Philippines - First National Roads Improvement and Management Project (NRIMP) : resettlement action plan (Vol. 4 of 16) : Calinan-Buda road section : resettlement action plan

RP- 24 VOL. 4 National Roads Improvement and W p Management Program Department of Public World Bank Works and Highways CALINAN-BUDA ROAD SECTIO RESETTLEMENT ACTION PLAN May 15, 2000 Department of Public Works and Highways Manila, Philippines   TABLE OF CONTENTS Table of Contents List of Annexes List of Tables List of Figures Acronyms and Abbreviations Executive Summary 1. INTRODUCTION 1.1 Description of the Project 1.2 Types of Impacts 1.3 Steps taken to Minimize Impacts 1.4 Main Objectives of the Resettlement Action Plan 2. DESCRIPTION OF IMPACTS AND SOCIO-ECONOMIC CHARATERISTICS 5 2.1 Administrative Unit 2.2 Social and Economic Characteristics of Project Affected Persons 2.2.1 Household size 2.2.2 Distribution of PAPs by Age 2.2.3 Distribution of PAFs by Religion 2.2.4 Minority Groups 2.2.5 Length of Stay in the Community 2.2.6 Household Income 2.2.6.a Main Source of Income 2.2.6.b Monthly Household Income 2.2.7 Land Use Distribution 2.2.8 Building Use Distribution 2.2.9 Tenure of Main Structure Occupants 2.2.10 Category of Main Structures 2.3 Impacts of the Project 2.3.1 Impacts on Land 2.3.1.a Agricultural Land 2.3.1.b Residential Land 2.3.l.c Commercial Land 2.3.1.d Residential/Commercial Land 2.3. .e Institutional Land 2.3.2 Impacts on Structures 2.3.2.a Residential Structures 2.3.2.b Residential/Commercial Structures 2.3.2.c Commercial Structures 2.3.2.d Institutional Structures  2.3.3 Loss of Crops and Trees 2.3.4 Temporary Impacts 2.3.5 Relocation Requirements 2.3.6 Summary of Impacts 3. COMPENSATION RATES AND ENTITLEMENTS 18 3.1 Introduction 3.2 Detailed Compensation Entitlements 3.2.1 Loss of Arable Land 3.2.2 Loss of Residential or Commercial Land 3.2.3 Loss of Residential and Residential cum Shop Structures 3.2.4 Loss of Independent Shops/Stores 3.2.5 Loss of Other Fixed Structures 3.2.6 Loss of Standing Crops and Trees 3.2.7 Loss of Service Facilities 3.2.8 Loss of Public Infrastructure and Other Assets 3.3 Resettlement Costs and Budget 3.3.1 Procedures for Flow of Funds 3.3.2 Cost Estimates and Inflation Adjustment 3.3.3 Implementation, Administration and Contingency Costs 3.3.4 Unit Prices for Cost Estimation 4. IMPLEMENTATION SCHEDULE 32 4.1 Approval of the RAP 4.2 Resettlement Implementation Activities 4.2.1 MOU with LGU and Establishment of the RIC 4.2.2 Training of the RIC 4.2.3 Establishment of Detailed Compensation Rates 4.2.4 Conducting Public Information Campaign 4.2.5 Stake-out 4.2.6 Finalization of Compensation and Other Entitlements to PAPs 4.2.7 Public Meeting 4.2.8 Payment of Compensation and Other Entitlements 4.2.9 Reorganization and Relocation 4.2.10 Handing Over the Site for Civil Works 4.3 Monitoring and Supervision of RAP Implementation 5. ORGANIZATION SET-UP 35 5.1 Institutions for Resettlement 5.1.1 DPWH 5.1.2 Environmental Impact Assessment Project Office (EIAPO) 5.1.3 Resettlement Implementation Committee (RIC) 5.2 Extemal Monitoring . .  LIST OF ANNEXES Annex A: DPWH Land Acquisition, Resettlement and Rehabilitation Policy Framework Annex B: Operational Framework on Public Participation and Consultation iii   LIST OF TABLES 1.1 Road Sections and Station Limits 1.2 Bridges 2.1 Distribution of PAFs by Household Size 2.2 Distribution of PAPs by Age 2.3 Distribution of PAFs by Religion 2.4 Distribution of PAPs by Number of Years in the Community 2.5 Distribution of Household Heads by Main Occupation 2.6 Distribution of PAFs by Monthly Household Income 2.7 Distribution of PAPs by Land Use 2.8 Distribution of PAPs by Use of Main Structure 2.9 Distribution of Main Structure Occupants by Tenural Status 2.10 Category of Main Structures by Type of Construction 2.11 Distribution of Affected Land by Use 2.12 Distribution by Number and Area of Main and Other Structures Affected 2.13 Category, Number and Area of Main Structures Affected 2.14 Distribution of Residential Structures 2.15 Distribution of Affected Residential/Commercial Structures 2.16 Distribution of Affected Commercial Structures 2.17 Distribution of Institutional Structures 2.18 Distribution of Main Structures Affected According to Viability, Possibility to Reorganize and Area 2.19 Distribution of PAFs Needing Relocation iv  2.20 Summary of Affected Assets 3.1 Entitlement Matrix a, 3.2 Estimated Resettlement Cost v  LIST OF FIGURES Figure 1.1 Location Map of the Project Area vi   ACRONYMS AND ABBREVIATIONS AO Administrative Order DEO District Engineering Office DO Department Order DPWH Department of Public Works and Highways EIAPO Environmental Impact Assessment Project Office EO Executive Order ESS Environmental and Social Service GOP Government of the Philippines GRC Grievance Redressal Committee Ha Hectare IBRD International Bank for Rural Development IPs Indigenous Peoples Km Kilometer LGU Local Government Unit m Meter MOU Memorandum of Understanding NRIMP National Roads Improvement and Management Program OD Operational Directive PAP Project-affected Person PAP Project-Affected Family PMO Project Management Office RA Republic Act RAP Resettlement Action Plan RIC Resettlement Implementation Committee ROW Right-of-Way SIA Social Impact Assessment TA Technical Assistance TOR Terms of Reference vii   EXECUTIVE SUMMARY The Calinan-Buda Road project is one of the three sections that make up.9; approximately 142 km., Philippine Highway that link Davao City at the Ulas Junction with the Sayre Highway in the Municipality of Maramag, Bukidnon Province. The Ulas Junction-Calinan Section is approximately 28 km long. On the other hand, the road project (i.e., Calinan-Buda Section) runs for about 46.2 km. The Buda-Maramag Section is about 60 km long. The Sayre junction in Maramag is a little over 150 km from Cagayan de Oro City, while the Ulas Junction is approximately 15 km from Davao City. The Ulas Junction-Calinan Section is paved to asphalt concrete pavement (ACP). However, the rest of the 111.5 km is gravel and in a very poor state of repair. The region served by the project road is agricultural, with a topography that ranges from flat land to rolling hills. However, being a part of the Davao City - Cagayan de Oro City Highway, which serves as the trunk line in the area, the project road is crucial in the on-going socio-economic development of the region. An improved road system will stimulate the economy through greater access to and from the cities of Davao and Cagayan. The rehabilitation of the Calinan-Buda Road Section will involve the construction of asphalt concrete pavement, with a standard width of 7.0 m and a thickness of 70.0 mm. The road pavement will have a shoulder of 1.5 m on both sides. The project will likewise cover the rehabilitation of 2 existing reinforced concrete bridges (i.e., the Suawan Bridge and the Simod I Bridge) and the construction of a drainage system. There will be no realignment in the road project. More than this, the 30 m road-right-of way (ROW) has long been acquired by the DPWH. Therefore, there will be no land acquisition. The ROW, however, is not free from illegal occupants and structures. On both sides of the existing road and within the ROW, especially at bus stops, the ROW is used for residential/commercial purposes. Therefore, the project will have impact on the livelihood and businesses of a number of project-affected families (PAFs). The project will adversely affect a total of 62 PAFs found physically (actually) residing or doing business within the clearance line, not to mention the owners of 8 residential or commercial structures that were being rented out to 8 PAFs. The owners of the said leased main structures were living elsewhere outside the ROW when the socio-economic survey was conducted. Thus, no socio-economic data were gathered on them. The 62 PAFs covered by the socio-economic survey had 333 household members. 71 main structures were counted to be within the clearance line. 68 of these were privately- owned dwelling units and/or small stores. The three other main structures were a military outpost and 2 barangay-owned waiting sheds. These 3 public structures were made of temporary materials. viii  Of the 68 privately owned main structures, 35 were residential houses, 14 residential houses cum small variety shops, 18 family-based small commercial shops, and 1 cooperative store. I of the 35 residential houses seemed to have been abandoned (unoccupied for some time already). Moreover, 4 PAFs in Brgy. Marahan, had each a dwelling unit and a commercial structure. None of the aforementioned privately owned main structures was made of permanent materials, while 2 were made of semi-permanent materials, and 66 of temporary materials. Of the 71 main structures to be affected, 44 will be severe, 22 of these severely-affected structures are residential houses, 7 houses cum shops, 13 independent shops, and 2 public structures. Moreover, 13 of the severely-affected structures will have to be relocated, 8 of which are houses and 5 independent shops. The 2 severely-affected public structures may still be re-organized on adjacent lots The road project will not affect any crop or tree of commercial value. This RAP should be read in conjunction with the DPWH Land Acquisition, Resettlement and Rehabilitation Policy. Said Policy applies to all road projects that will be implemented under the National Roads Improvement and Management Program (NRIMP). Prior to the implementation of this RAP, the list of PAPs and affected assets will be validated. This will facilitate the finalization of the resettlement package for the PAPs. ix  Calina-Buda Road Section Resaemnt Action Plan CHAPTER 1. INTRODUCTION 1.1 Description of the Project The Calinan-Buda Road project is one of the three sections that make up the approxmately 142 km Philippine Highway that link Davao City at the Ulas Junction with the Sayre Highway in the MunicipaLhty of Maramag, Bukidnon Province. The Ulas Junction-Calinan Section is approximately 28 km long. On the other hand, the road project (ie., Calinan-Buda Section) rnms for about 46.2 kEL The Buda-Maramag Section is about 60 km long. The Sayre junction in Maramag is a little over 150 km from Cagayan de Oro City, while the Ulas Junction is approximately 15 km from Davao City. (See Figure 1.1 for the Location Map of the Project Area). Table 1.1: Road Sections and Station Limits i Ulas Junction toCalinan STA. 6 + 800 to STA 34 + 798 I Calinan to Buda STA 34 + 800 to STA SI + 000 -.T STA1 8 +000to STA 140 + 097.90 There are 17 bridges along the entire length of the Ulas Junction to Maramag, spanning about 856.5 linear meters long. 16 of these are 2 lane permanent stuctues and they only need routine maintence. On the other hand, the last bridge, the Puaigi Bridge, is a single lane 36.5 m Bailey bridge which is in a very poor state of repair. The National Power Corporation also plans to widen the Pulangi River from 36 m to about 60 m. (See Table 1.2 nxt page for a list of bridges). The Ulas Junction-Calinan Section is paved to aspbalt concrete pavement (ACP). However, the rest of the 111.5 km is gravel and in a very poor state of repair. The rehabiliation of the Calinan-Buda Road Section will involve the consction of asphalt concrete pavement, with a stndard width of 7.0 m and a thickness of 70.0 mm The road pavement will have a shoulder of 1.5 m on both sides. The project will likewise cover the rehabiliton of 2 existing reinforced concrete bridges (ie., the Suawan Bridge and the Simod I Bridge) and the constuction of a drainage system. 1.2 Types of Impacts The region served by the project road is agrculul with a topography tbat ranges from flat land to rolling hills. However, being a part of the Davao City - Cagayan de Oro City Highway, which serves as the tun line in the area, the project road is crucial in the on-going socio-economic development of the region. An imoved road system will sttmulate the economy through greater access to and from the cities of Davao and CagayanL  Cainan-Buda Road Secion Resetflement Action Plan Table 1.2: Bridges Angalan I Km 11 + 065 12.0 Angalan Km 11 +396 12.0 Angalanm Km 12 + 112 48.0 Tamugan Km 29 + 188 105.0 Pagj-Grande Km 32 + 599 45.0 Pagan-Pequeno Km 33 + 686 73.8 Suawan Km 34 + 798 15.0 Simod I (Buda) Km 81 + 884 45.0 Simod I Km 88 + 086 40.0 Malo-os Km 92 + 181 43.6 Raware Km 94 + 746 45.0 Ponian KKm 111 + 507 75.0 Lanapan Kmi 113 + 601 15.0 Delapa Km 1221 + 032 40.6 Manuto Km 125 + 423 45.0 Buayan Km 136 + 373 25.0 Pulangi Km 138 + 754 36.0 There wi be no reiignment in the road project. More than this, the 30 m road-right-of way (ROW) has long been acqured by the DPWIL Therefore, there wiUl be no land acquistion. The ROW, however, is not fiee from ilegal occupants and structures. On both sides of the existing road and withn the ROW, especilly at bus stops, the ROW is used for residential/commercial purposes. Therefore, the project will have impact on the livelihood and businesses of a number of project-affected fimilies (PAFs). Based on the census conducted in June-July 1999, the project will adversely affect a total of 62 PAFs found physically (actually) residing or doing business within the clarance line' of 10 m from the road center line. This number does not include the owners of 8 residential or commercial structures that were being rented out to 8 PAFs. The owners of the said leased main stuctures were living elsewhe outside the ROW when the socio-economic survey was conducted. Thus, no socio-economic data were gathered on them. The 62 PAFs covered by the socio-economic survey had a total of 333 household members. A total of 71 main sructures were counted to be within the clearance line. 68 of thes were privately-owned dwelling units and/or small stores. The three other main structue were a miliary outpost and 2 berangay-owned waiting sheds. These 3 public stctue were made of temporary materials. 1Cleame line is used here to ma the mu wthi the road coid has tD be fee fim yoer ota ous but the mad syem hd