FEEDER ROADS STUDY Gisagara

REPUBLIC OF RWANDA
International Development
Association
(IDA)
The Rwanda Transport Development Agency (RTDA)
FEASIBILITY STUDY AND ENVIRONMENTAL AND SOCIAL

IMPACT ASSESSMENT FOR SELECTED FEEDER ROADS
IN RWANDA
Contract No. 106/RTDA/012
FEASIBILITY REPORT
GISAGARA DISTRICT
TECHNIPLAN
INTERNATIONAL CONSULTING
Via Guido d’Arezzo, 14 - 00198 ROMA, ITALIA
Tel. +39 06 8535 0880 - Fax +39 06 8535 4044
E-Mail: techniplan@gmail.com
June 2013
Rwanda – Feasibility Study and EIA of Feeder Roads Gisagara. Phase 1 –Feasibility Report
Table of contents
1. DISTRICT SOCIOECONOMIC SETUP ............................................................................................ 3

1.1 District profile..................................................................................................................... 3
1.2 Sectors socioeconomic features ........................................................................................ 5
1.2.1 Methodological note .................................................................................................. 5
1.2.2 Mamba sector ............................................................................................................ 7
1.2.3 Gikonko Sector ......................................................................................................... 12
1.2.4 Musha Sector ........................................................................................................... 16
1.2.5 Save Sector ............................................................................................................... 20
1.2.6 Gishubi Sector .......................................................................................................... 25
1.2.7 Ndora Sector ............................................................................................................ 29
1.2.8 Kibilizi Sector ............................................................................................................ 33
1.2.9 Muganza Sector ........................................................................................................ 37
1.2.10 Kansi Sector .............................................................................................................. 41
1.2.11 Mugombwa Sector ................................................................................................... 45
1.2.12 Mukindo Sector ........................................................................................................ 49
1.2.13 Kigembe Sector ........................................................................................................ 53
2. ROAD NETWORK AND TRANSPORT MODEL ............................................................................. 58
2.1 Core network and roads’ condition ................................................................................. 58
2.1.1 The core network ..................................................................................................... 58
2.1.2 Core network roads condition.................................................................................. 58
2.2 Road transport model ...................................................................................................... 60
3. IDENTIFICATION OF ROAD IMPROVEMENTS ........................................................................... 62
3.1 Intervention logic ............................................................................................................. 62
3.2 Proposed road improvements ......................................................................................... 62
4. INTERVENTIONS ECONOMIC EVALUATION AND PRIORITIZATION .......................................... 67
4.1 Evaluation and prioritization method .............................................................................. 67
4.1.1 Selected evaluation and prioritization method ....................................................... 67
4.1.2 Connectivity indicator .............................................................................................. 68
4.1.3 Remoteness indicator .............................................................................................. 69
4.1.4 Traffic indicator ........................................................................................................ 69
4.1.5 Socioeconomic indicator .......................................................................................... 70
4.1.6 Community priority indicator ................................................................................... 70
4.1.7 Per capita cost of roads improvement ..................................................................... 71
4.2 Results of interventions’ evaluation and ranking ............................................................ 71
5. PRELIMINARY DESIGN OF PRIORITIZED INTERVENTIONS ........................................................ 75
5.1 Design concept ................................................................................................................. 75
Gisagara Main Report – page 1 Techniplan
5.2 Topographical survey ....................................................................................................... 76

5.2.1 Introduction.............................................................................................................. 76
5.2.2 Scope of work ........................................................................................................... 76
5.2.3 Traverse Survey. ....................................................................................................... 76
5.2.4 Detail survey ............................................................................................................. 76
5.2.5 Data collection, processing, plotting and mapping .................................................. 76
5.3 Geotechnical aspects and pavement design .................................................................... 77
5.3.1 Stages of the study. .................................................................................................. 77
5.4 Hydraulic structures ......................................................................................................... 85
5.4.1 Objectives of the study............................................................................................. 85
5.4.2 Hydro-climatic context of the project area .............................................................. 85
5.4.3 Hydraulic and bridges reconnaissance ..................................................................... 85
5.4.4 Proposed rehabilitation/maintenance ..................................................................... 86
5.5 Bill of Quantities, Unit rates and Interventions’ Cost ...................................................... 86
Annexes
Annex 1 Indicators calculation
Annex 2 Linear diagr ams of pre-selected roads
Annex 3 Geotechnical investigations
Annex 4 Borrow pit materials survey
Annex 5 Topographic survey (digital support - CD only)
Annex 6 Drawings

1. DISTRICT SOCIOECONOMIC SETUP
1.1 District profile

Gisagara district is part of the Southern province. The district has a population of 322,803
inhabitants (Census 2012 provisional data) and extends over an area of 679.6 sq.km; the
population density accounting for 475 inhab/sq.km is 14% higher than the national average (416
inhab/sq.km) and 9% higher than the Southern Province average (435inhab/sq.km), whereas the
population growth 2002-2012 has been 2.1% accounting for 80% only of the national average
(2.6%)
The population is unevenly distributed over the district area, the most populated area is the
sector of Mamba, the least populated sector is Kansi in the south-western part of the district.
The average size of the household in Gisagara district (4.6) is slightly below the national average
household size. Gisagara ranks among the nine districts with lower average sizes of household,
the lowest country-wide being Ruhango.
Concerning the households economic condition and making reference to poverty and extreme
poverty lines, set out at 118,000 and 83,000 RWF, Gisagara district is ranked sixth bottom position
country-wide by percentage of extreme-poor and poor1 population categories. About 40% of the
population in Gisagara district is identified as non-poor, 27% as poor (excluding extreme-poor)
and 32% as extreme-poor. Compared with other districts of Southern Province, Gisagara district
comes fifth for proportion of non-poor. Gisagara district comes 25th among the thirty districts of
the country. In Figure 1 is presented the ranking by district of households economic condition.
Figure 1: Households economic condition
Kicukiro
Nyamagabe Nyarugenge
Nyamasheke 80 Musanze
Karongi 70 Gasabo
Nyaruguru 60 Nyabihu
50
Ruhango 40 Rwamagana
Gisagara 30 Rubavu Percentage of
20 households below
Gakenke 10 Nyagatare the poverty line
0
Muhanga Kayonza
Rutsiro Rulindo
Percentage of
Ngororero Gatsibo households below
Nyanza Rusizi the extreme
Gicumbi Burera poverty line
Bugesera Huye
Kirehe Kamonyi
Ngoma
Source: EICV3 -(Enquête Intégrale sur les Conditions de vie des Ménages) of 2010/11- Consultants elaboration
1
The poor category excludes extreme-poor.

Referring to the sectors’ contribution to household income, the EICV3 results shows that at the
national level agriculture contributes the largest share of a household’s income (46%), followed
by wage income (25%), business income (i.e. self-employment), transfers, and rents.
In Gisagara district the household income is driven by agriculture income (53%), followed by
wages (22%) and rents (8%). The lowest contributors to household income in Gisagara district are
business income and private transfers, with 5% respectively.
From the viewpoint of the basic services Gisagara district ranks slightly lower than the national
average.
Walking distance to basic services can be considered an indicator of both provision and coverage
of such services and the remoteness of households’ dwellings. Referring to the mean walking
distance to primary school by district, Gisagara ranks the last but one with 35.5 minutes as mean
walking distance to a primary school, only 35.5% of the households benefit of a walking distance
lower than 29 minutes. The average walking distance to a primary school in Gisagara district is
24% higher than the 28.6 minutes the mean distance in national rural area.
The mean walking distance to a health centre in Gisagara district it is 70 minutes and 34% of
households walk for less than an hour on average to reach a health centre. The mean walking
distance to a health centre is 35 minutes in urban areas and 64.4 minutes in rural areas, while it is
one hour country-wide. The average walking distance to a health centre in Gisagara district is 10%
higher than the mean distance in national rural area.
Concerning employment Gisagara shows rates close to the national average. The overall
employment rate is 87% of the resident population aged 16 years and above in Gisagara district;
the unemployment rate is 0.2% and the economic inactivity rate is 12.8%. Gisagara district is
ranked 8th among the first ten districts. The national average employment rate is 84%, the
unemployment rate is 0.9% and the economic inactivity rate is 15%.
With reference to the type of usual main job Gisagara district shows that most people aged 16
years and above have independent farmer as their main job (70.5%); this is followed by wage farm
15.5%, independent non-farm (6.9%). Compared to the national the condition of independent
farmer is 14% higher whereas the independent non-farm account for one third of the national
average.
The land cultivated per household (in ha), in Gisagara district is 0.56 ha., slightly below the
national average, whereas the median size of 0.33ha. is equal to the national average. Gisagara
district has also 47% of cultivating households that cultivate less than 0.3 ha of land.2
Commercialization of crop production overall, as measured by the share of harvest sold (including
households selling zero crops), is 22.5% in Gisagara district. It is 20.9% at national level and about
20% in all other provinces outside Kigali City. The mean share of harvest sold for fruit and
vegetables is lower (16.4%) than for staple crops (20.9%) in Gisagara district; the pattern remains
the same at national, urban and rural areas level. Significant differences among sectors have to be
noticed, the three northern sectors (Mamba, Gikonko and Musha) contribute 63% of the
commercialized agricultural output of the district. In Figure 2 overleaf is presented the share of
commercialized output of main crops by sector.
2
The Food and Agriculture Organisation estimates that on average a Rwandan household requires at least 0.9ha to
conduct sustainable agriculture (National Land Policy Report)

Figure 2: Commercialized output of main crops
30,000
25,000
20,000
tons
15,000
Rice
10,000 Cassava
Beans
5,000
Maize
0
sectors
In addition to crops, livestock is another important source of income and food, Gisagara, with 83%
for number of households raising livestock ranks second in the country well above the national
average of 68%.
1.2 Sectors socioeconomic features
1.2.1 Methodological note

The socioeconomic setup of sectors is intended to provide the information to calculating the
benefits of the proposed road improvement interventions, and thereby perform the Cost/Benefit
Analysis (CBA) leading to the interventions’ prioritization.
The aspects of the socioeconomic setup focused to gain the information needed to perform the
CBA include: (i) the identification of main feeder roads and their influence area, (ii) the
demographic situation and prospects, (iii) some physiographic glances, (iv) availability and
location of basic services and Administration offices, (v) main productive and commercial
activities, (vi) accessibility and current and projected traffic and, (vii) community priority for
services and infrastructure improvement. Also large development projects have been included
with the specific analysis of their impact on traffic generation.
The influence area of the main feeder roads has been defined from two points of view:
1. Direct influence area: Area wherein the road use improves the accessibility to working areas and
basic services. This influence is in general limited to the cell traversed by the
road.
2. Wider influence area : Area wherein the road use improves the connectivity between cells and
sectors. This influence area extends to the road stretches upstream and
downstream the traversed cells and sectors.

The demographic data are drawn from the 2012 census that provides data at sector level, no
official data are available at cell level. The sector population projections have been based on the
growth rates observed in the past decade 2002-2012, excepted the cases where the population
growth is negative because affected by events occurred in the past decades; in such cases the
national growth rate (2.8% p.a. – Medium Scenario) has been adopted.
The physiographic glances have focused on the existence of specific environmental issues and
natural parks.
The review of basic services, administration offices and trading centres is aimed at assessing the
improvement of their accessibility brought about by the roads rehabilitation. The improvement
impact on accessibility depends on the spatial distribution of homesteads and means of
transportation.
The homesteads are in general evenly distributed along the dense grid of paths covering the
entire district’s area with a limited tendency to agglomerate along all weather roads and
commercial centres. Due to the high density of paths, for the purpose of the accessibility analysis
the spatial distribution of homesteads has been assumed equal over the analysed areas.
The transportation means vary according to the trip type. Trips from homesteads to schools or to
sector health centres are usually made on foot or by bicycle, the great majority of these trips
chooses the shortest route most likely a path, only the small fraction of population living along
the roads will fully benefit of the road improvement for such kind of trips. The average distance of
homesteads from schools and sector health centres has been estimated as the distance from the
centre of the cell and the location of the concerned basic service.
The transportation of agricultural products to selling points (or other types of trading centres) is
also made on foot, or by bicycle but the impact of the road improvement might be substantial
because any road rehabilitation improves the accessibility of the traversed area and brings about
the establishment of a more dense grid of selling points closer to the agricultural production
areas. Other change induced by the road improvement will involve the type of trucks that convey
the products from the selling points to major consumption centres; at present the great majority
is composed of light trucks transporting 2-3 tons of products, rehabilitated roads would facilitate
their replacement with trucks with greater payload capacity (7-10 tons).
Data on main productive and commercial activities have been drawn from district statistics and
interviews with sector administration officers.
Information on road passability has been obtained from sector administrators and residents of
the traversed areas. Estimates of traffic flows have equally been obtained from sector
administrated and thereafter checked on the basis of the volume of marketed agricultural
products.
Traffic projections have been addressed separately for heavy traffic (>3.5 tons) that is currently
very rare and light traffic including minibuses, 4WD and small trucks.
Heavy vehicle traffic projections are linked to the foreseeable growth of agricultural physical
output, this growth would be determined by the increase of yields, and to a lesser extent by
expansion of cultivated areas that would come from marginal lands and reclamation of
marshlands.
No medium/long term forecasts were available at district level therefore the assumptions on the
agriculture output increase have been founded on the macroeconomic outlook up to 2018

recently established by the IMF in collaboration with the Government of Rwanda3. The GDP
annual growth (in real terms) over the period 2012-2018 is estimated to range from 7.7 to 7%, the
contribution to growth of agriculture decreasing with growth rates ranging from 4 to 5%. The
growth of agriculture economic output will be mainly achieved through the partial replacement of
cassava and bananas cultivation with more valued crops like maize, beans and where possible
rice. In this frame the physical output in terms of tonnes of product will grow to a slower pace
than the economic value. The Consultant has assumed that the agriculture output in physical
terms would grow at the rate of 2% per year bringing about the same growth of goods
transportation demand. This demand is converted in heavy traffic assuming that the average
payload of trucks would increase from the current 2-3 tons to 7-10 tons, this conversion would
produce a shift of traffic light traffic to heavy traffic.
The projection of light vehicle traffic, excluding light trucks, is mostly linked to the demographic
growth and the improvement of socioeconomic conditions. The demographic growth has been
based on the growth rates observed in the past decade 2002-2012, and in particular cases has
been adopted the national growth rate (2.8% p.a. – Medium Scenario). Concerning the
socioeconomic condition improvement it has made reference to GDP per capita annual growth
established at 4.5% by the above mentioned IMF report.
The priority of local communities for the improvement of services and infrastructure has been
captured through public consultations organized at the sector administrative centre with the
presence of the leaders of at least four cells. After debating the condition of basic services and
infrastructure, the participants have been asked to establish a list of improvement needs and
thereafter indicate the service or infrastructure deemed as the first priority for improvement.
The documentation of the large development projects has been acquired in view of estimating
their impact on the traffic at cell, sector and district level. This generated traffic has been added
to the physiological traffic growth of concerned areas.
1.2.2 Mamba sector
1.2.2.1 Demography and physiography

The Sector is to the northernmost part of Gisagara district bordering Nyanza district to the north
and Burundi to east. It borders Gikongo and Musha sectors to the west and Gishubi sector to
south.
The Sector extends over a total area of approximately 79.1 square kilometres representing 11.7%
of the district area. The total population is 34,957 persons (Males: 16,640; Female 18,497, census
2012) with a population density of 442 persons per square kilometer and an average annual
growth rate 2002-2012 of 3.6%. The population of Mamba accounts for 10.8% district population
and has density 6.9% lower than the district average (475 hab./km2), whereas the population
growth has been higher than the district average (2.1%).
The sector is composed of five cells namely: Mamba, Gakoma, Kabumbwe, Ramba and Muyaga.
3
Country Report No. 13/77. International Monetary Fund , March 2013.

The terrain is gently undulating with an altitude ranging from 1300 to 1500m a.s.l. and increasing
from North to South where in Muyaga cell reaches the maximum altitude of 1530m.
Environmental issues relate to the soil erosion but its intensity is considered medium in the
national context. No natural park or other protected areas are found in this sector.
1.2.2.2 Basic services and public administration offices

The Sector has the following basic services:
Health Sector:
- Gakoma Hospital. The sector has one of the two district hospitals. This is second level hospital
which serves as a referral hospital from several health centres within the district and even beyond
the hospital. The hospital is in Mamba cell.
- 1 health centre of 3rd level aimed at providing a minimum health care package as determined by
the national standards for health care. The Health centre is located in Mamba cell next to the
Sector offices.
Education Sector:
 Nursery schools: There are 7 nursery schools for children from 3 to 5 years old. These are
located in:
- Mamba cell
- Gakoma Academy in Mamba cell
- Mwendo in Ramba cell
- near the Cell offices of Muyaga Cell
 Primary schools: 4 primary schools :
- Ecole Primaire Mamba in Mamba Cell
- Ecole Primaire Kizinga in Gakoma Cell
- Ecole Primaire Kabumbwe in Kabumbwe Cell
- Ecole Primaire Mwendo in Ramba Cell
 secondary schools. There are three Secondary schools:
- Groupe Scolaire Kabeza in Muyaga Cell
- Ecole Secondaire Mamba in Mamba Cell
- Ecole Secondaire Gakoma in Mamba Cell
The education facilities/schools tend to be evenly distributed throughout the Sector particularly
for nursery and primary levels. The walking distance is never longer than three kilometres.
Secondary schools are three which is fair compared to national standards for sectors. The distance
to be covered to school for day school goers ranges from one kilometre for neighbouring cells to
approximately 4 kilometres for the furthest cells.
Agricultural products “selling points”
Selling points are places organized by the Public where producers and buyers of agricultural
produces can implement their transactions. There is one market in Mamba trading centre close to
the sector offices. There are no other selling points for agricultural produce. All farmers bring
their produce from the farms by head, bicycle or motorcycle to the trading centre where trucks
obtain it to other destinations mainly the capital Kigali and in case of paddy-rice to the rice mill in
Rwatano. The maximum distance to be covered by farmers does not exceed 7km.

Other public services

Power supply is available in the sector. Water supply is limited to a few cells. There is a small
market dealing in all types of merchandise at Mamba trading centre in Mamba cell very close to
the sector offices.
Public administration offices
The sector administration offices are located near Mamba trading centre. The distance to be
covered to access the sector offices ranges from one kilometre for neighbouring cells to
approximately 7 kilometres for the furthest cells of Gakoma and Muyaga.
The sector administration office has employees with vehicles notably the sector Executive
Secretary who has a car and the district agronome who owns a motorcycle. While performing
their duties they from time to time use vehicles and motorcycles to visit the cells in the sector.
The administrative centre of the sector appears to be functioning and completely supporting the
socio-economic life of the sector and its inhabitants.
1.2.2.3 Productive activities

Agriculture is the main activity of the sector and some trading activity is noticeable in the sector
trading centre of Mamba.
Agriculture
Arable land is to a great extent already exploited, some marginal lands and marshlands are under
reclamation (see §1.2.2.4 Large Development projects). Most important crops are: bananas,
cassava, coffee, maize and beans.
The cassava cultivation is the most important output, in 2012 (seasons A+B) 54,090 tons have
been produced accounting for 31.3% of the district total output. Rice and beans show an output
less important, in percentage of the district production slightly higher than the population share
of the sector. In table 1 are displayed the total output and marketed share of main crops as per
seasons A and B of 2012.
Table 1: Main cultivars: total output and marketed share
Households self-
population density Cultivated Total Marketed
area consumption &
2012 Hab./km2 Area Production production
losses at harvest
2 2
km habitant hab./ km ha ton ton ton
Mamba sector 79.1 34,957 442
as % of district 11.7% 10.8%
Main crops
Maize 32 112 84 28
as % of district 0.7% 0.7% 0.7%
Beans 1,719 2,063 1,031 1,031
as % of district 8.0% 8.0% 8.0%
Cassava 3,005 54,090 27,045 27,045
as % of district 31.3% 31.3% 31.3%
Rice 262 1,310 1,310 0
as % of district 10.8% 10.8% 10.8%
Trading activities

These activities are mainly linked to the supply of manufactured products to the sector
households, they generate some road traffic.
1.2.2.4 Large development projects

The LWH-RSSP project has on-going the Mushaduka sub-project in the sectors of Gikonko-Musha-
Mamba. The sub-project includes hill-side and marshland interventions. The works include the
terracing of 240ha of hill-side terrains for cultivation of maize and rice, and the reclamation of
200ha of marshland for cultivation of rice. The total output of season A would reach 1,800 tons of
rice and beans, and 1,920 tons of rice and maize in season B. The great part of this output will
most likely be marketed in Kigali area thus increasing the traffic volume of the routes leading to
Kicukiro area.
The information on the distribution by sector of the sub-project Mushaduka was not made
available, it has been assumed an equal sharing among the concerned sectors.
1.2.2.5 Sector’s main feeder roads and influence area

The sector is traversed by two main feeder roads:
a) The feeder road No.2 Gikonko-Rwatano-Nyamageni-Mamba, the road length is km33.81
of which 29.7km traversing Mamba sector.
b) The feeder road No.3 Mamba – Kubumbwe, 6.87km long entirely falls within the sector.
The road network of the sector is vital to the economy of the district because Mamba is the most
important exporter of agricultural products, ensuring 23.8% of the marketed crops of the district.
The section of the Gikonko-Rwatano-Nyamageni-Mamba road falling within Mamba sector has
the following influence areas:
 The immediate influence area encompasses the cells of Gakoma, Mamba and part of
Muyaga, Kabumbwe and Ramba cells, accounting for 73% of the sector area.
 The wider influence area covers the entire sector because all sector traffic directed
to/from the other district areas and to towards the national road RN1.
The Mamba – Kubumbwe road runs entirely within Mamba sector has the following influence
areas:
 The immediate influence area encompasses the cells of Ramba and part of Kabumbwe,
these cells account for 27% of the sector area.
 This road section has no wider influence area.
1.2.2.6 Accessibility and current and projected traffic

The traffic generated by the above described productive activities and the presence of basic
services, is substantially using the two eligible roads for upgrading/rehabilitation, these are:
a) Gikonko-Rwantano-Nyamageni-Mamba (33.8 km)
b) Mamba-Kabumbwe (6.87 km)
The Gikonko-Rwatano-Nyamageni-Mamba is in very poor condition and only small vehicles and
four-wheel drive can pass during dry conditions.

The Mamba-Kabumbwe road is a relatively short stretch to the north-eastern part of the sector. It
is also in very poor state and can be used only by small and 4WD (four wheel drive) vehicles
during dry spells. The entire section is within Mamba sector.
The accessibility rating and the 2012 traffic have been founded on the information collected from
public administration officers and sector dwellers whereas 10 years traffic projections have been
worked out on the basis of the following assumptions.
Heavy vehicle traffic projections. In Mamba sector the arable land is almost completely exploited,
limited expansion of cultivated areas would come from marginal lands and reclamation of
marshlands, in this framework the increase of heavy traffic will likely come from the improvement
of yields.
No specific medium/long term forecasts are available for the Gisagara district level therefore, the
Consultant has assumed that the agriculture output in physical terms would grow at the rate of
2% per year generating the same growth of goods transportation demand. This demand is
converted in heavy traffic assuming that the average payload of trucks would increase from the
current 2-3 tons to 7-10 tons, this transport pattern conversion would produce a shift of light
vehicle traffic to heavy vehicle traffic.
Light vehicle traffic projections are mostly linked to the demographic growth and the
improvement of socioeconomic conditions. The demographic growth of Mamba in the past 10
years has averaged 3.6% per year, lower than the national average (2.6%) significantly higher than
the district average (2.1%). Assuming that the demographic growth will keep the same pace as the
past decade and taking into consideration the improvement of economic condition represented
by GDP per capita annual growth, the Consultant has assumed that light vehicle traffic growth
would average 5% per year.
In table 2 is presented the accessibility rating together with the current and projected traffic.
Table 2: Accessibility rating, current and projected traffic estimate
NMT
Motorized traffic - MT
Road length Accessibility traffic
(AADT)
(unit)
vehicle categories
vehicle categories
All weather with
Total motorized
All weather - all
Non motorable
heavy vehicles
Seasonal with
Name of start and end of

Seasonal - all
light vehicles
motorcycle
<3.5 tons
Within
>3.5tons
the road
Bicycle
traffic
4WD
4WD
Total the
km sector
km
Traffic 2012
No.2 - Gikonko-Rwatano-
33.8 X 5 20 25 30
Nyamageni-Mamba
No.3 Mamba-Kabumbwe 6.87 6.87 X 4 9 13 20
Traffic 2022
No.2 Gikonko-Rwatano-
27 39 33 99 45
Nyamageni-Mamba
No.3 Mamba-Kabumbwe 18 26 22 66 30
1.2.2.7 Community Priority (More emphasis on consultations made)

This indicator is aimed at verifying the actual priority assigned by the community to the road
improvement instead of interventions in other public services.
The sample of cells’ leaders was asked to list the basic services needing to be improved and the
priority of improvement implementation.
The stated needs and priority were:
a) List of basic needs:
- Road
- Electricity
- Water supply
- Hospital
- Market
b) The first priority out of the above stated needs: Water supply
c) Road was given third priority after electricity.
1.2.3 Gikonko Sector
1.2.3.1 Demography and Physiography

The Sector is in the northern part of the district bordering Nyanza district to the north, and Huye
district to the west, Musha sector to the south.
The sector is divided into four cells which are: Gikonko, Cyili, Gasagara and Mbogo
The sector covers an area of approximately 49.6 km2 with a total population of 16,914 persons
(Females: 12,260; Males: 10,894). This population accounts for 7.2 % of the district population.
The population density stands at 467 which is slightly lower that the district average of 475
persons per km2. The population average annual growth rate was at 3.2% higher than district one
(2.1%).
The terrain is gently undulating with an altitude ranging from 1600 to 1400m a.s.l. and decreasing
from North-west to South-east.

The Sector is endowed with the following basic services:
Health Sector:
 1 health centre of 3rd level. This Health centre performs certain roles of a hospital because it
has a permanent doctor who carries surgical operations. The doctor specializes in malformed
heads in children and many patients are referred here from different parts of the country. The
doctor from Germany has established a modern laboratory and works in collaboration with
German hospitals. The Health centre is located near the Gikonko Sector Headquarters.
There are plans to construct Postes de Sante very soon in Cyili and Mbogo cells.
The distance to the above health centre is 1km for residents of Gikongo cell to 5km for people
from eastern part of Mbogo.
Education Sector:
 Nursery schools: There are three (3) schools for children from 3 to 5 years old. These are
in the cells of Gikonko, Cyili and Mbogo.
 There are six (6) primary schools.

-Six-year cycle are: Sanza in Cyili cell, Curusi also in Cyili cell, EP Mbogo in Mbogo cell and
EP Karubanda in Mbogo cell
-Nine-year cycle: GS Gasagara in Gasagara cell
-Twelve-year cycle: GS Gikonko Catholique in Gikonko cell
The nine and twelve year cycle schools serve as the secondary schools so far in this sector. There a
VTC. Mugusa VTC located just across the road from the sector offices.
The lower sections of education up to primary of 6-year cycle seem to be well distributed in the
sector. The walking distance does not exceed 2 km. The secondary schools are also well spread by
sector standards and at national level, distance these schools seldom goes up to 4km.
These are points organized by the Public where producers and buyers of agricultural produces can
implement their transactions. These points are road traffic generators.
The sector has no modern market or any market of any standards. There are three established
selling points however:
- Bukorota in Mbogo cell
- Murambi in Cyili cell and
- Gikonko in Gikonko cell
This area is within the main rice growing zone. There is a big rice processing factory and a maize
mill at Rwatano within Gikonko trading centre not far from the Sector office headquarters, all the
paddy rice and maize of the district is brought to Rwatano for processing and thereafter is
transported from here to the capital city where it is sold on wholesale and retail outlets. Sector’s
producers of foodstuffs have to cover distances from 1 to 3 km to trade their products.
Power supply is available in Gikonko sector. Water supply is also available in some cells.
The sector administration offices are located in Gikonko cell within Gikonko trading centre. The
sector administration office has employees with vehicles notably the sector Executive Secretary
who has a car and the district agronome who owns a motorcycle.

Agriculture is the main activity of the sector and some trading activity is noticeable at the small
trading centres of Bukorota, Murambi and Gikongo.
Agriculture
Arable land is already exploited, some marginal lands and marchlands could be reclaimed.
Most important crops are: rice, cassava and to a lesser extent beans and maize.
The cassava cultivation, in quantitative terms is the most important output, in 2012 (seasons A+B)
41,500 tons have been produced accounting for 24.0% of the district total output. Rice production
is the most important accounting for 16.9% of the Gisagara district. Beans production at district
level shows a share approximately equal to the population share. In table 3 below are displayed
the total output and marketed share of main crops as per seasons A and B of 2012.
Table 3: Main cultivars: total output and marketed share

Households self-
area consumption &
losses at harvest
2 2
Gikonko sector 49.6 23,154 467
Main crops
Maize 189 662 496 165
as % of district 3.9% 3.9% 3.9%
Beans 1,688 2,026 1,013 1,013
as % of district 7.9% 7.9% 7.9%
Cassava 2,306 41,508 20,754 20,754
as % of district 24.0% 24.0% 24.0%
Rice 410 2,050 2,050 0
as % of district 16.9% 16.9% 16.9%
Trading activities
households, they generate some road traffic. This trade is mainly transacted between Gikonko
trading centre and other bigger towns or markets like Huye as well as Kigali city.

There is a dam being constructed along the border in the neighbouring district of Huye. Although
the dam itself is situated in Huye district its main catchment and the rice fields to be irrigated are
mostly in Gisagara district particularly Gikonko sector.
rice and beans, and 1,920 tons of rice and maize in season B.
Another LWH-RSSP sub-project is on-going in Cyili. The sub-project includes hill-side and
marshland interventions. The works include the terracing of 360ha of hill-side terrains for
cultivation of maize and rice, and the reclamation of 328ha of marshland for cultivation of rice.
The total output of season A would reach 2,868 tons of rice and beans, and 3,048 tons of rice and
maize in season B.
The great part of this output will most likely be marketed in Kigali area thus increasing the traffic
volume of the routes leading to Kicukiro area.

The Sector is traversed by the following sections of pre-selected feeder roads:
a) Feeder road No.1 Save-Gasagara-Gikonko-Cyili including the branch Gasagara-Kigaga, this
is an important road ensuring the direct junction to the RN1 and there through to Kigali.
The total length of this road is 25.53 km of which 13.5km run within the Kigongo sector.

b) Feeder road No.2 Gikonko- Rwatano-Nyamageni-Mamba whose total length is 33.83 km,
of which 4.1km run within Gikonko sector.
The influence area of the above roads has been demarcated from two points of view: areas of
immediate and wider influence.
The section of the feeder road No.1 falling within Gikongo sector has the following influence
areas:
 The immediate influence area encompasses the cells of Gasagara, Cyili and Gikonko
accounting for 72% of the sector area.
 The wider influence area is wide because the road is part of the corridor providing the
shortest route the RN1 used by north-eastern sectors to exit the district with destination
Kigali. These sectors are Mamba and Musha.
The section of the feeder road No.2 falling within Gikonko sector has the following influence
areas:
 The immediate influence area accounts for 28% of the sector and encompasses part of
the Moga cell.
 The road has an important wider influence area. It is part of the corridor reaching with
the shortest route the RN1 used by north-eastern sectors to exit the district with
destination Kigali. These districts are Mamba, Muyaga and the eastern part of Musha.
1.2.3.6 Accessibility, current and projected traffic

The accessibility rating and the 2012 traffic have been founded on the information collected from
public administration officers and sector dwellers whereas 10 years traffic projections have been
worked out on the basis of the following assumptions.
The accessibility of road No.1 Save-Gasagara-Gikonko-Cyili is medium, this road can be used all
year round. The road No.2 has a limited accessibility during the rainy season, its use is difficult and
somehow dangerous.
Heavy vehicle traffic projections. In Gikonko sector the arable land is almost completely exploited,
of yields.
improvement of socioeconomic conditions. The demographic growth of Gikonko in the past 10
years has averaged 3.2% per year, higher than the national average (2.6%) and the district
average (2.1%) as well. Assuming that the demographic growth will keep the same pace as the
would average 4.5% per year.

NMT
(AADT)
(unit)
vehicle categories
vehicle categories
All weather with
Total motorized
All weather - all
Non motorable
heavy vehicles
Seasonal with
Seasonal - all
light vehicles
motorcycle
Within
>3.5 tons
<3.5 tons
the road
Bicycle
traffic
4WD
4WD
Total the
km sector
km
Traffic 2012
No.1 Save-Gasagara-
25.53 X 6 15 21 20
Gikonko-Cyili.
No.2 Gikonko - Rwatano -
33.83 X 5 18 23 15
Nyamageni-Mamba
Traffic 2022
No.1 Save-Gasagara -
36 59 48 143 40
Gikonko-Cyili.
No.2 Gikonko- Rwatano-
27 39 33 99 45
Nyamageni-Mamba
1.2.3.7 Community Priority

improvement instead of interventions in other public services.
While discussing with the officer in charge of family affairs/etat civile, Mr Niyongira Francis Xavier,
he lamented how their sector is isolated due poor road network. He cited an example of how a
distance of 15 km to asphalt road costs 2500 Rwanda francs because there are no regular taxis
plying the route to Gikonko. The state of the road scares people from operating taxi services to
the area. With a regular taxi the fare would not exceed Rwf 700.
- Water supply
- Electricity
- Road
- Technical school
- Health Centre
b) The first priority out of the above stated needs is Road.
1.2.4 Musha Sector

The sector is to northern part of the district. It borders Gikonko sector to the north, Save sector to
the west, Mamba and Gishubi sectors to the East.
The sector comprises the cells of: Kimana, Kigarama, Bukinanyana and Gatovu
The sector covers a surface area of 49.8 km2 with a total population of 24,621 persons (Male:
11,486; Female 13,135) being 7.6% of the district population, the area accounts for 7.4% of the
district. The population density of the sector is 494 being 4% higher than the district average of
475. The population growth rate for the sector stands at 3.2% much higher than 2.1% for the
district.
The terrain is generally gently undulating throughout the sector. The altitude ranges from 1350
m.a.s.l. in the western part and climbing up to 1480 m.a.s.l. in central part and then decreasing
up to 1350 m.a.s.l. at the border with Gishubi sector.

Health Sector:
 1 health centre of 3rd level aimed at providing basic health care package as determined by the
national standards for health care. The Health centre is located behind the sector
administration offices. The patients that cannot be handled here are referred to Gakoma
hospital in Mamba sector or the health centre of Gikonko sector. The state of some roads of
the sector is such that during rainy seasons transporting patients is near impossible and
distances to be covered range from 1km to 5km.
Education Sector:
 Nursery schools. There are four (4) nursery schools: Each cell has one nursery school
 Primary schools. There Four (4) primary schools of 6-year cycle.
Two of these are in Bukinanyana, one in Kigarama and the other in Gatovu cells.
 Secondary Schools. There are two with the 9-year and one with 12-year cycles. These
are in Kigarama cell and Bukinanyana (2).
 The is a VTC in Bukinanyana
These are selling points where producers and buyers of agricultural produce can implement their
transactions, these points are the main road traffic generators. There is a general market selling
all types of merchandise including industrial goods as well as agricultural produce in Bukinanyana.
Besides there are two other selling points: Cyarukobora in Kigarama cell and Kimana in Kimana
cell. Sector’s producers of foodstuffs have to cover distances from 1 to 4 km to trade their
products.
Power and water are available around the sector offices. Many other cell still have access these
amenities.
The sector administration offices are located in Bukinanyana cell. The offices are close with the
health centre. The access to the sector administration offices is along the Musha-Mamba road.
The sector administration office has employees with vehicles notably the sector Executive

Secretary who has a car and the district agronome who owns a motorcycle. To access sector’
offices the furthest distance to be covered is 5km.
Productive activities
Agriculture is the main activity of the sector and some trading activity is noticeable in
Bukinanyana cell.
Agriculture
Most important crops are: bananas, cassava, maize and beans, some coffee are also produced in
this sector.
The cassava cultivation is the most important output, in 2012 (seasons A + B) 41,400 tons have
been produced accounting for 24% of the district total output. Rice and maize show an output
less important, in percentage of the district production the output is approximately the same as
the population share of the sector. In table 5 below are displayed the total output and marketed
share of main crops as per seasons A and B of 2012.
Table 5: Main crops: total output and marketed share
Households self-
area consumption &
losses at harvest
2 2
Musha sector 49.8 24,621 494
Main crops
Maize 410 1,435 1,076 359
as % of district 8.5% 8.5% 8.5%
Beans 1,799 2,159 1,080 1,080
as % of district 8.4% 8.4% 8.4%
Cassava 2,300 41,400 20,700 20,700
as % of district 24.0% 24.0% 24.0%
Rice 215 1,075 1,075
as % of district 8.9% 8.9% 8.9%
Trading activities
households and they generate some road traffic. There is in Bukinanyana cell a small trading
centre close to the sector offices with shops selling various merchandises.
Large development projects
rice and beans, and 1,920 tons of rice and maize in season B.

The sector is traversed by two main feeder roads:
a) Feeder road No.1 Save-Gasagara-Gikonko-Cyili including the branch Gasagara-Kigaga. The
total length of this road is 25.53 km of which 4.85km run within Musha sector.
b) Feeder road No.4 Rwatano – Kagwene – Ngiryl, length 7.79km running entirely within the
sector.
The section of the feeder road No.1 falling within Musha sector has the following influence areas:
 The immediate influence area encompasses the cells of Kimana and Gatovu accounting
for 39% of the sector area.
 The wider influence area is wide because the road is part of the corridor reaching through
Save the route the RN1 used by north-eastern sectors to exit the district with destination
The section of the feeder road No.4 falling within Musha sector has the following influence areas:
 The immediate influence area accounts for 45% of the sector and encompasses
Bukinanyana cell and part of the Kigarama cell.
 The road has an important wider influence area. It is part of the corridor providing the
shortest route the RN1 used by central sectors to exit the district with destination Kigali.
These sectors are Ndora and Gishubi.

The accessibility of road No.1 Save-Gasagara-Gikonko-Cyili is medium, this road can be used all
year round. The road No.4 has a limited accessibility during the rainy season, its use is difficult and
somehow dangerous.
The 2012 traffic have been founded on the information collected from public administration
officers and sector dwellers whereas 10 years traffic projections have been worked out on the
basis of the following assumptions.
Heavy vehicle traffic projections. In Musha sector the arable land is almost completely exploited,
of yields.
improvement of socioeconomic conditions. The demographic growth of Musha in the past 10
years has averaged 3.16% per year, substantially equal to the national average (2.6%) and lower
than the district average (2.1%). Assuming that the demographic growth will keep the same pace
as the past decade and taking into consideration the improvement of economic condition
represented by GDP per capita annual growth, the Consultant has assumed that light vehicle
traffic growth would average 4.5% per year.
NMT
(AADT)
(unit)
vehicle categories
vehicle categories
All weather with
Total motorized
All weather - all
Non motorable
heavy vehicles
Seasonal with
Name of start and end
Seasonal - all
light vehicles
motorcycle
> 3.5 tons
< 3.5 tons

of the road Within
Bicycle
traffic
4WD
4WD
Total the
km sector
km
Traffic 2012
No.1 Save-Gasagara-
25.53 X 6 12 18 25
Gikonko-Cyili.
No.4 Rwatano –
X 7 18 25 30
Kagwene – Ngiryl
Traffic 2022
No.1 Save-Gasagara-
36 59 48 143 40
Gikonko-Cyili.
No.4 Rwatano –
16 23 20 59 26
Kagwene – Ngiryl

improvement instead of other interventions in other public services.
Two sector official, this is Miss Uwimana Colette (Etat Civile) and Charles Lwanga (Social affair)
were asked to list the basic services that need to be improved and the priority of improvement
implementation.
 Road
 Electricity
 Market
 Technical school
 Health Centre
b) One basic need of priority out of the above mentioned: Water
c) The public consultation put road improvement as third priority.
1.2.5 Save Sector

The Sector is to the central-western part of Gisagara district bordering Huye district to the west
and north, Kibilizi sector to the south, and Musha and Ndora sectors to the east.
The sector has 5 cells which are: Gatoki, Rwanza, Munazi, Shyanda and Zivu
2012) with a population density of 688 persons per square kilometre (the highest in the district)
and an average annual growth rate 2002-2012 of 1.1%. The population of Save accounts for 8.7%
district population and has density 44.8% significantly higher than the district average (475
hab./km2), whereas the population annual growth at 1.1% has been substantially lower than the
district average (2.1%).
The terrain is undulating and gently decreasing from west to east with an altitude of 1710 m in
the western part lowering to 1550 in the eastern cells.
Soil erosion is a recurrent concern of residents, but anti-erosion measures are extensively applied,
approximately 86% of cultivated areas are protected against erosion.

Health Sector:
 1 health centre of 3rd level aimed at providing a minimum health care package as determined
by the national standards for health care. The Health centre is located in Gatoki cell.
The health centre uses Huye district hospital.
 There is a Poste de Sante at Munazi cell which provides the very basic health services.
The state of some roads of the sector is such that during rainy seasons transporting patients is
near impossible and distances to be covered range from 1km to 5km from the furthest cell.
Education Sector:
 Nursery schools: There are 3 nursery schools for children from 3 to 5 years old.
These are: EP Munazi in Munazi cell; EP Save B in Gatoki cell and ADEPR in Rwanza cell.
 Primary schools:
6-year cycle:
- EP Munazi in Munazi cell
- EP Gahora in Rwanza cell
- EP Tamba in Zivu cell
- EP Shyanda in Shyanda cell
- EP Save A and EP Save B in Gatoki cell
12-year cycle: ES Save in Gatoki cell
 Secondary schools.
- ES St Bernadette
- College Immaculate Conception
 TTC. Teacher Training College Save in Gatoki cell
 Technical schools:
- ET St Kizito in Gatoki cell
- VTC: CFJ training in Tailoring. Carpentry and sewing.
 University: Catholic University of Rwanda in Gatoki cell

produces can implement their transactions. These points are road traffic generators. There is a
modern market in Rwanza cell which is the largest for the sector. All commodities industrial and
agricultural are to be found here.
There are small selling points anywhere else in the sector, but their service is very limited.
The distances to be covered to access the Rwanza market from furthest cells are approximately
5km.
Power supply is in many parts of the sector as well as water supply. Save sector is associated
within earliest settlement of the Catholic missionaries who constructed the first church in Rwanda
at Save in today’s Gatoki cell. Due to this influence many education institutions were
subsequently established. Today the sector is home to so many institutions as mentioned above
The sector administration offices are located 4 kilometres from the main Save centre. The centre
itself is approximately a kilometre from the asphalt Huye national road. To access sector offices
distances to be covered from furthest cells is approximately 5km.
Agriculture is the main activity of the sector also trading activity is noticeable in the sector trading
centre of Rwanza.
Agriculture
In this sector crops are limited only maize and beans are noticeable.
The beans cultivation is the most important output, in 2012 (seasons A and B) 1,943 tons have
been produced accounting for 7.6% of the district total output. Maize production is limited, he
output in 2012 (seasons A and B) has been 455 tons accounting 2.7% of the district total output,
significantly below the sector population share (8.7% of the district population). In table 7 are
displayed the total output and marketed share of main crops as per seasons A and B of 2012.
Table7: Main crops: total output and marketed share
Households self-
area consumption &
losses at harvest
2 2
Save sector 41.1 28,243 688
Main crops
Maize 130 455 341 114
as % of district 2.7% 2.7% 2.7% 0.0%
Beans 1,619 1,943 971 971
as % of district 7.6% 7.6% 7.6% 0.0%
Cassava 0 0 0 0
as % of district

Households self-
area consumption &
losses at harvest
Rice 0 0 0 0
as % of district
Trading activities
households, they generate some road traffic. Most of the trading in this sector is carried with
Huye being the nearby major town. The industrial commodities to be found in Rwanza market are
mainly from Huye town.
There is a project managed by RSSP in a swamp that is shared with Huye district. No specific
information was available at the time of the survey.

The sector is traversed by the
a) Feeder road No.1 Save-Gasagara-Gikonko-Cyili including the branch Gasagara-Kigaga, this
is an important road ensuring the direct junction to the RN1 and there through to Kigali.
The total length of this road is 25.53 km of which 7.16km run within Save sector up to the
junction to the RN1.
b) Feeder road No.5 Save- Rwanza-Rwabuye which covers 6.96 and running almost entirely
in the sector with the exception of 1.6 kilometres in the Huye district where the road
connects with the RN1. This road provides an additional junction to RN1 and completes
the existing route connecting the central sectors (e.g. Musha) to the above national road.
The section of the feeder road No.1 falling within Save sector has the following influence areas:
 The immediate influence area encompasses Shyanda cell and partly Gatoki cell accounting
 The wider influence area is wide because the road is part of the corridor reaching through
Save the route the RN1 used by north-eastern sectors to exit the district with destination
The section of the feeder road No.5 falling within Save sector has the following influence areas:
 The immediate influence area accounts for 32% of the sector and encompasses Rwanza
cell and the southern part of the Gatoki cell.
 The road has an important wider influence area. It is part of the corridor providing an
alternative route the RN1 used by central sectors to exit the district with destination
Kigali. These sectors are Ndora and Gishubi.

The accessibility of road No.1 Save-Gasagara-Gikonko-Cyili is fair, this road can be used all year
round. The road No.5 has a limited accessibility during the rainy season especially its southern
stretch is in bad condition.
The estimate of 2012 traffic have been founded on the information collected from public
administration officers and sector dwellers whereas 10 years traffic projections have been worked
out on the basis of the following assumptions.
Heavy vehicle traffic projections. In Save sector the arable land is almost completely exploited,
of yields.
improvement of socioeconomic conditions. The demographic growth of Save in the past 10 years
has averaged 1.1% per year, less than half compared to the national average (2.6%) and also
significantly lower than the district average (2.1%). Assuming that the demographic growth will
keep the same pace as the past decade and taking into consideration the improvement of
economic condition represented by GDP per capita annual growth, the Consultant has assumed
that light vehicle traffic growth would average 3.5% per year.
NMT
(AADT)
(unit)
vehicle categories
vehicle categories
All weather with
Total motorized
All weather - all
Non motorable
heavy vehicles
Seasonal with
Name of start and end

Seasonal - all
light vehicles
motorcycle
of the road Within
Bicycle
traffic
4WD
4WD
Total the
km sector
km
Traffic 2012
No.1 Save-Gasagara-
X 6 12 18
Gikonko-Cyili
No.5 Save-Rwanza-
X 8 20 28
Rwabuye
Traffic 2022
No.1 Save-Gasagara-
36 59 48 143 40
Gikonko-Cyili
No.5 Save-Rwanza-
5 33 19 56 25
Rwabuye

While talking with the Executive Secretary of the Sector, Mr. Kabalisa J.C. he was asked to list the
basic services that need to be improved and the priority of improvement implementation.
- Water
- electricity
- road
- Technical school
- Health Centre
b) One basic need of priority out of the above mentioned: Electricity

c) The public consultation put road improvement as second priority.
The sector office location is currently experiencing power problems. In fact the staffs were found
temporalily operating in the offices of Gatoki cell because there was no electricity at the Sector
offices. This might explain the urgency in tackling electricity before the road.
1.2.6 Gishubi Sector

The Sector is located in the mid-western part of Gisagara district. It borders Mamba and Gikongo
sectors to the north, Ndora sector to the west, Muganza sector to the south, and Burundi to the
east along the Akanyaru River.
The sector has 4 cells which are: Nyakibungo, Gabiro,Nyabitare and Nyeranzi
The Sector extends over a total area of approximately 61.1 square kilometres representing 9.1 %
2012) with a population density of 408 persons per square kilometre and an average annual
growth rate 2002-2012 of 3.9%. The population of Gishubi accounts for 7.7% of district population
and has density 14.1% lower than the district average (475 hab./km2), whereas the population
growth, the highest within the district, has been approximately the double as compared to the
district average (2.1%).
The terrain is undulating decreasing from west to east. The altitude of 1520m in the western part
declines to 1320m in the eastern part at the shores of Ahanyaru River.
Soil erosion is a recurrent concern of residents, but anti-erosion measures are extensively applied
in cultivated areas, no parks or protected areas are located in this sector.

The basic services of the sector are described hereafter.
- Health Sector
There is a health centre in Nyabitare close to the sector office headquarters. This health facility
provides basic health services to the attendant population and refers critical patients to the
district hospital of Gakoma in Mamba sector.
Distance to be covered to access the health centre from the furthest sector is significant and
reaches 8km.
Education Sector:
 Nursery schools: There are 2 nursery schools for children from 3 to 5 years old. One is in
Gabiro cell while the second is in Nyeranzi cell
-6-year cycled: 2 schools in Nyeranzi cell and one in Nyabitare
-9-year cycle: one in Nyakibungo cell

-12-year cycle: one in Gabiro cell
The sector is poorly endowed of education facilities, all types of school oblige pupils and students
to cover distances up to 5km.
produces can implement their transactions. This sector has no market worth that description. The
nearest market is in neighbouring Musha or Ndora Sectors.
All the farmers bring their produce from the farms by head, bicycle or motorcycle to the markets
in Musha or Ndora, trips to markets range from 5 to 9km.
Power supply is limited to the Gishubi sector offices and the health centre, water supply is
available in the sector in the same measure. There is no market and people transact commercial
activities in neighbouring Muganza trading centre. At the sector offices is available “Umurenge
SACCO” (Saving and Credit Cooperative at sector level) facilitating financial transactions.
The sector administration offices are located in an isolated place next to the health centre. There
is no trading centre nearby.

Agriculture is the main activity of the sector very similar to other areas of the district.
Agriculture
Most important crops are: bananas, cassava, maize and beans.
The cassava cultivation is the greatest output, total production in seasons A and B amounted to
10,800 tons in 2012 accounting for 6.3% of the district total output. Rice shows an output more
valuable amounting to 1,250 tons, in percentage of the district production rice output accounts
for 10.3% approximately fifty percent of the population share. In table 9 are displayed the total
output and marketed share of main crops as per seasons A&B of 2012.
Households self-
area consumption &
2012 Hab./km2 Area Production Production
losses at harvest
2 2
Gishubi sector 61.1 24,942 408
Main crops
Maize 340 1,190 893 298
as % of district 7.1% 7.1% 7.1%
Beans 1,544 1,853 926 926
as % of district 7.2% 7.2% 7.2%
Cassava 600 10,800 5,400 5,400
as % of district 6.3% 6.3% 6.3%
Rice 250 1,250 1,250
as % of district 10.3% 10.3% 10.3%

Trading activities
households, they generate some road traffic. Gishubi sector lacks a trading centre and most
manufactured products are obtained from Muganza trading centre in the next sector. There is no
market either so produce has to be taken to neighbouring sectors.

The LWH-RSSP project has on-going the Mirayi sub-project in the sectors of Gishubi-Muganza-
Ndora. The sub-project includes hill-side and marshland interventions. The works include the
500ha of marshland for cultivation of rice and beans/soybeans. The total output of season A
would reach 4,500 tons of rice and beans, and 4,500 tons of rice and maize in season B.
The information on the distribution by sector of the sub-project Mirayi was not made available, it
has been assumed an equal sharing among the concerned sectors.

The sector is traversed by one of the main feeder road:
 The feeder road No.6 Gisagara-Mirayi-Kirarambogo-Rwamiko-Saga-Mugombwa , the road
length is km35.5 of which 9.34km traversing Gishubi sector. The importance of this road
relates to its collector function, in fact it serves to collect the agricultural produce of the
Gishubi and Muganza areas adjoining Akanyaru river to be conveyed to Kigali through
Gisagara.
The influence area of the above road has been demarcated from two points of view: areas of
The section of road No.6 falling within Gishubi sector includes the sub-section starting at Mirayi
on the main alignment and reaches Nyagahuru, the influence areas of this sub-section are:
 The immediate influence area encompasses the Nyakibungo and Gabiro cells accounting
 The wider influence area includes the entire sector because the sub-section is the only
road connecting the sector through Gisagara with the RN1.

Condition of the sub-section Mirayi – Nyagahuru is fair, vehicles can use this road also in rainy
season.
Heavy vehicle traffic projections. In Gishubi sector the arable land is almost completely exploited,
of yields.

improvement of socioeconomic conditions. The demographic growth of Gishubi in the past 10
years has averaged 3.9% per year, significantly higher than the national average (2.6%) and the
district average (2.1%) as well. Assuming that the demographic growth will keep the same pace as
the past decade and taking into consideration the improvement of economic condition
traffic growth would average 5% per year.
Table 10: Accessibility rating and Current traffic estimate
NMT
(AADT)
(unit)
vehicle categories
vehicle categories
All weather with
Total motorized
All weather - all
Non motorable
heavy vehicles
Seasonal with
Name of start and end of the

Seasonal - all
light vehicles
motorcycle
> 3.5 tons
< 3.5 tons

road Within
Bicycle
traffic
4WD
4WD
Total the
km sector
km
Traffic 2012
No.6 Gisagara-Mirayi-
Kirarambogo-Rwamiko-Saga- 35.5 9.34 X 12 27 39 50
Mugombwa
Traffic 2022
Kirarambogo-Rwamiko-Saga- 5 24 15 44 20
Mugombwa

After a full discussion with the sector Education Officer, Mr. David Habarurema a list of the basic
services that need to be improved and the priority of improvement implementation came up as
follows.
- Water
- Road
- Electricity
- Technical school
- Health Centre

b) One basic need of priority out of the above mentioned: Health Centre
1.2.7 Ndora Sector

The Sector is to the central-western part of Gisagara district bordering Save sector to the west,
Musha sector to the north, Gishubi sector to the east and Muganza sector to the south-east. In
Ndora sector is located Gisagara town where reside the district offices.
The sector has 5 cells which are: Gisagara, Bweya, Cyamukuza, Mukande and Ndahwe
The Sector extends over a total area of approximately 60.9 square kilometres representing 9% of
the district area. The total population is 23,854 persons (Males: 11,112; Female 12,742, census
growth rate 2002-2012 of 2.5%. The population of Ndora accounts for 7.4% of the district
population and has density 17.5% lower than the district average (475 hab./km2), whereas the
population growth has been slightly higher than the district average (2.1%).
The terrain is undulating but continuously declining from west where sector elevation reaches
1630m, to east where altitude lowers at 1420 m.
Soil erosion is a recurrent concern of residents also the management of marshlands is quite
complicated. Anti-erosion measures are extensively applied in cultivated areas, no parks or
protected areas are located in this sector.

Health Sector:
 1 health centre of 3rd level aimed at providing a minimum health care package as
determined by the national standards for health care. The Health centre is located in
Gisagara cell near the district offices. The health centre is connected to Kibilizi district
hospital.
 There is a Poste de Sante in the sector which specializes in family planning only
From the furthest areas of Ndawhe and Mukande cells trips to the health centre are
approximately 6km long.
Education Sector:
located in Cyamukuza and Ndahwe cells.
 Primary schools: There are four (4) six-year cycle primary schools, 1 9-year cycle and 1
12-year cycle.
 Secondary schools. There is one secondary school up to six years
 Vocational Technical Centre. There is a technical institute that teaches tailoring, carpentry
and building construction.
The lower education levels up to primary are spread in three out of four cells. There is one
secondary school only. The sector has VTC that provides skills required for children who are not
able to continue with higher education.
The distribution of education facilities is uneven, the walking distance to be covered by day school
goers ranges from one kilometre for neighbouring cells to approximately 5 kilometres for the
furthest cells.
produces can implement their transactions. In Ndora sector there is a market within the trading
centre in Gisagara. This where industrial goods are obtained while agricultural produce is brought
here. From the furthest areas of Ndawhe and Mukande cells trips to the trading centre are
approximately 6km long.
Power supply is in many parts of the sector as well as water supply.
The sector administration offices are located in Gisagara cell along the main road to Huye town.
This road is currently under rehabilitation. The sector administration office has employees with
vehicles used to visit the cells in the sector, many sector office workers live in Huye town and
commute daily to work. This local administration branch appears to be somewhat equipped to
support the socio-economic life of the sector and its inhabitants.

Agriculture is the main activity of the sector similar to other areas of the district.
Agriculture
Most important crops are: cassava, beans and maize.
Cassava is the main staple cultivated in the sector, at district level the cassava output accounts for
14.5% of the district production approximately 2 times the population share (7.4%). Also beans
are a noticeable production accounting for 7.6% of the district output. The cassava cultivation
amounted to 24,966 tons in 2012 (seasons A+B). In table 11 are displayed the total output and
marketed share of main crops as per seasons A and B of 2012.
Households self-
area consumption &
losses at harvest
2 2
Ndora sector 60.9 23,854 392
Main crops
Maize 213 746 559 186
as % of district 4.4% 4.4% 4.4%
Beans 1,628 1,954 977 977
as % of district 7.6% 7.6% 7.6%
Cassava 1,387 24,966 12,483 12,483
as % of district 14.5% 14.5% 14.5%
Rice 0 0 0 0
as % of district
Trading activities
households, they generate some road traffic. Ndora Sector borders with Huye district and is very
close to Huye town. Due to the relatively small trading centre in the sector most of the trading
activities are carried out in Huye town which is just a few kilometres away.


The sector is traversed by one of the main feeder road:
 The feeder road No.6 Gisagara-Mirayi-Kirarambogo-Rwamiko-Saga-Mugombwa, the road
length is km35.5 of which 7.96km traversing Ndora sector. The importance of this road
relates to its collector function, in fact it serves to collect the agricultural produce of the
Gisagara.
The section of road No.6 falling within Ndora sector includes the sub-section starting at Gisagara
and ending at the sector border close to Mirayi, the influence areas of this sub-section are:
 The immediate influence area encompasses the Ndawe cell and part of Gisagara cell
 The wider influence area includes the sectors of Gishubi and Muganza that, through
Gisagara, are connected with the RN1.

The road condition is fair, but some small bridges have the wood deck that may be dangerous in
rainy season. The road is accessible to light trucks in dray season and restricted to 4WD vehicles in
rainy season.
Heavy vehicle traffic projections. In Munyaga sector the arable land is almost completely
exploited, limited expansion of cultivated areas would come from marginal lands and reclamation
of marshlands, in this framework the increase of heavy traffic will likely come from the
improvement of yields.

improvement of socioeconomic conditions. The demographic growth of Munyaga in the past 10
years has averaged 2.5% per year, approximately equal to the national average (2.6%) and slightly
higher than the district average (2.1%). Assuming that the demographic growth will keep the
same pace as the past decade and taking into consideration the improvement of economic
condition represented by GDP per capita annual growth, the Consultant has assumed that light
vehicle traffic growth would average 4.5% per year.
In table 12 is presented the accessibility rating together with the current and projected traffic
NMT
(AADT)
(unit)
vehicle categories
vehicle categories
All weather with
Total motorized
All weather - all
Non motorable
heavy vehicles
Seasonal with

Seasonal - all
light vehicles
motorcycle
> 3.5 tons
< 3.5 tons

the road Within
Bicycle
traffic
4WD
4WD
Total the
km sector
km
Traffic 2012
Kirarambogo-Rwamiko- 35.5 7.96 X - 5 20 25 30
Saga-Mugombwa
Traffic 2022
Kirarambogo-Rwamiko- 35.5 7.96 5 24 15 44 20
Saga-Mugombwa

According the Executive Secretary of the Sector, Mr. Ntiyamira Muhire David, the basic services
that need to be improved and the priority of improvement implementation are as below.
- Electricity
- Technical school
- Health Centre
- Road
- Water

b) One basic need of priority out of the above mentioned: electricity

1.2.8 Kibilizi Sector

The Sector is to the central-western part of Gisagara district bordering Huye district to the west,
Save sector to the north, Ndora and Muganza sectors to the east and Kansi sector to the south.
The sector has 4 cells which are: Ruturo, Duwani, Muyira and Kibilizi
of the district area. The total population is 26,276 persons (Males: 11,912; Female: 14,364, this
sector shows the highest unbalance between females and males census 2012) with a population
density of 658 persons per square kilometre, 38.5% higher than the district average (475). The
average annual growth rate 2002-2012 of 1.5% is lower than both district and national averages.
The terrain is undulating and continuously declining from east where at the border with Huye
district elevation reaches 1650m, to South-east at the border with Kansi sector where altitude
lowers at 1510 m.
In Kibilizi soil erosion is not a serious concern of residents and soil conservation measures are
applied effectively.
Basic services and public administration offices
Health Sector:
 The Sector has a district hospital in Kibirizi town, the second for the district in addition to
Kakoma hospital in Mamba. This is a second level health facility that provides improved
health care package compared to that available at health centres. The hospital serves as a
referral hospital for patients from the health centres in different parts of Gisagara district.
The hospital is next to the sector offices.
 1 health centre of 3rd level aimed at providing a minimum health care package as
determined by the national standards for health care. The Health centre is located in the
same cell as the hospital.
 A second Health Centre is to be launched in July 2013 in the cell of Ruturo
The concentration in Kibilizi of all health facilities obliges the residents of the other parts of the
district to make trips here to seek medical care. For sector residents the maximum distance to be
covered to access health facilities is approximately 5km.
Education Sector:
 Nursery schools: There are nursery schools for children from 3 to 5 years old. These are
located in all the cells of the sector. Ruturo and Duane cells have two each.
6-year cycle:
- Ecole Primaire Muyira in Muyira cell
- Ecole Primaire Karama in Ruturo cell.
- 9-year cycle. There is one in Kibirizi cell
- 12-year cycles. This is also one in Kibirizi cell.

The distribution of education facilities is uneven, the walking distance to be covered by day school
goers ranges from one kilometre for neighbouring cells to approximately 4 kilometres for the
furthest cells.
produces can implement their transactions. These points are road traffic generators. In Kibirizi
sector there is a market close to the sector where various commodities change hands. Agricultural
produce is also brought and sold here.
Besides there other selling points:
- Zinia in Ruturo cell
- Vision (Viziyo) in Muyira cell and
- Cyahafi in Duane cell.
All cells have a market or a selling point, farmers to trade their produce have to cover in average
2km.
Kibirizi sector is close to Huye town and many of its residents find work in the town. They also
tend to seek many other public services from Huye town. There is a church near the sector for
Catholics.
The sector administration offices are located in Kibirizi cell. These are near the district hospital of
Kibirizi. The sector offices are destination for different categories of people coming to seek varied
services. The sector employees also own vehicles used while performing their duties in the entire
sector.
Agriculture
Most important crops are: rice, maize and beans, cassava production is negligible.
Maize is the main staple cultivated in the sector, at district level the maize output accounts for
19.9% of the district production approximately 2.5 times the population share (8.1%). Also rice is
a noticeable production accounting for 15.7% of the district output. The maize and rice cultivation
amounted respectively to 3,346 and 1,900 tons in 2012 (seasons A+B). In table 13 are displayed
Households self-
area consumption &
losses at harvest
2 2
Kibilizi sector 39.9 26,276 658
As % of district 5.9% 8.1%
Main crops
Maize 956 3,346 2,510 837
as % of district 19.9% 19.9% 19.9%
Beans 1,500 1,800 900 900
as % of district 7.0% 7.0% 7.0%

Households self-
area consumption &
losses at harvest
Cassava 0 0 0 0
as % of district
Rice 380 1,900 1,900 0
% of district 15.7% 15.7% 15.7%
Trading activities
households, they generate some road traffic. Kibirizi sector is close to the major town of Huye and
most trade transactions are done between the sector and Huye town.
In Kibilizi sector no important development projects are on-going or planned in the near future.

The sector is traversed by:
- Feeder road No.7 Rango-Kibirizi-Mugombwa road, 19.8 km of which 3.55km within
Kibiizi sector. This road is another important corridor connecting the southern sectors
of Kansi, Mugombwa and the northern part of Mukindo to the RN1 at Rango town.
The influence area of the above road section has been demarcated from two points of view: areas
of immediate and wider influence.
The section of road No.7 falling within Kibilizi sector includes the sub-section from the Huye
district border to the Kansi sector border, the influence areas of this sub-section are:
 The immediate influence area encompasses the Kibirizi and the southern part of Rutoro
cell accounting for 35% of the sector area.
 The wider influence area includes the sectors of Mugombwa and the southern part of
Muganza that have an alternative route to reach to the RN1 at Rango town.

The condition of the road No.7 is bad, it has a limited accessibility during the rainy season
especially, and its initial stretch is in bad condition.
Heavy vehicle traffic projections. In Kibillizi sector the arable land is almost completely exploited,
of yields.
improvement of socioeconomic conditions. The demographic growth of Kibilizi in the past 10
years has averaged 1.5% per year, lower than the national average (2.6%) and lower than the
district average (2.1%). Assuming that the demographic growth will keep the same pace as the
would average3% per year.
NMT
(AADT)
(unit)
vehicle categories
vehicle categories
All weather with
Total motorized
All weather - all
Non motorable
heavy vehicles
Seasonal with
Seasonal - all
light vehicles
motorcycle
< 3.5 tons
Within
> 3.5 tons

the road
Bicycle
traffic
4WD
4WD
Total the
km sector
km
Traffic 2012
No.7 Rango-Kibirizi-
19.8 3.55 X 4 15 19 20
Mugombwa
Traffic 2022
19.8 3.55 6 31 18 55 25
Mugombwa

Some of the sector residents, Ms Mukangarambe Christine and Nyirazigama Epiphanie, were
asked to list the basic services that need to be improved and the priority of improvement
implementation.
d) List of basic needs:
- Electricity
- Technical school
- Health Centre
- Road
- water
e) One basic need of priority out of the above mentioned: Water
f) The public consultation put road improvement as third priority.
The road was given third priority in basic needs for improvement. Given the short distance to
reach the better roads in Huye they found other services more urgent than the road.

1.2.9 Muganza Sector

The Sector occupies a central position of Gisagara district. It borders Gishubi sector to the north,
Ndora sector to the west, Mugombwa and Mukindo sectors to the south, and Burundi to the east
along the Akanyaru River.
The sector is composed of 5 cells which are: Saga, Rwamiko, Cyumba, Muganza and Remera
of the district area. The total population is 30,146 persons (Males: 13,881; Female: 16,265, census
growth rate 2002-2012 of 3.5%. The population of Muganza accounts for 9.3% of the district
population and has density 8.6% lower than the district average (475 inhab. /km2). The population
growth has been among the highest in whole district.
The terrain is undulating and continuously declining from North-west where at the border with
Ndora sector elevation reaches 1600m, to east along the Akanyaru river shores and to south at
the border with Mukindo sector where altitude lowers at 1400 m.
In Muganza setor soil erosion is a recurrent concern of residents. Anti-erosion measures are
extensively applied in cultivated areas. No parks or protected areas are located in this sector.

Health Sector:
 The sector has Health Centre in Rwamiko cell at Kirarambogo in the northern part of the
sector close to Gishubi sector. Due to the proximity to Gishubi sector many residents of
Gishubi especially in the cells of Nyabitatare, Nyakingo and Gabiro seek their medical services
from here. This is a 3rd level health facility that provides limited health services. Patients that
cannot be handled here are referred to Kibirizi district hospital
 There is a Poste de Sante in Cyumba cell. This is a facility that provides the very basic medical
services and patients are transferred to health centres or hospitals if cases are beyond the
facility.
The distribution of health facilities is uneven, for residents of furthest cells the maximum distance
to be covered to access health facilities is approximately 7km.
 Education Sector:
located in all the cells of the sector.
-2 nursery schools in Cyumba cell
-1 in Saga cell
-1 in Muganza and
-1 in Rwamiko
There are 6 primary schools.
6-year cycle: 1 in Muganza, 1 in Saga, 2 in Rwamiko, 1 in Remera and 1 in Cyumba
9-year and
12-year cycles. These schools are spread in all the cells of the sector.
 Secondary schools. There are 4 secondary schools in the sector in the cells of Muganza,
Remera, Rwamiko and Cyumba
The lower education levels up to primary are spread in all cells of the sector the walking distance
to be covered by day school goers ranges from one to 2 kilometres
There are no other education facilities. Post secondary education is sought from elsewhere.
produces can implement their transactions. There is a market in Rwamiko where produce is sold
and bought. This market is also attended by people from Burundi. Another smaller market is in
Cyumba. To take their produce to market farmers have to cover distances ranging from 1 to 4km.
Other public services include Umurenge SACCO that provides savings and credit services to all
sector community members. Churches for worship in different denominations are present.
The sector administration offices are located in Muganza cell. These offices are the centre of
activity in the sector teeming with various persons coming to seek different services. Sector
residents to access public offices have to cover distances up to 4km.
Agriculture is the main activity of the sector being just like many sectors of the district.
Agriculture
Most important crops are: rice, beans and maize, cassava cultivation is negligible.
This sector has rice cultivation as the most important output, 1,600 tons are produced in seasons
A + B of 2012, accounting for 13.2% of the district total output. Maize and beans show an output
less important, in percentage of the district production slightly lower than the population share of
the sector. In table 15 below are displayed the total output and marketed share of main crops as
per seasons 2012 A and B.
Households self-
area consumption &
losses at harvest
2 2
Muganza sector 69.5 30,146 434
Main crops
Maize 329 1,152 864 288
as % of district 6.9% 6.9% 6.9%
Beans 1,553 1,864 932 932
as % of district 7.3% 7.3% 7.3%
Cassava 0 0 0 0
as % of district
Rice 320 1,600 1,600 0
as % of district 13.2% 13.2% 13.2%

Trading activities
households, they generate some road traffic. Muganza sector has no big commercial centres.
There are two small trading centres that provide basic industrial products.

1.2.9.4 Sector’s feeder roads and influence area

The sector is traversed by:
- The feeder road No.6 Gisagara-Mirayi-Kirarambogo-Rwamiko-Saga-Mugombwa, the
road length is km35.5 of which 18.39km traversing Muganza sector. The importance
of this road relates to its collector function, in fact it serves to collect the agricultural
produce of the Gishubi and Muganza areas adjoining Akanyaru river to be conveyed
to Kigali through Gisagara.
- Feeder road No.7 Rango-Kibirizi-Mugombwa road, 19.8 km of which 1.1km within
Muganza sector. This road is another important corridor connecting, to the RN1 at
Rango town, the northern part of Kansi and Mugombwa sectors, and the northern
part of Mukindo.
The influence area of the above road sections has been demarcated from two points of view:
areas of immediate and wider influence.
The section of road No.6 falling within Muganza sector includes the sub-section running from
north to south with two branches reaching the shores of Akanyaru River. The sub-section starts at
Mirayi at the northern border of the sector and ends at Mugombwa at southern border with
Mukindo sector. The influence areas of this sub-section are:
 The immediate influence area encompasses all the cells excluding the western cell of
Remera, and accounts for 79% of the sector area.
 The wider influence area includes the sectors of Gishubi and Mukindo that use the road to
reach the RN1.
The short section of road No.7 falling within Muganza sector runs along the southernmost border
with Mugombwa sector, the influence areas of this sub-section are:
 The immediate influence area encompasses the southern part of Saga cell accounting for
11% of the sector area.
 The wider influence area includes the sectors of Muganza and Mukindo because the road
sub-section interconnects with road No.6 so that ensuring an additional route to reach
RN1 through Rango.

Heavy vehicle traffic projections. In Muganza sector the arable land is almost completely
improvement of socioeconomic conditions. The demographic growth of Muganza in the past 10
years has averaged 3.5% per year, significantly higher than the national average (2.6%) and the
district average (2.1%) as well. Assuming that the demographic growth will keep the same pace as
NMT
(AADT)
(unit)
All weather with
Total motorized
All weather - all
Non motorable
heavy vehicles
Seasonal with

Seasonal - all
light vehicles
motorcycle
categories
categories
the road Within

vehicle
vehicle
Bicycle
traffic
4WD
4WD
Total the
km sector
km
Traffic 2012
Kirarambogo-Rwamiko- 35.5 18.4 X - 5 20 25 30
Saga-Mugombwa
19.8 1.1 X 4 15 19 20
Mugombwa
Traffic 2022
Kirarambogo-Rwamiko- 35.5 18.4 5 24 15 44 20
Saga-Mugombwa
19.8 1.1 6 31 18 55 25
Mugombwa


A group of sector residents was asked to list the basic services that need to be improved and the
- Electricity
- Technical school
- Health Centre
- Road
- Water supply
b) One basic need of priority out of the above mentioned: water
c) The public consultation put road improvement as third priority.
The road was given third priority in basic needs for improvement.
1.2.10 Kansi Sector

The sector borders Huye district to the west, Kibilizi sector to the north, Kigembe to the south and
Mugombwa to the east.
It comprises 4 cells of : Bwiza, Umunini, Akaboti and Sabusaro
The Sector extends over a total area of approximately 42 square kilometres representing 6.2% of
the district area. The total population is 18,504 persons (Males: 8,472; Female: 10,032, census
growth rate 2002-2012 of 0.1%. The population of Kansi accounts for 5.7% of the district
population and has density 7.2% lower than the district average (475 inhab. /km2). The population
growth has been insignificant the reasons of the demographic stagnation of the sector could not
be explained.
The terrain is undulating, western part of the sector reaches the highest altitude ranging from
1700 to 1600m, whereas eastern part progressively descending from 1500m to 1420.
In Kansi soil erosion is a recurrent concern of residents, the southern marshlands to be reclaimed
into irrigation schemes are environmentally the most sensitive area. Anti-erosion measures are

Health Sector:
 There are two health centres in the sector:
- Gikore Health Centre in Sabusaro cell
- Kansi Health centre in Akaboti cell.

The insufficient number of health facilities makes the trips of residents of the furthest cell
(Umunini) as long as 7km.
Education Sector:
both located in Akaboti cell.
 Primary schools: There are 6 primary schools comprising 6-year and are in all cells with
Akaboti Sabusaro having two each.
9-year: There are 4 each cell having one
12-year cycle. These are three and are all in Akaboti cell.
 There are three secondary schools: One is government sponsored, the second run by nuns
of the Catholic Church and the third is run by Brothers of the catholic church also. All
secondary schools are located in Akaboti cell.
 The sector has religious institutions. Two are for training nuns and one for brothers
The distribution of education facilities is varied, primary schools are located in all cells, the
walking distance to be covered by day school goers ranges from one to 2 kilometres. Secondary
schools just in one cell (Akaboti), but they offer accommodation facilities to students.
produces can implement their transactions. In Kansi town there is a market which is organized in
an open place and operates once a week. There are also selling points at Gikore and Ruhaha.
Farmers of Umunini cell (the furthest one) have to cover in average 5km to take their produce to
market-
The sector other public services include Umurenge SACCO, Churches and bars and restaurants.
The sector offices are along the road Kibirizi-Kansi-Gikore heading to Kigembe. To access the
sector offices the maximum distance to be covered is 7km for the residents in Sabusaro cell.
Agriculture is the main activity of the sector being just like most of the sectors of the district.
Agriculture
Most important crops are: maize, beans and rice.
The most important crop of the sector is maize, the output in seasons A and B of 2012 amounted
to 1,400 tons, accounting for 8.3% of the district total output significantly higher than the
population share (5.7%). Beans show an output less important, the output of 1,842 tons accounts
for 7.2% of the district output. The rice production is also noticeable, in percentage of the district
production slightly higher than the population share of the sector. In table 17 below are displayed
Households self-
population density Cultivated Total Arketed
area consumption &
losses at harvest
2 2
Kansi 42.0 18,504 441

Main crops
Maize 400 1,400 1,050 350
as % of district 8.3% 8.3% 8.3%
Beans 1,535 1,842 921 921
as % of district 7.2% 7.2% 7.2%
Cassava 0 0 0
as % of district
Rice 143 715 715
as % of district 5.9% 5.9% 5.9%
Trading activities
households, Kansi sector lacks important commercial centres. It appears part of manufactured
goods are obtained from the trading centres in neighbouring sectors and brought to small village
shops where households can obtain them.

No major agricultural projects were reported in the sector

The sector is traversed by two main feeder roads.
a) Feeder road No.7 Rango-Kibirizi-Mugombwa road, 19.8 km of which 4.29km within Kansi
sector. This road is another important corridor connecting Mukindo and the northern
Mugombwa to the RN1 at Rango town.
b) Feeder road No.8 Mugombwa-Mukindo-Gitege-Mukomacara-Gikore-Kansi-Kibirizi; with
sub-section Gikore –Rubona, total length 36.6km of which 14.31km within Kansi sector.
This road interconnects with road No.7 at the start in Kibirizi and at the end in
Mugombwa, creating a loop traversing all the southern part of Gisagara district.
The section of road No.7 falling within Kansi sector runs along the northern border of the sector
with Kibilizi, the influence areas of this sub-section are:
 The immediate influence area is limited to the Umunini cell accounting for 17% of the
sector area.
 The wider influence area includes the sectors of Mugombwa and the southern part of
Muganza sector.
The section of road No.8 falling within Kansi sector traverses the entire sector from north to
south, the influence areas of this sub-section are:
 The immediate influence area encompasses all the sector’s cells excluding only the
accounts for 84% of the sector area.
 The wider influence area includes the sector of Mukindo and the southern part of
Mugombwa, and the eastern part of Kigembe that have an alternative route to reach the
RN1 at Rango town.


The condition of the road No.8 is bad, it has a difficult and dangerous accessibility during the rainy
season especially, and some short sub-sections appear to be in better condition.
Heavy vehicle traffic projections. In Kansi sector the arable land is almost completely exploited,
of yields.
improvement of socioeconomic conditions. In Kansi sector in the past 10 years the population has
not increased, 0.1% according to 2012 census, migration to neighbouring district might have been
the cause. Assuming that the demographic growth will keep the same pace as the past decade
and taking into consideration the improvement of economic condition represented by GDP per
capita annual growth, the Consultant has assumed that light vehicle traffic growth would average
3% per year.
NMT
(AADT)
(unit)
vehicle categories
vehicle categories
All weather with
Total motorized
All weather - all
Non motorable
heavy vehicles
Seasonal with
Name of start and end of the

Seasonal - all
light vehicles
motorcycle
> 3.5 tons
< 3.5 tons
road Within
Bicycle
traffic
4WD
4WD
Total the
km sector
km
Traffic 2012
No.7 Rango-Kibirizi-Mugombwa 19.8 4.29 X 4 15 19 20
No.8 Mugombwa-Mukindo-
Gitege-Mukomacara-Gikore- 36.61 14.31 X 6 14 20 25
Kansi-Kibirizi
Traffic 2022
No.7 Rango-Kibirizi-Mugombwa 19.8 4.29 6 31 18 55 25
Gitega-Mukomacara-Gikore- 36.61 14.31 9 58 34 101 45
Kansi-Kibirizl

A group of six sector residents was asked to list the basic services that need to be improved and
the priority of improvement implementation.
- Health centre
- School
- electricity
- Road
- Water supply
c) The road was given second priority among basic services needing improvement.
1.2.11 Mugombwa Sector

The Sector borders Kibilizi and Kansi sectors to the east, Muganza to the north-west, Mukindo
sector to the west and Kigembe sector to the south.
It is composed of 5 cells: Mukomacara, Baziro, Kibu, Kibayi and Mugombwa.
growth rate 2002-2012 of 2.1%. The population of Mugombwa accounts for 7.1% of the district
population and has density slightly lower than the district average (475 inhab. /km2). The
population growth has been growing at same rate as the district average (2.1%).
The terrain is rolling with an increasing altitude from north-west to south-east, reaching the
maximum elevation of 1,680m in south-eastern cell of Kihbay and decreasing up to 1,430m once
again to eastern border of the sector.
In Muganza setor soil erosion is a recurrent concern of residents. Anti-erosion measures are

Health Sector:
 There is a health centre in the sector in Mugombwa cell. There is also a dispensary within
Mugombwa trading centre. Due to the peripheral location in relation to the sector area this
health centre is used by residents of Mugombwa, Kibay, Baziro and Kibu whereas the
habitants of Mukomacara cell use the health centre of Gikore in Kansi sector. Whatever is the
addressed centre the maximum distance does not exceed 3km.
located in all the cells of the sector.
 Primary schools: There are 5 primary schools. Two of these have 9-year cycle and one has
12-year cycle.
 Secondary schools. There no other secondary schools other than the 9-year and 12-year
cycles located in Mugombwa.
The nursery section, the schools are evenly placed in the sector and the average distance is no
more than 1.5 km. The primary schools are also fairly well spread in several cells. Average
distance does not exceed 1.5km but for the residents in cells without primary schools the average
distance may reach up to 3.5km.
produces can implement their transactions. In Mugombwa sector there is only two markets
located at Bishya and Kabuga in Mugombwa cell. Due to the peripheral location in relation to the
sector area, these markets are used by residents of Mugombwa, Kibay, Baziro and Kibu whereas
the habitants of Mukomacara cell use the market of Gikore in Kansi sector. Whatever is the
addressed centre the maximum distance does not exceed 3km.
The sector lacks any other public services.
The sector offices located in Mugombwa, represent the centre of activity for the entire sector.
From these offices vehicles belonging to sector employees moves to the cell to deliver services.
People seeking varied services come to the offices. Periodically sector functions or national
functions are organized here. To access such offices the residents trips vary from 1 to 7km.

Agriculture
Most important crops are: maize and beans, cassava cultivation is negligible and no rice
cultivation.
This sector has maize cultivation as the most important output, having produced 1,610 tons in
2012, seasons A and B, the maize output accounts for 9.6% of the district total output, higher
than the district population share. Beans show an output of 1.885 tons equally important, but in
percentage of the district production approximately equal to the population share of the sector.
In Table 19 below are displayed the total output and marketed share of main crops as per season
2012A.
Households self-
area consumption &
losses at harvest
2 2
Mugombwa 49.8 22,872 459
Main crops
Maize 460 1,610 1,208 403

Households self-
area consumption &
losses at harvest
as % of district 9.6% 9.6% 9.6% 0.0%
Beans 1,571 1,885 943 943
as % of district 7.4% 7.4% 7.4% 0.0%
Cassava 0 0 0 0
as % of district
Rice 0 0 0 0
as % of district
Trading activities
households, generating some road traffic. Mugombwa sector has a small trading centre not far
from the sector offices. It is here that some trade is carried out by traders who go to bigger towns
like Huye to obtain industrial items for selling to the population.

In Mugombwa sector no important development projects are on-going or planned.

Mugombwai sector is traversed by two feeder roads:
a) Feeder road No.7 Rango-Kibirizi-Mugombwa road, 19.8 km of which 8.33km within
Mugombwa sector. This road is another important corridor connecting Mukindo to the
RN1 at Rango town through Kansi sector.
b) Feeder road No.8 Mugombwa-Mukindo-Gitege-Mukomacara-Gikore-Kansi-Kibirizi; with
sub-section Gikore –Rubona, total length 36.6km of which 5.48km within Mugombwa
sector. This road interconnects with road No.7 at the start in Kibirizi and at the end in
The section of road No.7 falling within Mugombwa sector runs from west to east in the northern
part of the sector, the influence areas of this sub-section are:
 The immediate influence area encompasses the cells of Mugombwa, Kibayi and part of
Baziro cells accounting for 41% of the sector area.
 The wider influence area includes all Mugombwa sector and the southern part of
Muganza that have an alternative route to reach the RN1 at Rango town.
The section of road No.8 falling within Mugombwa sector traverses the southern part of the
sector from west to east, the influence areas of this sub-section are:
 The immediate influence area encompasses the Mucomakara cell and the southern part
of Mugombwe cell, accounting for 27% of the sector area.
 The wider influence area includes the sector of Mukindo the eastern part of Kigembe that
have an alternative route to reach the RN1 at Rango town.


season especially, and some short sub-sections appear to be in better condition.
Heavy vehicle traffic projections. In Mugombwa sector the arable land is almost completely
improvement of socioeconomic conditions. The demographic growth of Mugombwa in the past
10 years has averaged 2.1% per year, lower than the national average (2.6%) and equal to the
district average (2.1%). Taking into consideration the improvement of economic condition
traffic growth would average3.5% per year.
NMT
(AADT)
(unit)
vehicle categories
vehicle categories
All weather with
Total motorized
All weather - all
Non motorable
heavy vehicles
Seasonal with

Seasonal - all
light vehicles
motorcycle
< 3.5 tons
Withi
>3.5 tons
the road
Bicycle
traffic
4WD
4WD
Total n the
km secto
r km
Traffic 2012
19.8 8.33 X 4 15 19 20
Mugombwa
Gitege-Mukomacara- 36.61 5.48 X 6 14 20 25
Gikore-Kansi-Kibirizi
Traffic 2022
19.8 8.33 6 31 18 55 25
Mugombwa
Gitege-Mukomacara- 36.61 5.48 9 58 34 101 45

- Market
- School
- Electricity
- Road
- Water supply
c) Road was 3rd priority (after water supply).
1.2.12 Mukindo Sector

The Sector borders Burundi across Akanyaru River to the east and south, Mugombwa sector to
the west and KIgembe sector for a short stretch to the south.
It is composed of 4 cells: Gitega, Mukiza, Nyabisagara and Runyinya
of the district area. The total population is 26.132 persons (Males: 12,257; Female: 13,875, census
growth rate 2002-2012 of 1.4%. The population of Mukindo accounts for 8.1% of the district
population and has density 9.8% higher than the district average (475 inhab./km2). The population
growth has been much lower than the district average (3.5%).
The terrain is rolling with small variations declining from 1450m at the north-eastern border to
1340m along the shores of Akanyaru River.
In Mukindo anti-erosion measures are extensively applied in cultivated areas, no parks or
protected areas are located in this sector.

Health Sector:
 There is Kibayi Health Centre in Nyabisagara cell. The Health centre is located in centre-
northern part of the sector, the residents of southern Mukiza cell have to cover an average
distance of 5km. for all other cells distances vary from 1 to 3km. at an equidistant position
from the north most and the south most points of the sector.
 Nursery schools: There are 5 nursery schools for children from 3 to 5 years old, one in
each cell.
There are 3 primary schools comprising 6-year in Mukiza, Magi and Runyinya
9-year; Groupe Scolaire Joma and
12-year cycles; Ecole Secondaire Magi.
 Secondary schools. There are no other secondary schools in the sector.
NB It worth noting that Primary schools with 9-year and 12-year cycle are considered as secondary
schools by many.
For nursery section the schools are evenly placed in the sector and the average distance is no
more than 2 km. The primary schools are more or less equally distributed also, maximum walking
distance for day school goers would not exceed 3km.
produces can implement their transactions. These points are road traffic generators. In Mukindo
sector there is one market in Runyinya cell which serves as such a point. It operates twice a week.
Residents of southern Mukiza cell have to cover an average distance of 7km to trade their crops.
No other public services of any significant value that are worth mentioning here.
The sector offices represent the centre of activity for the entire sector. From these offices vehicles
belonging to sector employees moves to the cell to deliver services. People seeking varied
services come to the offices. Periodically sector functions or national functions are organized
here. The location of the offices in Nyabisagara is central within the sector area, trips to access
the offices do not exceed 4km.

Agriculture
Most important crops are: rice, maize and beans.
Rice cultivation is the most important cultivation, its output has amounted to 2,203 tons in
seasons A and B of 2012, accounting for 18.2% of the district total output. Also maize has a
certain importance, the output amounted at 1,855 tons accounting for 11% of the district output.
Beans show a noticeable output, in percentage of the district production (7.2%) is slightly lower
than the population share of the sector. In Table 23 below are displayed the total output and
marketed share of main crops as per seasons A and B of 2012.
Households self-
area consumption &
losses at harvest
2 2
Mukindo 50.2 26,132 521
Main crops
Maize 530 1,855 1,391 464
as % of district 11.0% 11.0% 11.0%
Beans 1,538 1,846 923 923

as % of district 7.2% 7.2% 7.2%

Cassava 0 0 0 0
as % of district
Rice 441 2,203 2,203
as % of district 18.2% 18.2% 18.2%
Trading activities
These activities are mainly linked to the supply of manufactured products to households, they
generate some road traffic. The market in Runyinya cell is the sole point where people from the
sector obtain the manufactured goods.

In Munyiginya sector no important development projects are on-going or planned.

Mugombwa sector is traversed by three feeder roads:
a) Feeder road No.8 Mugombwa-Mukindo-Gitege-Mukomacara-Gikore-Kansi-Kibirizi; with
sub-section Gikore –Rubona, total length 36.6km of which 9.51km within Mukindo sector.
This road interconnects with road No.7 at the start in Kibirizi and at the end in
b) Feeder road No.9 Mukindo – Akanage – Akanyaru, total length 6.65km, runs entirely
within the sector. This road connects the Akanyaru river shores with the road No.8 just
before the Mukindo sector offices and there through the route to reach the RN1 at Rango
town.
c) Feeder road No.10 Gitega – Akanyaru, total length 6.4km, runs entirely within the sector.
This road connects the Akanyaru river shores with the road No.8 at Gitega and there
through the route to reach the RN1 at Rango town.
The section of road No.8 falling within Mukindo sector traverses the northern and central parts of
the sector, the influence areas of this sub-section are:
 The immediate influence area encompasses the Runyinya, Nyabisagara and the northern
part of Gitega cell, accounting for 57% of the sector area.
 The wider influence area includes all the sector of Mukindo.
The road No.9 has the following influence areas:

 The immediate influence area encompasses the central and eastern parts of Gitega and
Mukiza cells, accounting for 28% of sector area.
 The wider influence area is equal to the immediate one.
The road No.10 has the following influence areas:

 The immediate influence area encompasses the western parts of Gitega and Mukiza cells,
accounting for 15% of sector area.
 The wider influence area is equal to the immediate one.


season especially.
The condition of the roads No.9 and 10 is very bad, they have a difficult accessibility all year round
that becomes dangerous during the rainy season especially.
Heavy vehicle traffic projections. In Mukindo sector the arable land is almost completely
improvement of socioeconomic conditions. The demographic growth of Munyiginya in the past 10
years has averaged 1.4% per year, approximately half of the national average (2.6%) and
significantly lower than the district average (2.1%). Assuming that the demographic growth will
keep the same pace as the past decade and taking into consideration the improvement of
economic condition represented by GDP per capita annual growth, the Consultant has assumed
that light vehicle traffic growth would average 3.5% per year.
NMT
(AADT)
(unit)
vehicle categories
vehicle categories
All weather with
Total motorized
All weather - all
Non motorable
heavy vehicles
Seasonal with

Seasonal - all
light vehicles
motorcycle
the road Withi

Bicycle
traffic
4WD
4WD
Total n the
km sector
km
Traffic 2012
Gitege-Mukomacara- 36.61 9.51 6 14 20 25
No.9 Mukindo-Akanage-
6.65 6.65 X - 3 15 18 20
Akanyaru
No.10 Gitega - Akanyaru 6.40 6.40 X - 2 11 13 15
Traffic 2022
36.61 9.51 9 58 34 101 45
Gitege-Mukomacara-

NMT
(AADT)
(unit)
vehicle categories
vehicle categories
All weather with
Total motorized
All weather - all
Non motorable
heavy vehicles
Seasonal with
Seasonal - all
light vehicles
motorcycle
the road Withi
Bicycle
traffic
4WD
4WD
Total n the
km sector
km
No.9 Mukindo-Akanage-
6.65 6.65 3 20 12 35 16
Akanyaru
No.10 Gitega - Akanyaru 6.40 6.40 3 20 12 35 16

- Electricity
- School
- Health Post
- Road
- Water
b) One basic need of priority out of the above mentioned: electricity
c) The public consultation put road improvement as third priority (after water).
The road was given third priority in basic needs for improvement. The need for these two
services is so urgent that it has relegated the road to third position although people consider it
very important.
1.2.13 Kigembe Sector

The Sector borders Nyaruguru district to the west, Kansi and Mugombwa sectors to the north,
Mukindo sector to east, and to south it is bordering the Nyanza sector and the Burundi across the
Akanyaru river.
The sector has 6 cells: Rusagara, Mpinga, Rubona, Nyabikenke, Gatovu and Agahabwa
growth rate 2002-2012 of 0.4%. The population of Musha accounts for 6.2% of the district

population and has density slightly lower than the district average (475 inhab./km2). The
population growth (0.4%) has been insignificant due to non-demographic reasons.
Terrain is undulating and declining from North-west to South-east, at the western border altitude
reaches 1700m and decreases to 1500m at the South-east.
In Kigembe soil erosion constitutes an environmental issue but not a threat. Anti-erosion
measures are extensively applied in cultivated areas, no parks or protected areas are located in
this sector.
Health Sector:
 There is no health centre in the whole sector. The nearest health centre is Kigembe Health
Centre but is located in Nyanza sector to the south. The health centre is of 3rd level aimed at
providing a minimum health care package as determined by the national standards for health
care. Trips to access the health centre from the furthest cell average 7km.
located in all the cells of the sector with one in each cell. Average distance to these
schools is estimated at less than 2km.
The six-year cycle are 2
The nine-year is one
There is also one secondary school
There is a VTC instructing students on building construction and Tailoring.
The lower education levels up to primary are spread evenly in the sector. For nursery section the
average distance is less than 2 km while for primary it does not exceed 4 km.
produces can implement their transactions. These points are road traffic generators. In Kigembe
sector there is no market. However there are several selling points:
Akadahero centre in Nyabikenke cell; Mpinga in Mpinga cell
Nyagasambu in Rusagara cell; Centre Rubona in Rubona cell
Uruhuha and Amashya in Mugahabwa; Janja and Kigarama in Gatovu cell
There are no outstanding public services in the sector
The sector offices represent the centre of activity for the entire sector. From these offices vehicles
belonging to sector employees moves to the cell to deliver services. People seeking varied
services come to the offices. Periodically sector functions or national functions are organized
here. Sector offices are centrally located in Agahabua cell on the RN1.

Agriculture
Most important crops are: maize and beans.

Maize cultivation is the most important cultivation, its output has amounted to 1,470 tons in
seasons A and B of 2012, accounting for 8.8% of the district total output. Also beans have a
certain importance, the output amounted at 2,026 tons accounting for 7.9% of the district output.
In Table 25 below are displayed the total output and marketed share of main crops as per seasons
A and B of 2012.
Households self-
area consumption &
losses at harvest
2 2
Kigembe 43.8 20,162 460
Main crops
Maize 420 1,470 1,103 368
as % of district 8.8% 8.8% 8.8%
Beans 1,688 2,026 1,013 1,013
as % of district 7.9% 7.9% 7.9%
Cassava 0 0 0 0
as % of district
Rice 0 0 0 0
as % of district
Trading activities
Trading activities are limited to very small trading centres and traders who go to big towns to
obtain merchandise to sell to sector residents.

There is a fish farming project that has been going on in this for a fairly long time. This is
implemented by the Ministry of Agriculture. It is in a swamp just a kilometre below the sector
offices. No other new important development projects are on-going or planned in sector.

The western part of Kigembe sector is traversed by RN1 from north to south, the sole feeder road
is:
a) Feeder road No.8 Mugombwa-Mukindo-Gitege-Mukomacara-Gikore-Kansi-Kibirizi; with
sub-section Gikore –Rubona, total length 36.6km of which 7.3km within Kigembe sector.
This road interconnects with RN1 in Agahabwa cell and with road No.7 at the start in
Kibirizi and at the end in Mugombwa, creating a loop traversing all the southern part of
Gisagara district.
The section of road No.8 falling within Kigembe sector traverses from west to east the central and
southern parts of the sector, the influence areas of this sub-section are:
 The immediate influence area encompasses the Rubona, Nyabikenke, Gatovu cells,
 The wider influence is equal to the immediate one.

The condition of the sub-section of road No.8in Kigembe is very bad, it has a difficult accessibility
all year round that becomes dangerous during the rainy season especially.
Heavy vehicle traffic projections. In Kigembe sector the arable land is almost completely exploited,
of yields.
improvement of socioeconomic conditions. . In Kigembe sector in the past 10 years the
population has not increased, 0.4% according to 2012 census, migration to neighbouring district
might have been the cause. Assuming that the demographic growth will keep the same pace as
NMT
(AADT)
(unit)
vehicle categories
vehicle categories
All weather with
Total motorized
All weather - all
Non motorable
heavy vehicles
Seasonal with

Seasonal - all
light vehicles
motorcycle
> 3.5 tons
< 3.5 tons
the road Withi

Bicycle
traffic
4WD
4WD
Total n the
km sector
km
Traffic 2012
Gitega-Mukomacara-Gikore- 36.61 7.3 X 4 11 15 20
Kansi-Kibirizl
Traffic 2022
Gitege-Mukomacara-Gikore- 36.61 7.3 9 58 34 101 45
Kansi-Kibirizl


b) List of basic needs:
- Electricity
- School
- Hospital
- Road
- Water supply
c) One basic need of priority out of the above mentioned: Market
d) The public consultation put road improvement as second priority.

2. ROAD NETWORK AND TRANSPORT MODEL
2.1 Core network and roads’ condition
2.1.1 The core network

The core network should meet the following requisites:
 Be composed by all-weather roads interlinked so as to ensure an equal and continued
connectivity to the serviced area i.e. all the sectors of the district.
 Support the development of economic activities through an efficient linkage with the
national roads network.
 Contribute to the facilitation of access to basic services.
 Connect all sectors’ administrative centres with district administrative.
At present the Gisagara road network does not fulfils the above requisites, main deficiencies are:
 The core network appears segmented in three parts, the northern and central ones
structured with an orientation east-west ending respectively at Save and at the border of
Kibilizi sector leading both to junctions with RN1.
 The network is loosely interconnected along the north-south axis, roads connecting
northern, central and southern sectors are of not homogeneous design and condition.
 The network does not ensure an efficient linkage to the national road RN1 running along
the western border of the district. Only one good junction with RN1 is the road Gisagara
town and Butare. Another junction to RN1 is located at Save representing a shorter route
(than Gisagara) to north-eastern sectors but the road condition is very bad.
 The connections with neighbouring districts of Nyanza to the north and Huye to the west
are limited, with Nyanza only one road traversing Gikonko sector in Gisagara, whereas
with western Huye district are available two feeder roads in addition to the national road
RN1.
The core network has a length of 230km of which approximately 15% in god condition or under
rehabilitation, the reminder is prevalently in poor condition and insufficient width of the roadway.
In conclusion the physical setup and the service level of the road network is somehow unbalanced
needing improvements namely in the southern sectors and also the interconnection with
southern neighbouring districts need to be improved.
2.1.2 Core network roads condition

The core network has been inspected carefully. The alignment has been topographically surveyed,
roads’ geometry has been analysed, hydraulic structures have been inspected and carriageway
condition assessed. In table 29 are summarized the main results of the core network inspection.
Table 29: Summary of condition of core network roads
Presence of Year of last Pavement
Road Length Width structures maintenance condition

Presence of Year of last Pavement

Road Length Width structures maintenance condition
No.1 Save ‐ Km 25.13 7-5m Lined and unlined side Poor maintenance has Mixed condition from
Gasagara ‐ drains. Frequent small been done in past fair to bad. Stretches
Gikonko ‐ Cyili bridges, some in bad years. No information in bad condition are a
condition. on last maintenance. minor part of the
road.
No.2 Gikonko- Km 33.41 6-3m Few stretches with lined No evidence of Deteriorated
Rwatano- and unlined side drains. maintenance or pavement with
Nyamageni- Two bridges in rehabilitation. longitudinal water-
Mamba reinforced concrete, induced erosion on
several small bridges in steep slopes
wood structure.
No.3 Mamba - Km 6.86 5-3m No side drains or Very bad condition
Kabumbwe culverts. with potholes, water-
No evidence of induced longitudinal
maintenance or erosion on steep
rehabilitation. slopes and
widespread
vegetation
encroachment
No.4. Rwatano – Km 7.79 6-5m Lined and unlined side Poor maintenance has Mixed condition from
Kahwene - Ngiryi drains, some in bad been done in past fair to bad. Stretches
condition. years. No information in bad condition are a
on last maintenance minor part of the
road.
Km5.33 7-5 m Lined and unlined side No evidence of Pavement in very bad
drains. Frequent small maintenance or poor condition.
No.5 Save – bridges, some in very rehabilitation. Potholes, water-
Rwanza - bad condition. induced longitudinal
Rwabuye erosion on steep
slopes.
No.6 a Gisagara – km14.7 7-4 m Lined and unlined side Poor maintenance has Mixed condition from
Mirayi - drains. Some stretches been done in past fair to bad. Stretches
Kirarambogo- without drains. years. No information in bad condition are a
Rwamiko-Saga- Frequent reinforced on last maintenance. minor part of the
Mugombwa concrete bridges, some road.
wood bridges.
No.7 Rango – Km 17.53 7-6 m Lined and unlined side Poor maintenance Pavement in bad
Kibirizi - drains. Frequent small (especially side drains) condition. Potholes,
Mugombwa bridges, some in wood has been done in past water-induced
structure. years. No information longitudinal erosion
on last maintenance. on steep slopes.
No.8 Mugombwa- Km36.30 6-5 m Lined and unlined side Poor maintenance has Mixed condition from
Mukindo-Gitege- drains. Some stretches been done in past fair to very bad.
Mukomacara- without drains. Few years. No information Stretches in very bad
Gikore-Kansi- reinforced concrete on last maintenance. condition are a minor
Kibirizi; branch bridges, some wood part of the road.
Gikore -Rubona bridges.
No.9 Mukindo – Km 6.653 4-3 m No drains and culverts. No evidence of Very bad condition,
Akanage - maintenance or dangerous passability
Akanyaru rehabilitation. at swampy area
crossing.
No.10 Gitega - Km 6.402 3-5 m No drains and culverts. No evidence of Very bad condition,
Akanyaru Two small bridges of maintenance or dangerous passability
which one in very bad rehabilitation. at swampy area
condition crossing.

2.2 Road transport model

The construction of the transport model is aimed at pointing out inefficiencies of the road
network and at identifying the various types of intervention (upgrading, rehabilitation,
maintenance, OPRC contracts and HILO works) that, while achieving their specific objectives,
contribute also to the improvement of the overall performance of the road network in both
technical and socioeconomic terms.
The model builds on the analysis of the district transportation demand constituted by the in-and-
out flows of traffic of goods and passengers.
On the basis of the socioeconomic analysis (see Chapter 1) the district transportation demand is
summarized in the table below.
Table 30: District transportation demand
Type of traffic flow Description
Goods outflow
 Origin & type of goods The sole outflow of Gisagara district is generated by the agricultural
surplus ranging from 50 to 75% of the total output. The surplus produce
are transported by farmers to the sector markets to be sold to traders.
More productive areas are concentrated in northern sectors.
 Destination of goods The surplus, consisting of foodstuffs, is conveyed northwards to Kigali
market. The paddy rice produced in the district is transported entirely to
the rice mill of Rwatano in Gikonko sector.
Goods inflow
 -Origin & type of goods The goods inflow consists of manufactured products for household’s
consumption and agricultural inputs. The origin of both types of goods is
Kigali.
 Destination of goods The destinations of goods for households consumption are the sector
markets, whereas the agricultural inputs are delivered to district
warehouses.
Passengers outflow
 Origin & type of trips Trips have varied purposes and origins. Commercial and administrative
purposes are the most frequent, they originate from all dwelling areas of
the district.
 Destination of trips The destination of commercial trips is Kigali, Gisagara is the destination of
administrative trips.
Passengers inflow
 Origin & type of trips The origin of inflow trips is Kigali mainly consisting of traders and
administration officials.
 Destination of trips The destinations of commercial trips are the market places of the sectors,
whereas destination of administration officials is the district office of
Gisagara town.
The above transportation demand is better serviced in central sectors of the district where the
feeder roads network offers short and relatively good connection with the RN1 through the road
Gisagara-Butare.
The transportation demand of northern sectors and in particular of north-eastern sectors of
Mamba, Gikonko and Musha, are penalized by the absence of a direct connection to the national

road RN1, hence a longer routes to Kigali. This deficiency has an adverse impact on the district
development because in the abovementioned sectors agricultural surpluses account for 63% of
the Gisagara marketed agricultural output.
The transportation demand of southern sectors is better serviced because the national road RN1
traverses two of the three sectors, only Mukindo sector has difficult connection with the RN1.
In all district the demand of transportation originated in the areas adjoining the Akanyaru River
and in marshlands is insufficiently serviced by feeder roads in bad conditions.
Two main conclusions can be drawn:
(i) The linkage with the RN1 needs to be strengthened by adding at least two new links in the
northern part of the district.
(ii) The roads serving to convey towards markets the agricultural production of the areas
adjoining the Akanyaru River and in marshlands, need to improved.

3. IDENTIFICATION OF ROAD IMPROVEMENTS
3.1 Intervention logic

The identification and evaluation of interventions to improve the district feeder roads has been
guided by the following criteria:
 Connection to the district road network of all sectors’ administrative centres all-weather
roads.
 Reduction of transportation cost for goods and passengers starting from the most
penalized sectors.
 Increase of the road network efficiency, namely in terms of connectivity and
transportation costs reduction, through the progressive expansion of rehabilitated
network
 Road improvements while achieving their specific objectives contribute also to the
improvement of the overall performance of the road network in both technical and
socioeconomic terms.
 Road improvements aimed at increasing the average speed at 40kmh.
 Road design targeting a maintainable standard and the participation of local communities.
3.2 Proposed road improvements

General. The rehabilitation work is mainly focused on interventions below:
a. rehabilitation/maintenance of bridges and drainage works
b. rehabilitation of the carriageway pavement standardising the width at 6 or 7 m.
a. Rehabilitation/maintenance of bridges and drainage works
This intervention consist especially on construction every 250 of the pipe culvert along the roads
according to the recommendations of the RTDA. The consultant has proposed three side drain
types: (i) rectangular in masonry at the crossing of important villages, and (ii) trapezoidal unlined
or in masonry when the gradient is greater than 5%.
The majority of existing bridges will be rebuilt in the current location with abutments in masonry
and slab in reinforced concrete. The consultant has proposed to raise the elevation of the existing
bridge at least one meter in areas where the existing pavement shows signs of erosion due to
water overflow during the raining season. Selected draining material will be used for the
construction of the embankment and if necessary some pipe culvert will be added to facilitate the
water flow crossing the road.
b. Rehabilitation of the carriageway pavement standardising the width at 6 or 7 m
Interventions for rehabilitation carriageway have been defined on the basis of the roads’ survey,
including topographical survey, geotechnical information and experience in the work construction
for the similar roads project. Below detailed the four typical interventions proposed by the
Consultant for rehabilitation of the carriageway.

INTERVENTION TYPE 1. The carriageway of road has been rehabilitated but the wearing course is
degraded nevertheless vehicles can ride at speed higher than 30 km / h on the major part of the
alignment.
Photo 1: Deterioration requiring intervention type 1
The procedure of this intervention is implemented according to the following scheme:

 geometric adjustment, compaction and completion of the platform
 construction of the wearing course: selected gravel layer th.± 15cm after compaction
 reinforcement of the existing drainage and structure.
INTERVENTION TYPE 2. The existing road is a pathway or shows signs of very old work without
maintenance and sometimes completely encroached by vegetation.

 Clearing of undergrowth-cleaning of road surface

 Scarification, geometric adjustment, compaction and completion of the platform
 Construction of the wearing course: selected gravel layer th.± 15cm after compaction
 Construction of pipe culvert, side drains and structures.
INTERVENTION TYPE 3. This intervention is especially concentred in the section where the road
crosses areas used for the irrigated crops. In this section the natural ground is characterized by a
high content of clay and shows the max depression of the longitudinal profile.

 Purge of the existing clay sol
 Construction of the embankment using selected draining material
 Strengthening of the existing drainage if necessary.
INTERVENTION TYPE 4. It improves the circulation of vehicles in the outcrops areas.


 Removal of heap of rocks
 Geometrical adjustment, compaction and completion of the platform
 Construction /reinforcement of the existing drainage and structure.
If the cost of the removal of heap rock is very high the contractor should verify if it is possible to
use cyclopean concrete to level the surface outcrops
On the plan and profile drawings are presented in detail the road sections where each
intervention type will be applied. The intervention T2 will be applied to 83% of the road length
while the T1, T3 and T4 will encompass 13%, 3% and 0% of the roads length. Below in the table
the length of each intervention.
Table 31: Road Length by intervention type
Intervention type Length (km)

T1 23.5
T2 152.8
T3 5.9
T4 0
Total 182.2
The summary of interventions aimed at improving the selected feeder roads are presented in the
table 32, overleaf is displayed the map of interventions,
Table 32: Summary of road improvement interventions
Intervention type on
Length Width Drainage Bridge
the carriageway
ID Route pipe
km m T1 T2 T3 T4 culverts Deck RC Abutment
M
length
1 Save-Gasagara-Gikonko-Cyili 25.1 7.0 4.5 20.5 0.3 900
2 Gikonko-Rwatano-Nyamageni-Mamba 33.4 6.0 5.5 26.9 1 423 2(12x4)
3 Mamba-Kabumbwe 6.8 6.0 6.8 208
4 Rwatano-Kagwene-Ngiryi 7.8 6.0 3.5 4.3 200
5 Save-Rwanza-Rwabuye 5.3 6.0 5.3 160 8x5
Gisagara-Mirayi-Kirarambogo-
6 Rwamiko-Saga-Mugombwa 35.8 6.0 5.5 28.4 1.9 1136 2(8x5) and3(8x4)
7 Rango-Kibirizi-Mugombwa 17.5 7 16.1 1.4 1120 8x5 and 10x4
Mugombwa-Mukindo-Gitega-
8 Mukomacra-Gikore-Kansi-Kibirizi- 36.3 6.0- 4.5 31.5 0.3 850 8x4
7.0
Rubona
9 Mukindo-Akanage-Akanyaru 6.7 6.0 6.7 1 208
10 Gitega-Akanyaru 6.3 6.0 6.3 208
Legend: Intervention on the carriageway

T1: Reshaping and recharging existing carriageway
T2: complete construction: carriageway widening, new drainage structures and bridges (if any)
T3: subgrade removal unsuitable material+ fill material + recharging and complete construction
T4: Removal of heap of rocks and recharging (for memory only because in this district this intervention is not included).

Proposed feeder roads improvement

4. INTERVENTIONS ECONOMIC EVALUATION AND PRIORITIZATION
4.1 Evaluation and prioritization method
4.1.1 Selected evaluation and prioritization method

The method to evaluating the proposed road improvements and to prioritizing their
implementation schedule has been selected paying due consideration to the roads’ technical
characteristics and socioeconomic environment of the traversed areas.
The socioeconomic profile of sectors and the technical survey of the feeder roads have
highlighted the following critical aspects:
- very low and uncertain current traffic volume,
- duration of periods of disrupted passability vaguely reported,
- road condition variable according to season, hence roughness indicator (IRI) difficult to
determine,
- levels of service and corresponding road user costs defined not only through roughness;
- high potential to influence economic development,
- important share of beneficiaries other than motorized road users, and
- high uncertainty of the traffic projections and always lower than 50 AADT if motorcycles
are excluded.
The above critical points advise to evaluate the proposed road improvements with Cost-Benefits
analysis (CBA) rather than the RED model. The CBA, through appropriate indicators, has been
deemed more apt to catch the varied positive effects of the feeder roads improvement.
The CBA is based on the cost/benefit ratio where the benefit is evaluated with a multi-criteria
analysis compounding various indicators with the procedure described below.
 Step 1: Intervention benefit
Indicator Indicator weight
Benefit Indicator Concept
range (2 to 10)
1. Connectivity Indicator Potential for linking other areas
2. Remoteness Indicator Level of current inaccessibility
1 min
3. Traffic Indicator Transport demand & Economic potential To be determined in
to
agreement with RTDA
4. Socio-economic Indicator Facilitation of access to proximity services 5 max
5. Community Priority Indicator Community needs and priorities
The 5 indicators, quantifying various benefits of the proposed roads improvement, are
compounded into a sole Road Improvement Benefits Indicator (RIBI) by attributing to each
indicator a weight ranging from 0.13 to 0.28 and all together summing 1 as shown in formula (1):
(1)
where:
IjLJ = Indicator Ij of road Li
Wj Li = Weight j of indicator

The formula (2) has been used to calculate the total benefit (RIBI - Road Improvement Benefit
Indicator) of each road intervention:
(2)
where:
BLi = Road Improvement Benefit Indicator of road Li
IjL i = Indicator j of road Li
Wj Li = Weight j of indicator j
 Step 2: Cost/benefit ratio of each intervention defined as Cost Effectiveness Indicator - CEI,
and consisting of the per-capita cost of the intervention weighted with the benefit indicator.
The cost/benefit has been calculated using the following formula (3), which takes into
account the estimated cost, the population served and the benefit derived from Step 1.
(3) C/B ratioi= CLi / PLi BLi
where:
C/B ratioi = Cost Effectiveness Indicator (CEI) of road Li
CLi = Cost of road Li
PLi = Size of population served by road Li
BL i = Benefit of road Li
According to the above method, the highest priority is attributed to the road improvement
presenting the best CEI cost-effectiveness, i.e. lowest per capita capital investment and highest
socio-economic benefit.
The procedures to estimate the benefits and the per-capita cost of roads improvement are
described hereafter whereas detailed calculations are presented in Annex 1.
4.1.2 Connectivity indicator

Concept and objective. Potential of the road under evaluation to connect other areas within
and outside the district. The objective of this indicator is to assess the contribution of the road
improvement to the transport performance of the district’s road network.
Method of connectivity assessment. Counting of other feeder roads intersected or connected
to the road under evaluation.
Sources of data and information. District topographic maps. Topo maps information is
confirmed by highway engineer during the roads reconnaissance.
Indicator calculation and range. The connectivity indicator is calculated, assigning the value 5
to the road with the highest number of intersected/connected roads. For the other roads the
indicator is proportionally decreased in relation to their number of intersected or connected
roads.
Indicator weight. The connectivity indicator has been assigned the weight ranging from 0.20 to
0.28.

4.1.3 Remoteness indicator

Concept and objective. Level of permanent or periodic inaccessibility of the road under evaluation.
The objective of this indicator is to assess the effect of the road improvement on the all-weather
use of the road.
Method of remoteness assessment. Evaluation using two sub-criteria: (a) road passability by type of
vehicles, (b) distance from closest National Road (RN) road.
Passability is rated in 5 classes: (i) All weather - all vehicle categories, (ii) All weather with 4WD,
(iii) Seasonal - all vehicle categories, (iv) Seasonal with 4WD and (v) Non motorable.
Distance from the closest national road (RN roads) is evaluated as the distance from the central
point of the road under evaluation and the closest national road.
Sources of data and information. Information from District Engineer and current road users sub-
criterion (a) and from topographic maps sub-criterion (b).
Indicator calculation and range. The remoteness indicator is figured out as the average of the
indicators calculated separately for the above described two sub-criteria.
The passability sub-criterion (a) is calculated assigning an ascending rate from 1 to 5 to classes
from (i) to (v) respectively.
The distance from closest RN sub-criterion (b) is calculated assigning the value 5 to the road with
the longest distance from the RN. For the other roads the indicator is proportionally decreased in
relation to the reduction of the distance from the RN.
Indicator weight. The remoteness indicator has been assigned the weight ranging from 0.17 to
0.20.
4.1.4 Traffic indicator

Concept and objective. Expected traffic of the road under evaluation based on the economic
potential of the served area and consequent transport demand. The objective of this indicator is
to assess the contribution of the road improvement to the development of the served area.
Method of traffic assessment. Evaluation of: (a) the current MT &NMT traffic, (b) current transport
demand, (c) projected MT&NMT traffic (10 years). The method of traffic projections is discussed in
foregoing sub-section 1.2.1.
Sources of data and information. Current traffic: district/sector engineer and check with the
Moving Observer method during the roads inspection of the highway engineer.
Current transport demand estimated by the marketed agricultural/livestock production drawn
from district statistics disaggregated by sector.
Traffic projection: (i) Marketed agricultural products projections: Consultant estimate. (ii)
Expected production of large development projects (LWH-RSSP): data provided by LWH-RSSP
project managers. (iii) Passengers traffic on the basis of demographic growth and GDP per capita
growth.
Indicator calculation and range. The traffic indicator is calculated, assigning the value 5 to the
road with the highest traffic volume. For the other roads the indicator is proportionally decreased
in relation to the lower traffic volume
Indicator weight. The traffic indicator has been assigned the weight ranging from 0.20 to 0.27.

4.1.5 Socioeconomic indicator

Concept and objective. Facilitation of access to proximity services and distance from closest
market or selling point. The objective of this indicator is to assess the impact of the road
improvement on the living condition of the served area population.
Method of socioeconomic assessment. Evaluation using two sub-criteria: (a) average distance
from basic services, (b) distance from closest market or selling point.
Distance from basic services (sub-criterion a) that include schools, health centres and
administrative sector office, are has been estimated as discussed imp sub-section 1.2.1
Methodological Note. On the basis of the estimated average distances the access to basic services
has been rated into 3 classes: (i) Better than the District Average put at 3km, (ii) Same as the
District Average, (iii) Worse than the District Average.
Distance from the closest market or selling point (sub-criterion b) is evaluated as the distance of
the farthest cell from the closest market or selling point.
Sources of data and information. Sub-criterion (a): information on the location and served areas
of basic services from Sector Administrators, whereas distances to be covered to access the
services from topographic maps. Sub-criterion (b): distance from closest market from
topographic maps.
Indicator calculation and range. The socioeconomic indicator is figured out as the average of
the indicators calculated separately for the above described two sub-criteria.
The distance from basic services sub-criterion (a) is calculated assigning a rate of 1, 2 and 5 to
classes from (i) to (iii) respectively.
The distance from closest market or selling point is calculated assigning the value 5 to the road
with the longest distance from the market. For the other roads the indicator is proportionally
decreased in relation to the reduction of the distance from the market.
If the road under evaluation traverses more than one sector the responses of the local
communities of each sector are weighted by the length of the respective road stretches.
Indicator weight. The remoteness indicator has been assigned the weight ranging from 0.15 to
0.20.
4.1.6 Community priority indicator

Concept and objective. Opinion of communities of the area served by the road under
evaluation on the most needed improvement of basic services and infrastructures. The objective
of this indicator is to asses to what extent the road improvement is felt as factor of living
condition amelioration.
Method of community priority assessment. Public consultations organized at the sector
administrative centre with the presence of the leaders of at least four cells. After debating the
condition of basic services and infrastructure, the participants have been asked to establish a list
of the first 5 improvement needs and thereafter indicate the service or infrastructure deemed as
the first priority for improvement.
Sources of data and information. Public consultation notes.
Indicator calculation and range. The community priority indicator of road improvement is
calculated on the basis of its rank among the first 5 services or infrastructures needing
improvement. The indicator value of 5 is attributed the first priority. If the road under evaluation

traverses more than one sector the responses of the local communities of each sector are
weighted by the length of the respective road stretches.
Indicator weight. The connectivity indicator has been assigned the weight ranging from 0.13 to
0.20.
4.1.7 Per capita cost of roads improvement

The per capita cost of roads improvement has been calculated on the basis of the population of
the served area.
The served area of the feeder roads under evaluation has been identified on the basis of their
direct and wider influence areas as defined in sub-section 1.2.1. The estimate of served areas by
road are provided in sub-sections 1.2.2 through 1.2.15.
The population of the served areas has been estimated assuming an even distribution of the
population throughout the sector area, this assumption is made because no official demographic
data are available at cell level.
4.2 Results of interventions’ evaluation and ranking

The 5 indicators calculated as discussed in foregoing sub-sections have been compounded into a
sole Road Improvement Benefit Indicator (RIBI) as shown in formula (3) of sub-section 4.1.1.
Each indicator has been assigned a weight range depending on its importance as discussed
hereafter.
 Connectivity Indicator, weight range 0.20 ÷ 0.28. This indicator has assigned the highest
weight range because the general objective of the feeder roads improvement program is
the amelioration of the efficiency of the district’s road network.
 Remoteness Indicator, weight range 0.17 ÷ 0.20. This indicator has been assigned a
medium weight range because no evaluated road has resulted permanently inaccessible
to motorized traffic.
 Traffic Indicator, weight range 0.20 ÷ 0.27. This indicator has been assigned the second
highest weight range because the expected traffic volume is a measure of the potential
economic development of the influence areas of roads.
 Socio-economic Indicator, weight range 0.15 ÷ 0.2. This indicator has been assigned a
medium weight range because the feeder roads improvement will partially ameliorate the
trips’ mode to access the basic services from homesteads, such trips being made on foot
or bicycle along the shortest route that may not include the improved feeder roads.
 Community Priority Indicator, weight range 0.13 ÷ 0.20. This indicator has been assigned
the lowest weight range because of the difficulties in assessing the representativeness of
the opinions of consulted persons.
To evaluate the impact on the RIBI (Road Improvement Benefit Indicator) and on the CEI (Cost
Effectiveness Indicator) repeated simulations have been done combining the minimum, maximum
and medium weights of individual indicators.
The simulations’ results have shown that the RIBI changes moderately and the CEI (Cost
Effectiveness Indicator), hence the ranking of roads improvement is even less sensitive to the
changes of individual indicators weights.

In examining the CEI and ranking of roads improvement it is worth-noting that, in light of the
essence of any multi-criteria analysis, minor numerical differences of the indicator should not be
viewed as determinants of a precise ranking but as a tendency therefore the ranking results have
been grouped priority classes. Three priority classes have been defined as a range of the CEI:
 First priority class, CEI inferior to 15;
 Second priority class, CEI range [15, 30]
 Third priority class, CEI higher than 25.
In Table 33 are summarized the results of the evaluation and ranking of the proposed feeder
roads improvement, whereas the detailed calculation are presented in Annex 1 – tables 1.7, 1.8
and 1.9.
Table 33: Summary of roads improvement evaluation and ranking
CEI - Cost Effectiveness Indicator (Cost/Benefit
ratio)
Highest weights to
Mid range weight
Road
Road Name indicators 1 & 3, Equal weight to all Priority
ID No values to all class
lowest weights to indicators
indicators
indicators 2, 4 & 5
Ranking Ranking Ranking
CEI Indicator CEI Indicator CEI Indicator
6 Gisagara-Mirayi-Kirarambogo- 12.07 1 12.09 1 12.10 1
First Priority
Rwamiko-Saga-Mugombwa
4 Rwatano-Kagwene-Ngiryi 12.73 2 13.22 3 12.33 2
1 Save-Gasagara-Gikonko-Cyili; with 12.93 3 12.83 2 12.97 3

feeder to Kigaga
Mugombwa-Mukindo-Gitege-
8 Mukomacara-Gikore-Kansi-Kibirizi; 15.28 4 15.60 5 15.09 4
with feeder Gikore -Rubona
Second Priority
7 Rango- Kibirizi-Mugombwa 15.35 5 15.44 4 15.43 5
2 Gikonko-Rwatano-Nyamageni-Mamba. 15.70 6 15.80 6 15.67 6
5 Save-Rwanza-Rwabuye 16.47 7 17.29 7 15.87 7
3 Mamba-Kabumbwe 28.34 8 29.89 8 27.19 8
9 Mukindo-Akanage-Akanyaru 42.13 9 46.43 9 39.14 9

Priority
Third
10 Gitega-Akanyaru 76.98 10 84.86 10 71.55 10
As displayed in the above table three roads are rated as first priority class:
 The feeder road No.6 Gisagara-Mirayi-Kirarambogo-Rwamiko-Saga-Mugombwa , the road
length is km35.5 traversing the sectors Ndora, Muganza and Gishubi. The importance of this
road relates to its collector function, in fact it serves to collect the agricultural produce of the
Gisagara.

 Feeder road No.4 Rwatano – Kagwene – Ngiryl, length 7.79km running entirely within the
sector. The road connects to road No.2 and therethrough to road No.1 that represents the
shortest route to the RN1 hence Kigali.
 Feeder road No.1 Save-Gasagara-Gikonko-Cyili it includes the branch Gasagara-Kigaga, the
road traverses three sectors Musha, Gikongo and Save. This road ensures the direct and
already existing junction to the RN1 and there through to Kigali. The total length of this road
is 25.53 km up to the junction to the RN1.
The highest priority of the above roads is due to their function of collector for the most important
agricultural areas of Gisagara district and connector, through the shortest route, with the RN1
hence Kigali.
In the second priority class fall five roads: 8, 7, 2, 5 and 3
 Feeder road No.8 Mugombwa-Mukindo-Gitege-Mukomacara-Gikore-Kansi-Kibirizi; with
branch Gikore –Rubona, total length 36.6km, the road traverses three sectors Kansi,
Mugombwa and Mukindo. This road interconnects with road No.7 at the start in Kibirizi
and at the end in Mugombwa, creating a loop traversing all the southern part of Gisagara
district.
 Feeder road No.7 Rango-Kibirizi-Mugombwa road, is 19.8 km long and traverses four
sectors Kibilizi, Kansi, Mugombwa and Muganza. This road is another important corridor
connecting the traversed sectors to the RN1 at Rango town.
 The feeder road No.2 Gikonko-Rwatano-Nyamageni-Mamba, the length is km33.81. The
road makes a loop in the north-eastern part of Mamba that ensures 23.8% of the
marketed crops of Gisagara district.
 feeder road No.5 Save- Rwanza-Rwabuye which covers 6.96 and running almost intirely in
the sector with the exception of 1.6 kilometres in the Huye district where the road
connects with the RN1. This road provides an additional junction to RN1 and completes
the existing route connecting the central sectors (e.g. Musha) to the above national road.
 The feeder road No.3 Mamba – Kubumbwe, 6.87km long entirely falling within the sector.
The road makes a small loop in the eastern part of the sector, thereafter connecting with
road No.2. Its function is the collection of agricultural products of the highly productive
traversed area.
Feeder roads No. 7, 8 and 3 are of second priority because their agricultural production, hence
the expected traffic, is significantly lower than the roads classified in the first priority group.
Feeder road No.2 and 5 have scored second priority because its influence area, hence the
beneficiary population, is limited.
In the third priority class fall two roads that have a low connectivity function and their
improvement has a limited influence area. These roads are:
 Feeder road No.9 Mukindo – Akanage – Akanyaru, total length 6.65km, runs entirely
within the sector. This road connects the Akanyaru river shores with the road No.8 just
before the Mukindo sector offices and there through the route to reach the RN1 at Rango
town.

 Feeder road No.10 Gitega – Akanyaru, total length 6.4km, runs entirely within the sector.
This road connects the Akanyaru river shores with the road No.8 at Gitega and there
through the route to reach the RN1 at Rango town.

5. PRELIMINARY DESIGN OF PRIORITIZED INTERVENTIONS
5.1 Design concept

General. The study of rehabilitation intends to improve the condition of the district Gisagara
network that can:
a. Ensure an average commercial speed of 40 kmh
b. Reduce routine and periodic maintenance cost
c. Reduce vehicle operating costs and contribute to economic growth.
-horizontal Plan: The existing horizontal alignment has been maintained and few corrections
made near the existing bridges or when the road cross some villages.
Longitudinal profile: The vertical alignment follows the existing natural ground in general with
exceptions in the sections where the water cross the roadway especially near the existing bridges.
In those limited sections the consultant propose construct small embankment to raise the vertical
profile elevation.
Cross sections. The cross section consist at one carriageway with width between 6 and 7 m , no
shoulder and two side drain , one on each side of the carriageway.
In the table below the consultant summary the geometric Design Standards adopted for the
design
Table 34 Proposed Design Standards for Rwanda’s Rural Roads
DESIGN SPEED (Km/h)

A
40 both in settlement crossings and open countryside
B CROSS SECTION GAUGES
Number One
Carriageway 6.0 m secondary road of the district network

C width
7.0 m main road of the district network
Right of way Width 3.0 m off either side of the carriage way in villages, 5.0 m outside villages,
CROSSFALL
D Carriageway Normal Cross-fall [%] 6
Shoulder Normal Cross-fall [%] 8
HORIZONTAL ALIGNMENT DESIGN PARAMETERS(in general fol low the existing road)
E
MINIMUM HORIZONTAL CURVE RADIUS 20 meters
VERTICAL ALIGNMENT DESIGN PARAMETERS

F
The project alignment follow the existing natural grade gradient

5.2 Topographical survey
5.2.1 Introduction
Before the start of the topographic campaign consultant has collected and analyzed existing
documentation including topographic map of Rwanda to scale 1/50000. The first digital terrain
model (DTM) has been done using the topographic map and information collected during the
reconnaissance and the roads survey using the Garmin GPS. Using the first simulation the GIS
expert has adjusted the DTM and prepared the maps focusing on particular sections to be
surveyed carefully.
5.2.2 Scope of work

All the 12 roads have been surveyed during the campaign including some main existing district
roads. The surveys were carried out, at intervals of 100m, in order to encompass the width of the
existing roadway and the future road width that will be defined in relation to the morphology of
the natural ground. The natural ground model obtained by the survey has been used by the
highway engineer to prepare horizontal plan, vertical profile and calculate the earthwork with
good approximation.
Full reconnaissance of the road has highlighted the difficulty in realizing the topographic survey
using the conventional (total station, level, etc.) methods. Steep slopes, winding horizontal
alignment and vegetation encroachment are constraints that make very difficult the
implementation of topographic surveys with conventional methods. Under this constraint the
Consultant has used the GPS surveying Professional (Mobile Mapper CX), its advantage are
manifold: (i) Weight of kg 27x16 cm. (ii) sub-meter accuracy sufficient for the study. (iii) Interface
with GNSS software cartographic restitution.
5.2.3 Traverse Survey.

The team has established two references points one on the starting point and another at the end
of each road using differential GPS in static at least during 15 minutes and the observed data were
compensated using the information contained in existing maps. After the first two points the
consultant has established additional control points every 5 km. The points surveyed with this
methodology are used as the main traverse and allow: (a) an easy and effective monitoring of the
survey, and (b) facilitate the necessary compensation according to available maps’ data.
5.2.4 Detail survey

The team conducted the details survey of the roads in order to refine the DTM to survey the cross
sections every 100 m and covering on average a strip width at least 12m, 6m either side of the
axis. In correspondence with the sections near the bridges, where possible to introduce few
change of the horizontal and vertical alignment the surveyed area was widened to 20 m.
5.2.5 Data collection, processing, plotting and mapping

Field data were processed by the GIS expert to update the Digital Terrain Model (DTM) and
prepare the final topographical map. Clean data were exported to the engineering software
applied by the Consultant for Triangulation by Points & Lines (TPL), interpolating points between
two cross-section surveys. The process enabled the highway engineer to:
 Complete the reconstruction of the existing centerline (at different scales)

 Prepare plan, longitudinal profiles and the existing cross-sections (1 at different scales)
The coordinates of the surveyed points of each road are presented in digital support in Annex 5 –
Topographic Survey.
5.3 Geotechnical aspects and pavement design
5.3.1 Stages of the study.

The geotechnical study has been implemented through six steps, summarized below:
Step I. Collect and analyze the existing documents
Step II. Pavement reconnaissance.
Step III. Trial pits excavation and identification of the stratigraphy of the existing pavement and
Dynamic Penetrometer test to determine the load limit and the platform capacity bearing using
correlation with CBR.
Step IV. Pavement Design
Step V. Spotting of potential material sources
Step VI. Data processing
Step I. Collect and analyze the existing document
The geotechnical engineer collected and analyzes all existing data including
• Topographic map of the Republic of Rwanda, scale 1: 500 000
• Geological Map of Rwanda Kigali and Butare sheets, scale 1: 100 000
• Soil Map District Gisagara sheet 18 at scale 1: 100 000
• Detailed tests performed on the existing borrow pits and quarries in the District
Step II. Pavement reconnaissance
The method used for the preliminary visual assessment of the road is that recommended by the
Central Laboratory of Bridges and Roads (LCPC) VIZIRET. This management system for
maintenance of unpaved roads classifies and quantifies roads failures using two main parameters
aimed at evaluating structural deformations and superficial degradations.
The damage due to the deformation group characterize the structure of the pavement, they are
damage from a failure of the bearing capacity of the floor. We considered in our study for this
type of degradation ruts, flashes, corrugated and corners deformations. Non structural
degradation group is not related to the structural capacity of the pavement, their origin can be
traced in implementation defects, quality of materials, local conditions. We considered in our
study for this type of degradation potholes, gullies and cutaways.
The great part of feeder roads are in bad conditions, the most visible damages on carriageways
are:
i. Ruttings. ii. Landslides, iii. Deformation at curbs, iv. Potholes, v. Longitudinal and
transverse gullies. vi. Ravelling.
In Annex 2 Linear Diagram of Pre-selected Roads are presented the results of the roads condition
assessment.
Step III. Trial pits excavation and DCP tests
The location of trial pits and DCP tests has been defined on the basis of geologically homogeneous
areas demarcated using the geological map of Gisagara district (see figure overleaf) and detailed
soils’ observation carried out during the roads’ survey. To get sufficient information on soils of the
identified homogeneous areas 39 trial pits and DCP tests have been carried out.

Rwanda – Feasibility Study and EIA of Feeder Roads Gisagara. P
Geological Map
Gisagara Main Report – page 78

Trial pit
The trial pits with an average depth of 1.20 m have allowed the identification of the soil
stratigraphy, the table below provides a summary of the description of soils encountered in the
different sections, whereas detailed soil description are presented in Annex 3.1 -Geotechnical
Investigations.
Table 35: Summary soil description
Visual
Coordinates GPS Depth (cm) Description
0.00 - 0.20 Red silt

Red Silt little
0.20 - 1.10
x 813033 Y 9724097 plastic
Grey Silt little
1.10 - 1.50
plastic
0.00 - 0.40 Red silt
x 814906 Y 9722811 0.40 - 0.70 Chocolate Silt
0.70 - 1.50 Silt little plastic
0.00 - 0.30 Red silt
0.30 – 0.90 Chocolate silt
x 825509 Y 9729464 Red and
0.90 - 1.50
chocolate silt
0.00 – 1.00 Natural silt

x 817357 Y 9718789 Natural
1.00 – 1.50
Chocolate silt
0.00 - 0.30 Black hard Silt
0.30 – 0.60 Silt little yellow
x 819214 Y 9721828
Silt sand little
0.60 - 1.50
yellow
0.00 - 0.30 Black silt sand
x 820079 Y 9724109 0.30 – 1.20 Silt sand
1.20 – 1.50 Black silt
Red lateritic
0.00 – 0.15
gravel
Embankment
with chocolate
x 821537 Y 9723825 0.15 – 0.40
and black silt
material
Blackish sandy
0.40 – 0.60
soil
0.60 – 0.80 Enrockment
0.80 – 1.50 Black clay
From 1.4 water comes from down to up because this is swamp area
Black hard
x 825482 Y 9726934 0.00 – 0.15
lateritic gravel
0.80 – 1.50 Red hard silt
0.00 - 0.15 Black silt
Embankment
x 821080 Y 9711603 0.15 - 0.45
with red silt
0.45 – 1.50 Black clay
0.00 - 0.30 Natural silt
x 821730 Y 9712310 0.30 - 0.70 Chocolate silt
0.60 – 1.50 Silt
0.00 - 0.60 Red silt
x 819709 Y 9725689 0.60 – 1.50 Chocolate silt

Visual
0.00 - 0.30 Natural Silt

0.30 - 0.85 Natural Red silt
x 823756 Y 9704544
Chocolate and
0.85 – 1.50
red silt
0.00 - 0.20 Black silt sand
Chocolate silt
x 821542 Y 9701924 0.20 - 0.60
sand
0.60 – 1.50 Sand silt
0.00 - 0.40 Chocolate Silt
Chocolate silt
x 819294 Y 9701136 0.40 - 0.70
plastic
0.70 – 1.50 Red silt sand
x 816577 Y 9696781 0.00 – 1.50 Silt
0.00 - 0.25 Red silt
x 813105 y 9693899 0.25 – 0.75 Chocolate silt
0.75 – 1.50 Sand silt
Natural yellow
x 813056 y 9696026 0.00 – 1.00
silt
1.00 – 1.50 Yellow silt sand
0.00 – 0.30 Lateritic
x 814437 y 9697742 0.30 – 0.80 Silt
0.80 – 1.50 Yellow silt
0.00 – 0.30 Silt clay
x 812593 y 9697837 0.30 – 0.80 Black silt clay
0.80 – 1.50 clay
x 810377 y 969757 0.00 – 1.00 Little red silt
1.00 – 1.50 black silt
0.25 – 0.60 Red silt
x 810399 y 9698477 0.80 – 1.50 Red silt
x 808615 y 9703386 0.00 – 0.30 Red silt

0.00 – 0.30 Slit
x 809732 y 9706744 0.30 – 0.80 Sand silt
0.00 – 0.40 Black silt
x 807561 y 9707297 0.40 – 0.75 Silt sand
0.75 – 1.50 Black silt sand
0.00 – 0.20 silt
x 814916 y 9704556 0.20 – 0.80 Red silt
0.00 – 0.40 lateritic
x 805383 y 9695041 0.40 – 0.70 Red silt
0.70 – 1.50 Silt sand
x 826881 y 9725529 0.00 – 1.50 Natural silt sand
Chocolate silt
x 827941 y 9732746 0.00 – 0.45
sand
0.45 – 1.50 Silt sand
0.00 – 0.30 Red silt
x 8278560 y 9730765 Natural
0.30 – 0.80
chocolate silt

Visual
Red and
0.80 – 1.50
chocolate silt
x 826985 y 9727479
0.00 – 0.40 lateritic
0.40 – 1.20 Red silt

DCP test
DCP tests evaluate the bearing capacity of the existing natural soil. The DCP results, through the
correlation formula, will provide an estimate of the CBR an important parameter used for the
design of the pavement thicknesses. The tests have been done at the identified locations and
contiguous to trial pits. The depth of DCP testing has been in average 1.2 m, where requested the
depth of the test has reached 2m. The DCP test results (penetration in mm-per-blow), using the
CBR correlation formula (Kleyn equation – TRL), have determined the CBR of the tested soil. Here
below the formula Kleyn and Van Heerden:
log CBR = 2.48 - 1.057 N logo (mm / blow)
Photo 5 :DCP test

Below the example of DCP result table including correlated CBR value. Detailed DCP tests results
are presented in Annex 3.2 -Geotechnical Investigations.

Table 36: Example of DCP result table

FEEDER ROADS : RWAMAGANA DISTRICT
DYNAMIC CONE PENETRATION (CBR)
CLIENT TECHNIPLAN SPA Site INDICATED BY TECHNIPLAN
GPS LOCATION X 191438 Y 9771612 DATE 13/04/2013
No. Penetration Nbr of Cumulated CBR

DYNAMIC CONE PENETRATION (DCP)
[mm] blows Nbr of blows %
CBR
0 0 0 0 0,0
1 100 22 22 4,5 1,790301 61,7 0 25 50 75 100 125 150 175 200
2 200 26 48 4,2 1,824883 66,8 0
3 300 15 63 4,8 1,763586 58,0
4 400 17 80 5,0 1,741189 55,1
5 500 32 112 4,5 1,793212 62,1
6 600 36 148 4,1 1,837461 68,8 500
7 700 43 191 3,7 1,883784 76,5
8 800 61 252 3,2 1,949714 89,1
9 900 99 351 2,6 2,047755 111,6
10 1000 128 479 2,1 2,142115 138,7
11 1100 1000
12 1200
13 1300
14 1400
Depth [mm]
15 1500
1500
16 1600
17 1700
18 1800
19 1900
20 2000 2000
21 2100
22 2200
23 2300
24 2400
25 2500 2500
26 2600
27 2700
28 2800
29 2900 3000
30 3000
The results of 30 tests DCP show that natural soils crossed by the project roads have good bearing
capacity, approximately 90% of soils have CBR higher than 30. The road sections with CBR as low
as between 4.8 and 7.4, are located in irrigated crops terrains corresponding to the lowest
elevation of the road longitudinal profile.
Step IV. Pavement Design

The pavement thickness design has been done using the CBR method founded on the following
parameters:
i. Traffic (number of heavy vehicles over 3 tons per day)
ii. CBR of the platform of the existing road
iii. Standard axle 13 ton
Overview of the method based on semi-empirical method CBR tests based partly on the
resistance to punching the platform and secondly on the Boussineq method giving the distribution
towards the vertical pressure.
The chart below, using the Boussineq formula, plots the thickness "e" depending on the load "P"
and CBR "l"

Fig. ZZZ: Abacus giving the thickness of the pavement according to the CBR and the load P
These charts correspond to the formula:
Where:
e = thickness in cm
p = wheel load in tons
= CBR of the soil
This formula, that does not take into account the traffic volume, has been modified by Mr. Peltier
LCPC taking into consideration the traffic volume also. The formula is:
Where:
e = pavement thickness in cm
P = maximum wheel weight in tonnes
1 = CBR of the soil or the material
N = the average daily number of vehicles over 3t travelling on the road.
A direct quantification of the pavement thickness, based on the above formula, can be obtained
from the graph published by the Road Note 29 of Transport Road Research laboratory (TRRL). The
graph is shown in Figure XXX below.

Fig. XXXX TRRL graph
Pavement Thickness
Traffic According to sectors’ socioeconomic review the forecasted traffic ranges between 10 and
40 heavy vehicles (sup 3T) / day.
Soil Category defined on the basis of the CBR derived from DCP tests. In general the soils have a
good bearing capacity and are classified under category S5, few road sections fall within soils of S1
or S2 category. In table below is presented the soil classification on the basis of CBR values.
Table 37: Soil category
Category CBR Value

S1 CBR < 5
S2 5 < CBR < 10
S3 10 < CBR < 15
S4 15 < CBR < 30
S5 CBR > 30
Standard axel load 13t.
Pavement thickness: using Transport Road Research Laboratory graph the pavement thickness
varies between 10 and 15 cm. The pavement is subject to weather and vehicle wheels tangential
forces this causes the ravelling of material and the reduction of the pavement thickness, for a
longer conservation of the road the Consultant has adopted a 15 cm thickness for all roads.
Step V. Construction materials

The construction materials survey was carried out by the Consultant and focused on the existing
borrow pits and quarries used in the previous road works. The consultant has collected
information on 2 areas only including position, geotechnical characteristics and an estimate of
available material quantities.
The laboratory analyses, presented in the table 38, of the above materials show that all have
mechanical characteristics for the pavement construction, also the available crushed stones, are
satisfying the requirements for concrete and masonry works.

Table 38: Borrow pits and Quarry

PROCTO
CBR SIEVE
R WATE CBR CBR SIEVE SIEVE
LOCATION 100 (0.08m LL PL PI
DENSIT R% 98% 95% (5mm) (2mm)
% m)
Y
Laterite Kibirizi 2.04 13.5 53 45 38 21.7% 31.6% 19.6% 11.9%
Laterite Mbazi 2.13 10.8 58 46 34 17.7% 31.6% 25.0% 5.8%
5.4 Hydraulic structures
5.4.1 Objectives of the study

The main objective of the study is to assess the needs of improvement/replacement of existing
hydraulic structures, namely bridges, culverts and side drains.
The hydraulic study was based on the following:
a) existing documentation
b) reconnaissance and assessment of the existing structures
c) information provided by the residents
5.4.2 Hydro-climatic context of the project area

Rainfall
The average rainfall varies between 1000 mm and 1100 mm per year. The rains tend to be higher
in the mountains to the west and northwest, especially in the Virunga Mountains, but they are of
lesser intensity in Gisagara the project area.
The seasons are divided into two rainy seasons and two dry seasons, the first rainy season
extends from February to May, followed by a dry period that includes the months between June
and August, so another rainy season between September and mid-December, and finally, a short
dry period between mid-December and January.
The climate is mostly influenced by altitude, but secondarily in the atmosphere also affects the
presence of large mountains and the physical conformation of the territory. The average
maximum temperature is between 26 ° C and 28 ° C, while the average minimum temperatures
vary between 15 ° C and 16 ° C
During the rainy season, usually every day, we have torrential rain alternating with sunny skies. In
the project areas the rainfall is more evenly distributed, there is a unique short dry season
between June and August.
5.4.3 Hydraulic and bridges reconnaissance

During the visual inspection, the type and conditions of Hydraulic and bridges will be evaluated
and all signs of water deficit recorded. Secondly, these structures will be described in terms of
construction material and technical information integrated with interview (concerning the
maximal level water for the last 50 years) at the residents living near the surveyed structure

Based on the site reconnaissance and documentation collected the consultant has established an
inventory of drainage structures along all the project roads.
Bridge structural adequacy will be checked by detailed visual inspection and Visual data will be presented
in the annexe 1 Linear diagram of preselected roads.
The existing bridges in general, have the length shorter than 10m and width 5m. Abutments are
in masonry and decks in reinforced concrete or in few cases in wood beams. Main weaknesses
relate to the insufficiency of the hydraulic cross section bringing about the structure overflow
during the rainy season.
Road drainage systems consist of pipe culvert for the transversal drainage and in general unlined
trapezoidal side drains. Wherever visible storm-water drainage inadequacies have been observed
(overtopping, structural failure, wash-away, extensive erosion). The existing drainage is
inadequate and poorly maintained, during the rainy season water crosses the road causing
erosion of the carriageway. The findings of the survey on drainage structures condition are
included in the Annexe 2 Linear diagram of preselected roads.
5.4.4 Proposed rehabilitation/maintenance

Bridges: For economic reasons, three strategies for rehabilitation and maintenance are
recommended.
1) Existing structures of insufficient hydraulic capacity but in good condition, it is proposed
to add an additional pipe culvert to allow the complete evacuation of the water.
2) Existing structures of insufficient hydraulic capacity and in poor condition, it is proposed
the demolition and replacement of the structure.
3) Existing structures with deck in wood and masonry abutment in bad condition, it is
proposed the demolition and replacement of the structure.
The typical bridge has been designed with cross section width between 7.5 to 9.5 m, the deck in
reinforced concrete (slab thickness 40 cm) and the abutment in masonry. In Annexe 6.1 – Typical
cross sections and hydraulic structures are presented the design detail.
Drainage: Drainage is vital to conserve road assets. In the light of hydraulic reconnaissance, the
study has prepared the preliminary design of new or rehabilitated side drains and culverts. The
Consultant proposed to build pipe culvert with diameter 1000 m every 250 m as requested by
RTDA; in up-hill road sections no culverts have been included. Three types of the side drains have
been designed: (i) masonry lined and rectangular cross section at important villages crossings, (ii)
trapezoidal cross section, unlined or masonry-lined when the gradient is greater than 5% (iii)
triangular cross section, unlined and constructed with the grader machine wherever possible.
5.5 Bill of Quantities, Unit rates and Interventions’ Cost

Bill of Quantities have been worked out on the basis of the Preliminary Engineering Design,
featuring ten Works Series (see intervention's cost paragraph 5.7). In each Series, the pay items
cover all contractor liabilities, obligations, insurances and profits linked to road works.
Complementary pay item also cover Technical contingencies (10% of road works bill cost) and
Resettlement and environmental costs exceeding contractor liabilities will be quoted separately.
Unit rates of road works have been calculated taking into consideration, but not limited to, the
following factors and references:

 Similar road project works carried out in the country and in the region.
 Possibility to use high work intensity for pipe culvert and side drain construction.
 Updated international prices of imported materials (fuel and steel bars).
 Quality, location and available quantities of construction materials.
 Rainy-season constraints and cost overruns due to possible suspensions of works.
The cost of the interventions to improve the feeder roads has been calculated on the basis of BoQ
and unit prices. The total cost to improve 181.26km of feeder roads amount to USD 16.15 mln,
the average cost per km amounts to 89,083USD. In Table 39 is presented the summary of
interventions’ cost and in subsequent pages are displayed the BoQ and cost estimate of the 10
feeder roads selected for improvement.
Table 39: Summary of road improvement interventions cost
Road Section
TOTAL COST
ID width m length km USD/km
Road Name USD
No.
Save-Gasagara-Gikonko-Cyili; with feeder to
1 7 25.13 81,443 2,046,659
Kigaga
2 Gikonko-Rwatano-Nyamageni-Mamba. 6 33.41 95,656 3,195,853
3 Mamba-Kabumbwe 6 6.86 107,307 736,126
4 Rwatano-Kagwene-Ngiryi 6 7.79 86,598 674,602
5 Save-Rwanza-Rwabuye 6 5.33 88,115 469,652

Gisagara-Mirayi-Kirarambogo-Rwamiko-Saga-
6 6 35.86 80,490 2,886,386
Mugombwa
7 Rango- Kibirizi-Mugombwa 7 17.53 83,701 1,467,283
Mugombwa-Mukindo-Gitege-Mukomacara-
8 6-7 36.30 89,280 3,240,863
Gikore-Kansi-Kibirizi; with feeder Gikore -Rubona
9 Mukindo-Akanage-Akanyaru 6 6.72 106,771 717,504
10 Gitega-Akanyaru 6 6.33 112,534 712,340
Total District 181.26 16,147,267

Road n° 1 Save - Gasagara - Gikonko - Cyili (length 25,13 km and width 7 m)

N° Designation of work Unit Quantity Unit price $ Total price $
100 SITE INSTALLATION
101 Installation and withdraw of site LS 35.700 35.700
Sub-Total 35.700
200 TOPOGRAPHY
201 Topography (during the work construction) FF 1 - -
Sub-Total -
300 PRELIMINARY WORKS
301 Trees cutting without removing roots Item 20 50 1.000
302 Removing roots of trees item 20 67 1.333
303 Clearing of undergrowth-cleaning of road surface m2 50260 0,83 41.883
304 Top soil stripping m3 15.078 1,67 25.130
305 Displacement of the utilities LS 5.000 5.000
306 Demolition of existing masonry and concrete structures LS 1.000 1.000
Sub-Total 75.347
400 EARTHWORKS
401 Excavation of any nature and removal in final deposit m3 3035 5 15.175
402 Excavation of any nature to use for embankment m3 30350 7 212.450
403 Rocks excavation put in final deposit m3 0 10 -
404 Scarification, adjustment, compaction and completion of the platform
404a In the soft ground m2 175.910 2 299.047
404 b In rock ground m2 0 4 -
405 Removal of heap of rocks m3 - 5 -
406 Embankment from borrow pits m3 -785 10 -7.850
407 Purge marshy soil m3 2.100 4 8.400
Sub-Total 527.222
500 ROADWAY
501 Wearing course th.± 15cm after compaction m3 26.386,50 19 493.428
502 Capping layer m3 2.100 7 14.700
Sub-Total 508.128
600 BRIDGE AND CULVERT
601 Supply and install Culvert Ø 100cm (reinforced) lm 900,00 250 225.300
602 Reinforced concrete proportioned at 350kg/m3 for all works m3 - 354 -
603 Stone masonry works for culverts head m3 350,00 101 35.350
604 Paving jointed with the mortar m2 225,00 39 8.663
605 Stone riprap of 30 to 50kg m3 750 84 63.000
606 Various works in gabions m3 -
607 Stone masonry works for various works(saignée,..) m3 100 101 10.100
608 Improvement of the existing bridges ff 0 500 -
609 Beacons out of wooden pce 0 17 -
Sub-Total 342.413
700 DRAINAGE
701 Rehabilitation of the existing side drain
701a Lined -Masonry lm - 0,83 -
701b Unlined lm 10.000,00 0,50 5.000
702 New side drain -
702a Clearing of undergrowth m2 26000 0,83 21.667
702b Excavation confined shape m3 27300 7 191.100
702c Masonry m3 1200 100 120.000
703 Intercepting ditch lm 1300 5 6.500
Sub-Total 344.267
800 EROSION PROTECTION
801 Plantation of trees, shrubs and Grass LS 1.000 1.000
Sub-Total 1.000
900 Passage for pedestrian and vehicules
901 Passage for pedestrian RC Slab th.10cm pce 100 42 4.167
902 Passage for vehicules RCC slab 25cm pce 50 58 2.917
Sub-Total 7.083
1000 ROAD SIGNS
1001 Vertical sign pce 12 120 1.440
1002 Indication panel ( village name) pce 20 900 18.000
Sub-Total 19.440
GENERAL SUB TOTAL 1.860.599
CONTINGENCIES (10%) 186.060
TOTAL 2.046.659
length km 25,1
COST PER Km 81.443

Road n° 2 Gikonko -Rwatano - Nyamaggeni-Mamba (length 33,41 km and width 6 m)

Sub-Total 56.100
200 TOPOGRAPHY
Sub-Total -
301 Trees cutting without removing roots Item 5 50 250
302 Removing roots of trees item 5 67 333
303 Clearing of undergrowth-cleaning of road surface m2 90.207 0,83 75.173
305 Displacement of the utilities LS - -
Sub-Total 125.859
400 EARTHWORKS
401 Excavation of any nature and removal in final deposit m3 12.035 5 60.173
402 Excavation of any nature to use for embankment m3 120.345 7 842.415
405 Removal of heap of rocks m3 0 5 -
406 Embankment from borrow pits m3 0 10 -
407 Purge marshy soil m3 540 4 2.160
Sub-Total 1.245.530
500 ROADWAY
501 Wearing course th.± 15cm after compaction m3 30.069 19 562.290
502 Capping layer m3 540 7 3.780
Sub-Total 566.070
601 Supply and install Culvert Ø 100cm (reinforced) lm 960 250 240.320
602 Reinforced concrete proportioned at 350kg/m3 for all works m3 29 354 10.195
603 Stone masonry works for culverts head m3 420 101 42.420
604 Paving jointed with the mortar m2 270 39 10.395
Sub-Total 398.625
700 DRAINAGE
701a Lined -Masonry lm 0 0,83 -
701b Unlined lm 0 0,50 -
702a Clearing of undergrowth m2 50.820 0,83 42.350
702b Excavation confined shape m3 53.361 7 373.527
702c Masonry m3 900 100 90.000
703 Intercepting ditch lm 2.541 5 12.705
Sub-Total 505.877
Sub-Total 1.000
902 Passage for vehicules RCC slab 25cm pce 12 58 700
Sub-Total 1.700
1000 ROAD SIGNS
1001 Vertical sign pce 8 120 960
Sub-Total 4.560
TOTAL 3.195.853
length km 33,4
COST PER Km 95.656

Road n° 3 Mamba - kabumbwe (length 6,86 km and width 6 m)

Sub-Total 12.900
200 TOPOGRAPHY
Sub-Total -
Sub-Total 28.279
400 EARTHWORKS
407 Purge marshy soil m3 90 4 360
Sub-Total 232.820
500 ROADWAY
502 Capping layer m3 90 7 630
Sub-Total 116.084
602 Reinforced concrete proportioned at 350kg/m3 for all works m3 0 354 -
Sub-Total 99.588
700 DRAINAGE
702c Masonry m3 600 100 60.000
Sub-Total 172.275
Sub-Total 1.000
Sub-Total 1.700
1000 ROAD SIGNS
Sub-Total 4.560
GENERAL SUB TOTAL 669.206
TOTAL 736.126
length km 6,7
COST PER Km 109.543

Road n° 4 Rwatano - Ngiryi (length 7,79 km and width 6 m

Sub-Total 11.800
200 TOPOGRAPHY
Sub-Total
Sub-Total 15.620
400 EARTHWORKS
406 Embankment from borrow pits m3 - 10 -
407 Purge marshy soil m3 - 4 -
Sub-Total 158.208
500 ROADWAY
502 Capping layer m3 - 7 -
Sub-Total 131.106
Sub-Total 151.548
700 DRAINAGE
701b Unlined lm 4.000 0,50 2.000
702c Masonry m3 30 100 3.000
Sub-Total 136.391
Sub-Total 1.000
901 Passage for pedestrian RC Slab th.10cm pce 20 42 833
Sub-Total 1.242
1000 ROAD SIGNS
Sub-Total 6.360
TOTAL 674.602
length km 7,8
COST PER Km 86.598

Road n° 5 Save - Rwanza - Rwabuye (length 5,33 km and width 6 m)

Sub-Total 8.200
200 TOPOGRAPHY
Sub-Total
Sub-Total 8.812
400 EARTHWORKS
Sub-Total 111.696
500 ROADWAY
Sub-Total 91.594
Sub-Total 90.978
700 DRAINAGE
701b Unlined lm 1.000 0,50 500
702c Masonry m3 300 100 30.000
Sub-Total 106.400
Sub-Total 1.500
901 Passage for pedestrian RC Slab th.10cm pce 20 42 833
Sub-Total 1.417
1000 ROAD SIGNS
Sub-Total 6.360
TOTAL 469.652
length km 5,3
COST PER Km 88.115

Road n° 6: Mwurire-Busheyi (length 10,4 km and width6 m)

101 Installation and withdraw of site LS 68400 68.400
Sub-Total 68.400
200 TOPOGRAPHY
201 Topography (during the work construction) FF 9275 9.275
Sub-Total
306 Demolition of existing masonry and concrete structures LS 5.000 200
Sub-Total 104.760
400 EARTHWORKS
403 Rocks excavation put in final deposit m3 10 -
404 b In rock ground m2 4 -
405 Removal of heap of rocks m3 5 -
Sub-Total 370.347
500 ROADWAY
502 Capping layer m3 1.080 7 7.560
Sub-Total 661.069
601 Supply and install Culvert Ø 100cm (reinforced) lm 1.184 250 296.395
605 Stone riprap of 30 to 50kg m3 1.110 84 93.240
607 Stone masonry works for various works(saignée,..) m3 1.670 101 168.670
608 Improvement of the existing bridges ff 2500 -
609 Beacons out of wooden pce 17 -
Sub-Total 644.117
700 DRAINAGE
701a Lined -Masonry lm 0,83 -
701b Unlined lm 6.000 0,50 3.000
702c Masonry m3 1.650 100 165.000
Sub-Total 726.995
Sub-Total 1.000
Sub-Total 8.300
1000 ROAD SIGNS
Sub-Total 39.000
TOTAL 2.886.386
length km 35,9
COST PER Km 80.490

Road n° 7 Rango - Kbirizi - Mugombwa (length 17,53 km and width 7 m)

Sub-Total 25.500
200 TOPOGRAPHY
Sub-Total
Sub-Total 28.607
400 EARTHWORKS
Sub-Total 364.037
500 ROADWAY
Sub-Total 347.142
602 Reinforced concrete proportioned at 350kg/m3 for all works m3 33,60 354 11.894
Sub-Total 205.749
700 DRAINAGE
701b Unlined lm 4.000,00 0,50 2.000
702c Masonry m3 450 100 45.000
Sub-Total 342.673
Sub-Total 1.000
Sub-Total 4.667
1000 ROAD SIGNS
Sub-Total 14.520
TOTAL 1.467.283
length km 17,5
COST PER Km 83.701

Road n° 8 Mugombwa-Mukindo-Gitega-Mukomacara-Gikore-Kansi-Kibirizi-Rubona (length 36,30 km and width 6-7 m)

101 Installation and withdraw of site LS 56600 56.600
Sub-Total 56.600
200 TOPOGRAPHY
201 Topography (during the work construction) FF 1 9075 9.075
Sub-Total 9.075
305 Displacement of the utilities LS 5.000 5.000
Sub-Total 106.300
400 EARTHWORKS
403 Rocks excavation put in final deposit m3 10 -
404 b In rock ground m2 4 -
405 Removal of heap of rocks m3 5 -
406 Embankment from borrow pits m3 10 -
Sub-Total 914.886
500 ROADWAY
502 Capping layer m3 2.820 7 19.740
Sub-Total 697.652
601 Supply and install Culvert Ø 100cm (reinforced) lm 1.220 250 305.407
602 Reinforced concrete proportioned at 350kg/m3 for all works m3 354 -
605 Stone riprap of 30 to 50kg m3 1.050 84 88.200
608 Improvement of the existing bridges ff 500 -
609 Beacons out of wooden pce 17 -
Sub-Total 490.574
700 DRAINAGE
701a Lined -Masonry lm 0,83 -
701b Unlined lm 12.000 0,50 6.000
702c Masonry m3 2.400 100 240.000
Sub-Total 637.981
Sub-Total 1.000
Sub-Total 9.250
1000 ROAD SIGNS
Sub-Total 22.920
TOTAL 3.240.863
length km 36,3
COST PER Km 89.280

Road n° 9 Mukindo - Akanyaru (length 6,72 km and width 6 m)

Sub-Total 12.600
200 TOPOGRAPHY
Sub-Total -
Sub-Total 27.775
400 EARTHWORKS
401 Excavation of any nature and removal in final deposit m3 2166,5 5 10.833
Sub-Total 233.192
500 ROADWAY
Sub-Total 116.878
Sub-Total 99.588
700 DRAINAGE
701b Unlined lm - 0,50 -
702c Masonry m3 450 100 45.000
Sub-Total 154.984
Sub-Total 1.000
Sub-Total 1.700
1000 ROAD SIGNS
Sub-Total 4.560
TOTAL 717.504
length km 6,7
COST PER Km 106.771

Road n° 10 Road n° 11 Gitega - Akanyaru (length 6,33 km and width 6 m)

Sub-Total 12.500
200 TOPOGRAPHY
Sub-Total -
Sub-Total 26.382
400 EARTHWORKS
Sub-Total 229.244
500 ROADWAY
Sub-Total 110.364
Sub-Total 113.181
700 DRAINAGE
702c Masonry m3 450 100 45.000
Sub-Total 148.650
Sub-Total 1.000
Sub-Total 1.700
1000 ROAD SIGNS
Sub-Total 4.560
TOTAL 712.340
length km 6,3
COST PER Km 112.534

FEEDER ROADS STUDY Gisagara

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FEEDER ROADS STUDY Gisagara

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REPUBLIC OF RWANDA

FEASIBILITY STUDY AND ENVIRONMENTAL AND SOCIAL

1. DISTRICT SOCIOECONOMIC SETUP ............................................................................................ 3

5.2 Topographical survey ....................................................................................................... 76

Gisagara Main Report – page 2 Techniplan

1. DISTRICT SOCIOECONOMIC SETUP

1.1 District profile

Gisagara Main Report – page 3 Techniplan

Gisagara Main Report – page 4 Techniplan

Figure 2: Commercialized output of main crops

1.2 Sectors socioeconomic features

1.2.1 Methodological note

Gisagara Main Report – page 5 Techniplan

Gisagara Main Report – page 6 Techniplan

1.2.2 Mamba sector

1.2.2.1 Demography and physiography

Gisagara Main Report – page 7 Techniplan

1.2.2.2 Basic services and public administration offices

Gisagara Main Report – page 8 Techniplan

Other public services

1.2.2.3 Productive activities

Gisagara Main Report – page 9 Techniplan

1.2.2.4 Large development projects

1.2.2.5 Sector’s main feeder roads and influence area

1.2.2.6 Accessibility and current and projected traffic

Gisagara Main Report – page 10 Techniplan

Name of start and end of

1.2.2.7 Community Priority (More emphasis on consultations made)

1.2.3 Gikonko Sector

1.2.3.1 Demography and Physiography

1.2.3.2 Basic services and public administration offices

 There are six (6) primary schools.

1.2.3.3 Productive activities

Gisagara Main Report – page 13 Techniplan

1.2.3.4 Large development projects

1.2.3.5 Sector’s main feeder roads and influence area

Gisagara Main Report – page 14 Techniplan

1.2.3.6 Accessibility, current and projected traffic

Table 4: Accessibility rating, current and projected traffic estimate

1.2.3.7 Community Priority

1.2.4 Musha Sector

1.2.4.1 Demography and Physiography

1.2.4.2 Basic services and public administration offices

Gisagara Main Report – page 17 Techniplan

1.2.4.3 Sector’s main feeder roads and influence area

1.2.4.4 Accessibility, current and projected traffic

< 3.5 tons

1.2.4.5 Community Priority

1.2.5 Save Sector

1.2.5.1 Demography and Physiography

1.2.5.2 Basic services and public administration offices

Gisagara Main Report – page 21 Techniplan

Gisagara Main Report – page 22 Techniplan

1.2.5.3 Sector’s main feeder roads and influence area

1.2.5.4 Accessibility, current and projected traffic

Name of start and end

1.2.5.5 Community Priority

b) One basic need of priority out of the above mentioned: Electricity

1.2.6 Gishubi Sector

1.2.6.1 Demography and Physiography

1.2.6.2 Basic services and public administration offices

-9-year cycle: one in Nyakibungo cell