Infrastructure Magazine -Jan-Feb 2018

Technology review: Velocity pothole patching technology

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Uganda’s ‘Silk Road’

FEATURES

The iconic Kampala Entebbe Expressway The marvel of the new Jinja bridge

ANALYSIS

President Museveni’s pet road projects: A review of progress

VIEW POINT

The challenge of road maintenance in Uganda

b Jan - Feb 2018

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China Communications Construction Company (CCCC), is a world leading large comprehensive infrastructure contractor and investor, principally engaged in the investment, construction and operation of transport infrastructure, dredging and heavy machinery manufacturing, real estate and urban complex development business. The company’s profitability and value creation capabilities are in a leading position among its global counterparts. CCCC was ranked at No. 103 in 2017 by Global Fortune 500 and No. 3 in ENR Top 250 International Contractors. China Communications Construction Company entered the Ugandan market in 2006.

Ongoing projects by China Communications Construction Company 1. Upgrade and expansion of Entebbe International Airport Project 2. Construction of the Kampala - Entebbe Expressway project 3.

4.

Upgrade of the Soroti - Irere Road Project, and Upgrade of the Mubende - Kakumiro - Kagadi Road Project

5. Design and Build of Masindi (Kisanja) - park Junction And Tangi Junction - Paraa - Bulisa Roads Updrading Project

The completed Kajjansi Interchange along the Kampala - Entebbe Expressway.

Mr. Chen Fenjian, president of CCCC meets Yoweri Museveni, President of Uganda.

CCCC (U), Chairman of the Chinese Enterprises Chamber of Commerce in Uganda, organised the 1st Uganda - China Economic Investment and Trade Cooperation Forum -2017 at Speke Resort Munyonyo.

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The Infrastructure Magazine is Published by

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Editor Simon E. Omoding Sub Editor Arthur Matsiko Writers Jacob Okwii Jackie Asasira Daniel Otto Francis Kasbin Mutaka Guest Writer Eng. Dr. Michael M. Odongo Marketing Team Leader Martin Ariko Sales Executives Edrine Apolot Grace Ajulong Francis Kasbin Mutaka Intern Monica G. Ikol Design/Layout: Peter Mugeni /Slick Republic Limited ISSN: 2523-191X (print); ISSN: 2523-1928 (Online)

10 LEAD STORY

Uganda’s ‘Silk Road’

04 From the editor: It is a road economy 05 News Round-up Features

14 The marvel of the new Jinja bridge 16 The iconic Kampala - Entebbe Expressway Analysis

22 Progress on President Museveni’s pet road projects View Point

26 The challenge of Road maintenance in Uganda Technology review

30 Velocity pothole patching technology Captains of Industry

32 NODL mulling more infrastructure projects in Kalangala Company Profile

35 Vambeco Construction Limited

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3 Jan - Feb 2018

From the Editor It is a road economy In this edition, we focus on the roads and their connections – bridges and ferries. According to statistics from the Ministry of Works & Transport, 95 per cent of goods haulage in and out of Uganda goes by road.

Yes, a whopping 95 per cent! The remaining 5 per cent of haulage is shared amongst all the other forms of transport – air, water and railway. You could confidently say Uganda’s economy depends on the road. It is a road economy. ver the last 10 years or so, the government has focussed on developing the road infrastructure, borrowing and investing millions of dollars on the country’s roads.

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sense. Any area without a good road is interpreted as politically sidelined. That is why the authorities invest in promising or executing roads – some say as reward and punishment.

There is a good argument for investment on the roads for a landlocked country like Uganda. According to the World Bank and IMF, every US$1 invested on the road should ideally turn in US$3 in value to the GDP – if well executed that is.

It is for this importance that we focus on the roads, ferries and bridges. We paint a picture of how the various Ugandan road plans and works are building and forming a kind of Uganda’s own local version of China’s ‘Silk Road’.

Various other studies done in and out of Africa show that roads can be good stimulants to development. The roads ease access to better markets for produce, and so every time an area gets a good road, prices of produce and farmers get better earnings.

From the west to the east, north to the south, there is work either planned or on-going on one or more roads. When all these works are done – and one hopes in good quality – the country will boast of good road connectivity.

Industrialists as well troop to set up in areas, which have good road access, as good roads make manufacturing cost-effective and easy to take products out to the market.

On the other hand where the roads are bad, and places inaccessible, the prices for produce drop, and attraction for investment in industry equally plummets. On the social front, roads open areas that would otherwise be inaccessible for services like health and education, among others.

Over the last few years, President Museveni has been promising and harping on road works. In this issue, we take a specific look at the President’s various pet road projects.

Over the last few years, President Museveni has been promising and harping on road works. In this issue, we take a specific look at the President’s various pet road projects. We assess progress on the various works. We also give specific focus to the Kampala - Entebbe Expressway and the new Jinja bridge construction.

Good reading. But always remember to drop us a line at; editor@infrastructure.co.ug

Simon E. Omoding Editor

In Uganda, roads are also important in a political

Read us online at;

www.infrastructure.co.ug @theinfrastructuremagazineUG 4 Jan - Feb 2018

@TheinfUG www.infrastructure.co.ug

News Round-Up Stanbic bank rolls out home loan facility

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tanbic Bank Uganda has a launched a home loan facility for individuals wishing to acquire their own home.

The facility can be accessed to finance an outright home purchase (mortgage) under which the bank can fund up to 90 per cent of the value of the property.

The bank facility serves the customers who want to release value from a property they already own to get cash to invest in other business. The facility is also available for refinancing for clients who already have a loan facility with another financial institution but want to transfer their home loan to Stanbic for reasons of competitive interest rates or flexible offerings.

their projects can also benefit from this facility.

Those who have started their own construction and need financing to complete

To qualify for this facility, one has to be in salaries employed, self-employed or pro-

fessional Ugandans living in the diaspora. One however needs to demonstrate a net monthly income of Ushs 3 million. Loans available range from Ushs 3 million to about 3 billion.

Gulu to get logistics hub

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buy goods from Gulu. Once the hub is in place, Gulu will play an even bigger role in trade. Beyond business, it will chaperon logistics support to humanitarian interventions in South Sudan and beyond. The work of World Food Programme, UN High Commission for refugees in the West Nile region will be coordinated from the Gulu hub.

lans are in advanced stages to build and set up a logistics hub in Gulu town to service trade and business in northern Uganda, South Sudan and the eastern parts of the Democratic Republic of the Congo.

Trademark East Africa (TMEA) a donor-funded facility to promote trade among East African states said recently that they had secured US$8.6 million from the UK’s Department for International Development (DFID) and the European Union, for the purpose.

this year. He said the facility will have capacity to hold a half million containers at any one time.

Moses Sabiiti, Trademark East Africa Uganda country director said feasibility and design studies are completed and construction works will start in the second half of

Up to this point, Gulu has played an informal role as a business hub for northern Uganda, south Sudan and eastern DR Congo, as traders from these areas stock and

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In addition to job creation, the logistics centre will support big processors like Mukwano Industries, grain and tobacco farmers in the northern region to hold and move stock of raw material or processed goods. These processing companies will be able to store their merchandise in the logistic centre pending processing, exportation or distribution.

5 Jan - Feb 2018

News Round-up

Nairobi to get cable cars to beat traffic jam

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n a move to decongest the roads and beat the habitually excruciating traffic jams in Nairobi, the Kenyan government has signed a contract with an Austrian company to construct infrastructure for cable cars. The works to be undertaken by Doppelmayr Group starting in May this year, is worth Ksh5.8 billion (US$57.2 million).

The Likoni Cable Car project construction is expected to take two years under the management of Kenya Ferry Services (KFS) and their lessee, Trapos Limited. The infrastructure development work will be completed by 2020, by which time the cars will start operating.

Kenyan media quoted Bakari Gowa, the KFS managing director as saying that the agency is in the process of finalizing acquiring land on which to erect a mast to support the cable cars. “The issues we are handling now are minor ones because the land has been identified. Another issue is the appointment of directors who will represent the KFS to the Likoni Cable Cars Ltd,” Gowa said.

In December last year, Trapos Limited and KFS signed the concession agreement of the multi-billion shilling project. According to the

agreement, the Likoni Cable Cars Express Ltd will manage the project for 25 years and there after KFS or any eligible company will upgrade, maintain and ensure delivery to the users.

As a way of decongesting Nairobi city, Gowa says, the express link will have 22 cable cars which will carry 38 passengers per cabin. It will carry 11,000 commuters per hour in both directions which will be a total of 180,000 people a day. Travelers will cross the 500m channel in about three minutes and will pay between Ksh20 (US$0.20) and Ksh100

(US$0.98) depending on the mode and type of operation.

The project is expected to decongest Likoni Channel, which is used by 330,000 people and more than 6,000 vehicles daily. The Likoni and Mtongwe channels are currently the only links to the South Coast by road.

Sarah McGregor and David Malingha Doya in an article published by Bloomberg said that Nairobi alone uses up to US$570,000 a day in an attempt to solve the traffic jam challenges.

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News Round-up

China gives Tanzania US$62 million to build a transport university

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he Government of China will provide US$62 million for the construction of a university for transport in Tanzania. This is one of the five transport universities that China committed to building in Africa, at the 2015 Forum on China Africa relations. This revelation was made when new Chinese envoy to Tanzania Wang Ke presented her credentials to President John Pombe Magufuli.

Tanzanian authorities said the construction of the university is timely as it comes at a time when east Africa’s second largest economy is planning to revive her national airlines, Air Tanzania Company Limited (ATCL) which had previously been privatized. Currently the Tanzanian government is purchasing aircrafts to replenish its fleet.

Magufuli thanked the government of China for being one of the key developmental partners working to improve the transport sector in Tanzania adding that this will greatly help Tanzania to increase the number of professionals in the aviation sector.

Hitherto only the University of Cape Town in South Africa has provided a centre for specialized graduate studies in transport, in Africa

Jambojet comes to Entebbe

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ow cost airline, Jambojet has started flights to Entebbe. The airline started operating two flights daily between Entebbe and Nairobi (Jomo Kenyatta International Airport in February. It departs for Entebbe from Jomo Kenyatta at 09:10am and 17:30pm respectively.

They also have two flights from Entebbe International airport for Nairobi at 11.00am and 19:20pm daily. Willem Al-

exander Hondius, Jambojet Chief Executive Officer, said at the launch of the flights at Entebbe International airport, that the airline is running an introductory fare of Shs400,000 (about US$120).

In Kenya, Jambojet currently operates domestic flights to Diami, Eldoret, Kisumu, Nairobi, Malindi, Mombasa and Wajir. The airline is a subsidiary of Kenya Airways.

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China Chongqing International Construction Corporation (CICO)

Chongqing International Construction Corporation Chongqing International Construction Corporation (CICO) of China is a subsidiary of Chongqing Foreign Trade and Economy Corporation (CFTEC). It was established in 1985 with the registered capital of RMB 620 million (about US$100 million). Under Chinese Law, CICO is a qualified contractor for overseas projects in labour export service, import and export trade.

CICO is classified as a Class A enterprise for China-aided turnkey projects, a Grade I general contractor for the construction of municipal public works, a Grade I general contractor for the construction of building works and a Grade II general contractor for highway works. It is also a Grade II specialist contractor for port and coast works, a Grade II specialist contractor for decoration works, a Grade II specialist contractor for electrical and mechanical installation works, and a Grade I specialty contractor for earth and stone works China Chongqing International Construction Corporation (Uganda Company) was established in the 1990s as s subsidiary of CICO International. The company’s strength is in construction of roads, bridges and buildings. In Uganda, over the past few years, the company has completed four projects: Pakwach-Olwiyo road, Fort Portal-Hima road, Matugga-Semuto-Kapekka road and Fort Portal-Bundibuygo-Lamia road. Through these works, CICO has completed a total of 267km high quality paved road, at cost of about US$200 million CICO currently has on-going projects in Uganda. The total contract sum is over US$200 million. These are Acholibur-Kitgum-Musingo road, Jinja-Kamuli road and municipal urban road in Lira and Gulu, among others.

Uganda is one of the three Africa countries where CICO has opened branches. The others are Tanzania, Sudan and Liberia.

Besides the traditional construction business, the company intends to broaden to areas like real estate.

In China, CICO has established five wholly-owned or holding subsidiaries and 12 branches engaging in domestic and overseas project contracting, import and export trading, labor exporting service, equipment leasing, project consulting, project supervision, architectural design, mechanical and electrical installation, materials production, among others.

CICO has contracted over 60 large and medium international construction projects in Asia and Africa. They have equally completed over 200 projects in China with 100 per cent acceptance rate, and many of them have earned accolades like the “Luban Prize”, “National High Quality Project Prize”, “Chongqing Bayu Cup” and “Golden Cup of Chongqing Municipal Works”.

CICO espouses the values of honesty, adhering to contract terms and keeping their promises. CICO has been listed the Top 225 International Constructors for four consecutive years, and has been awarded the Prize of Excellent Construction Enterprise for five consecutive years.

Vurra-Arua-Koboko-Oraba Road

The China Railway Seventh Group (CRSG) Uganda The China Railway Seventh Group is a subsidiary of the state owned multi-billion dollar China Railway Group Ltd. China Railway Group is a Chinese engineering conglomerate that is one of the Fortune Global 500. CRGL is listed on both the Shanghai and Hong Kong Stock exchange.

Registered in Zhengzhou in Henan province of the People’s Republic of China, the company has excelled in the areas of railway construction, housing and building, municipal public works, tunnel works, hydraulic tunnel works, highways.

Indeed CRSG has undertaken many multi-million dollar projects in different parts of the world including in Asia, Africa, and Latin America. In Africa, CRSG has offices and done works in Guinea, Mali, Senegal, Sierra Leone, Tanzania, Zambia, Mozambique, Bo-

tswana, South Africa and Uganda.

Some of the works the company has undertaken in Uganda include Kazo-Kamwenge road, Fort Portal-Kamwenge road, some Kampala City Council Authority roads such as the Kira and Fairway road roundabouts, Makerere Hill road, Bakuli-Nankulabye-Kasubi road, among others.

CRSG is one of the Chinese companies that have broken into the international construction business. In 2015, The ENR, a construc-

tion magazine listed CRSG as one of the global top 250 companies in terms of volumes of contract. The company has ISO9002 Quality Management Systems certification, ISO 14000 Environmental Management Systems, as well as GBT 18000 Occupational Health and Safety systems. Within China, the company is known for construction of the railway lines-Zhengzhou-X’ian railway and Shijiazhuang-Wuhuan railway, among others. They also built one of the biggest cable stayed bridge in China- the Tianxinzhou Bridge across the Yangtze River.

President Yoweri Museveni (with hat) cuts the tape to launch the Fort Portal - Kamwenge Road, September 2017. On his right is Eng. Monica Azuba Ntege, Minister of Works & Transport; 2nd right - Fred Omach Jachan, Chairperson - UNRA Board; 2nd left - Adolf Mwesigye, Minister of Defence; 3rd left - Best Kemigisha, Queen Mother of Tooro Kingdom.

Uganda’s ‘Silk Road’

By Daniel Otto

Although Zhang Qian died over 2000 years ago, he remains famous in China. An adventurous imperial diplomat and envoy, Zhang is remembered for charting routes and traversing central Asia thereby opening China to the outside world. Zhang’s exploits established a network of routes that eventually linked China to central Asia, the Arab world, Europe and Africa. Through these craggy routes, China started to trade with the rest of the world.

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amed after silk, China’s biggest export at the time, that road network was later dubbed the “Silk Road”.

10 Jan - Feb 2018

With the numerous on-going roads, bridge and ferry construction works countrywide, Uganda is arguably in the process of building its own version of the “Silk Road” to facilitate trade and connectivity.

From Kampala to Yumbe through Arua and Koboko; from Kisoro to Kyenjojo via Mbarara, Bushenyi, Kasese, Fort Portal, and from Tororo to Moroto, Lira to Acholibur; there is a beehive of road construction activity.

The aim is to connect locally produced goods to the market – both internally and to the neighbouring countries – and to attract investors.

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Lead Story Analysis by The Infrastructure Magazine reveals that the country is actually adding good quality roads on its network – both in the rural and urban areas.

Gauge Railway, air and water; road infrastructure remains major. Notwithstanding, the road network will play a vital part towards ascending Uganda to the middle-income status.

Dr. Michael Odong, executive director of the Uganda Road Fund, told a sector review workshop in September last year that Uganda road assets stand at 140,000km. Of these, 20,500km fall under the Uganda National Roads Authority (UNRA). Kampala Capital City Authority (KCCA) is responsible Uganda road for 2,110km.

Although a lot more road remains unpaved, and some little failings remaining an eyesore in the roads sector, the country is still on the right track to achieve a modern road network.

A landlocked country, Uganda depends on roads to access the coast.

Statistics from the Ministry of Works & Transport show that 95 per cent of all cargo freight in Uganda is transported by roads.

The railway system built nearly 100 years ago is decrepit, with one operational line – Mombasa-Kampala.

assets stand at 140,000km. Of these, 20,500km fall under UNRA and 2,110km under KCCA

Airfreight is also limited with Entebbe airport recording just 21.7 metric tonnes of cargo (about 1 per cent of total national cargo haulage).

The roads remains Uganda’s transport lifeline.

Thus, an improved road network will eventually lessen the cost of doing business in the country.

Although the government is investing to develop alternative modes of transport like the Standard

Allen Kagina, executive director, UNRA

With 30,000km spread across 130 districts, 3,800km fall under urban areas in 41 municipalities; whereas 7,700km fall under 214 town councils.

The biggest proportion of road asset is the community roads, which is about 80,000km spread across the country’s 1,155 sub counties. The district local governments manage the community roads.

Jeniffer Musisi, executive director, KCCA

In UNRA’s 2017 annual progress performance report, executive director Allen Kagina said the agency’s target was to build up to 20,000km of first-class roads by 2025, but deliver an additional 200km to the paved road stock by 2020.

A section of the Nakapiripiriti - Moroto road.

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11 Jan - Feb 2018

Lead Story UNRA is also building bridges and ferries as over-water connections to the road network.

Completed roads According to a 2017 UNRA report, the country had accumulated 4, 257km of paved road by the end of last year. In 2016/17 alone, 100km of paved road was completed. These came from the completion of Fort Portal-Kamwenge road and Ntungamo-Mirama hills.

Another 304km of paved roads was added on the network as part of the completed sections of the various on-going construction and rehabilitation works. Ten years earlier, in 2007/2008, Uganda boasted of only 2,875km of paved road, countrywide; meaning that within a period of about 10 years, the country’s stock of paved road has nearly doubled.

On-going improvement works According to UNRA, there are currently 22 on-going road improvement/upgrade projects around the country.

The 35km Ishaka - Kagamba road during construction. Inset: A completed section of the road.

(100km), Ntungamo-Mirama hills (47km) and Akisim-Moroto (50km).

Rehabilitation works Once complete, a further 1,143km of paved roads will be added onto the naAnother 637km of paved road is expecttional grid. These include ed from repair on roads that Bulima-Kabwoya (66km), have outlived their lifespan.

Gulu-Olwiyo (70km), GuThese include: Ntungamo-KaIn view of lu-Acholibur (78km), Acholtuna (65km), Mukono-Kayunfast-tracking ibur-Musingo (86km), ga-Njeru (92km), Nakalathe production Mbarara bypass (41km), ma-Tirinyi-Mbale (100km), of oil by Kampala Northern bypass Namunsi-Sironko-Muyem2020, UNRA (17km), Ishaka-Kagamba be-Kapchorwa (65km), advanced (35km) and Kampala - EntebNansana-Busunju (48km), construction of be Expressway (51km).

Nebbi-Pakwach (30km), Igthe key roads anga-Kaliro (32km), Fort in the oil-rich Portal-Kyenjojo (52km), HiOthers are: Mukono-KyeAlbertine ma-Katunguru (50km) and tume-Katosi-Nyenga (74km), region.

Ishaka-Ruganzi-Katunguru Mpigi-Kanoni (64km), (140km).

Kanoni-Ssembabule-Villa Maria (110km), Kyenjojo-Kaboya Funded plans (100km), Kamwenge-Fort Portal (66km), Mubende-Kakumiro-Kagadi By the end of 2017, UNRA had revealed (110km) and bumbobi-Lwakhakha (45km). other numerous road projects for funding. Financing had been successfully seThe other roads where works are on-gocured for the following roads whose works ing, or at least contracted, are: Musita-Luare expected to start this year (2018): mino-Busia-Majanji (104km), Moroto-NaBusega-Mpigi Expressway (African Develkapiripirit (93km), Soroti-Katakwi-Akisim opment Bank – ADB), Kapchorwa-Suam 12 Jan - Feb 2018

(ADB), Tirinyi-Pallisa-Kamonkoli-Kumi (Islamic Development Bank – IDB), Rwenkunye-Apac-Lira-Acholibur (IDB), AtiakMoyo (European Union), Masaka-Bukakata (BADEA/OFID), Luwero-Butalangu (BADEA/ OFID), Kampala Flyover (JICA) and the new bridge at Jinja (JICA).

The oil roads In view of fast-tracking the production of oil by 2020, UNRA advanced construction of the key roads in the oil-rich Albertine region.

In total, 683km of road will be made, plans are in advanced stages and works due to start this year.

Bridges UNRA has 519 major structures, comprising bridges and culverts on the national road network under its care.

According to UNRA by the close of 2017, construction of the following six bridges had been completed: Apak (Lira district), Manafwa bridge (Tororo-Mbale road), Goli and Nyagak (Nebbi district), Leresi bridge (Butaleja district), Kabaale bridge (linking

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Lead Story

Laropi Ferry connecting Moyo to Adjumani.

ma), MV Pearl (Masaka-kalangala) and MV Ssese (Masaka-Kalangala).

nese contractor had been selected to undertake the works.

Two Ferries at Bukakata/Luku are provided and operated by Kalangala Infrastructure Services Ltd (KIS). KIS was contracted by the government to provide infrastructure services in Kalangala under a private public partnership arrangement.

The other prominent case is of Mbale-Tirinyi-Nakalama road which threw UNRA into a near crisis. The Infrastructure Magazine was told that in spite of allegedly doing a poor job on the Mbale-Soroti road, Dott Services still “won” the contract for the Mbale-Tirinyi-Nakalama road contract.

Other on-going ferry development works are in Namasale Kyoga II and Buwenge-Kasilo-Kabermaido, among others.

The devil in the detail

Aswa Bridge on Lira -Pader road.

Kyankwanzi to Ngoma in Nakaseke) and Aswa bridge on Lira-Kitgum border.

More 21 bridges are under construction including the second bridge over River Nile in Jinja, Kyanzuki on Kasese-Kilembe road and Lopei in Kotido, among others.

Ferry services By the end of 2017, UNRA operated nine ferries linking various roads to water bodies. These are: Laropi (Moyo-Adjumani), Masindi port (Kiryandogo-Apac), Wanseko (Bullisa-Nebbi), Nakiwogo (Entebbe), Obongi (moyo-Adjumani), Kyoga 1 (Amolatar-Nakasongola), Kiyindi (Buikwe-Buvu-

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While activities are seemingly moving well, observers say in spite of changes in management a few years ago, UNRA is still infiltrated by some ills. One of the main issues is the alleged work of lobbyists who are out to cut deals.

Sources told The Infrastructure Magazine that lobbyists work with insiders to fix deals and contracts. As a result, sometimes contracts are awarded to companies that lack capacity to execute projects, leading to delays, cost overruns and poor quality work.

In a number of instances, UNRA has had to cancel contracts. A case in point is the Rukungiri-Kihihi-Ishaha road, which was bedevilled by “administrative reviews” and constant appeals by bidders.

This forced UNRA to cancel the procurement process, despite the fact that a Chi-

It is alleged that Dott Services delayed the works, and kept raising costs. When UNRA terminated the contract, they run to courts of law and to the presidency in what was seen as actions just to cause disruption. Subsequently, however, UNRA was reportedly forced by President Museveni to reinstate the Dott Services contract.

Another challenge is that due to high cost per km of constructing Ugandan roads, there is a shadow of doubt whether the return on investment will be achieved.

According to the International Monetary Fund (IMF), every US Dollar spent on the road should generate growth value of US$3 to the GDP. In the case of Uganda, both the World Bank and IMF have expressed doubt that the country will reap such dividends from her investment on roads.

While there seems to be several construction activities on the roads, the proportion under construction is tiny compared to what remains unpaved (over 80 per cent).

13 Jan - Feb 2018

feature

The marvel of the new Jinja bridge

By Jacob Okwii

The new cable-stayed bridge, which is currently under construction across the Nile River in Uganda’s eastern district of Jinja, is anticipated to last 120 years. This pales the older bridge whose lifespan was half that long. The old Owen Falls bridge, which is already developing cracks, was built in 1954. The long lifespan is not the only beauty about the new dam. The Jinja Nile bridge is constructed with a high-level cable-stayed technology, making it unique in the region.

The bridge is 525 metres long and eight metres high. It has a 785-metre access road for Kampala side and another 1,044-metre access road for Jinja side, with a 22.9-metre wide deck carriageway and 2.0-mmetre walkway.

14 Jan - Feb 2018

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hile a suspended bridge has two or more towers connected by cables and the deck suspended by the cable, a cable-stayed bridge has a deck which is strapped to one tower or holding station by cables.

The cables take different shapes to hold the deck to the tower. There is no movement of cables between the towers (as is the case in the suspended bridge). In this case, it is just one tower (or a number of towers), but each independently holding its part of the deck through cables. This engineering creates a spectre over the river.

Located about 500 metres south of the old bridge (Nalubaale dam), the new bridge is closer to the source of the Nile.

The bridge is 525 metres long and eight metres high. It has a 785-metre access road for Kampala side and another 1,044-metre access road for Jinja side, with a 22.9-metre wide deck carriageway and 2.0-mmetre walkway.

It is designed to accommodate two traffic lanes and one walkway with a 7.0-metre carriageway plus 2.0 metres of walkway in each direction.

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feature

a Michino-Eki (road resting station) will as well be provided on the bridge, with a structure containing a mini supermarket, restaurant, room for bridge maintenance team, security house and exhibition centre.

The US$ 132-million project is funded by Japan International Cooperation Agency (JICA) and the government of Uganda.

Construction works are being undertaken by a joint venture of Zenitaka Corporation of Japan and the Hyundai Engineering and Construction Company of South Korea.

An artistic impression of the new bridge on the River Nile in Jinja.

Construction, which started in April 2014, was anticipated to be completed in April this year. However, its completion deadline has not been met because of earlier delays in contracting and a surprise encounter with a hard rock at the riverbed that had not been earlier discovered. The bridge is now expected to be completed in August, and commissioned in September 2018.

According to UNRA, the new bridge fulfills three basic objectives; economically, it provides an irreplaceable cord to the Northern Corridor Route (NCR) running to western Kenya and the Kenyan coast through Busia and Malaba.

President Yoweri Museveni flags off construction of the new Nile Bridge in January 2014.

This is supported by a single plane of the cable stays, fixed in the middle of the girder.

Morris Odrua Odoch, UNRA’s project engineer supervising the construction of the bridge, told The Infrastructure that the cable-stayed bridge is designed to last longer than the old one and will be unique.

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The new bridge fulfills three basic objectives; economically, it provides an irreplaceable cord to the NCR running to western Kenya and the Kenyan coast.

About how the technology sustains the heavy load traffic on the bridge, Odoch said: “The load caused by the traffic on the bridge is transferred to the ground through the four supporting structures with two pylons.

The pylons have an inverted Y-shaped design with 69.0 metres high.”

The bridge will have a unique pocket park for viewing and

For this reason, the bridge will promote trade. It will also ensure the safety of the NCR transportation system by relieving traffic loads from the existing deteriorating bridge. It also expected to enhance tourism due to its picturesque location.

Cable-stayed bridges were first build in Europe after the Second World War. However, it is known that the basic design for those kinds of dams dates back to 16th century Croatian inventor, Faust Vrancic.

Vrancic developed the first known sketch of a cable-stayed bridge in his book Machinae Novae.

Over the years, this technology has become more popular for distances of 152 to 853 meters.

15 Jan - Feb 2018

feature

The Kampala - Entebbe Expressway

Uganda’s first four-lane thoroughfare

By Jackie Asasira

The iconic Kampala - Entebbe Expressway is not only an engineering whizz, but also the country’s first four-lane highway. The 51.4km thoroughfare comprises an expressway between Kampala and Entebbe International Airport, and a spur to the Munyonyo resort, south of Kampala.

O

nce complete (expected in May this year), the road will provide a mass transit route between the Greater Kampala Metropolitan Area (GKMA) and Entebbe International Airport.

It will also play a key role in decongesting Kampala through an inner beltway comprising the Kampala Northern and Southern bypasses.

16 Jan - Feb 2018

Sections of the new expressway, namely Busega-Abayita Ababiri and Kajjansi will be operated as a paidfor road where the collected revenue will pay back the loan from the Exim Bank of China, used for the construction. Previously, the Ministry of Works had made attempts to widen the existing Kampala - Entebbe road.

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feature The key construction works involved the preliminary design and feasibility study by the contractor, exploration, material tests and design, sub grading and embankment, sub base, base and bituminous pavement, bridges, safety facilities, road marking, signs, toll gates, landscaping, lighting and reinstatement of borrow pits.

Uganda-China cooperation The idea of the expressway has its origins in the March 2006 Forum of China-Africa Cooperation (FOCAC3), in Beijing, China.

At the forum, China announced its strategy of cooperation with Africa. Along with the ideological blueprint, China rolled out a US$7.5 billion cheque to African countries to fund infrastructure, on a firstcome-first-served basis.

Part of the money (US$5 billion) was in preferential buyer’s credit, and US$2.5 billion as preferential loans. Subsequently, Uganda and China exchanged high profile visits that saw Wen Jiabao, the Premier of China State Council, paying an official visit to Uganda on June 24, 2006.

While in Uganda, Jiabao held talks with President Museveni and then prime minister Apollo Nsibambi.

They exchanged views on further promotion of cooperation between the two countries. Both sides later signed a cooperation document regarding key areas of economic cooperation.

This was followed by another high profile visit of Yang Jiechi, China’s then Foreign Minister, on January 13, 2009. Jiechi met Sam Kutesa, Uganda’s Foreign Minister and Dr. Ezra Suruma, then Finance Minister. The two parties signed a joint economic agreement.

Meanwhile, preparations for a project to benefit from the Chinese fund were on-going.

During the FOCAC4 in 2009 in Sharm El Sheikh (Egypt), President Museveni met with the Prime Minister of China where areas of cooperation between the two countries were discussed.

Feasibility studies done in 2006, however, found out that the required cost of land acquisition and resettlement of affected persons was expensive.

It was, therefore, recommended that alternative routing to minimize the cost of compensation be adopted. That explains why substantial sections of the new highway traverse virgin territory on the hinterland of the current Kampala- Entebbe road.

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It was during this meeting that the Kampala - Entebbe Expressway project was presented before Chinese authorities as one of the two priority projects Uganda was seeking funding from the China cooperation cheque book. The other project was the Agago hydro power dam, but China picked the expressway.

Syda Bbumba, then Minister of Finance, Planning and

17 Jan - Feb 2018

feature

The Nambigirwa bridge on the Kampala - Entebbe Expressway.

Economic Development, formally made an application for financing consideration for the Kampala- Entebbe Expressway project in March 2010, and visited China Exim Bank on the same subject two months later.

A memorandum of understanding, a pre-contract agreement and a commercial agreement were signed between UNRA and China Communications and Construction Company Ltd (CCCC) on October 25, 2010 for the formulation, design and development of the highway.

Contractor selected The selection of the contractor was led by the Chinese government, with full collaboration of the Uganda government.

The process culminated in the selection of CCCC. The process of engaging the contractor was subject to due process requiring prior approvals or directions from the Finance Ministry, Solicitor General, Cabinet, Parliament and the Attorney General.

The total initial estimate cost of the project was US$476 million.

The business case The GKMA economy is the largest in the country contributing up to 40 per cent of the national GDP.

18 Jan - Feb 2018

Whereas the geographical location and economic potential of GKMA are strategic, the zone has never been in position to maximize this potential for its own benefit.

The transport system in the GKMA is highly inefficient resulting in high transport costs which is injurious to the growth of the national economy.

There has always been a great public outcry on the persistent high congestion levels on most roads in the GKMA. With all the arterial roads becoming heavily congested, travel speeds dropping and transport costs rise; the costs of living and doing business in the GKMA is also increasing.

The high transport costs are a hindrance to economic growth which makes the situation in the GKMA repellent to potential investors.

Sections of the new expressway, namely BusegaAbayita Ababiri and Kajjansi will be operated as a paid-for road where the collected revenue will pay back the loan from the Exim Bank of China, used for the construction.

The phenomenal increase in the number of vehicles in recent years, combined with the increasing urban population, has exacerbated the poor transport conditions.

The transport network in GKMA is inadequately developed, and cannot cope with the current traffic demands.

There was also an urgent need to provide relief to the Kampala city roads and the connection between Kampala and Entebbe International Airport.

Construction of an expressway between Entebbe and Kampala, therefore, greatly reduces the peak hour travel time between the two destinations from the present 1.5 hour to around 30 minutes.

Project operation

Addressing a press conference recently, Monica Azuba Ntege the Minister of Works & Transport announced that once the project is complete, UNRA would engage a private sector operator to manage and maintain the facility over an agreed timeframe.

This article has extensively benefited from briefing notes from the Ministry of Works & Transport

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Advertorial

CAA on course in upgrade of aeronautical infrastructure

An aerial view of Entebbe International Airport.

In line with the Uganda Vision 2040, Civil Aviation Authority (CAA) developed a 20-year National Aviation Master Plan covering the period up to 2033. A number of projects in the plan are being implemented accordingly. Top on the agenda is the modernization, upgrade and expansion of Entebbe International Airport, which is being implemented in three phases. Some of the things, which have so far been done include the following:

Automation of the Aeronautical Information Management System The Aeronautical Information Management processes at Entebbe International Airport were automated to enable auto-

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mated management of flight plans, notices to airmen (NOTAM) and electronic Aeronautical Information Publications. The new system has led to efficiency and reduction in costs incurred by air operators.

Pilots and other airspace users now enjoy the convenience to perform flight planning and self briefing using any web enabled device as all products and services provided by AIS can now be accessed online.

19 Jan - Feb 2018

Advertorial

Installation of a new Baggage Handling System A new Baggage Handling System (BHS) was installed in September 2016 by the Manufacturer and Project Contractor, Vanderlande Industries B.V of Netherlands, at a cost of US$4.8 million. Installation of the new system was in response to, inter alia, the anticipated increase in Passenger throughput, which called for enhanced Passenger handling capacity.

The new system; ■■supports 24-hour continuous operations ■■provides for easy maintenance and parts replacement ■■is equipped with two identical integrated systems; each of them able to operate independently as the other is under maintenance.

Passengers checking-in at some of the 22 new Check-in Counters that are part of the new Baggage Handling System at Entebbe International Airport.

■■is able to handle between 1200-1800 bags per hour (compared to the old, which han-

dled 500-700 bags per hour) ■■provides for future upgrade options

The ongoing projects for expansion of Entebbe International Airport 1. Landside expansion of the Passenger Terminal The existing Passenger Terminal building was opened in 1974 for peak hour traffic of 250 arriving and 250 departing passengers. The Terminal got some limited improvements as the country prepared for the Commonwealth Heads of Government Meeting (CHOGM) in 2007, elevating it to the current capacity of 410 arriving and 360 departing passengers.

The Master Plan projects 930 arriving passengers and 820 departing passengers during peak hours, by 2033. The expansion is critical in providing for the growth and ensuring a good customer experience.

An impression of the expanded terminal on completion

The landside expansion by M/s Seyani Brothers (U) Ltd seeks to provide more room and comfort for service users, especially passengers. On completion, the project will deliver new Arrivals and Departure blocks.

It is fully funded by CAA from internally generated revenue.

20 Jan - Feb 2018

On – going works for the expansion of the terminal building

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Advertorial

Cargo Centre Works for the new Cargo Centre were commenced smoothly and the earthworks have been completed by the contractor, China Construction Communications Company (CCCC). The contractor is now working on the airside and landside access roads.

Cargo volumes have grown from 6,600 metric tons recorded in 1991 to 59,000 tons at the turn of 2016. Projections put the tonnage at 172,000 by 2033.

The proposed new 100,000 tones capacity Cargo Centre will be a self-contained facility with a Parking Apron, landslide and airside access roads, cooling facilities, a Freight Forwarders Parlor and ancillary business outlets.

It is part of the US$200 million loan to Uganda by China through the Exim Bank of China. Part of the loan will be used to re-surface the Runways, Taxiways and strengthen and expand the Aprons under the same contractor. The supervising Consultant for the projects is Dar Al – Handasah Shair & Partners.

An impression of the 100,000 tonnes capacity new Cargo Centre on completion

Earth works for the new Cargo centre

KOICA Projects The Government of South Korea extended a Grant worth US$9.5 million for improvement of Air Navigation Services and automation of Entebbe International Airport. The projects will involve; ■■Implementation of Air Traffic Services (ATS) Message Handling System ■■A Computerized Maintenance Management System (CMMS) and Airport Operational Database (AODB) system.

■■Improvement of Flight Procedures efficiency through Air Traffic Management The three year project commenced in March 2016 and Uganda has on its part come up with counterpart funding of approximately US$250,000 (per year) towards implementation of the project that is expected to be fully delivered by 2018.

The Minister of Works and Transport, Monica Azuba Ntege with other Ministry officials, CAA and other stakeholders involved in the planned development of Kabaale International Airport at the project site in Hoima recently

The initiative will go a long way in improving safety, efficiency of airport systems and attainment of sustainability through strengthening

of the human resource capacity in terms of training.

Civil Aviation Authority, Airport Road, Entebbe International Airport, Entebbe - Uganda, Tel: 0312 352000/1/2/3 | E-mail: aviation@caa.co.ug | Website: www.caa.co.ug

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21 Jan - Feb 2018

Analysis

President Yoweri Museveni commissioning works on the 104km Musita - Lumino - Busia/Majanji road.

President Museveni’s pet road projects: A review of progress

By Daniel Otto & Jackie Asasira

Whenever President Yoweri Museveni gives a public speech, it is most likely he will talk about one or other of the on-going road construction projects. This is his pet subject. Places like Nimule, Oraba, Acholibur, Bubulo, Lwakhakha, Rukungiri, Kihihi, Ishaha, Ntungamo and Mirama hills have become familiar (having earned themselves countless mentions in every budget speech, State of the Nation address, Independence Day and NRM day celebrations, for years).

22 Jan - Feb 2018

T

heir permanent fixture on the president’s speeches makes them sound so familiar, and to sound like works on those roads never end. In this article, we review the progress of works on the president’s ‘pet road projects’.

Acholibur-Gulu-Olwiyo This 150km stretch connects Acholibur in Pader district to Unyama in Gulu through Anaka in Nwoya district, ending in Olwiyo (also in Nwoya). The road

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Analysis

Hoima - Kaiso - Tonya road.

Having been in the work plans since 2009, the road is already behind schedule by three years, and it is very unlikely it will be complete in 2018.

Rwenkunye-Apac-AdukuLira-Acholibur-KitgumMusingo

Hoima-Kaiso-Tonya This is a key oil road that connects Hoima town to the small oil-rich townships of Kaiso and Tonya on Lake Albert. The 92km road passes through Kabaale, the proposed location of both the oil refinery and Kabaale International Airport, in Hoima.

This is a 350km stretch starting from Masindi Port in Kiryandongo district, through Apac to Aduku and Lira towns in Lira district.

It connects to Acholibur in Pader district and Musingo on the Uganda-South Sudan border in Lamwo district.

The works that cost Shs316 billion and fully funded by the government of Uganda, included upgrading from gravel to Procurement for tarmac as well as constructhe Rwenkunyetion of bridges and drainApac-Liraages.

Acholibur

section was completed in 2017, and works are yet to commence.

The Islamic Development Bank (IDB) funds this section.

passes through Kitgum, Gulu, Nwoya and Pader districts. It is mainly for upgrading to tarmac, and was contracted to two different Chinese companies.

The Acholibur-Musingo section was contracted to China’s Chongqing International Construction Corporation, and was at 70 per cent completion by end of 2017.

The section from Acholibur to Unyama was contracted to China Railway No. 5, while the section from Unyama to Olwiyo was contracted to Zhong Mei Construction Company. Funded by the government of Uganda, the road was initially slated for completion in 2015. However, works are still on-going.

Procurement for the Rwenkunye-Apac-Lira-Acholibur section was completed in 2017, and works are yet to commence. The Islamic Development Bank (IDB) funds this section.

At the end of 2017, the Uganda National Roads Authority (UNRA) rated progress at 38 per cent for Gulu-Olwiyo section, and 69 per cent for Acholibur-Gulu (Aswa).

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Having been in the plans since 2009, this road has also delayed by over four years largely because of procurement and funding modalities.

Constructed by Kolin Construction, a Turkish company, this road was completed late 2014 and handed over on February 26, 2015.

Rukungiri-KihihiIshasha-Kanungu

This is one of the roads that have been highly politicised and disrupted by procurement processes. Plans for upgrading this road from gravel to tarmac started in 2009.

In 2014, government acquired a loan from the African Development Bank for the works, which were duly advertised.

However, the process has since been be-

23 Jan - Feb 2018

Analysis

Construction works on the Mbarara bypass.

devilled with appeals and administrative reviews.

In their 2017 performance report, UNRA says the contract for the works on the 79km stretch had been cancelled “to curtail excessive disruptions caused by administrative reviews and the possible interference in the procurement process which was observed�.

It is, however, understood that Dott Services, which had come second in evaluation and was jostling for the job constantly, disrupted the process using the public procurement law.

It is further alleged that some politicians from the area made it impossible for the company that had been selected.

As a result, UNRA prematurely terminated the procurement process by rejecting all the bids received for the job. nChinese company Zhong Mei Construction had been the unannounced winner of the bid.

24 Jan - Feb 2018

Mpigi-Kabulasoke-MadduSsembabule This is one of the 32 roads (1,000km) government announced works would commence in October 2010. This road cuts through the heart of Buganda region through Mpigi, Butambala, Gomba and Ssembabule districts.

Funded by the government of Uganda, the 128km stretch was expected to be completed in the second half of 2017.

The other roads in this lot that are either still under construction or were recently completed include Gulu-Atiak-Bibia-Nimule and Vurra-Arua-Koboko.

Moroto-Nakapiripirit This 114km road connects Moroto town to Nakapiripirit in southern Karamoja through Lorengedwat.

Works started in 2010, and was the first major modern tarmac road entry to the Karamoja sub region. Commissioned by President Museveni on November 12, 2013, construction was completed within the three-year schedule.

Cities of the

future will increasingly need to be self-reliant with regard to food, water and energy.

The two sore eyes in this lot remain Rukungiri-Kihihi-Ishasha-Kanungu and Kapchorwa-Suam. By the time of writing this report, it was not clear whether the works had been handed over to UNRA.

China Road & Bridge Construction Corporation undertook the works at US$80 million. The road was fully funded by the government of Uganda.

ZiroobweWobulenzi

Famous before the 2011 elections, this road was mentioned almost in every speech President Museveni made during presidential campaigns.

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Analysis The road starts from Gayaza in Wakiso district, stretching out some 33km through Namulonge, Busiika, Bugema to Ziroobwe in Luweero district. Upgrading was contracted to EnergoProjkt at US$40 million, and was completed in 2011.

Matugga-Kapeeka This was another road that had become a song for years. However, it was finally upgraded to tarmac from gravel. It was improved by Chongqing International Construction at US$20 million from the government of Uganda and the Nordic Development Fund.

Vurra-Arua-Koboko-Oraba Promised by President Museveni during the 2006 campaigns, the works on the 92km road involved upgrading from gravel to tarmac, building bridges and drainage systems.

Construction was officially launched by the president six years after the promise, on May 11, 2012. It was funded by a US$53 billion loan from the World Bank.

It is actually an international road connecting the Democratic Republic of Congo (from Vurra border post), Uganda and the Republic of South Sudan (Oraba).

The road was finally completed in 2017; three years behind schedule.

Mukono-Kyetume-KatosiNyenga This road was one of the oldest promises by the president.

Sometime in 1996 while attending a ceremony at the home of the Little Sisters of St Francis in Nkokonjeru, the nuns raised the issue of the road, and the president promised to fix it.

Works on the 74km stretch connecting Mukono to Buikwe districts, however, started over 10 years later. President Museveni commissioned the works on July 7, 2014 with the expectation that it would be ready in three years, at US$66 million.

This road is famous because of the UNRA-Eutaw Construction Company debacle. In what the Inspectorate General of Government would later unearth, a minister ostensibly forced UNRA to award the contract to Eutaw.

It was later discovered that Eutaw was a bogus company used as vehicle to siphon money from government.

The contract was cancelled and subsequently re-advertised, but had also caused turmoil in UNRA and the Ministry of Works & Transport.

Then minister for Works, Eng. Abraham Byandala and the former executive director of UNRA, as well as the owner of Eutaw, are in court battling cases related to the alleged mis-

management of the first contract and failure to undertake due diligence.

A new consortium of Solel Boneh and Reynolds Construction Co. Ltd were awarded the second contract, this time at about US$50 million.

In their 2017 annual progress report, UNRA said this road is now 78 per cent complete, and was completed in February, 2018.

Ntungamo-Mirama hills This 35km road connects Ntungamo to Mirama hills on the border with Rwanda.

The works included renovation of the tarmac, and was co-funded by the government of Uganda and TradeMark East Africa (UK’s Department for International Development) at US$22 million. Although expected to have been completed by early 2016, delays related to compensations of land were encountered, and was eventually completed in September 2017 and handed over in January 2018.

Kayunga-Galiraaya This 85km road connects Kayunga to Galiraaya through Baale on the shores of Lake Kyoga. Plans for the works started in 2009.

Government got funding from the African Development Bank and project preparation was completed in 2014.

Mutugga-Semuto-Kapekka Road

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25 Jan - Feb 2018

View point

The challenge of road maintenance in Uganda

By Eng. Dr. Michael Moses Odongo

Road maintenance comprises activities to keep the pavement, shoulder, slopes, drainage facilities, appurtenant structures and properties within a road margin as near to their “as constructed” or “renewed” condition as possible. It includes repairs and improvements to eliminate causes of deterioration and avoid repetitive, costly maintenance efforts.

M

ajor bridges and structures on a road require similar maintenance attention but customized to the individual needs of each structure based on its configuration, age and functional circumstances.

Investments in roads are colossal capital undertakings and, therefore, need protection. Timely maintenance sustains the quality and safety of a road in a condition close to original design, and minimizes user costs.

A well-designed and timely road maintenance program dampens the impact of deterioration agents (traffic and water) and prolongs pavement life. The impact of inadequate maintenance can be felt almost immediately on safety of roads and vehicle performance.

Left unchecked, minor maintenance problems become more serious backlog issues requiring expensive repairs, including rehabilitation or reconstruction. It is estimated that repair cost can rise to six times maintenance cost after three years of neglect, and to 18 times after five years of neglect.

Road deterioration started to receive serious attention of sub Saharan governments in the 1980s from realization that failure to maintain roads is tantamount to an act of disinvestment, for it erodes the sacrifice of past investments in roads.

The regional losses in the value of infrastructure in the 1970s/1980s were in the order of US$45 billion, which could have been averted by preventive maintenance expenditure of only US$12 billion.

For Uganda by 1986, 90 per cent of feeder roads, 350km of the then 2000km of paved national roads, and the entire 6000km gravel national roads were in state of disrepair. The main problem

26 Jan - Feb 2018

had been outmoded maintenance practice combined with minimal funding leading to progressive decline in stock of good roads.

The rehabilitation program of government up to 1992 was geared towards reclaiming a sizable portion of this “lost” network.

Eng. Dr. Michael Moses Odongo

The reforms adopted in 1992 were within the World Bank-supported Road Management Initiative (RMI) for the wider sub Saharan Africa, and were based on the four building blocks i.e. funding, management, responsibility and ownership of roads.

The principle objective was to commercialize road management by moving them out from the bureaucratic civil service setting, injecting market principles in their management and charging a fee-for-service for their use.

These were meant to cure a host of legacy problems associated with the traditional approach to road maintenance. Force account could not deliver to expectation given the frequent equipment breakdown and a lowly paid demotivated in-house workforce.

Road programs tended to be crowded out in the stiff competition for prioritization within the general bureaucracy of Ministry of Works. Local governments were significantly ill-equipped and understaffed to deliver effective maintenance on rural roads. The private sector and local communities were minimally involved in road issues.

By 1992, government was meeting only one third of the maintenance funding needs of the network.

Between 1992 and 2007, there were a number of donor-supported rehabilitation/maintenance programmes on all major networks (EU-supported programme in southwest, UK Department for International Development (DFID) programme in Bunyoro/ Tooro, German KFW programme in the east, World

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View point Bank-supported in northern and central regions and Japan’s International Cooperation Agency (JICA) on feeder roads).

There were also DANIDA-supported labour-based programmes in six districts in northern Uganda in the same period.

Their effectiveness was blunted by fossilized institutional setting, outmoded technology and inadequate counterpart staffing. The real move towards reforms came with the commencement of the Road Sector Development Plan (US$1.5 billion Road Sector Development Plan I 1996-2006 and US$2.28 billion Road Sector Development Programme II- 2006-2016).

New institutions were created i.e. transitory Road Agency Formation Unit (RAFU) in 1996 later transforming into Uganda National Roads Authority (UNRA) in 2007, Uganda Road Fund (URF) in 2008 and a reformed Ministry of Works.

Numerous national roads were rehabilitated and upgraded; management of district urban community (DUCAR) roads was institutionalized within district/urban local governments as part of the decentralization policy.

In agreement with donors, financing road maintenance was ceded 100 per cent to government with the setting up of a 2G road fund, leaving room for donor support only on

road development. In preparation for force account sunset, contractors and consultants were given increasing amount of road maintenance work on both national and DUCAR networks.

and others) and plough proceeds into road maintenance undertaken by implementing agencies. Instead, it has since operationalization in 2009 received funding from the consolidated fund.

This money has increased from Shs113 billion in 2009/10 to Shs417 billion in 2015/16 where it has since stagnated.

Even then, this growth in real terms and in the absolute has Actual road not kept pace with the ever-inmaintenance creasing needs of the network funding under maintenance.

A DFID-funded Cross Roads programme in Ministry of Works from 2011 to 2015 worked in this respect, including starting a guarantee funding scheme for local contractors.

The above progress notwithstanding, the reforms have not progressed as initially intended, thereby putting at stake sustainability of the progress registered so far.

URF and UNRA are set up by law, but not fully operationalized as per the founding Acts.

constraint of existing absorption capacity of agencies is in the order of Shs800 billion to Shs1,000 billion.

UNRA was meant to be a project procurement and management entity outsourcing physical implementation of road maintenance to the private sector, but this has not been fully achieved.

The Fund has not fared well on its path to full operationalization as a 2G fund able to harness resources from allowed road use charging instruments (fuel levy, transits fees, distance charges, annual licenses, traffic fines

The number of implementing agencies looking after the DUCAR network has continued to grow, implying the need for additional resources, which has not happened.

In 2009, the road fund agencies comprised 86 districts, 22 municipalities, 174 town councils, 1,050 sub counties and two authorities.

To date, districts, municipalities and town councils have increased to 121, 41, and 214 respectively. The strategy adopted by road fund to cater for the needs of the new agencies is to share resources of the mother agencies, which in essence depresses the available budget for the mother agency.

The operalisation of Uganda Road Fund in January 2010 has improved the status of roads in Uganda through regular maintenance.

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27 Jan - Feb 2018

View point There is a lacuna between the URF Act 2008 and the URA Act S.14 Cap 196 that constraints URF’s access to road user charges.

Essentially, a 2G fund should harness road user resources from applicable road use charging instruments and deploy proceeds to road maintenance.

Operationally, it entails the Minister for Finance declaring levies on applicable instruments during the reading of the National Budget.

For petroleum products, the levy is a percentage over and above the normal excise duty on each litre. In no way does it involve diversion of excise duty taxation from financing normal government work.

The collection agent is Uganda Revenue Authority (URA) under a performance agreement with the Fund.

Proceeds are banked on an independent URF account monthly. The monies are disbursed to implementing agencies as and when they requisition and funds so disbursed do not go back to the treasury at the end of the financial year.

Evidence from countries that have fully operationalized road funds shows that such road funds have reduced underfunding of maintenance, reduced cost, improved absorption of funds and reduced decline in road quality.

Overall, they have not undermined fiscal flexibility, but improved execution capability of road funding and its output.

The residual Ministry of Works has also not progressed much on the reform path as had been intended. For one its policy, standard, regulations and monitoring roles have not been strengthened enough.

It is also evident that the Ministry of Works has still held unto some residual implementation functions on rural bridges and roads, which roles should rightfully be ceded to the DUCAR agencies.

Other ministries and departments of government have also encroached on the mandate of the Ministry of Works, sometimes with

28 Jan - Feb 2018

negative consequences. Ministry of Lands is implementing an urban roads programme in many municipalities under Uganda Support to Municipal Infrastructure Development (USMID) project, without delegation of mandate from the Ministry of Works.

Districts and urban local governments are routinely upgrading road classes from community to district/urban status and declaring such to URF for funding without ministerial instrument.

Opportunity for action From the foregoing, it is evident that a lot of work still remains to be done in order to improve the condition of roads through proper maintenance.

The road maintenance budget under URF has stagnated at Shs417 billion annually from 2015/16, and is still sourced from the Consolidated Fund. Actual realization is only up to 80 per cent, owing to budget cuts and returns to treasury of unutilised balances at the end of the financial year.

Actual road maintenance funding under constraint of existing absorption capacity of agencies is in the order of Shs800 billion to Shs1,000 billion.

rised user facilities and poor maintenance.

UNRA and URF need to be brought back on track to operate and function as intended in the reform process and as documented in law (i.e. project procurement and management agency for UNRA and a Second Generation Fund for URF).

All the four aspects of the reforms in road sector i.e. funding, management, responsibility and ownership of roads need to be completely achieved so as to fully commercialize road management as a central objective of the reforms.

Government should design and launch a major road plan for the next decade (2020 to 2030) themed on modernization and upgrade of infrastructure to suit road infrastructure requireNumerous ments for emerging technonational roads logical advances.

were rehabilitated and upgraded; management of DUCAR roads was institutionalized within district/ urban local governments as part of the decentralization policy.

Because of consistent underfunding of road maintenance for many years, the existing road maintenance backlog is estimated at 51,000km (US$1.25 billion).

At a policy level, a fair balance in the share of available road sector resources should be struck between new road construction and road maintenance, to satisfy the existing annual road maintenance funding requirements of between Shs800 billion to Shs1,000 billion.

The Ministry of Works should be realigned to the role intended for it under the road sector reforms i.e. policy, standards, monitoring and sector regulation. All necessary pending legal instruments should be enacted to empower the reformed ministry and effectively take on the lead role.

This was further compounded by the unplanned upgrading in 2009 of nearly 11,000km of extremely poor condition local roads to national status under UNRA management in the process doubling UNRA asset to 21,000km without matching financial resources.

A proactive programme to enhance capacity of agencies and render them to deliver should be designed and implemented in line with qualified human resources, systems and integrated IT-based road management systems.

Consequently, road user satisfaction with the condition of Uganda’s roads has hardly gone beyond 50 per cent on account of narrowness, dustiness; inadequate non-moto-

Eng. Dr. Michael Moses Odongo is the Executive Director, Uganda Road Fund. This is an abridged version of a paper he presented at the 13th Joint Transport Sector Review, September 2017.

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Y

ELECTRIC A D

COMPA ON N SI

RANSM T IS Y IT

* U G A LTD N

uetcl UETCL Headquarters located at Plot 10 Hannington Road, Nakasero P.O Box 7625, Kampala-Uganda.

Tel + 256 417 80 2000, + 256 314 80 2000, + 256 414 233 433/4 E-mail: transco@uetcl.com, Website: www.uetcl.com, Twitter: @uetcl

2018

Technology Review

Velocity pothole patching technology

By Jacob Okwii

A few years ago, there was a joke that in Kampala if you are seen driving straight without swerving left, right and centre, you are suspected to be drunk (note the reverse logic). The essence of this joke was that at the time, the city roads had deteriorated so badly that potholes were more noticeable than the roads.

To drive well, one had to swerve left, right and centre to avoid the potholes.

Velocity patching technology being applied on a road in Nigeria.

C

urrently, however, most Kampala roads are largely refurbished. Road engineers and urban planners appreciate the nightmare of managing potholes and other forms of road deterioration.

Using traditional repair methods, this takes long (often several days and weeks) causing traffic diversions and holdups, is

30 Jan - Feb 2018

expensive, let alone use of carbon-rich operations that add to the carbon footprint.

Nonetheless, that might be something of the past, if velocity patching technology is anything to go by.

Velocity Global of the United Kingdom has developed a fast, cost-effective and car-

bon-free technology that can fix potholes, road edge deterioration, depressions, cracking and extending the life of the conventional road, within minutes and with low carbon emissions.

The velocity patching technology is a pioneer technology that uses spray-injection patching. Unlike traditional techniques, Velocity’s repairs are cold applied, spray-

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Technology Review

Before Velocity patching

Velocity patching in progress

Velocity patching completed

ing emulsion coated aggregate into defects at high velocity and compacting from the bottom-up; thereby creating a perfect seal with the existing surface.

Many countries are already testing and using the technology, including South Africa and Kenya. This technology could be a solution to Uganda’s roads that come to disrepair especially during rainy seasons.

ment can cost at most a minimum of Ksh 50 million (approximately Shs1.5 billion) each. This is, therefore, cost-effective compared to tarmacing one-kilometer road which requires US$1 million.

The technology works in a three-part phase: First, a high velocity air is used to remove dust and debris from the defects.

Secondly, a cold-bitumen emulsion is forced into the crack and crevices, sealing the defect and protecting the entry of water.

Finally, aggregate mix is fired at high velocity through a delivery hose, evenly coating the granules with the bitumen emulsion.

This way, the pothole or edge cracks are fixed within minutes and the road is immediately ready to open up to traffic. The technology is low carbon-emitting, and reduces further vulnerability or damage on the road in areas around the original crack.

The Velocity’s managing director, Dominic Gardner, describes the technology as a typical cost-saving way of repairing the roads in the world today.

“With a typical cost-saving of £48 per repair, that’s a saving to the taxpayer of over £24 million,” said Gardner, in their head-to-head battle against potholes on the BBC’s flagship magazine programme – The One Show.

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The machine is 30 times faster in filling This could be an appropriate technology potholes than conventionbecause it is cost-effective, al methods. It has a robotic fast to use, low on carbon arm, which extends from the emission and many potholes Velocity Global cab over the pothole and fills could be covered in a day of the United it with material to fill in the Kingdom has crater.

The cost of the menace of developed a fast, potholes on Ugandan roads cost-effective The machine blows away the is visibly enormous. Many and carbon-free dust and loose debris, sprays lives have been lost, proptechnology that a tar-like glue over the hole, erties damaged and the cost then lays gravel on top of motor repairs is high. This can fix potholes, technology is a product of road edge Michael Karigithu, key acVelocity Global United Kingdeterioration, count manager at Avery dom in partnership with COdepressions, East Africa (AEA) Company, LAS International France. cracking and said that these machines extending can be deployed along the The two companies have the life of the city roads to be able to fix created a machine that can conventional potholes within five minbe handled by just three road, within utes. operators and patch an avminutes and erage pothole within two with low carbon AEA is a subsidiary of Tran to three minutes while the emissions. century group, the local traffic is moving. agents of Velocity.

The fast-binding emulsion “The technology is designed not to inused penetrates into the core and fracterfere with the free flow of traffic to a ture; thus, giving a permanent solution to minimum and it also ensures durability of potholes. the repairs. Compared to the conventional way of repairing roads, our technology Media reports recently quoted Mohamed costs is 48 per cent cheaper,” Karigithu Dagane, Kenya’s county executive for added. transport, as saying that the new equip-

31 Jan - Feb 2018

Interview

Chat with

Captains of Industry

NODL mulling more infrastructure projects in Kalangala In the past, access to Ssese Islands on Lake Victoria was a big challenge. It was common for travelers to get stranded for days because there was no reliable vessel from the mainland to the Islands. Many, especially the local community, depended on the small, unsafe boats to sail through the occasionally stormy waterways. This situation caused accidents in which lives and property were always lost. However, the story has been gradually changing with various vessels sailing to Kalangala, the biggest town in Bugala Island on Ssese archipelago. Among the many vessels is MV Kalangala, operated by the National Oil Distributors Ltd (NODL). Jacob Okwii, interviewed SSOZI FAHAD SSEWAYA, NODL marketing, public relations and project manager, on their vessel operations and other infrastructure plans.

Are your current services sufficient to meet the travel needs to Kalangala or is there need for more vessels/other services?

I would say during the normal season, we try our best to meet the demand. However, during the peak seasons (Easter & Christmas holidays), we are normally so overwhelmed that sometimes tourists and other commuters are stranded because of the limited loading capacity regulations that we observe. We have, therefore, embarked on procurement of additional vessels to deal with this challenge.

How many vessels do you operate?

At the moment only one; that is the MV Kalangala Ferry. It is a passenger-cargo vessel limited to [carry] 100 persons and 164 tons of cargo.

What measures do you have in place to take care of security and safety for people, goods and the vessel on the lake? Any insurance?

We have a private security firm onboard.

At our docking ports, they work hand in hand with Uganda Marine Police and other security operatives. The vessel is very safe with an evac-

32 Jan - Feb 2018

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Interview Yes, we have local technical experts to handle regular servicing fixing minor issues. However, when it comes to overhaul and dry-docking, we take the vessel to Mwanza for comprehensive repair and replacement of worn-out parts.

South Korean Ambassador to Uganda, Park Jong-Dae receives a copy of the Kalagala Investment Plan from the State minister for Tourism Godfrey Kiwanda. looking on are officials from the Ministry tourism and National Oil Distributors Ltd.

What are the key challenges you face in your operations?

There are a number of them. Now we operate only one vessel, yet our contract requires us to run a daily operation. Therefore, the wear and tear of the vessel is a challenge because every time we have to dock the vessel for repair or servicing, we have to miss a trip, which is against our contract. Commuters never understand the issues of machine breakdown. Sometimes because we need to replace/repair a sensitive part on the vessel, we have to cancel some trips for a few days.

Secondly, this is a government project that is a reimbursable contract; that is we invest in the smooth running of the vessel and the government pays back the expenses. Reimbursements usually delay, which affects our cash flow.

Some of the MV Kalangala crew. Below: Sadala Musoke, the CEO of National Oil Distributors Ltd.

uation period of 72 hours in case the vessel gets any breakdown. We have lifesaving gadgets onboard with highly qualified staff equipped with knowledge on how to handle emergencies. The vessel is fully insured.

How much has NODL invested into this venture so far?

In the MV Kalangala Project, we have invested up to Shs10 billion per year so far.

But we are working on projects to expand our investment on the Islands. These are being prepared under the said project, Water Ways, with Phase I of the Integrated ECO-Tourism plan, with capital share of US$3 million, as part of US$25 million needed for private promotion.

How do you deal with maintenance?

Do you have local facilities and technical expertise for this purpose?

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Thirdly, this is a public service; there are always people with selfish interest that come up with misleading statements to paint a bad image of our services.

In your view, how is NODL Investments contributing to business and economic development on the Islands?

NODL Investments, through its arm of NODL Marine Services, has helped a lot in maintaining the daily route back and forth on the Islands. In the past, going to the Islands was very unpredictable.

Over the past five years, [however], we have endeavored to ensure that there is a vessel going every day. Now it becomes an emergency if there is no vessel going or coming. We have created that...

This has revamped the once dead business in the islands because now there is reliable means of transport for people and goods.

There is rapid growth resulting

33 Jan - Feb 2018

Interview from our existence since 2015. Currently, the islands are also experiencing a big inflow of tourists.

Who is NODL Marine Services, by the way?

National Oil Distributors Limited (NODL) Marine Services is a trade name for NODL Investments Uganda. As a company, we have a Private Public Partnership agreement with the Ministry of Works & Transport to buy, operate MV Kalangala ferry.

Currently, we also manage Port Alice Entebbe – Nakiwogo and Port Stanley Lutoboka – Kalangala. Currently, our core is maritime business where we operate MV Kalangala ferry for daily Entebbe – Kalangala voyage. Our contract with the Ministry

of Works & Transport requires us to operate a daily ferry, without fail.

Beyond the marine services, we also deal in importing, blending and packing of lubricant oil products and construction. Mr. Sadala Musoke, who is the CEO, leads the founding team.

What are you plans for the future?

NODL Investments has developed a project – Water Transport and Lake Victoria Islands Integrated Eco-Tourism Investment Opportunity. We have undertaken research, site mapping and location identification using drone technology. We have discovered and recognized the unique business opportunity through revamping the water trans-

port and installation of modern eco-tourism business facilities on the islands. We believe we are uniquely positioned to achieve this through Public Private Partnership (PPP), and government support for our efforts to acquire financing from international investors.

Briefly, this project will: procure three additional vessels for the Entebbe – Kalangala route with a minimum capacity of 600 pax and 50 vehicles per trip. It will work on upgrading the existing landing sites. It will also construct an inter port passenger/cargo terminal hub. Lastly, we hope to develop multiple resort areas, 4/5 star hotels, Victoria Aquarium, business hub, resort homes, hospitals and recreational centers.

Artistic impressions of the proposed hotel and business centre in Kalangala.

34 Jan - Feb 2018

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company profile

Different works executed by Vambeco Enterprises Ltd.

Vambeco Enterprises Ltd: The construction experts Vambeco Enterprises Ltd was registered as a private limited construction company in Uganda in 1999.

The Kampala office was opened as the nerve centre for all the company’s activities in the Great Lakes region. In just over a decade, and with a successful record of accomplishment of delivering both simple and complex construction and engineering works, the company spread its wings and now has a footprint of its operations in the entire region.

T

oday, Vambeco Enterprises Ltd has branch offices in Kigali, (Rwanda) and Nairobi (Kenya).

The company was founded, and is managed, by experts in both engineering and management. Other than the founding directors, the company has identified and retained highly qualified and experienced managers and staff in the different fields. These people are deployed to execute different roles in the various works.

Vambeco Enterprises Ltd have made a stamp

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in the construction sector in the Great Lakes Region in the core areas of building constructions, water engineering, electrical works, plumbing and emergency relief activities.

The company’s vision is to become the leading construction and engineering company offering high quality, timely and value for money works in building, water engineering, electrical works and plumbing in the Great Lakes region. Its mission is to offer top quality and dependable services in all that they do.

They espouse dependability, quality, professionalism and confidentiality.

Services

Vambeco Enterprises Ltd’s core expertise and, therefore, areas of services are in: construction of water and sanitation works, construction of building projects such as schools, hospitals, churches, mosques, petrol stations, design and construction of utilities in emergency situations (such as refugee/Internally Displaced Persons’ camps).

Vambeco Enterprises Ltd offers highly specialized services in building construction, water engineering, electrical works, plumbing, emergency relief and other related services.

35 Jan - Feb 2018

company profile With over 10 years of service and experience, and specially trained staff, Vambeco Enterprises Ltd has the expertise needed to satisfy all clients’ needs.

Since its founding, they have undertaken several and different assignments in construction of buildings and water systems, among others. Specifically, in water works, the company has undertaken multi-million dollar projects in construction of major water systems in Rwanda and Uganda.

They have also done major works in buildings for schools and medical facilities. These works have given them experience and opportunity to build capacity and accumulate experience to handle different types and sizes of similar works. This is the experience and capacity at the disposal of all their clients.

In terms of skills, they are an all-round professional engineering and construction company. They have over the years gained a wealth of knowledge and immense experience of executing works in the region.

Vambeco Enterprises Ltd boasts of a unique combination of technical and management skills in its personnel. Their staff has been trained to construct buildings that last and deliver water works that are not only safe but efficient in addressing the needs for which they were set up.

This set of human resources brings expertise to implement all their works. The company has world-class machinery and equipment that includes a 10-ton capacity crane-mounted truck, tipper trucks of various capacities, drilling machines, a lathe machine and portable jack saw, to mention a few.

Vambeco Enterprises Ltd has access to financial resources/credit lines from a number of banks. With sufficient financial muscle, top of the range machinery and human resource, Vambeco Enterprises Ltd is capable of executing works of any magnitude in their areas of specialisation.

Project portfolio Over the years, Vambeco has successful-

36 Jan - Feb 2018

Key clients Because of Vambeco’s efficiency and expertise, the company is sought-after by both the public and private sector as evidenced by the company’s client list; some of whom include:

Government & Government Departments ■■Ministry of Water & Environment (Uganda) ■■Ministry of Education & Sports (Uganda) ■■National Water and Sewerage Corporation (Uganda)

■■Ministry of Health (Rwanda) ■■Department of Water and Sanitation-Ministry of Public Works (Kenya) ■■Athi River Water Services Board (Kenya)

NGOs & Private Sector ■■Oxfam UK (works in Rwanda) ■■The Association of Volunteers in International Service – AVSI (Uganda) ■■Our Lady of Africa Church, Mbuya (Uganda) ■■St. Kizito Secondary School (Uganda)

tion and extension of Bushenyi System Water Supply Part 2.

Management & Staff

Augmentation of Baricho

ly concluded numerous projects. Some of these (water works) include: The Kampala Water and Sanitation Project (Phase I) - Water supply for the urban poor parishes of Kisenyi I and II and Ndeeba, Mukono-Seeta Water Supply and Sanitation Project (Phase II), rehabilitation and expansion of Bushenyi Water Supply, construction of Mukono-Seeta-Namanve Water Supply-Phase I and relocation of water pipes along Jinja-Bugiri highway in Jinja.

Some of the building construction work the company has successfully completed includes rehabilitation of Kigali Central Hospital and construction of a new Physiotherapy wing at the hospital, construction of classroom blocks at Mengo Secondary School and a Science Laboratory block at Sancta Maria, Nkokojenru Primary Teachers College, Mukono, classroom and dormitories for St. Kizito Secondary School in Bugolobi.

Vambeco’s management comprises individuals trained to deliver in areas that are key to the company. These include water resources development, civil engineering, among others.

Under the senior management, the company also has a contracts manager, financial controller, project manager-water, project manager-buildings, project manager-hydropower, project manager-electro-mechanical, procurement manager, workshop manager, administration manager and a safety officer.

Professional affiliations/ certifications ■■Vambeco Enterprises Ltd is a member of the Uganda National Association of Building and Civil Engineering Association (UNABCEC), an association of Ugandan contractors in Uganda.

■■The Company is also pre-selected by the Public Procurement Disposal of Assets Authority (PPDA) as supplier of construction and building services to the government of Uganda.

■■The company is also recognised by the Uganda Investment Authority.

They also constructed the Jinja main Market, rehabilitation and extension of water supply in Kibera, Nairobi (Lot I and II) and rehabilita-

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“If you want to understand how a lion hunts, don’t go

to the zoo. Go to the jungle”– JIM STENGEL

That is why if you are in the infrastructure business:

Construction materials & equipment manufacture & supply, construction & civil works, Energy, water & sanitation, oil & gas, engineering & architecture consulting, housing, real estate, Telecoms, ICT, transportation & logistics…..

EES

SCHOOL F