焦作绿色交通与交通安全综合改善项目移民安置报告



World Bank Financed Project

Resettlement Action Plan

for the World Bank Financed Jiaozuo Green Transport and Road Safety Improvement Project

World Bank Financed Project Management Office of Jiaozuo City

The Institute of Migration Studies of Shandong University

25 November 2013

Foreward

I. Purpose of Preparing this Resettlement Action Plan

1. This Resettlement Action Plan is formulated on the basis of the laws, regulations and policies of the People’s Republic of China, and Local Government as well as the Guidelines of the World Bank (Operational Directive for Involuntary Resettlement OP 4.12). The purpose of this document is to set out an Action plan for the Resettlement and Rehabilitation of the Displaced persons (DPs) to ensure that they will benefit from the project and their standards of living will be improved or at least be restored after the project impact.

II. Definitions of Relative Terms

2. For any World Bank financed project, the borrower shall make every reasonable effort to avoid or minimize the need for land acquisition, and to minimize all resettlement-related adverse impacts. OP 4.12 provides essential guidance on objectives and principles that are applicable in projects generating land acquisition and resettlement-related impacts. Key objectives and definitions are as follows:

3. Every reasonable effort will be made to avoid or minimize the need for land acquisition, and to minimize all resettlement-related adverse impacts. If land acquisition and associated adverse impacts cannot be avoided, the principle objective of the RPF is to ensure that all persons subjected to adverse impacts (“displaced persons” as defined below) are compensated at replacement cost (as defined below) for lost land and other assets and otherwise provided with any rehabilitation measures or other forms of assistance necessary to provide them with sufficient opportunity to improve, or at least restore, their incomes and living standards.

4. “Displaced persons” refers to all of the people who, on account of the activities listed above, would have their (1) standard of living adversely affected ; or (2)right, title, interest in any house, land (including premises, agricultural and grazing land) or any other fixed or movable asset acquired or possessed temporarily or permanently; (3) access to productive assets adversely affected, temporarily or permanently; or (4) business, occupation, work or place of residence or habitat adversely affected; and “displaced person” means any of the displaced persons.

5. "Replacement cost" is the method of valuation of assets which determines the amount of compensation sufficient to replace lost assets, including any necessary transaction costs. Compensation at replacement cost is defined as follows: For agricultural land, it is the pre-project or pre-displacement, whichever is higher, market value of land of equal productive potential or use located in the vicinity of the affected land, plus the cost of preparing the land to levels similar to those of the affected land, plus the cost of any registration and transfer taxes. For land in urban areas, it is the pre-displacement market value of land of equal size and use, with similar or improved public infrastructure facilities and services and located in the vicinity of the affected land, plus the cost of any registration and transfer taxes. For houses and other structures, it is the market cost of the materials to build a replacement structure with an area and quality similar to or better than those of the affected structure, or to repair a partially affected structure, plus the cost of transporting building materials to the construction site, plus the cost of any labor and contractors' fees, plus the cost of any registration and transfer taxes. In determining the replacement cost, depreciation of the asset and the value of salvage materials are not taken into account, nor is the value of benefits to be derived from the project deducted from the valuation of an affected asset. Where domestic law does not meet the standard of compensation at full replacement cost, compensation under domestic law is supplemented by additional measures so as to meet the replacement cost standard. Such additional assistance is distinct from resettlement measures to be provided under other clauses in OP 4.12, Para. 6.

6. “Land acquisition” is the process whereby a person involuntary loses ownership, use of, or access to, land as a result of the project. Land acquisition can lead to a range of associated impacts, including loss of residence or other fixed assets (fences, wells, tombs, or other structures or improvements that are attached to the land).

7. “Rehabilitation” is the process by which displaced persons are provided sufficient opportunity to restore productivity, incomes and living standards. Compensation for assets often is not sufficient to achieve full rehabilitation.

8. “Cut-off Date” is the date prior to which the ownership or use establishes eligibility as displaced persons for compensation or other assistance. The cut-off date is established in the RP. It normally coincides with the date of the census of affected persons, or the date of public notification regarding the specific civil works that would cause displacement. Persons coming into the project area after the cut-off date are not eligible for compensation or other assistance.

III. Key Principles

9. World Bank’s OP 4.12 establishes several key principles to be followed in resettlement planning and implementation. Of particular relevance for this RP are the following:

(a) Wherever possible, project designs and RPs should be conceived as development opportunities, so that displaced persons may benefit from the services and facilities created for, or by, project activities.

(b) All displaced persons are entitled to compensation for lost assets, or to alternative but equivalent forms of assistance in lieu of compensation; lack of legal rights to the assets lost will not bar displaced persons from entitlement to such compensation or alternative forms of assistance.

(c) Compensation rates as established in a RP refer to amounts to be paid in full to the individual or collective owner of the lost asset, without depreciation or deduction for taxes, fees or any other purpose.

(d) When cultivated land is acquired, effort should be made to provide land-for-land replacement.

(e) Replacement houseplots, sites for relocating businesses, or replacement agricultural land should be of equivalent use value to the land that was lost.

(f) The resettlement transition period should be minimized. Compensation for assets should be paid prior to the time of impact, so that new houses can be constructed, fixed assets can be removed or replaced, and other necessary mitigation measures can be undertaken prior to actual displacement.

(g) Displaced persons are to receive support (direct assistance or allowances) to meet moving expenses or for temporary subsistence until they can resume productive activities.

(h) Displaced persons should be consulted during the process of RP preparation, so that their preferences regarding possible resettlement arrangements are solicited and considered; RPs are publicly disclosed in a manner accessible to displaced persons.

(i) The previous level of community services and access to resources will be maintained or improved after resettlement.

(J) Responsibility must be clearly established for meeting all costs associated with land acquisition and resettlement, and for ensuring that sufficient funds are available as they become needed.

(k) Clear institutional arrangements must be established to ensure effective and timely implementation of all resettlement and rehabilitation measures.

(l) Adequate arrangements for effective monitoring will be made on implementation of all resettlement measures.

(m) Methods by which displaced persons can pursue grievances will be established, and information about grievance procedures will be provided to displaced persons.

November 25, 2013

World Bank Financed Project Management Office of Jiaozuo City

The Institute of Migration Studies of Shandong University

CONTENTS

1 Basic Situations of the Project 13

1.1 Overview of the Project 13

1.1.1 Project City 13

1.1.2 Project Rational 14

1.2 Progress of Project Preparation and Resettlement 15

1.3 Project Components 16

1.3.1 Component A: Safe System Integrated Corridors/Area Development 16

1.3.2 Component B: Green Tourism Corridor Development and Improvement 18

1.3.3 Component C: Public Transport Infrastructure Improvement 19

1.3.4 Component D: Institutional Strengthening 21

1.4 Project Investment and Construction Duration 22

1.4.1 Project Investment 22

1.4.2 Construction Duration 22

1.5 Measures to Reduce Resettlement 23

1.5.1 Project Planning and Design Phase 23

1.5.2 Project Construction Phase 23

1.5.3 Resettlement Action Plan and Implementation Phase 24

2 Impacts of the Project 25

2.1 Permanent Land Acquisition 28

2.2 Temporary land Occupation 29

2.2.1 Component B 29

2.2.2 Component C 30

2.3 Affected Population 31

2.4 Vulnerable Groups 32

2.5 Unlicensed Buildings and Overdue Temporary Structures 32

2.6 Ethnic Minorities Community 32

2.7 Ground Attachments 32

3 Socioeconomic Profile of the Project Area 34

3.1 Socioeconomic Profile of Affected Counties and Districts 34

3.2 Socioeconomic Profile of the Affected Villages 37

3.3 Socioeconomic Profile of the Affected Households 40

3.3.1 Gender Analysis 41

3.3.2 Age Structure 42

3.3.3 Educational Level 43

3.3.4 Occupational Structure 44

3.3.5 Income Analysis 45

4 Legal and Policy Framework 47

4.1 Key Provisions of Laws and Policies on Resettlement 47

4.1.1 Key Provisions of the Property Right Law: 48

4.1.2 Key Provisions of the Land Administration Law: 49

4.1.3 Key Provisions of the Regulation on the Expropriation of Buildings on State-owned Land and Compensation: 51

4.1.4 Key Provisions of the Decision of the State Council on Deepening the Reform and Rigidly Enforcing Land Administration 53

4.1.5 Key Provisions of the Guidelines on Improving Compensation and Resettlement Systems for Land Acquisition (Circular No. 238) ： 54

4.1.6 Key Provisions of the Guidance of the Henan Provincial Government on Regulating Allocation and Use of Compensation Fee for Collective Land Requisition: 56

4.1.7 Bank Policy on Involuntary Resettlement 58

4.1.8 Resettlement Policies of the Project 59

4.1.9 Policy on Permanent Occupation of State-owned Land 59

4.1.10 Policy on Compensation for Collective Land Acquisition and Labor Resettlement 59

4.1.11 Policy on Compensation of Temporary Land Occupation 61

4.1.12 Policy on Compensation for Ground Attachments and Infrastructures 61

5 Compensation Rates 62

5.1 Compensation Rates for Acquisition of Rural Collective Land 62

5.2 Compensation Rates for Temporary Land Occupation 63

5.3 Compensation Rates for Ground Attachments 64

6 Production and Livelihood Restoration Programs for APs 65

6.1 Principles for Resettlement 65

6.2 Permanent Acquisition of Collective Land 66

6.2.1 Impact Analysis on Land Acquisition 66

6.2.2 Impact Analysis on Income 67

6.2.3 Resettlement Program 69

6.3 Safeguard Measures 71

6.4 Compensation and Restoration of Temporary Land Occupation 71

6.5 Compensation and Restoration of Affected Infrastructures And Ground Attachments 73

7 Public Participation 74

7.1 Public Participation Strategy 74

7.2 Public Opinions Survey 76

7.3 Public Participation Process and Policy Disclosure 77

8 Greivance and Complaint Procedure 81

8.1 Appeal Procedures 81

8.2 Appeal Channel 82

8.3 Appeal Handling Agencies and Responsible Persons 82

9 Institutional Arrangement 84

9.1 Implementation Institutes 84

9.2 Responsibilities of Each Institution 85

9.2.1 Project Leading Group 85

9.2.2 MPMO 85

9.2.3 Jiaozuo Bus Company and MHURCB (Project Implementation Units) 86

9.2.4 Land Administration Bureau 87

9.2.5 Design Institute 87

9.2.6 External M&E Agency 87

9.3 Organizational Chart 88

9.4 Staffing and Qualifications 88

9.5 Measures to Strengthen Institutional Capacity 89

10 Implementation Schedule 91

10.1 Principles for Progress Coordination between Resettlement and Project Construction 91

10.2 Key Task Schedule in Resettlement Implementation 91

10.2.1 Principles in Scheduling 92

10.2.2 Overall Schedule of Resettlement 92

11 Resettlement Budget and Funding Sources 94

11.1 Budget 94

11.2 Annual Investment Plan 96

11.3 Resettlement Funding Sources 96

11.4 Management and Disbursement of Resettlement Funds 96

11.4.1 Fund Flow 96

11.4.2 Disbursement and Management 97

12 Monitoring & Evaluation 99

12.1 Internal Monitoring and Evaluation 100

12.1.1 Implementation Procedure 100

12.1.2 Indicators to be Monitored 100

12.1.3 Internal Monitoring Report 101

12.2 External Monitoring and Evaluation 101

12.2.1 External Independent Mornitoring Institute 101

12.2.2 Responsibilities of External Independent Mornitoring Institute 101

12.2.3 Mornitoring Procedure and Contents 102

12.3 Monitoring Indicators 103

12.4 Ex-post Evaluation 104

Basic Situations of the Project

1 Overview of the Project

1 Project City

Jiaozuo City is located in the northern part of Henan Province, to the north of Taihang Mt. and south of the Yellow River, with a total area of ​​4071 square kilometers. It has over 11 counties and districts, with a permanent resident population of 3.53 million. It has a built-up area of 95 square kilometers, with a resident population of 850,000. To 2020, the built-up area will reach 140 square kilometers, with a resident population of 1.4 million. Jiaozuo has an important geographic and traffic location, at the intersection of north-south, and east-west junction of China. It has 4 railways such as Jiaozhi, Jiaotai, Jiaoxin, and Yuehou, and its highway is connected to national trunk lines like Beijing-Hong Kong and Macao, Lian Huo, and Er Guang.

Jiaozuo City has a long history and culture. It was called Shanyang and Huaizhou in the ancient times. It was one of the central areas of ​​early activity for the Chinese nation. The existing cultural relics of Peiligang, Yangshao and Longshan are located here. It was the hometown of many historical and cultural celebrities such as Sima Yi, Yu, yin, Zaiyu, Xu Heng, Shan Tao, and Xiangxiu. Jiaying Temple is the best preserved and largest of the Qing Dynasty buildings in Henan Province, which is also the only temple to record a history of the Yellow River flood control in China. Currently, it has 1092 historic preservation sites and 97 provincial cultural protection relics.

Jiaozuo City is rich in tourism resources. Firstly, it has several national key scenic spots, such as Yuntai Mountain, Shennong Mountain, Qingtian River, and other national 5A-class tourist area, with the most famous World Geopark of Yuntai Mountain. Secondly, it is the birthplace of Chen Taijiquan. Thirdly, it has four wellknown Chinese herbals like Rehmannia, Chinese yam, Huai chrysanthemum, and Achyranthes. Thus, Jiaozuo City has won the titles of "China Excellent Tourism City", "National Garden City", "Top 100 China Tourism Competitiveness Cities", "Tai Chi Holy Land", and so on.

Jiaozuo City has rapid economic development. In recent years, through the implementation of strong industrial city scheme, project investment, opening-door policy, technology-driven strategy, it has achieved a stable and rapid economic and social development. In 2012, the GDP is 157.63 billion yuan, with an increase of 11.3%; the fiscal revenue is 16.09 billion yuan, with an increase of 14.3%; the above-scale industrial added value is 91.03 billion yuan, with an increase of 14.2%; the total fixed asset investment is 115.42 billion yuan, with an increase of 21.6 percent; the total retail sales of social consumer goods is 43.72 billion yuan, with an increase of 15.4%; the urban residents per capita disposable income is 20,136 yuan, with an increase of 11.8%; the rural residents per capita net income of 10,113 yuan, with an increase of 13.6%.

2 Project Rational

As industrialization and urbanization process is accelerated in Jiaozuo City, the motorization has progressed rapidly. Currently, the motor vehicles has increased at 25%annually in Jiaozuo City. A large number of motor vehicles not only cause air pollution, but also have negative impacts to the personal safety and road traffic. In recent years, the city government has taken two mitigation measures to improve the urban road traffic. One is to expand the city roads, and another is to optimize road traffic mobility to increase vehicular traffic rate.

To this end, the city government proposed a World Bank loan project, through the introduction of construction funds, "safety", "green", "efficient" as the basic concept, through great efforts to develop public transport and slow traffic, to achieve "Pedestrian + bus + bicycle" of the urban green transportation; with "convinient travel and commerce" as the goal, to create tourist attractions in Jiaozuo city and green tourism between the channels to achieve urban tourism industry and the coordinated development of urban transformation; with safety system as a guidance approach, to take into consideration the full elements of the transportation system for design and management, and improve the safety level of urban transport system.

2 Progress of Project Preparation and Resettlement

Jiaozuo Municipal Government started the preparation work for World Bank loan project in October 2011. In September 2012, the proposal of Jiaozuo Green Transport and Road Safety Improvement Project was identified and entered into project preparation stage.

On 21 January 2013, a working meeting was held in World Bank Beijing Office to discuss the proposed changes to the project scope. During 26-28 January 2013, Dr. Youxuan Zhu of World Bank consultant and Professor Quancheng Song of Shandong University paid a site visit for the investigation of proposed changes.

In April 2013, the World Bank Mid-term Review Mission was conducted. Jiaozuo PMO appointed the Immigration Research Institute of Shandong University to prepare the RPF and RAP.

In June 2013, the draft RPF was submitted to World Bank.

In August 2013, the draft RAP was submitted to World Bank.

3 Project Components

The following four components are included in the proposed project:

A：Component A: Safe System Integrated Corridors/Area Development

B：Component B: Green Tourism Corridor Development and Improvement

C：Component C: Public Transport Infrastructure Improvement

D：Component D:Institutional Strengthening

1.3.1 Component A: Safe System Integrated Corridors/Area Development

Sub-component A1 – ‘Safe System’ foundation: This subcomponent will establish the foundation of the ‘Safe System’ approach, strengthen accident data collection and analysis, prepare baseline safety performance data for the integrated corridors/areas, periodically conduct systematic analysis of causes of accidents and proposed remedies by a multisectoral group assisting the traffic police. In addition, systematic monitoring and evaluation procedures will be designed and developed to assess safety performance in the demonstration corridors/areas. Performance measures should take the form of final outcomes, intermediate outcomes and outputs.

Sub-component A2 – Integrated corridors/area implementation: This subcomponent comprises infrastructure and traffic management measures focusing on three corridors based on the ‘Safe System’ foundation: Jiefang Road (5.3km), Renmin Road (7.1km) and Ta’nan Road (5.0km) with a total combined length of around 17.4 km. It includes civil works and traffic management measures with intelligent transport system (ITS) in the proposed corridors and traffic management measures which also cover areas adjacent to the corridors. The design of the corridors/areas will focus on the allocation of road space according to the functional needs of different transport modes, and the minimising of potential accident risks arising from road user behavior. The design, construction and operation of the corridors/areas will comprise an integrated package of pedestrian crossings, NMT measures, ITS, bus priority, parking management, taxi management, and school zone safety measures. Specifically, the ‘Safe System’ approach will consist of the following key elements:

• Traffic engineering design: focusing on reallocating road space to each transport mode based on the actual demand within the existing right-of-way, separating various modes to reduce safety risks, optimizing operation efficiency of intersections with channelization and responsive traffic controls, and improving the quality of service to non-motorized road users.

• Bus priority: focusing on providing high quality of service for public transport riders with dedicated bus lanes (where applicable), high class bus stops with comfortable waiting spaces, and bus priority at traffic signals.

• School zone safety measures: focusing on adding protection facilities and traffic management measures near schools, redesigning nearby areas to provide safer waiting areas for parents as well as traveling and crossing paths for students, and installing pedestrian traffic signals.

• Parking and taxi management: focusing on regulating and/or restricting roadside parking to ensure allocated space to NMT, and providing dedicated drop-off and loading areas for taxis.

Sub-component A3 – Road safety education and enforcement: This subcomponent will develop and implement targeted road safety education and enforcement measures and campaigns together with emergency medical response improvements focusing on selected corridors/area. The following activities will likely be included:

• Enhanced traffic enforcement campaigns will be designed and implemented in the demonstration corridors/areas to develop more effective general deterrence based measures to achieve improved compliance with vehicle and road user standards and rules.

• Social marketing campaigns to improve traffic safety awareness and compliance with safety standards and rules will be designed and implemented to support the enhanced traffic enforcement in the demonstration corridors/areas. These campaigns will target all relevant parties and use all appropriate media, taking into account local literacy levels and language needs. Media will include local television, radio, newspapers, movie theaters, billboards and posters.

• Enhanced work-based, school-based and community-based education programs will be designed and implemented in the demonstration corridors/areas. These will be integrated with the traffic enforcement and social marketing campaigns.

• Enhanced post-crash safety services will be designed and implemented in the demonstration corridors/areas to improve the survivability of road crash victims and their longer-term recovery prospects. These services will include more effective emergency response systems and rehabilitation facilities.

1.3.2 Component B: Green Tourism Corridor Development and Improvement

The component will introduce a ‘safety system method’ to support sustainable and safe development of tourism, totally dedicated to pedestrians and bicycles.

After comparison of various alternatives, the proposed corridor is a new 16 kilometer long alignment, fully dedicated to pedestrians and cyclists. The corridor links Feng Shan Park in the north of Jiaozuo with Long Yuan Lake Park in the south of the city along the bank of the Qun Ying River, a distance of about 8 kilometers. It also includes an 8 kilometer long loop, starting from Feng Shan Park and accessing two important sites: the Yuan Rong Temple (listed as AAAA site) and Dang Yang Yu porcelain factory relics (listed as a national heritage site). The proposed corridor will also link with other green corridors planned by Jiaozuo Municipality along the Nan Shui Bei Diao (South-North Water Diversion Project).

1.3.3 Component C: Public Transport Infrastructure Improvement

This component will assist Jiaozuo to significantly improve the service quality of its public transport system. It covers a comprehensive range of items to ensure a system-wide overall improvement to the PT system to attract more riders by providing more routes and more capacity, better parking and maintenance facilities, advanced operation management systems, more user-friendly buses, as well as better accessibility to the bus services. This component includes:

Sub-component C1 – Bus interchange: This sub-component will support the construction of one bus interchange cum terminus adjacent to the north square of the railway station. The design of the interchange will focus not only on the transfer convenience between different city bus routes, but also convenience between city buses and trains. The interchange will also include any necessary office facilities for the bus company and service facilities for the passengers.

Sub-component C2 – Bus depots: This sub-component will support the upgrading and construction of several depots to provide more parking space and better maintenance capability to the bus company. The new parking facilities are needed to accommodate parking needs of the current fleet and for the expected large number of new vehicles to be purchased under this project and other funding sources arranged by the municipal government. Both running depot(s) and maintenance depot(s) will be included to provide all levels of maintenance for better service reliability. The subcomponent includes upgrading of Zhongzhan and Macun existing depots and construction of Yimen, Dongxuegu and Dabeizhang new depots.

Sub-component C3 – Advanced bus operation management: This sub-component will provide intelligent management systems for the bus company to provide better service quality. It will include (i) upgrading of the existing bus control center to provide new backup; (ii) expansion of the GPS based dispatching system including procurement of GPS units and mechanical diagnostic devices for the buses; (iii) development of a passenger information service system including on-board broadcasting, web- and mobile-based information dissemination, real-time arrival information display at the bus stops and associated communications systems; and (iv) installation of a video monitoring system with CCTV cameras covering the buses, bus stops, bus interchanges and depots.

Sub-component C4 – Procurement of new buses: This sub-component will support the procurement of new vehicles to operate on integrated corridors and in other areas in support of Jiaozuo’s public transport priority strategy. The new buses will provide good service quality, such as air conditioning, to riders.

Sub-component C5 – Public bicycle system: This sub-component will support the development of a bicycle rental system to improve the ‘last mile’ connection to/from public transport for local residents and also to provide an opportunity for residents and visitors to hire bicycles to cycle on the green corridors. It will include the purchase of bicycles, the construction of docking facilities, development of a bicycle dispatching system, installation of add-value machines and purchase of toll-trucks for re-allocating the bicycles.

1.3.4 Component D: Institutional Strengthening

This component is not only needed for successfully implementing the project, but will allow Jiaozuo to have the capacity of maintaining and improving transport safety in a sustainable way in the future. It will also allow Jiaozuo to develop skills and experience in this field for helping other municipalities to duplicate this experience. It includes three sub-components:

Sub-component D1 – Permanent Road Safety Steering Committee: During the project preparation, Jiaozuo has established a steering committee led by the Vice Mayor and comprised of representatives of all entities involved in the urban road safety such as DRC, the Finance Bureau, the Public Security, the Transport Bureau, the Health Bureau, the Education Bureau, the Housing and Urban-Rural Development Bureau, the Urban and Rural Planning Bureau, the Environment Protection Bureau, the Tourism Bureau, the Gardening Bureau, the Road Transport Administration Bureau, the Bus Company, and the Administration of Work Safety. The committee will guide and supervise the implementation of the project. After project completion, it will be maintained to supervise the road safety management in Jiaozuo with improved capacities and ‘Safety System’ approach acquired through the project implementation.

Sub-component D2 – Training and capacity building: This subcomponent will support training activities and study tours necessary for entities to better implement and manage the project. Based on demand assessment and consultation with the entities, domestic and overseas study tours will focus on the areas of “the World Bank policies and project management”, “integrated urban transport corridors”, “green tourism corridors”, “urban road safety, organization and management”, “intelligent traffic management system”, “pedestrian and NMV system planning”, “parking system planning”, “public transit infrastructure planning, and “operation urban intelligent public transport system utilization training”.

Sub-component D3 – Studies and research: this subcomponent will fund well targeted studies and policy research based on needs assessment of Jiaozuo and various agencies. This will include researches on: parking strategy and planning; urban transport modeling and transport database development; urban green corridor planning; public bicycle planning and management; urban school commuting safety; and road microcirculation system.

4 Project Investment and Construction Duration

1 Project Investment

The total project investment will be USD 200 million (equivalent to RMB 1.26 billion Yuan), including USD 100 million from World Bank (equivalent to RMB 630 million Yuan), about 50% of the total project cost. Jiaozuo Municipal Government will contribute 50% as counterpart funding.

2 Construction Duration

The project is planned to start construction in 2014 and complete in 2018, with a duration of 4 years.

5 Measures to Reduce Resettlement

1 Project Planning and Design Phase

In order to minimize the negative impact on the local social economy, the design institutes and project owner shall adopt the following effective measures:

A During the project planning stage, try to minimize the adverse social and economic impact and take this as a key factor to be considered when the comparison and optimization of the project schemes and options are made.

B Try to construct and rehabilitate the roads and bus depots on the state-owned land; try to minimize the land acquisition if the collective land acquisition is not avoided; try to minimize the temporary occupation of cultivated land; and try to avoid the relocation and demolishment of housing and shops.

C Try to optimize the layout of bus lines and avoid the adverse impact on the housing and shops.

D To optimize the design and shorten the contruction periods.

2 Project Construction Phase

A To arrange the construction properly and alleviate the impact on urban traffic.

B To ensure the displaced persons benefited from the construction.

C To reduce dust.

D To control noise.

E To dispose the waste of construction site timely.

3 Resettlement Action Plan and Implementation Phase

The following measures shall be taken to mitigate the adverse impact when the land acquisition is not avoided:

A It is necessary to collect the basic information for the analysis and research of the local economic condition. The resettlement action plan shall be based on the practical local condition. The life standard of those affected by the project shall be guaranteed.

B It is necessary to encourage the public participation and accept the survellance by the masses.

C It is necessary to enhance the internal monitoring and external independent monitoring, establish effective feedback channel, and shorten the feedback cycle to guarantee the settlement of the issues timely in the construction.

Impacts of the Project

In order to ensure the smooth progress of the project，protect vital interests of the people affected, and safeguard the legitimate rights and interests of displaced persons, the project owner in September 2012, January 2013, April 2013 and July 2013, organized a special team for land acquisition and relocation investigation, to conduct the demographic, economic and social surveys to the project affected towns, villages and village families. The most comprehensive impact survey was conducted in July 2013, which was also set as cut-off-date for the Project.

During the investigation, relevant government agencies, village officials and some APs were consulted about resettlement and compensation policies, and possible resettlement programs.

The land acquisition, relocation, and APs by each component are summarized below:

1) Component A: It is the existing road rehabilitation in the city proper. According to the preliminary design, it is indicated that no land acquisition, relocation, and resettlement issues are involved, but it can not be completely excluded.

2) Component B: Including 4.97 km of Qunying river channel in the city, 3.49 km of urban roads, 0.8 km of parkland, 3.1 km of mountain roads, 4.1 km of collective mountain land, with a total land acquisition of 135.9 Mu, including a state-owned land occupation of 87.90 Mu, and a collective land occupation of 48 Mu. There are four villages affected, such as Yanhe, Longsi from Jiefang District, Gangzhuang from Shanyang District (Huiyuan Community), and Dangyangyu from Xiuwu County.

3) Component C: Including North Square rehabilitation (state-owned land), Zhongzhan and Macun bus depots rehabilitation (existing land owned by the project owner and no additional land required), and three new bus depots construction (116.45 Mu of collective land to be acquired) in Dongxuegu, Dabeizhang, and Yimen. There are 3 villages affected in Jiaozuo New District such as Dongxuegu, Dazhai and Dabeizhang, and one village affected such as Yimen village in Macun District. Refer to the drawing below.

[pic]

4) Component D: No land acquisition, relocation, and resettlement issues are involved since it is for capacity building.

There is no housing demolition, unlicensed buildings and overdue temporary structures affected, household relocation, and vulnerable groups involved. 9 types of ground attachments are affected.

Following sections provide a detailed description of permanent land acquisition, temporary land occupation, the affected villages, and land area to be affected.

1 Permanent Land Acquisition

The project will require a total permanent acquisition of land 252.35Mu[1], including 87.90 Mu of state-owned land and 164.45 Mu of collective land. It affects 120 people of 38 households in eight villages of five counties/districts.

Component B: It requires a permanent acquisition of land 135.9 Mu, including 87.90 Mu of state-owned land and 48 Mu of collective land (44.1 Mu of collective forest and 3.9 Mu of cultivated land). It affects 7 people of 2 households within 1 village.

Component C: It requires a permanent acquisition of collective land 116.45 Mu. It affects 113 people of 36 households in 4 villages.

Table 2-1 Summary of Permanent Land Acquisition

Unit：Mu, Household, Person

|Component |

|Component |Affected District/County |Nature of |Area |Type |

| | |Land | |of |

| | | | |Land |

2 Temporary land Occupation

Component B: It will require a total temporary occupation of land 61.73 mu, including 35.48 mu of state-owned land and 26.25 mu of collective land.

Component C: It will require a total temporary occupation of collective land 3 mu, including 1 mu for each bus depot.

In summary, it will affect 12 people of three villages temporarily.

1 Component B

It will require a total temporary occupation of land 61.73 mu, including 35.48 mu of state-owned land and 26.25 mu of collective land.

The state-owned land occupied includes 20.33 mu of river channel (32.93%), 3.75 mu of greenbelt (6.07%), and 15.15 mu of urban road (24.54%).

The collective land occupied includes 6.75 mu of mountain land (10.94%), and 15.75 mu of village road (25.52%).

Table 2-2 Summary of Temporary Land Occupation by Component B

|Starting |Ending Point |Affected |Planned Road|Planned Road |Planned Red|Collectiv| | | |

|Point | |District |Length |Width (m) |Line Width |e | | | |

| | | |(m) | |(m) |land（mu | | | |

| | | | | | |） | | | |

|Yanhe Village|Yanhe park |Jiefang |300 |5.5 |8 |- |- |1.13 |- |

|Gangzhuang |Jieqiao |Shanyang |1580 |5.5 |8 |- |- |5.93 |- |

|Village | | | | | | | | | |

|Jieqiao |Dangyangyu |Xiuwu |1200 |5.5 |8 |- |1.2 |3.3 |- |

|Longsi |End of Loop Line|Jiefang |2920 |5.5 |8 |- |5.55 |5.4 |- |

|Village | | | | | | | | | |

|Starting |Ending Point |Affected |Planned Road|Planned Road |Planned Red|Collectiv| | | |

|Point | |District |Length |Width (m) |Line Width |e | | | |

| | | |(m) | |(m) |land（mu | | | |

| | | | | | |） | | | |

|Total |16460 |41150 |3.75 |6.75 |30.9 |

2 Component C

It will require a total temporary occupation of collective land 3 mu, including 1 Mu for each bus depot from Dongxuegu, Dabeizhang and Yimen respectively. It will affect 12 people temporarily.

Table 2-3 Summary of Temporary Land Occupation by Component C

|Component |Affected |Affected Village |LA（mu） |LA (mu) |

| |District | | | |

| | | | |Cultivated |Forest |Other |Road |

| | |Dabeizhang |1 |1 | | | |

| |Macun |Yimen |1 |1 |- |- |- |

|Total | |3 |3 |- |- |- |

|Percentage | |100% |100% |- |- |- |

3 Affected Population

The permanent land acquisition will affect Longsi village from Jiefang District (Component B), Dongxuegu, Dazhai and Dabeizhang villages from Jiaozuo New District and Yimen village from Macun District (Component C). It will affect 120 people[2].

The temporary land acquisition will affect 12 people in 3 villages.

Table 2-4 Summary of the Affected Population

Unit: Household, Person, Mu

|Component |Nature of Land |Type and Quantity |AP |Subtotal |

|B Green Tourism Corridor |Permanent Acquisition of |87.90（River Channel, Road, | |21.45 |

|Development and Improvement |State-owned Land |Greenbelt） | | |

| |Permanent Acquisition of |48（Mountain land, Road） |Affected |2 |

| |Collective Land | |Household | |

| | | |Affected |7 |

| | | |Population | |

| | | |Incl. |4 |

| | | |Labor | |

| |Temporary Acquisition of |35.48 |AP |0 |

| |State-owned Land | | | |

| |Temporary Acquisition of |26.25 |AP |0 |

| |Collective Land | | | |

| |

|C Public Transport | |116.45（Cultivated land, Road, |Affected |36 |

|Infrastructure Improvement | |Canal） |Household | |

| |Permanent Acquisition of | |Affected |113 |

| |Collective Land | |Population | |

| | | |Incl. |93 |

| | | |Labor | |

| |Temporary Land Acquisition|3 |Affected |12 |

| | | |Population | |

4 Vulnerable Groups

As surveyed, the affected population does not include any household covered by minimum living security (MLS), and any handicapped persons.

5 Unlicensed Buildings and Overdue Temporary Structures

As surveyed, there is no unlicensed buildings and overdue temporary structures affected by the project.

6 Ethnic Minorities Community

As surveyed, there is no ethnic minority community affected by the project.

7 Ground Attachments

As surveyed, there are 6 types of ground attachments affected in the project area. See Table 2-5.

Table 2-5 Summary of the Affected Ground Attachments and Public Facilities

|Component |Item |Type/varieties |Unit |Quantity |

| |1 |Telegraph Poles |\ |4 |

|Component B | | | | |

| | 2 |Ordinary Trees| ................
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