China - Shaanxi Ankang Road Development Project

Page 1 INTEGRATED SAFEGUARDS DATASHEET APPRAISAL STAGE I. Basic Information Date prepared/updated: 10/10/2006 Report No.: AC2373 1. Basic Project Data Country: China Project ID: P075613 Project Name: Shaanxi Ankang Road Development Task Team Leader: Aurelio Menendez Estimated Appraisal Date: June 19, 2006 Estimated Board Date: December 19, 2006 Managing Unit: EASTR Lending Instrument: Specific Investment Loan Sector: Roads and highways (90%);Sub-national government administration (10%) Theme: Regional integration (P);Other public sector governance (P);Rural services and infrastructure (P);Export development and competitiveness (S) IBRD Amount (US$m.): 300.00 IDA Amount (US$m.): 0.00 GEF Amount (US$m.): 0.00 PCF Amount (US$m.): 0.00 Other financing amounts by source: BORROWER 435.00 435.00 Environmental Category: A - Full Assessment Simplified Processing Simple [] Repeater [] Is this project processed under OP 8.50 (Emergency Recovery) Yes [ ] No [ ] 2. Project Objectives The objective of the Project is to assist the Borrower in improving passenger and freight traffic flows in an efficient and safe manner along the corridor from Ankang to Maoba in Shaanxi Province by: (i) enhancing road infrastructure capacity and network integration along the corridor Ankang-Maoba; (ii) increasing accessibility to markets and social services for the lower-income families in rural areas of Ankang; and (iii) strengthening Shaanxi Provincial Transportation Department's capacity in managing the increasing number of kilometers of roads under its responsibility in the Shaanxi province and, in particular, within the Ankang region. These objectives respond to a territorial perspective of the interventions that attempt to address the transport needs of the Ankang region in the context of the construction of the Xian-Ankang-Sichuan Boundary expressway. This expressway will lead to one of China's most industrial and populated cities, Chongqing. Shaanxi is a strategic land transport hub--surrounded by seven other provinces--where North-South corridors intersect East-West corridors that link coastal areas with the Western provinces. The project would meet both the provincial government objective to improve the transport network to support the social and economic development of the province (especially in Page 2 the lagging counties, such as Ankang), and the central government objective to facilitate trade between the Western Region and the coastal areas. The assessment of the achievement of the project development objective will be carried out through the measurement of outcome indicators, including: reduction in average freight rates, travel times, and accident rates along the corridor to be constructed, as well as increases in transport flows and reduction in passenger and freight services along the rehabilitated local roads, and higher percentage of the national/provincial road network with updated information on its condition, and enhanced knowledge and application of updated road management approaches. 3. Project Description Component A. Ankang-Maoba Expressway (AME). [estimated cost US$681.5 million - 92.1% of the total project cost - of which US$256.6 million will be financed by the Bank Loan] The AME component includes the construction of an expressway of about 87 km connecting Ankang and the village of Maoba, close to the border with the Sichuan Province. The expressway would consist of four lanes designed for a speed of 80 km/hr, taking into account the mountainous terrain of the corridor. This component includes the construction of the relevant ancillary buildings and the acquisition of the relevant electrical and mechanical (E&M) facilities. It will also require the acquisition of land and the resettlement of people. The design of the expressway has paid adequate consideration road safety features and has minimized the social and environmental impacts, based on the analysis undertaken at the feasibility stage and further adjustments required upon completion of the preliminary engineering designs. A joint local-foreign consulting firm will supervise the construction of the AME, in a manner similar to the one implemented under the expressway component of the Second Shaanxi Provincial Highway Project. Component B. Local Roads Improvement Program (LRIP). [estimated cost US$55 million - 7.4% of the total project cost - of which US$40.6 million will be financed by the Bank Loan] The LRIP aims at improving of interconnection between provincial, county and village roads in the rural areas surrounding the corridor Ankang - Maoba Expressway. The interventions will consist of rehabilitation of existing roadways, with adjustments to its width when necessary or upgrading existing non-motorized tracks to motorized substandard roadways when warranted by the number of beneficiaries and due consideration to environmental impacts. This program aims at improving conditions of the lower class roads that interconnect rural townships and villages in the Ankang City along the AME corridor to the higher-class road network and to the AME. A set of 28 roads have been identified for the first year of the program. The total number of kilometers estimated to be financed under this component is 1,480. The supervision of these works will be carried out by a local consulting firm that will be contracted by the Page 3 Ankang Traffic Bureau, and will work under the monitoring and direction of the Shaanxi Provincial Highway Bureau (SPHB). Component C. Institutional Strengthening Program (ISP). [estimated cost US$2.7 million - 0.4% of the total project cost - of which US$2.1 million will be financed by the Bank Loan] The institutional strengthening program includes the following sub-components: - Impact evaluation and monitoring studies will measure the impacts of the road rehabilitation under the LRIP on the socio-economic and transport conditions in the relevant areas of the Ankang City, establishing a complementary knowledge base for future interventions on those types of roads across the Shaanxi Province. The study will include the definition of the impact evaluation methodology and sample and up to three surveys over the project implementation period towards providing a comprehensive assessment of the impacts of the road improvement program in the livelihood of the population in the areas of influence of the rehabilitated local interconnecting roads. - Acquisition of auscultation equipment for strengthening the information base of SPTD that is necessary to make informed decisions about the allocation of maintenance resources and the correct prevention of the deterioration of the provincial and national roads under its responsibility. - Technical assistance for the use of the road auscultation equipment and the incorporation of the information into the pavement management system (PMS) currently installed at SPTD - The training for staff of the agencies and institutions involved in the management of the project (including staff from the Ankang Traffic Bureau). The training activities build on training carried out under previous Bank-financed projects, and will focus primarily on: highway research, planning, transportation management, construction, operation and maintenance of highways. 4. Project Location and salient physical characteristics relevant to the safeguard analysis The project will be implemented within the boundaries of the Ankang City/Prefecture. Ankang lies within the Qinba mountainous area, on the Southermost border between the Shaanxi and Sichuan Provinces. It is a relatively isolated area, with poor road access. Waterways used to be an important communication channel, but have dropped in significance, and it now mainly serves internal transport in the local areas. Though villages with road access have reached about 90%, the access roads are very poor and urgently need rehabilitation. These have constrained local development in terms of traveling time, safety, and the opportunities to develop its resources (planting of paddy, corn and wheat, garden vegetable, tea, and tobacco, and pig and sheep livestock, and tourism). There exist a growing number of non-farm jobs. (As part of the social assessment, it has been found that non-farm jobs contribute to over 50% of family income). Ankang is one of the key poverty pockets in the country. Of its 10 counties and districts, seven have state level poverty status. Over 230,000 people, about 10% of its Page 4 population, are receiving assistance for minimum subsistence. In 2002, its average GDP per capita is only 38.55% of that nation-wide and 55.8% of that in Shaanxi Province. The average farmer income per capita is only 1417 yuan, about 57% of that in China and 88% of that in Shaanxi. Ankang is one of the focus areas in Shaanxi Province for poverty reduction. The Ankang-Maoba expressway crosses Ankang City from the North at Ankang until the village of Maoba, about 10 kilometers before the border with the Sichuan Province, traversing Hanbing District, Langao County, and Ziyang County. The LRIP, complementary to the expressway component, also covers the same counties and district. This component has tentatively identified 108 roads, including one provincial road of 74.5 km, 12 county roads of 463.7 km, 13 township roads of 191.4 km and 82 village roads of 751.8 km. Most of the project works will be of a rehabilitation nature, including possible widening and straightening in certain sections. Impacts of the LRIP are expected to be minor. The Maoba-Bashan Expressway During project preparation a 12-km section at the Southern-most section of the AME was dropped from the initial project scope because of continuous disagreements with the neighboring Sichuan Province on the best alignment for the section that crosses the two provinces. In June 2006, an agreement was reached regarding the point of connection of expressways joining Shaanxi and Sichuan province, upon completion of an alternative analysis study commissioned by MOC to its First Design Institute. The point of connection is near the Bashan Township in Shaanxi province. For ease of reference the portion of the expressway connecting Maoba with the Sichuan Expressway near the Bashan Township in Shaanxi province will be called the Maoba-Bashan Expressway. The construction of the Maoba-Bashan Expressway will allow completion of the corridor from Ankang to the border with Sichuan province. That expressway will be treated as a separate project, though a directly related project, to be funded entirely with local funds and constructed concurrently with or prior to the completion of that AME. As explained in more detail in other sections of the ISDS, in the construction of the Maoba-Bashan Expressway, SPTD will apply a Resettlement Action Plan (RAP) and an Environmental Impact Assessment (EIA), that complies with the World Bank related safeguard policies. 5. Environmental and Social Safeguards Specialists Mr Chaohua Zhang (EASSD) Mr Peishen Wang (EASEN) Mr Hiroshi Ono (EASEN) Page 5 6. Safeguard Policies Triggered Yes No Environmental Assessment (OP/BP 4.01) X Natural Habitats (OP/BP 4.04) X Forests (OP/BP 4.36) X Pest Management (OP 4.09) X Physical Cultural Resources (OP/BP 4.11) X Indigenous Peoples (OP/BP 4.10) X Involuntary Resettlement (OP/BP 4.12) X Safety of Dams (OP/BP 4.37) X Projects on International Waterways (OP/BP 7.50) X Projects in Disputed Areas (OP/BP 7.60) X II. Key Safeguard Policy Issues and Their Management A. Summary of Key Safeguard Issues 1. Describe any safeguard issues and impacts associated with the proposed project. Identify and describe any potential large scale, significant and/or irreversible impacts: The construction and operation of AME would cause such potential large scale impacts on the environment as: - Two sections (9.8 km and 5.2 km) of AME run through the edge of an Experimental Zone of provincial level Ying Lake Wetland Nature Reserve (YLWNR) which is by definition deemed as ?critical natural habitats? under OP.4.04. However, Natural Habitats Policy was not triggered because it was concluded that the project would not involve significant conversion or degradation of YLWNR mainly due to the change of alignment based on an extensive alternative analysis. - Nine cultural relics sites including one building, two tomb stones and six underground tombs/relics were identified. Therefore, Cultural Property Policy was triggered and further study was conducted to examine if the project would significantly damage non- replicable cultural properties. - Soil erosion and subsequent water pollution during construction phase will be a major environmental issue. Water pollution may also be caused by the discharge of untreated wastewater from service areas and toll stations as well as spilled oil and hazardous materials. - Among the 39 noise sensitive sites (31 villages and 8 schools), noise levels were predicted to exceed the standards at 1 location during day time and at 11 locations during night time in 2011. Construction works including heavy machinery operation and earth works may also cause noise and air (dust) problems. Although to a reduced extent, the implementation of LRIP could cause potential adverse impacts on the environment including soil erosion and subsequent water pollution, damage on vegetation and wild animals, and noise and dust problems mainly during construction. Social Page 6 The Social Assessment (SA) Report provided rich socioeconomic information about the project areas and local development, in-depth analysis of the project impacts, particularly its impacts on poverty reduction. It also facilitated the consultation process and brought out feedback from the local population. The SA identified Hui ethnic minority population in the project areas, researched their history and current social, economic and cultural characteristics, and analyzed possible project impacts on them. The SA concludes that the Hui population in the project areas (mostly merchants living as urban residents in Chenguan town, which is not located within the expressway corridor), does not fall under the World Bank?s definition of Indigenous People. The AME component would require the acquisition of land, relocation of houses, some small business and factories as well as some local public facilities. The component would require 5,880 mu of land, including 2,655 mu of cultivated lands, 404 mu of wasteland and 1,688 mu of forest land. The total affected population is 28,340 people from 6,950 families, including 27,950 of 6,865 families affected by land loss, 1,326 people of 284 families losing houses and 936 people of 199 families affected by both land and house losses. Due to the linear nature of the project, the land loss impact is relatively small. Of the 38 villages losing land, no one loses more than 20% of their total land and 30 of them are losing less than 10%. The project would also require houses of a total 93,050 m2. The first year program of LRIP would require a total of 1,020 mu of land, including over 900 mu of wasteland and 120 mu dry farmland. There is no impact on houses or infrastructure. The total affected population is about 460. The total resettlement cost is estimated at RMB294,000. Data related to the Maoba-Bashan Expressway--the Southern connection of the project AME to the border with the Sichuan Province, with a distance of about 25 km--would be known once the related RAP is furnished to the Bank by March 31, 2007. 2. Describe any potential indirect and/or long term impacts due to anticipated future activities in the project area: In 2004, YLWNR and Ying Lake Provincial Scenic Spot received about 80 thousand tourists and this number is expected to increase upon completion of the project due to improved accessibility. To prevent potential indirect and/or long-term impacts on local human life and the environment due to increased tourists to YLWNR and Ying Lake Provincial Scenic Spot, strengthening of the management capacity has been addressed in the Plan of YLWNR. 3. Describe any project alternatives (if relevant) considered to help avoid or minimize adverse impacts. During the preparation of the project, the final alignment for the AME was carefully selected through the comprehensive analysis of five major alternatives schemes including without-project case. Major considerations included in the design are: (1) to minimize impacts on environmental sensitive sites such as YLWNR, scenic spots, water source reservation areas and cultural relics sites; (2) to minimize resettlement and land occupation; (3) to minimize impacts on community activities and infrastructure; and (4) engineering and financial aspects. Page 7 Significant efforts were given to minimize the environmental impacts on YLWNR and associated sensitive sites. During the alignment research phase, three corridor schemes were identified, of which two went from Ankang to Sichuan while the remaining one from Ankang to Chongqing, and an Ankang-Sichuan scheme was taken up for further study. However, at the feasibility study phase, the Bank noticed that the proposed alignment (Hanjiang Scheme) passed through the core reservoir part of YLWNR as well as Ying Lake Provincial Scenic Spot and Provincial First Grade Water Source Reservation Area. Though those sensitive areas had been re-categorized from Core/Buffer Zones to Experimental Zone as a result of the functional planning adjustment of YLWNR in 2005 under the approval of Shaanxi Provincial Government (Shaanxi Provincial Environmental Protection Bureau) reflecting the current ecological conditions and functions, further extensive discussion was made to avoid/minimize the possible impacts on those sensitive areas among project designers, engineers and environmental protection personnel. As the result, the Hanjiang Scheme was rejected at the final stage of preliminary design phase, and an alternative scheme (Haoping Scheme) with the need of a longer tunnel. The Haoping Scheme could mostly avoid the impacts on Ying Lake Provincial Scenic Spot and Provincial First Grade Water Source Reservation Area, and significantly reduce the impacts on YLWNR by turning away the alignment from its core reservoir part although part of the road section still runs through the edge of the Experimental Zone. Besides Hangjiang/Haoping schemes, additional 3 sections were also carefully studied with in-depth comprehensive comparison among environmental, social, technical and financial factors. Shaanxi Archeological Institute was contracted to conduct a cultural relics survey in September 2005. The survey identified nine cultural relics sites, including one provincial-level and eight county-level sites. They were one building, two tomb stones and six underground tombs/relics. The alignment has been fine tuned to avoid three sites (above ground) out of the identified nine sites. For remaining six sites which may be affected by the project, SPTD has developed mitigation measures and their implementation arrangements, including cost estimates and timetable. 4. Describe measures taken by the borrower to address safeguard policy issues. Provide an assessment of borrower capacity to plan and implement the measures described. Environmental Safeguards An Environmental Impact Assessment (EIA) and Environmental Management Plan (EMP) for AME, and an Environmental Management Framework (EMF) for LRIP have been developed by Chang an University. Based on EMF, an Environmental Assessment (EA) for local roads is to be executed on an annual basis prior to construction. The drafts of EIA, EMP and EMF including the first year EA were prepared in compliance with the Bank Policy OP 4.01 (Category A) and found satisfactory to the Bank after its extensive reviews. In addition, for the connected Maoba-Bashan Expressway an EIA, acceptable to the Bank, will be prepared and furnish to the Bank by March 31, 2007 and thereafter its mitigation measures will be implemented in the construction of that expressway. Page 8 AME Component Two sections (9.8 km and 5.2 km) of AME go through an Experimental Zone of provincial level Ying Lake Wetland Nature Reserve (YLWNR). Although the Experimental Zone is by definition deemed as "critical natural habitat" under OP.4.04, it is understood that the Wetland Nature Reserve was established mainly for drinking water resources protection, it does not qualify the criteria for a wetland (i.e. shallow water, hydrated soil and adaptive plant). Based on findings of ecological and biodiversity survey, its wetland/natural habitat value was much lower than originally claimed and does not fall into definition of critical natural habitat. It was concluded that the project would not involve its significant conversion or degradation because: (a) the area subject to conversion was relatively small (0.42 % of the total area) and the best possible effort had been made to minimize the conversion through an alternative analysis; (b) the area subject to conversion had already been well developed and had less significant ecological value according to the detailed scientific survey and consultation with public/experts; (c) the letter issued by the Provincial Environmental Protection Bureau confirmed that the project was fully in compliance with the management framework of YLWNR; and (d) extensive prevention/mitigation measures were to be provided. Seven cultural relic sites including one building, two tomb stones and six underground tombs/relics were identified. The alignment has been fine tuned to avoid three of the nine sites. The remaining six sites will be further excavated by a qualified archeology institute prior to the commencement of construction work, and the excavated relics having a significant cultural value will be subject to off-site preservation. Similarly, if cultural relics would be identified during the construction of the Maoba-Bashan Expressway they would be protected in accordance with the prevailing domestic legislation which complies with World Bank related safeguard policy. A stand-alone Environmental Management Plan (EMP) was developed, and the proposed measures are to be incorporated into bidding documents and contracts. The EMP defines environmental management and supervision mechanisms and procedures with the assignment of dedicated staffs. The FFFPO established under SPTD is responsible for the implementation of EMP. Environmental monitoring will be carried out by the monitoring station of Ankang City. During the construction and operation phases, environmental monitoring will be carried out at selected sensitive sites. The major variables to be monitored include construction and traffic noise, COD, Oil and SS for river water, TSP and NO2 for ambient air. To enhance environmental protection knowledge and skills, key staff engaged in environmental protection will receive intensive training. The training program includes lectures by experts, site visits to similar projects, and periodic domestic or international training. LRIP Component Page 9 The EMF has been developed including: baseline environmental data; institutional arrangements; EA procedures; supervision, training and monitoring plans; public consultation procedures; and environmental mitigation measures. SPTD is responsible for the overall coordination and guidance, and Ankang City Traffic Bureau for the implementation of the EMF. The EMF was disclosed locally in April 2006 and at InfoShop in May 2006. The First Year EA/EMP involves 28 roads with a total length of 450 km of Class IV roads, and no new alignments are included. The EIA/EMP was prepared according to requirement of agreed Environmental Management Framework. Proper mitigation measures have been developed in the EA/EMP to avoid, minimize and mitigate potential environmental impacts Social Safeguards Three safeguard documents have been developed in line with local laws, regulations and World Bank OP 4.12 on Involuntary Resettlement. They are the Resettlement Action Plan (RAP) for the AME component, Resettlement Policy Framework (RPF) for the LRIP and a RAP for the first year program of the LRIP. They describe in detail the following: - The planning process, detailed resettlement impacts and village impact analysis. - The policy framework and basic principles to be followed. - Detailed livelihood restoration program. The rehabilitation approach was developed through consultations with every affected village and follows a strategy combining land- for-land measures and cash payment option. A preliminary village livelihood implementation program was developed for each village. - Relocation program. All the relocating households are planned to move within the existing villages and no group resettlement sites are considered necessary. - Compensation and rehabilitation of infrastructure, business and enterprises.The facilities will be compensated at reconstruction cost and will be reconstructed by the owner government departments. Nearly all affected business and enterprises are suffering small impacts and their operations will not be affected. They will be compensated for their losses. - Resettlement organizations. SPTD is in charge of the implementation of the resettlement program. A multi-level resettlement organization has been established for the implementation of the project, including resettlement offices at provincial, municipal, county and township levels. Their respective responsibilities and functions are detailed in the RAP. - Monitoring. Both internal and external monitoring is planned for resettlement implementation. The resettlement offices will be responsible for the internal monitoring while an external agency will be engaged as the independent monitor. - Consultation and participation. The affected villagers participated in the social economic survey, impact census, inventory and formulation of the compensatory and livelihood rehabilitation plan. Arrangements to ensure continued participation are planned in the RAP. Project information, relevant government policies and regulations were broadly disseminated through village meetings in the project areas. Page 10 - Schedule of implementation of resettlement actions. - Grievance redress. Mechanisms have been designed for grievance filing and redress. This has been disclosed to the local population and will be further disseminated through the Resettlement Information Booklet. - Resettlement cost. The total resettlement cost for the AME is RMB 169 million, equivalent to US$ 21 million (1 USD=8.02 yuan), and RMB 294,000, equivalent to about US$38,500, for the first year program of LIRP. This will be financed by domestic funds. The RAPs and resettlement policy framework have been prepared in line with local laws, regulations and World Bank OP 4.10. The task team has reviewed early drafts of these documents and provided comments for their appropriate finalization. The social safeguard documents are in compliance with OP 4.12. In addition, for the Maoba-Bashan Expressway a RAP, acceptable to the Bank, will be prepared and furnish to the Bank by March 31, 2007 and thereafter implemented in the construction of that expressway. Borrower Capacity SPTD has maintained a good implementation track record for the previous Bank highway projects. The ICR of the Second Shaanxi Provincial Highway Project (February 10, 2003) rated this project satisfactory including safeguard compliance. Notwithstanding, in order to develop capacities at all levels, a total of more than 30 key staff from SPTD and its construction office, design institute, monitoring institute, Ankang City and county/district including environmental administrative personnel, environmental supervisors and staff engaged in environmental protection will receive intensive training, including lectures by experts, site visits to similar projects, and periodic domestic or international training. The Shaanxi Provincial Transportation Department (SPTD) is in charge of the implementation of the resettlement program. A multi-level resettlement organization has been established within SPTD for the implementation of the project, including resettlement offices at provincial, municipal, county and township levels. Their respective responsibilities and functions are detailed in the RAP. This is the third World Bank lending operation in the transport sector in Shaanxi. STPD has accumulated a lot of experiences and built up capacity through these operations in implementing resettlement. However, the local roads improvement component would take place in Ankang City where knowledge of World Bank policies is not as strong, and the staff in that city will require capacity strengthening. An institutional development effort, similar to the one described for the environmental safeguards in the previous paragraph, will be undertaken for the staff in charge of the implementation of the resettlement action plans. Summary Provisions for the Maoba-Bashan Expressway In the construction of the Maoba-Bashan Expressway, SPTD will apply a Resettlement Action Plan (RAP) and the mitigating measures under an Environmental Investment Page 11 Assessment (EIA), both acceptable to the Bank. For these purposes, SPTD will furnish to the Bank for its review by not later than March 31, 2007, the proposed RAP and EIA for the Maoba-Bashan Expressway. Other planning, design, and implementation arrangement, including procurement, financial management and audits under the Maoba- Bashan Expressway would follow Chinese legislation, as this expressway will be financed entirely with local funds. The EIA and the RAP would be prepared by Chang an University (the same consultants that prepared similar documents for the AME expressway). 5. Identify the key stakeholders and describe the mechanisms for consultation and disclosure on safeguard policies, with an emphasis on potentially affected people. Environmental Safeguards Two rounds of public consultation were carried out according to the World Bank's guideline in December 2004 (first round), and July 2005 (second round, Ziyang-Maoba section) and March 2006 (second round, Ankang-Ziyang section). The first round consultation was conducted by a questionnaire survey in which 50 valid answers were collected out of 58 questionnaires sent. The second round consultation for Ziyang- Maoba section included meetings with local people at project-affected towns (2 places, more than 50 people) and surveys through questionnaires (199 valid answers collected out of 210 questionnaires sent). During this process, project-affected individuals, organizations of concerned villagers, and village committees were intensively consulted. Apart from the resettlement-related issues, the public showed concerns about social disruption by the expressway and environmental protection during construction, requested adequate mitigation measures. Their feedback was reflected in the engineering designs and EMP. The draft EIA/EMP was disclosed at the communication bureaus of Ankang City, Hanbing District and Ziyang County in April 2006, as well as at InfoShop in May 2006. For LRIP, the EMF provides the basics and procedures for public consultation and information disclosure, which are to be followed in the preparation of EAs to meet the Bank?s requirement. The EMF was disclosed in April 2006 at the communication bureaus of Ankang City, Hanbing District, Langao County and Ziyang County as well as at InfoShop in May 2006. Social Safeguards The resettlement planning for the AME followed a participatory process. Affected villagers and various government agencies participated in the social economic survey, impact census, inventory and formulation of the compensatory and livelihood rehabilitation plan. The affected people will continue to participate in the formulation and implementation of detailed village livelihood development plans. Arrangements to ensure continued participation are planned in the RAP. Project information, relevant government policies and regulations were broadly disseminated through village meetings in the project areas. A project information handbook will be developed and distributed to every affected farmer household. Project RAPs have also been disclosed. Page 12 For the first-year LRIP, initial livelihood rehabilitation plan has been developed for each road, in consultation with local governments and villages. The resettlement planning team studied and assessed various livelihood options in each area.These are summarized in the form of initial plans for each individual road. These options have been shared with the villages during the planning process to advise them in the optimal use of their land compensation fund. Final decision on the use of their compensation funds and choice of different livelihood options will be made by the villages themselves. The project resettlement offices will continue to advice and monitor this decision-making process and implementation of their selected livelihood programs. B. Disclosure Requirements Date Environmental Assessment/Audit/Management Plan/Other: Date of receipt by the Bank 04/24/2006 Date of "in-country" disclosure 04/03/2006 Date of submission to InfoShop 05/24/2006 For category A projects, date of distributing the Executive Summary of the EA to the Executive Directors 07/25/2006 Resettlement Action Plan/Framework/Policy Process: Date of receipt by the Bank 05/05/2006 Date of "in-country" disclosure 04/11/2006 Date of submission to InfoShop 05/24/2006 * If the project triggers the Pest Management and/or Physical Cultural Resources, the respective issues are to be addressed and disclosed as part of the Environmental Assessment/Audit/or EMP. If in-country disclosure of any of the above documents is not expected, please explain why: C. Compliance Monitoring Indicators at the Corporate Level (to be filled in when the ISDS is finalized by the project decision meeting) OP/BP/GP 4.01 - Environment Assessment Does the project require a stand-alone EA (including EMP) report? Yes If yes, then did the Regional Environment Unit or Sector Manager (SM) review and approve the EA report? Yes Are the cost and the accountabilities for the EMP incorporated in the credit/loan? Yes OP/BP 4.11 - Physical Cultural Resources Does the EA include adequate measures related to cultural property? Yes Does the credit/loan incorporate mechanisms to mitigate the potential adverse impacts on cultural property? Yes OP/BP 4.12 - Involuntary Resettlement Page 13 Has a resettlement plan/abbreviated plan/policy framework/process framework (as appropriate) been prepared? Yes If yes, then did the Regional unit responsible for safeguards or Sector Manager review the plan? Yes The World Bank Policy on Disclosure of Information Have relevant safeguard policies documents been sent to the World Bank's Infoshop? Yes Have relevant documents been disclosed in-country in a public place in a form and language that are understandable and accessible to project-affected groups and local NGOs? Yes All Safeguard Policies Have satisfactory calendar, budget and clear institutional responsibilities been prepared for the implementation of measures related to safeguard policies? Yes Have costs related to safeguard policy measures been included in the project cost? Yes Does the Monitoring and Evaluation system of the project include the monitoring of safeguard impacts and measures related to safeguard policies? N/A Have satisfactory implementation arrangements been agreed with the borrower and the same been adequately reflected in the project legal documents? Yes D. Approvals Signed and submitted by: Name Date Task Team Leader: Mr Aurelio Menendez 09/27/2006 Environmental Specialist: Mr Peishen Wang 09/27/2006 Social Development Specialist Mr Chaohua Zhang 09/27/2006 Additional Environmental and/or Social Development Specialist(s): Mr Hiroshi Ono 09/27/2006 Approved by: Regional Safeguards Coordinator: Mr Glenn S. Morgan 10/10/2006 Comments: Juan D. Quintero, Acting RSC Sector Manager: Mr Jitendra N. Bajpai 10/05/2006 Comments: