation and transparency.
ii) A good performance management system that clearly shows the performance of road contractors should clearly be taken into account.
iii) The publicity of the Bill once it becomes a law to the public is critical. iv) The earlier this is tabled by the Hon. Minister of Works and Transport and it is
operationalized the better.
2.1Scaling up implementation of NMT Policy CISCOT appreciates the government through the Ministry of Works & Transport (MoWT) for approving the NMT policy 2012.As one of the modes of transport suggested to be incorporated in the transport system; this mode of transport is viewed as environmentally friendly, and good for one’s health. CISCOT further appreciates the initiatives so far done in this regard. A case in point is the provision of walking ways from Jinja road roundabout up to Nakawa.However, we would like to emphases on the need for;
i. Increased popularization and or dissemination of the policy by the Ministry of Works and Transport to the entire country as this will address the mobility challenges by the NMT users.
ii. The review of the Road sector design manual to effectively accommodate the NMT designs in the transport master plans.
iii. Inclusion of NMT provisionsin the budget allocations and stress it as a requirement for Agencies supported by the Road Fund.
iv. The Ministry should propose the removal of taxes on bicycles so as to make the bicycles affordable to not only the low income earners but also the environmental conscious persons.
v. Increased enforcement on the existing NMT infrastructures
a) Promotion of MassTransit Modes of Transport We the civil society applaud the adoption of mass transit transport means in public transport due to its convenience , affordability and also one way of reducing on the road accidents.; b)The Rapid Bus Transit (BRT) and the Transport Licencing Board As a civil society, we greatly appreciate the efforts to finalise and operationalize the BRT projectas this intervention will greatly de-congest the city, save time of businessmen and other stakeholders in transport which will boost development in attainment of Vision 2040. However, we note with concern that since the completion of the design the public is not informed of the next steps. The establishment of MATA as a pre-condition for the effective BRT operations needs to be fast tracked so as to save Kampala since the fly overs being introduced can only serve in the short term. CISCOT would further like to encourage the Transport Licencing Board to implement and strengthen the tonnage vehicle inspection of new imported public transport vehicles as a safety precaution. Great caution must be put on the conversion of vehicle chassis from trucks to buses.
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Never the less CISCOT notes that the following should be taken into account in the implementation of this aspect:
i) A civil society representation on UCICO Committees as a citizen eye and to enhance participation and transparency.
ii) A good performance management system that clearly shows the performance of road contractors should clearly be taken into account.
iii) The publicity of the Bill once it becomes a law to the public is critical. iv) The earlier this is tabled by the Hon. Minister of Works and Transport and it is
operationalized the better.
2.1Scaling up implementation of NMT Policy CISCOT appreciates the government through the Ministry of Works & Transport (MoWT) for approving the NMT policy 2012.As one of the modes of transport suggested to be incorporated in the transport system; this mode of transport is viewed as environmentally friendly, and good for one’s health. CISCOT further appreciates the initiatives so far done in this regard. A case in point is the provision of walking ways from Jinja road roundabout up to Nakawa.However, we would like to emphases on the need for;
i. Increased popularization and or dissemination of the policy by the Ministry of Works and Transport to the entire country as this will address the mobility challenges by the NMT users.
ii. The review of the Road sector design manual to effectively accommodate the NMT designs in the transport master plans.
iii. Inclusion of NMT provisionsin the budget allocations and stress it as a requirement for Agencies supported by the Road Fund.
iv. The Ministry should propose the removal of taxes on bicycles so as to make the bicycles affordable to not only the low income earners but also the environmental conscious persons.
v. Increased enforcement on the existing NMT infrastructures
a) Promotion of MassTransit Modes of Transport We the civil society applaud the adoption of mass transit transport means in public transport due to its convenience , affordability and also one way of reducing on the road accidents.; b)The Rapid Bus Transit (BRT) and the Transport Licencing Board As a civil society, we greatly appreciate the efforts to finalise and operationalize the BRT projectas this intervention will greatly de-congest the city, save time of businessmen and other stakeholders in transport which will boost development in attainment of Vision 2040. However, we note with concern that since the completion of the design the public is not informed of the next steps. The establishment of MATA as a pre-condition for the effective BRT operations needs to be fast tracked so as to save Kampala since the fly overs being introduced can only serve in the short term. CISCOT would further like to encourage the Transport Licencing Board to implement and strengthen the tonnage vehicle inspection of new imported public transport vehicles as a safety precaution. Great caution must be put on the conversion of vehicle chassis from trucks to buses.
c) Rehabilitation and expansion of airports and airfields CISCOT would like to thank the government for the deliberate initiatives to rehabilitate Arua airfield and expand Entebbe airport for international and local freight cargo handling. This move is highly welcome except that keen monitoring is required to avoid issues of compromising standards by contractors. We applaud the Presidents orders to the contactors to use quality local materials and labour during construction. d) Standard Railway Gauge We would like to applaud the initiatives done by the government to start implementation of the Standard Railway Gauge project. As a civil society we believe that once this project is completed it will relieve the burden of damage on the Malaba - Kampala roads and beyond due to the currently heavy vehicle tonnage that has been affecting roads.However, CISCOT notes with concern the government’s inability to involve citizens in different levels of negotiations of this project to incorporate civil society perspective. 2.2 The Roads act and compensation issues We recognise the ongoing initiatives done by the government to continuously compensate citizens whose land and properties are affected by road construction projects. Civil society notes that in spite of the fact that Uganda National Roads Authority (UNRA) failure to complete compensation of affected persons on Katosi Road, road construction is ongoing. We therefore emphasise that the government continues to commit itself in ensuring timely compensations as a sign of accountability and transparency. We propose the creation of a Transport Tribunal to exclusively handle backlog cases on Transport related issues.Secondly,there is greater need to initiate the process of amending the UNRAAct to have it in line with the current infrastructure development plans of the country, vis-à-vis;-
i) Including elements on;- consumer protection(road,users,suppliers,contractors); ii) A view of setting up a project monitoring unit at the Ministry of Works and
Transport; iii) Setting up of an inter-agency infrastructure development task force
for the transport sector (MoWT, MFPED, UNRA, URA, PPDA, MoLG, ULGA, MUK (representing the academic institutions) as it’s the biggest producer of Engineers in the country); President’s Office and the Development Partners.
iv) UNRA initiating the setting up of a road unit equipped with construction equipment to undertake period maintenance works rather than the usual procurement of 3rd parties. This may lead to cost effectiveness and utilization of local human resource however, chances of misuse and abuse should be guaranteed by establishing an inclusive monitoring committee.
2.3 Government commitment in implementing sector plans. We would like to commend the government for continuing to make commitments in implementing sector plans. However we would like to recommend that this initiative is continuously supported. We further observe that it has been long overdue to establish the National Roads Safety Authority under Traffic and road Safety Act 1998 and the Metropolitan Transport Authority (MATA) under the National Transport Master Plan. 2.4Car Free Day Initiative
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We would like to commend the government for accepting this proposal and reserving a vote for this activity for the last three years. CISCOT is ready to spear head this program beginning with this year together with MW&T and Kampala City Authority (KCCA).We shall exclusively report in next year’s civil society statement the status on this matter. CFD is a very good initiative for the people to own the city. 2.5 Vote on Cross- cutting policy issues in Transport We applaud the government for creating space in addressing cross-cutting issues in the transport sector on gender and equity, HIV/AIDS and the environment. We noted from last year’s field joint monitoring exercise and that of this year that the issue of mainstreaming gender in transport by almost all contractors we engaged with is still wanting. Although Women contribute about 70 percent to the Gross Domestic Product (GDP) through agriculture, little is being done to involve them directly in roads activities and other forms of transport.The absence of systematic gender inclusion procedures for transport, in terms of training for professionals, the participation of users or the design and planning of system services and equipment suggests that gender analysis is not seen as relevant to transport policy. More women than men are facing transport challenges in accessing a range of public services. Additionally new road designs like flyovers must take into account critical gender issues and should be furnished with proper lighting system to ensure the safety of pedestrians. Apparently the Nakawa pedestrian crossing is not gender sensitive to women putting on skirts against men walking under the flyover. Our observation has indicated that women putting on trousers find it easier to use the pedestrian crossingthan their counter parts who risk to crossing not using the pedestrian crossing putting their lives in dangers associated with crashes.
2.6Enforcement of Road safety prevention measures and need for supporting victims of road crash The road safety situation in Uganda is apparently viewed as alarming with more than 24,000 accidents and more fatalities annually. The country’s accident rate per 10,000 vehicles is also analysed as an average of about 65deaths,and this makes it one of the highest in the Sub Saharan Africa. Road accident injuries represent a heavy burden on the Uganda health systemand continues to cost this country between 1–2 % of the gross national product. This road safety situation is attributed to poor driving, poor vehicle standards, overloading, over speeding, poor road signage and inadequate compliance to regulations frequently. All this is attributed to the fact that; a)Road safety prevention and support for victims is a grossly NOT FUNDED, with many unable to access a clear pathway of support. CISCOT urges the government to rectify this dilemma by funding comprehensive integrated specialist support that is automatically offered to all families bereaved .Also seriously injured victims by crashes can be supported by law by establishing a Road Accident fund. Government can raise funds to support this fund through channelling express penalty and unclaimed 3rd party insurance to fund road safety. This would generate an additional fund to support road safety activities and victims to enable them access pyscho -social, legal aid and other family benefits. All this can be short term as we wait for the National Road Safety Authority which no one of us is sure when it will be established, however, those concerned who have deliberately ignored making this authority a priority should remember they are in Uganda and use the same roads.
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We would like to commend the government for accepting this proposal and reserving a vote for this activity for the last three years. CISCOT is ready to spear head this program beginning with this year together with MW&T and Kampala City Authority (KCCA).We shall exclusively report in next year’s civil society statement the status on this matter. CFD is a very good initiative for the people to own the city. 2.5 Vote on Cross- cutting policy issues in Transport We applaud the government for creating space in addressing cross-cutting issues in the transport sector on gender and equity, HIV/AIDS and the environment. We noted from last year’s field joint monitoring exercise and that of this year that the issue of mainstreaming gender in transport by almost all contractors we engaged with is still wanting. Although Women contribute about 70 percent to the Gross Domestic Product (GDP) through agriculture, little is being done to involve them directly in roads activities and other forms of transport.The absence of systematic gender inclusion procedures for transport, in terms of training for professionals, the participation of users or the design and planning of system services and equipment suggests that gender analysis is not seen as relevant to transport policy. More women than men are facing transport challenges in accessing a range of public services. Additionally new road designs like flyovers must take into account critical gender issues and should be furnished with proper lighting system to ensure the safety of pedestrians. Apparently the Nakawa pedestrian crossing is not gender sensitive to women putting on skirts against men walking under the flyover. Our observation has indicated that women putting on trousers find it easier to use the pedestrian crossingthan their counter parts who risk to crossing not using the pedestrian crossing putting their lives in dangers associated with crashes.
2.6Enforcement of Road safety prevention measures and need for supporting victims of road crash The road safety situation in Uganda is apparently viewed as alarming with more than 24,000 accidents and more fatalities annually. The country’s accident rate per 10,000 vehicles is also analysed as an average of about 65deaths,and this makes it one of the highest in the Sub Saharan Africa. Road accident injuries represent a heavy burden on the Uganda health systemand continues to cost this country between 1–2 % of the gross national product. This road safety situation is attributed to poor driving, poor vehicle standards, overloading, over speeding, poor road signage and inadequate compliance to regulations frequently. All this is attributed to the fact that; a)Road safety prevention and support for victims is a grossly NOT FUNDED, with many unable to access a clear pathway of support. CISCOT urges the government to rectify this dilemma by funding comprehensive integrated specialist support that is automatically offered to all families bereaved .Also seriously injured victims by crashes can be supported by law by establishing a Road Accident fund. Government can raise funds to support this fund through channelling express penalty and unclaimed 3rd party insurance to fund road safety. This would generate an additional fund to support road safety activities and victims to enable them access pyscho -social, legal aid and other family benefits. All this can be short term as we wait for the National Road Safety Authority which no one of us is sure when it will be established, however, those concerned who have deliberately ignored making this authority a priority should remember they are in Uganda and use the same roads.
On the other hand, CISCOT believes it is highly appropriate to spend fines from law-breaking drivers, who risk causing casualties, to ensure appropriate support is available to families devastated by road death and injury. Victims of road death face acute emotional and practical upheaval and suffering just like homicide victims and HIV AIDS, since they are also victims of sudden, violent and preventable deaths which disproportionately affect the young. For example, if a child is run over by a speeding vehicle and killed outside their house in a 30kmph limit by someone driving at 29kmph, we believe that such a family should receive government funded support on the basis that the road should have been safer, such as through a 20mph limit and better driver education. b) The issue of enforcing safety belts for passengers and drivers; Helmets for both riders and passengers as well as checking for dangerous mechanical condition vehicles (DMC’s) and validity of driving permits need to be emphasized by the Traffic Police. It beats logic apparently that the traffic police in Kampala is very active in ensuring that riders put on helmets leaving the passengers without helmets. This in our opinion gives confidence to the rider to ride at a high speed because there are assured of head gear protection in case of accidents leaving passengers at the mercy of God! In adequate man power on the side of Traffic Police particularly in the up country districts has contributed greatly to the numbers of accidents. It was revealed during the Transport sector think tank conducted by FABIO for CISCOT in Mbale recently that Mbale district has only six traffic officers.
3.0 PERTINENT ISSUES ARISING FROM CISCOT PILOT CITIZEN’S THINKTANKS CONDUCTED IN IGANGA, KAMPALA & WAKISO.
3.1 Lack of proper accountability in the sector and ensuring for value for money. As one of the major vices affecting our country, corruption was highly pointed out in the transport sector. All the shoddy works and the poor transport system in the country was based on this vice. Also, the limited citizen participation was in the transport sector activities raised as an inspiration to continual corruption.Within the Iganga Think Tank, the aspect of Tenders was said to be a catalyst to the vice of corruption in the sector.Therefore, citizen engagement in supervision, monitoring and maintenance was pointed out as a great remedy to corruption.
3.2 Community or citizen engagements in the transport sector. Community or Citizens’ engagement or participation is a fundamental aspect for any country to obtain sustainable development. It is also a democratic right as per the 1995 constitution of Uganda. However, in most cases, citizens are deprived from this right and or never utilize it beyond the district or municipality budget conferences. For the case of the transport sector, it has been noted that citizens’ engagements is at a minimum level. From the Think Tank engagements held in the three piloted districts of Iganga, Kampala and Wakiso, this aspect of limited involvement and engagement of citizens was greatly highlighted. Citizens’ limited participation was based on; limited civic awareness on the rights, rolesand responsibilities, and inadequate information flow from the sector to the public-due to inadequate communication from the persons concerned, and inadequate ICE Materials. In addition, it was revealed that the language used in the sector is too technical for the local citizens to concretely understand thus discouraging engagements. The above named aspects were viewed as factors contribution to the knowledge gap in the Sector among citizens which limits participation and monitoring of implementations. This may breedshoddy works and
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corruption in the sector, limited community engagements in road maintenance works, and increased demonstrations and riots over bad roads. Therefore, the participants recommended:
i. The need for civic awareness on the civic rights, roles and responsibilities especially in the transport sector and attitude change.
ii. Increased publication of the transport sector plans to the communities; for example on the districts and sub county notice boards with the mention of the road works with their specifications against which to monitor.
iii. Increased involvement of the citizens in the planning and budgeting processes for the sector.
iv. Need for media engagements for wide dissemination of the information and increased information flow.
v. Simplification of the technical language and translation of information to local languages.
vi. However, at national level the participation of CISCOT in the National Sector Monitoring team is commended and this provides far reaching impact in the direction of participation
4.0 Funding for the Sector
Transport is one of the sectors with the biggest funding from the National budget. Despite the increased funding, a number of challenges are still faced due to limited resources both capital and financial. Some of the challenges that were constantly mentioned in the three districts “The big budget above at national level is not reflected at local levels” Acquiring and maintaining the road equipment From the discussions, it was said that acquiring the equipment for example the graders, was expensive. Acquiring and maintenance was viewed as covering a big portion of the funds obtained, thus affecting the implementation. Payment of the labor Within the Wakiso Think Tank, it was realized that the labour in the sector are paid little money as compared to other sectors, yet this sector was viewed as the only sector that can reduce on un employment due to a number of employment opportunities it has. However, the limited wages was mentioned as limiting factor.Thus a request for improvement on the sector wages for the labour was made in order to increase on their motivation and also increase on the employment opportunities. Increased inflation and fuel price fluctuations Within the Think Tanks, the Engineers echoed the aspect of increased inflation and fuel price fluctuations as affecting the sector. The prices of materials and equipment were highlighted as continuously increasing and thus affecting the budget. This aspect was pointed out in line with the economic crisis but also viewed in the angle of resource depletion.In the Wakiso Think Tank, gravel was viewed as getting depleted thus increasing its price, and yet the budget allocations still remain the same.
5.0 Development verses physical planning
Physical planning is as a spatial arrangement and the relationship to development and functionality of an urban area; it provides proper connectivity, and well distribution of resources.
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corruption in the sector, limited community engagements in road maintenance works, and increased demonstrations and riots over bad roads. Therefore, the participants recommended:
i. The need for civic awareness on the civic rights, roles and responsibilities especially in the transport sector and attitude change.
ii. Increased publication of the transport sector plans to the communities; for example on the districts and sub county notice boards with the mention of the road works with their specifications against which to monitor.
iii. Increased involvement of the citizens in the planning and budgeting processes for the sector.
iv. Need for media engagements for wide dissemination of the information and increased information flow.
v. Simplification of the technical language and translation of information to local languages.
vi. However, at national level the participation of CISCOT in the National Sector Monitoring team is commended and this provides far reaching impact in the direction of participation
4.0 Funding for the Sector
Transport is one of the sectors with the biggest funding from the National budget. Despite the increased funding, a number of challenges are still faced due to limited resources both capital and financial. Some of the challenges that were constantly mentioned in the three districts “The big budget above at national level is not reflected at local levels” Acquiring and maintaining the road equipment From the discussions, it was said that acquiring the equipment for example the graders, was expensive. Acquiring and maintenance was viewed as covering a big portion of the funds obtained, thus affecting the implementation. Payment of the labor Within the Wakiso Think Tank, it was realized that the labour in the sector are paid little money as compared to other sectors, yet this sector was viewed as the only sector that can reduce on un employment due to a number of employment opportunities it has. However, the limited wages was mentioned as limiting factor.Thus a request for improvement on the sector wages for the labour was made in order to increase on their motivation and also increase on the employment opportunities. Increased inflation and fuel price fluctuations Within the Think Tanks, the Engineers echoed the aspect of increased inflation and fuel price fluctuations as affecting the sector. The prices of materials and equipment were highlighted as continuously increasing and thus affecting the budget. This aspect was pointed out in line with the economic crisis but also viewed in the angle of resource depletion.In the Wakiso Think Tank, gravel was viewed as getting depleted thus increasing its price, and yet the budget allocations still remain the same.
5.0 Development verses physical planning
Physical planning is as a spatial arrangement and the relationship to development and functionality of an urban area; it provides proper connectivity, and well distribution of resources.
However, from the Wakiso Think Tank, it was revealed that most developments in Uganda have occurred and are still taking place before planning.In addition, the aspect of land tenure system and land dynamics where viewed as catalytic aspects to the previous issue. With the first aspect, the issue of land encroachment was clearly brought out in all the think tanks and was viewed as a great hindrance to development.
6.0 Politics and the road sector development. From the Think Tank Discussion, the aspect of politicizationof transport was highlighted. This was viewed as affecting proper planning, implementation and enforcement with in the sector.Thus a call for limited political interference in the sector was made.
7.0 Population growth rate Within the Think Tank forums in Kampala and Iganga, it was revealed that the initial urban plans focused on a particular size of the population, and never took into consideration the aspect of population increase. This therefore was seen as encouraging congestion as well as other vices in the urban areas for instance theft of the road furniture particularly the aluminium road furniture. Therefore:
i. A suggestion of adjustment in the physical plans was made to cater for the continuous population growth.
ii. For the case of Kampala City, a suggestion of creation of more cities was put out to enable decongestion of the Capital City.
iii. A proposal of KCCA coming up with a plan of making suburbs attractive to reduce the influx in the city was also put forth.
iv. CISCOT and other CSOs like those in Family planning were suggested to come up with effective strategies of curbing birth rates and hence population growth in the country for better planning.
8.0 The role of CSO’s (Civil Society Organizations) in the transport sector. Within the Think Tank forums, it was revealed that CSO’s were implementing the work of government, and in most cases guiding the ruled (citizens) and leaving out the rulers (leaders);
i. In this regard, the CSOs’ were urged to be political since the issues they are handling are political issues and concerns, but not to be partisan;in this way, these will be able to act as watch dogs, as their main role is to be.
ii. CSO’s were urged to sensitize citizens on their civic roles, rights and duties, for empowerment.
9.0 Institutional Sector Reviews You will bear with me the limited adoption of the implementation of reforms puts the sector in a bad situation. This is coupled with slowness in implementing decisions which has gone a long way in demotivating the available human resources hence negatively impacting on the sector performance. 10.0 Conclusion CISCOT would like to thank the Ministry for continuous involvement of CISCOT in planned activities such as midterm sector review workshops, Joint monitoring field exercises for last year 2014 and this year 2015respectively ; and allowing CISCOT to continuously present the Civil Society Statement. We would also like to thank you for continuously honouring our invitations. We are committed to continue with this partnership and support for conscientizing the public on your behalf pertaining issues of transport.
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However this normally comes with logistical challenges .We therefore recommend that your budget specifically reserves a vote for supporting civil society work since the same contribute to the Sector in this regard. I applaud CROSSROADS for the support it has rendered CISCOT through its establishment and activity implementation. CISCOT will continue to empower CSOs and the public to fully and ably participate in the governance of the transport sector in Uganda and ultimately achieve the vision of an efficient, effective and safe transport system for Uganda.
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However this normally comes with logistical challenges .We therefore recommend that your budget specifically reserves a vote for supporting civil society work since the same contribute to the Sector in this regard. I applaud CROSSROADS for the support it has rendered CISCOT through its establishment and activity implementation. CISCOT will continue to empower CSOs and the public to fully and ably participate in the governance of the transport sector in Uganda and ultimately achieve the vision of an efficient, effective and safe transport system for Uganda.
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CISCOT CIVIL SOCIETY STATEMENT FOR THE 11th
JOINT SECTOR REVIEW WORKSHOP AT HOTEL AFRICANA SEPTEMBER 2015
By: Kayemba Patrick, Chairperson CISCOT
1
Presentation Outline
• Introduction.•CISCOT’s perspective on how an efficient ,effective
and safe transport can be achieved in Uganda.•Pertinent issues arising from Iganga, Kampala and
Wakiso CISCOT think tanks on transport with recommendations.
•Conclusion and Cited references.
2
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Introduction• We would like to thank the MoWT for extending this invitation
to us as a citizens voice on transport• CISCOT aim, is to contribute to an efficient, effective and safe
transport system• The Coalition focuses on three broad areas: Citizen
Mobilization and support, Sector monitoring, advocacy and influence.
• Apparently CISCOT has 25 member organizations working on transport.
3
Our perspective on achieving an efficient, effective and safe transport in Uganda
1. Capacity building in the sector (Road Contractor Registration System as part of the UCICO BILL)2. Scaling up implementation of NMT Policy3. Massive modes of transporta) Standard Railway Gaugeb) The Rapid Bus Transit (BRT) and the Transport
Licencing Board
4
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Continued…
c) Rehabilitation and expansion of airports and airfields4. The Roads act and compensation issues5. Government commitment in implementing sector plans.6. Car Free day initiative7. Implementation of the Transport Policy8. Vote on Cross- cutting policy issues in Transport9. Enforcement of Road safety prevention measures and need for supporting victims of road crash victims
5
PERTINENT ISSUES ARISING FROM CISCOT PILOT CITIZEN’S THINKTANKS CONDUCTED IN IGANGA, KAMPALA & WAKISO.
1. Lack of proper accountability in the sector and ensuring value for money
2. Road Safety issues.3. Community or citizen engagements in the transport sector4. Funding of the sector:i) Acquiring and maintaining the required equipment for road
construction and maintenance. ii) Payment of the laboriii) Increased Inflation and Fuel Fluctuations.
6
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Continued…
5. Development verses physical planning6. Politics and the road sector development.7. Population growth rate8. The role of CSO’s (Civil Society Organizations) in the transport sector.
7
Conclusion and our opinion
•We are committed to citizen’s cause in transport for the common good.
•We express our commitment in continuous partnership with the government on transport issues
•We thank you for extending this invitation to us.•We highly urge you to consider with great urgency the
issues raised in our presentation because they are the voice of what the citizens feel can make our transport better. 8
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•Thank you for listening ladies and gentlemen.
9
12611th Joint Transport Sector Review Workshop
Private Motor Vehicle Inspection
By Representative from SGS
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1
11th JTSR WorkshopSeptember 17. 2015
THE PRIVATE MOTOR VEHICLE INSPECTION PROJECT /SCHEME
2
OUTLINE OF PRESENTATION
SGS Brief Profile
Project Description
Objectives and Advantages of Motor VehicleInspection
Capability of SGS to fulfill these objectives
Progress of Implementation
Layout of the process flow of inspection
Expected Benefits of the project
Potential Additional Services
Q&A
127
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3
Nº1WORLD LEADER
85,000EMPLOYEES
1,650OFFICES AND LABORATORIES
13GLOBAL INDUSTRIES
GLOBAL SERVICELOCAL EXPERTISE
AT A GLANCE
4
AUTOMOTIVE
SOURCEWe test materials and parts to OEM and industry standards to facilitate the supply chain
BUILDWe verify that manufacturer vehicle design and quality meets regulations and gains market access
SELLWe audit delivery and aftermarket operations to ensure quality and brand guidelines adherence
POWERWe enhance the design, construction and operation of motor vehicles, testing fuels, lubricants and usability
SAFEGUARDOur vehicle testing centresworldwide verify safety and minimiseenvironmental impact
AMAZEAnnette loves the feeling of going for a drive in her new car
DRIVING PERFORMANCE AND SAFETY WORLDWIDE
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5
PROJECT DESCRIPTION
SGS won an International tender for the selection ofConcessionaire for the Vehicle Inspection and sign thecontract on March 17 2015
Estimated vehicles population was in 2014 around 816,000 Length of contract 5 years Scope
Build network of 7 fixed and 3 mobile test centers (15 lines LV, 5lines HV, 16 lines MB) in Uganda
Land and building to be provided by SGS Test equipment and IT infrastructure to be provided by SGS Recruit and train necessary staff Annual royalty fee of 10% of revenue to Ministry Propose potential additional services Possibility to extend number of fixed and mobile centers depending
on inspection potential/needs in the country
6
OBJECTIVES AND ADVANTAGES OF MOTOR VEHICLE INSPECTION
To ensure only vehicles that conform to UgandanStandards are registered
To eliminate vehicles in poor mechanical conditionwhich are both a safety and environmental hazard
Instill a motor vehicle maintenance culture by vehicleowners
Enable monitoring of vehicles from time they enter thecountry up to when they are written off
Ensure all accident vehicles are repaired and restoredto previous conditions
Ensure any in-country modification of vehicles iscompliant to national and international standards(homologation services).
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7
TENDER REQUIREMENTS
Identify centralized or roadside locations (done inJanuary 2015)
Design, implement, operate and maintain TestCentres, as well as Information System
Carry out emission and safety testing forMotorcycles, Light and Heavy CommercialVehicles
Develop and implement Public Information &Education Campaign in cooperation withMinistries
Cooperation with Police traffic for VISenforcement
8
Albania, Algeria, Argentina, Chile , China, Cote d’Ivoire, France , Morocco, Spain , Peru, United Kingdom, Uruguay, United States, South Africa
145 Years of Experience Performing 44 millions inspection transactions
annually Maintaining 27’000 test units on a daily basis
SGS AUTOMOTIVE – WORLDWIDE REFERENCES
SGS is the global leader in Periodic Vehicle Inspection Services with operations in 4 continents
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9
PROGRESS OF IMPLEMENTATION Sites Identification
4 Sites identified to implement the stations in Kampala on the4 major roads• Jinja Road : east of Kampala and main access from Eastern
Uganda and Kenya• Bombo Road: North of Kampala• Masaka Road: West of Kampala• Entebbe Road: South West, on the way to the Airport.
Main characteristics:• Not located in the city centre• Easy access, touching the main road• Between 2 and 4 acres big, depending on expected volume of
vehicles to inspect and the related size of the station to build.• Ideally, flat with easy access to water, electricity and
communication network. Another 3 sites to be identified in Gulu, Eastern and Mbarara
10
DESCRIPTION
Sites chosen shall be able to accommodate any future expansion in testingvolumes resulting from demographic or socio economic change. Namanve, Industrial Area, fits this assumption;
The concessionaire propose appropriate fully serviced premises from which todeliver the service and which may include other additional services such asregistration, licensing, etc. Namanve and Kawanda might fit to this assumption
Strategically placed around Kampala, to facilitate the access to all vehicleowners Sites chosen are in accordance with this assumption
The proposed network of test centre (sites) is capable of testing all of thevehicles (type and class) that will require testing together with all necessaryancillary accommodation (users and staff)
The location of sites chosen provide the advantage to reduce the possibility tocreate traffic congestion around the test centre
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Technical Surveys Once sites have been validated, the following
technical surveys have to be performed:• Geotechnical survey• Topography survey• Environmental Impact Assessment• Traffic Impact Assessment
Current status:• Geotechnical and topography surveys performed
for all sites and completed by end of August• Traffic Impact Assessment for all sites expected by
end of August• Environmental Impact Assessment: on going
process
PROGRESS OF IMPLEMENTATION
12
Project Design This step is mainly dependent from the
completion of the various technical surveysdefined previously
This task is performed by SGS Bilbao (Spain),in close relation with local architect
First drawings and layout sent by SGS Bilbao,for each site
PROGRESS OF IMPLEMENTATION
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13
Civil Works and Construction RFQ process for civil works and construction
companies: on going. Managed by SGS Global procurement Specifications prepared by SGS Tecnos in Bilbao
(Spain), in cooperation with a local architect inKampala
Targets:• Appoint 2 companies for the 4 sites, meaning 2 sites per
company• The appointed companies will manage both civil works
and construction Expected completion by end of February 2016
PROGRESS OF IMPLEMENTATION
14
Test Equipment Detailed specifications prepared by
implementation Manager in cooperation withProject Manager
List of equipments to order and quantityestablished
RFQ to be handled by SGS Globalprocurement
Selection of supplier among a list of reputedinternational suppliers
Equipments to be delivered by end of January2016.
PROGRESS OF IMPLEMENTATION
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15
IT System To be provided by SGS IT Ireland Core module will be adapted from existing
VIMS system MoWT to define more precisely their needs
for additional modules and the relatedfunctionalities (BI, Web, …)
Overall system already presented to MoWT To provide interface to the concerned
Government stakeholders guided by Ministry
PROGRESS OF IMPLEMENTATION
16
VIMSVEHICLE INSPECTION MANAGEMENT SYSTEM
Web PortalOn-Line Tools
BIManagement Reporting Tools
InterfacingOur Client Systems
Core MISManagement Tools
EnforcementFixed & Mobile Software Tools
Test CentreSoftware Tools
PROGRESS OF IMPLEMENTATION
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VIMS Tools
Test Centres• Front Desk
Admin• Test Lane
Integration
Core MIS• Test Centre
Scheduling• Network &
Fleet Compliance
BI Reporting• Dashboards• Operational
Reporting
WEB Portals• On-Line
Booking• Payments• SMS
Interfacing• Registration
Systems• Financial
Systems
VIMS Database
& Services
PROGRESS OF IMPLEMENTATION
18
TEST CENTRE - FRONT DESK
Security Diary Validation Check In Accept Test
Test Results
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19
Visuals Lights Tyres Suspension Emissions Brakes Side Slip
TEST CENTRE - TEST RESULTS
20
Video
LAYOUT OF THE PROCESS FLOW OF INSPECTION
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21
STATUTORY VEHICLE INSPECTION
SVI main components: Technical inspection of:
• Head lamps• Brakes• Emissions (smoke, CO², noise)• Wheels (alignment) and Tires• Suspensions• Plays (steering, front/rear axle)
Visual inspection of:• Windscreens• Seats,• Seat belts,• doors, body…
22
Wheel Alignment (Side Slip) and Balancing Test
Head Light and Emission Test
INSPECTION PROCESS – SECTION 1
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23
Shock Absorber Test
Brake Performance Test
INSPECTION PROCESS – SECTION 2
24
Underbody and Test Wear and Play on Components
Underbody and Test Wear and Play on Components
INSPECTION PROCESS – SECTION 3
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25
Documents gathering
Test Results reconciliation
QUALITY CONTROL AND DATA GATHERING
26
Production Certificate
Hand Over and Result Explanation
HANDOVER AND RESULT EXPLANATION
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27
EXPECTED BENEFITS OF THE PROJECT
Road Safety: reduction of accidents and deaths
300 Direct Full Time Employees recruited by SGS
Several subcontractors to be mandated during the implementation phase as well during services phase
Unique vehicle database to be used by several Administrations at the same time for different purposes (economy, statistics, population indicators..)
Indirect benefit => Incidental services like vehicle repairs facilities
Education: sensitivity campaign to reach the whole population (from children till retired people)
28
POTENTIAL ADDITIONAL SERVICES
Plates securisation
1
2
3
4
56
8
7
9 10
11 12 13
15 1614
Axle road control & weighbridges
Cars documents registrations
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Autom
otive Services
THANK YOU
Questions & Answers?
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1
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PRO
GR
AMM
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11th
JTSR
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HO
P 16
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17th
SEP
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145 11th Joint Transport Sector Review Workshop
3 Ab
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Hon
. MoW
T H
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