Philippines - First National Roads Improvement and Management Project (NRIMP) : resettlement action plan (Vol. 5 of 16) : Buda-Maramag road section - resettlement action plan

RP24 Vol. 5 National Roads Improvement a Management Program A Department of Public ZlJ 1 EP-- LI 2 4 Works and Highways World Bank ( (FH ') po3qct o Iq ) ( LSFe lT l l~~~~~~~~~~~~~vl BUDA-MARAMAG ROAD SECTION RESETTLEMENT ACTION PLAN i ~C .1. .:!= August 2001 uL prFs Department of Public Works and Highways Manila, Philippines FILE COPY  National Roads Improvement and Management Program Department of Public World Bank Works and Highways BUDA-MARAMAG ROAD SECTION RESETTLEMENT ACTION PLAN Ce- c` August 2001 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 the Impacts 1.4 Main Objectives of the Resettlement Action Plan 2. DESCRIPTION OF IMPACTS AND SOCIO-ECONOMIC CHARATERISTICS 6 2.1 Administrative Unit 2.2 Social and Economic Characteristics of Project Affected Persons 2.2.1 Household size 2.2.2 Distribution of Household Members by Age 2.2.3 Distribution of PAP Households by Religion 2.2.4 Length of Stay in the Community 2.2.5 Household Income 2.2.5.a Main Source of Income 2.2.5.b Monthly Household Income 2.2.6 Minority Groups 2.2.7 Land and Building Use 2.2.8 Tenure of Main Structure Occupants 2.2.9 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 2.3.1.c Commercial Land 2.3.1 .d Residential/Commercial 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 2.3.2.e Other Structures 2.3.3 Loss of Crops and Trees 2.3.4 Utilities ii  2.3.5 Temporary Impacts Relocation Requirements 2.3.6 Relocation Requirements 2.3.7 Summary of Impacts 3. COMPENSATION RATES AND ENTITLEMENTS 20 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 3.3 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 35 4.1 Approval of the RAP 4.2 Resettlement Implementation Activities 4.2.1 MOU with LGU and Establishment of the MRIC 4.2.2 Training of the MRIC 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 of 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 39 5.1 Institutions for Resettlement 5.1.1 DPWH 5.1.2 Environmental Impact Assessment Project Office (EIAPO) 5.1.3 Municipal Resettlement Implementation Committee (MRIC) 5.2 External Monitoring 6. INDIGENOUS PEOPLE ACTION PLAN 41 6.1 Background 6.2 General Socio-economic Characteristics of the Matigsalug and Manobo Tribes iii  6.2.1 Sub-groups 6.2.2 Demography 6.2.3 Livelihood Activities and Sources of Income 6.2.4 Income and Expenditures 6.2.5 Education 6.2.6 Health, Nutrition and Sanitation 6.3 Forrnal and Traditional Socio-political Structures 6.4 Impacts of the Project on the Indigenous People Along the Road Corridor 6.5 Resettlement Package iv  LIST OF ANNEXES Annex A: DPWH Land Acquisition, Resettlement and Rehabilitation Policy Framework Annex B: Validation Questionnaire Annex C: List of Public Meetings Held Annex D: Certification for Claims for Compensation Annex E: List of PAPs Annex F: Operational Framework on Public Participation and Consultation Annex G: Memorandum of Understanding Annex H: Report on the PhP600,000 Demand of FEMMATRICS v  LIST OF TABLES 1.1 Road Sections and Station Limits 1.2 Bridges 2.1 Distribution of PAPs by Household Size 2.2 Distribution of Household Members by Age 2.3 Distribution of PAP Households by Religion 2.4 Distribution of PAPs by Number of Years in the Community 2.5 Employment Status of Household Members 2.6 Distribution of PAP Households by Monthly Income 2.7 Distribution of PAPs by Building Use 2.8 Distribution of Main Structure Occupants by Tenural Status 2.9 Category of Main Structures by Type of Construction 1210 Distribution of Affected Land by Use 2.11 Category, Number and Area of Main Structures Affected 2.12 Distribution of Residential Structures 2.13 Distribution of Affected Residential/Commercial Structures 2.14 Distribution of Affected Commercial Structures 2.1 5 Distribution of Affected Institutional Structures 2.16 Summary of Affected Assets 3.1 Entitlement Matrix .2 Estimated Resettlement Cost 4.1 Schedule of Activities vi  6.1 Barangays Under the CADC of FEMMATRICS 6.2 Annual Household Income and Expenses vii  LIST OF FIGURES Figure 1.1 Location Map of the Project Area viii  ACRONYMS AND ABBREVIATIONS AO Administrative Order CADC Certificate of Ancestral Domain Claim 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 FEMMATRICS Federation of Matigsalug - Manobo Tribal Councils GOP Government of the Philippines GRC Grievance Redressal Committee Ha Hectare HMP Highway Management Program IBRD International Bank for Rural Development IPs Indigenous Peoples Km Kilometer LGU Local Government Unit m Meter MOU Memorandum of Understanding MRIC Municipal Resettlement Implementation Committee NRIMP National Roads Improvement and Management Program OD Operational Directive PAP Project-affected Person PAF Project-Affected Family PMO Project Management Office RA Republic Act RAP Resettlement Action Plan ROW Right-of-Way SIA Social Impact Assessment TA Technical Assistance TOR Terms of Reference ix  EXECUTIVE SUMMARY The Buda-Maramag Road project is the third of three sections that make up the approximately 142 km Philippine Highway that link Davao City at the Ulas Junction with the Sayre Highway in the Municipality of Maramag, Province of Bukidnon. The other sections are the Ulas Junction to Calinan and the Calinan to Buda. 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 region served by the project road is agricultural, with a topography ranging from flat land to rolling hills. Being 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 Regions X and XI. An improved road system will stimulate the economy through greater access to and from the cities of Davao and Cagayan. There are 10 bridges along the project road, spanning about 410.2 linear meters long. Except for one, the rest of these are permanent two-lane structures that require routine maintenance only. The last bridge, the Pulangi Bridge, is a single lane 36.5 m bailey bridge that is in a very poor state of repair. The restoration of the Buda-Maramag Section was started in 1997 under the Highway Management Program (HMP) of the Department of Public Works and Highways. Funding assistance came from the World Bank (IBRD Loan No. 3430 PH). The project was originally part of the IBRD-assisted CP 09/A which starts from Calinan in Davao City at STA 34 + 800 down to Brgy. Campo Uno in Maramag, Bukidnon (STA 140 + 097.8). However, the contract was truncated into two packages, namely CP 09/B1 and CP 09/B2, following the approval of the "Reduction in Scope Agreement" between the contractor (ALC) and the DPWH. This was reportedly occasioned by the poor performance of the contractor. Both packages remained with the ALC, but the contractor concentrated its operation in CP 09/BI (Calinan-Buda Section). Except for some clearing activities undertaken in Brgy. San Jose, Municipality of Quezon, CP 09/B2 was practically untouched. The ALC failed to complete its work in CP 09/B1 just the same. The contract with ALC was finally rescinded in April 1999. The continuation of the works for CP 09/B2 under the HMP was awarded in 1999 to Shinsung Corporation. Resumption of civil works in CP 09/B2 actually started in mid-1999. The DPWH knew that, as the HMP was about to end in mid-2000, it would be impossible for Shinsung Corporation to complete the road project according to the original schedule. CP 09/B2 would have to be completed therefore under the NRIMP. This means that the newly adopted Resettlement Policy of the Department for NRIMP would have to be applied in CP 09/B2, now referred to as CP 8 under NRIMP. Under the HMP, PAPs were only given advance notice about the project and, as per estimate of the Provincial Appraisal Committee, they were provided minimal amount to cover for x  "demolition cost". But still, a number of these PAPs reportedly only got a portion of the allocated demolition cost, while some did not receive any. Involving major stakeholders of the project, especially the PAPs, was not practiced under the HMP. The restoration and improvement of the approximately 59 km long CP 09/B2 (CP 8 under NRIMP) involves the construction of an asphalt concrete pavement (ACP), with a standard width of 7 m and a thickness of 70 mm. The road pavement has a shoulder of 2 m on both sides. The project also involves the construction of a drainage system and the replacement of the Pulangi Bridge with a reinforced concrete structure. The switch from HMP to NRIMP complicated the work in the preparation of the RAP. When the EIAPO and the local DPWH Offices (Regional and District) conducted in mid-1999 a census and socio-economic survey of the PAPs, the new contractor was about to start full swing works on the road. However, preparation of RAP for the project (and all other road projects under NRIMP) had to be stopped starting in July until the DPWH management finally endorsed its Resettlement Policy to the World Bank in November of the same year. Thus, when the EIAPO and the local DPWH Offices finally returned to the project site early the following year to validate the list of PAPs and the affected assets, they discovered that Barangay Puntian and Barangay Palacapao, both of the Municipality of Quezon, had already been of structures within a construction limit of 10 m from the road center. line in flat areas and 15 m in sloping areas. More households than those identified in the 1999 census had been bulldozed out of their places. Preparing a RAP under such circumstances was indeed problematic. First, it was difficult to locate some of the PAPs who had been moved out of the construction limit. Second, there was no prior documentation of the affected assets of households that were not on the original list of PAPs. Third, there were no socio-economic data gathered on these additional PAPs. On top of these practical problems, municipal and barangay officials voiced out their opposition to the granting of compensation and other entitlements to PAPs who had been identified during the census if those who voluntarily dismantled their structures earlier beginning in 1997 under the HMP would not be entitled to the same compensation. This position definitely had its merits, but it further complicated the documentation of PAPs since the affected assets were no longer in their original places. There will be no major realignment in the proposed road project. Also, the 60 m road-right-of way (ROW) has already 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 roads and within the ROW, especially at bus stops, the ROW is used for residential/commercial purposes. In view of this, the project will have adverse impact on the livelihood or businesses of a number of PAPs, indigenous peoples included. By the time clearing of the construction limit is completed in December 2000, the project would have adversely affected a total of 342 project affected person households (PAP households) and 7 local government units (LGUs). It is estimated that about 336 privately owned main structures (i.e., houses and shops) would be affected. 221 of these structures are xi  residential houses, 89 residential houses cum small commercial shops (i.e., mostly marginal variety stores), and 26 small commercial shops. Moreover, 333 of these main structures are made of temporary materials, while 3 of semi-permanent materials. There are no permanent privately owned structures that would be affected adversely by the road project. A total of 7 Purok (administrative sub-unit of a barangay) centers or halls of the barangay local government units, have already been cleared from the construction limit. 4 of these Purok centers were made of semi-permanent materials and 3 temporary. Also cleared from the construction limit were 3 semi-permanent barangay waiting sheds, 4 concrete posts of the gates of a public school, and 12 concrete plant boxes belonging to a barangay. Earlier during the short stint of the first contractor, the street lighting system of the municipal government of Quezon, particularly in Barangay Poblacion, was damaged and needs to be restored. On the other hand, under the present works, the domestic water lines of 2 barangays have been damaged and must be restored. Of the 346 main structures (i.e., private and public) that would be (or have been) severely affected by the project, 200 may yet be re-organized on adjacent areas., while the rest (146 main stnrctures) would have to be relocated, albeit within their respective barangays. of the 146 that have to be relocated, 91are purely residential units, 31 residential cum commercial structures, 15 independent shops, 7 Purok centers and 3 barangay waiting sheds. An indigenous people action plan (IPAP) has also been prepared for the Matigsalug PAPs living in Barangay Sinuda, Municipality of Kitaotao. These PAPs belong to a broader federation of Matigsalug and Manobo Tribes that inhabit the tri-boundaries of Bukidnon Province, North Cotabato Province and Davao City. 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). Thus, since the road project would be completed under the NRIMP, the DPWH Resettlement Policy would also be applied to PAPs who have earlier relocated from the road construction limit under the HMP. xii  Buda-Maramnag Road Section Resettlement Action Plan CHAPTER 1. INTRODUCTION 1.1 Description of the Project The Buda-Maramag Road project is the third of three sections that make up the approximately 142 km Philippine Highway that link Davao City at the Ulas Junction with the Sayre Highway in the Municipality of Maramag, Province of Bukidnon. The other sections are the Ulas Junction to Calinan and the Calinan to Buda. 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 Section Station Ulas Junction to Calinan STA. 6 + 800 to STA 34 + 798 Calinan to Buda | STA 34 + 800 to STA 81 + 000 Buda to aramag STA 81 + 000 to STA 140 + 097.90 There are 10 bridges along the project road, spanning an aggregate length of about 410.2 linear meters. Except for one, the rest of these bridges are permanent two-lane structures that require routine maintenance only. The last bridge, the Pulangi Bridge, is a single lane 36.5 m Bailey bridge that is in a very poor state of repair. (See Table 1.2 next page for a list of Bridges). The restoration of the Buda-Maramag Section was started in 1997 under the Highway Management Program (HMP) of the Department of Public Works and Highways. Funding assistance came from the World Bank (IBRD Loan No. 3430 PH). The project was originally part of the IBRD-assisted CP 09/A which starts from Calinan in Davao City at STA 34 + 800 down to Brgy. Campo Uno in Maramag, Bukidnon (STA 140 + 097.8). However, the contract was truncated into two packages, namely CP 09/B 1 and CP 09/B2, following the approval of the "Reduction in Scope Agreement" between the contractor (ALC) and the DPWH. This was reportedly occasioned by the poor performance of the contractor. Both packages remained with the ALC, but the contractor concentrated its operation in CP 09/B1 (Calinan-Buda Section). Except for some clearing activities undertaken in Brgy. San Jose, Municipality of Quezon, CP 09/B2 was practically untouched. The ALC failed to complete its work in CP 09/Bl just the same. The contract with ALC was finally rescinded in April 1999. The continuation of the works for CP 09/B2 under the HMP was awarded in 1999 to Shinsung Corporation. Resumption of civil works in CP 09/B2 actually started in mid-1999. The DPWH knew that, as the HMP was about to end in mid-2000, it would be impossible for Shinsung Corporation to complete the road project according to the original schedule. CP 09/B2 would have to be completed therefore under the NRIMP. This means that the newly adopted  Buda-Nvlaramag Road Section Resettlement Action Plan Resettlement Policy of the Department for NRIMP would have to be applied in CP 09/B2, now referred to as CP 8 under NRIMP. (See Annex A for a copy of the DPWH Resettlement Policy). Under the HMP, PAPs were only given advance notice about the project and, as per estimate of the Provincial Appraisal Committee, they were provided minimal amount to cover for "demolition cost". But still, a number of these PAPs reportedly only got a portion of the allocated demolition cost, while some did not receive any. Involving major stakeholders of the project, especially the PAPs, was not practiced under the HMP. The restoration and improvement of the approximately 59 km long CP 09/B2 (CP 8 under NRIMP) involves the construction of an asphalt concrete pavement (ACP), with a standard width of 7 m and a thickness of 70 mm. The road pavement has a shoulder of 2 m on both sides. The project also involves the construction of a drainage system and the replacement of the Pulangi Bridge with a reinforced concrete structure. The switch from HMP to NRIMP complicated the work in the preparation of the RAP. When the EIAPO and the local DPWH Offices (Regional and District) conducted in mid-1999 a census and socio-economic survey of the PAPs, the new contractor was about to start full swing works on the road. However, preparation of RAP for the project (and all other road projects under NRIMP) had to be stopped starting in July until the DPWIH management finally endorsed its Resettlement Policy to the World Bank in November of the same year. Thus, when the EIAPO and the local DPWH Offices finally returned to the project site early the following year to validate the list of PAPs and the affected assets, they discovered that Barangay Puntian and Barangay Palacapao, both of the Municipality of Quezon, had already been of structures within a construction limit of 10 m from the road center line in flat areas and 15 m in sloping areas. More households than those identified in the 1999 census had been bulldozed out of their places. Preparing a RAP under such circumstances was indeed problematic. First, it was difficult to locate some of the PAPs who had been moved out of the construction limit. Second, there was no prior documentation of the affected assets of households that were not on the original list of PAPs. Third, there were no socio-economic data gathered on these additional PAPs. On top of these practical problems, municipal and barangay officials voiced out their opposition to the granting of compensation and other entitlements to PAPs who had been identified during the census if those who voluntarily dismantled their structures earlier beginning in 1997 under the HMP would not be entitled to the same compensation. This position definitely had its merits. but it further complicated the documentation of PAPs since the affected assets were no longer in their original places. 1.2 Types of Impacts The region served by the project road is agricultural, with a topography ranging from flat land to rolling hills. Being 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 2  Buda-Maramag Road Section Resettlement Action Plan Regions X and XI. An improved road system will stimulate the economy through greater access to and from the cities of Davao and Cagayan. Table 1.2: Bridges Name of Br;idg<e Station Length (L. m) Simod I (Buda) Km 81 + 884 45.0 Simod II Km 88 + 086 40.0 Malo-os Km 92 + 181 43.6 Raware Km 94 + 746 45.0 Po-ntian Km 111 + 507 75.0 Lanapan Km 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 are no realignments in the on-going road project. Also, the 60 m road-right-of way (ROW) has already 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 roads and within the ROW, especially at bus stops, the ROW is used for residential/commercial purposes. In view of this, the project will have adverse impact on the livelihood or businesses of a number of PAPs, indigenous peoples included. By the time clearing of the construction limit is completed in December 2000, the project would have adversely affected a total of 342 project affected person households (PAP households) and 7 local governmnent units (LGUs). It is estimated that about 336 privately owned main structures (i.e., houses and shops) would be affected. 221 of these structures are residential houses, 89 residential houses cum small commercial shops (i.e., mostly marginal variety stores), and 26 small commercial shops. Moreover, 333 of these main structures are made of temporary materials, while 3 of semi-permanent materials. There are no permanent privately owned structures that would be affected adversely by the road project. A total of 7 Purok (administrative sub-unit of a barangay) centers or halls of the barangay local government units, have already been cleared from the construction limit. 4 of these Purok centers were made of semi-permanent materials and 3 temporary. Also cleared from the construction limit were 3 semi-permanent barangay waiting sheds, 4 concrete posts of the gates of a public school, and 12 concrete plant boxes belonging to a barangay. Earlier during the short stint of the first contractor, the street lighting system of the municipal government of Quezon, particularly in Barangay Poblacion, was damaged and needs to be restored. On the other hand, under the present works, the domestic water lines of 2 barangays have been damaged and must be restored.  Buda-Maramag Road Section Resettlement Action Plan Of the 346 main structures (i.e., private and public) that would be (or have been) severely affected by the project, 200 may yet be re-organized on adjacent areas, while the rest (146 main structures) would have to be relocated, albeit within their respective barangays. of the 146 that have to be relocated, 91 are purely residential units, 31 residential cum commercial structures, 15 independent shops, 7 Purok centers and 3 barangay waiting sheds. 1.3 Step Taken to Minimize the Impacts The 2''d District Engineering Office of Bukidnon demarcated in the second half of the 1990s the road right-of-way (ROW) with the use of monuments. The ROW measures 30 m to the left or to the right from the road centerline. Within the 60 m ROW corridor, many privately owned structures and farms are located. Thus, confining the clearing activities of the civil works to a construction limitl of 15 m to the left and to the right from the road center line, reduced the number of PAPs and affected assets. 1.4 Main Objectives of the Resettlement Action Plan Development projects that result to the involuntary displacement of people generally give rise to severe economic, social, and environmental problems. Involuntary resettlement may cause severe long-term hardship, impoverishment, and environmental damages unless appropriate measures are carefully planned and carried out. Cognizant of the foregoing, the principal objectives of this RAP are to: a. provide an assessment of the impacts that the on-going road project has on the local population; b. quantify in monetary terms the private and public assets that are to be acquired or impacted by the project; c. present a strategy that will ensure that all PAPs (i.e., even those cleared of the ROW during the HMP period) are paid according to the DPWH's Resettlement Policy; d. identify measures that would ensure that the PAPs are involved in the various stages of RAP preparation and implementation project; and e. give an over-all estimate of the required resources needed to implement this RAP. I This area is within the ROW and must be free from any other structures but the road system itself While the present civil works are confined wvithin this area, the 60 m ROW remains the same. Government is not giving up its claim of ownership over the ROW. 4  Buda-Maramag Road Section Resettlement Action Plan Figure 1.1 Location Map of the Project Area Gaigbang Darig awan ~~~~~~A-a vnBtoLumintao * Palakpakan 'San Mig9 -ARAMAG / *Oao Cayaga / Base camp \ tMarangeran J > O~~~~~~UEZON -EMbayao roLert-a? Mahayag e Cawayan Kaiagangaj /-f SanRoP ad Sinangguyyan Salawagan 2 4 tE4ff<on42-~DN4artNorte \ ~M 4nu a Sa Roque r - s Cabuling' Mauswatrl/~/ Bershi < RLt3S 1?ibantang e a Lmai~inusan I<wiihn- G KirrI buriao .b. L' ar \ ocboc .OKI4TAO -Rlape_/ ra\ t-l tBSy \ 7 7~ ourdet RaIafI3 * Mllipayon,)/ ) ,Buaro r NGC )ao East Dalurong \\ Liranait Ray-as Romagooc ac g aray S * Wntt DaIuron * 0 7.5 15 | ) Bagor / ,E:W E 4 Dolorosa \ * Calapaton P 5 Kilometers ap ran i agsaysay o uda Matampayb Mabuhay SampIgar () \ J Balaoroj San Isidra Mikawayan MAP OF MINDANAO Bayan 'S T7D A M U LO G 8 T ~rn:ras. Sam pa guita Kisawa, . Bagong Sayan tR,ascarina , st g 0 Cabadiang,anlMacaparn ja / .- -... ~A ngg rr aganidang aku an ---- ~-~ > $ ) / (S,alumay \v7'X j! Republic ofthe Phihppines Name of Project Types of Map Scaie DEPARTMENT OF PUBLUC WORKS AND HIOHWAYS Environmental hnpact Assessment Project Ofice Buda - Maramag Road Section Locattion Map 1 300,000 5  Buda-Mararnag Road Section Resettlement Action Plan CHAPTER 2. DESCRIPTION OF IMPACTS AND SOCIO-ECONOMIC CHARACTERISTICS 2.1 Administrative Unit The Buda-Maramag Road Section is located in the Province of Bukidnon. It is under the administrative jurisdiction of DPWH Region X Office, located in Cagayan de Oro City, and the Second District Engineering Office, located in the Municipality of Don Carlos. 2.2 Social and Economic Characteristics of Project Affected Persons In June and July 1999, a census and inventory of affected assets covered 100% of households found to be residing and/or with fixed assets within the construction limit of 10 m from the road center line.1 A total of 151 PAP households and 2 barangay governments (aka local government units or LGUs) were located within the clearance line. When the Environmental Impact Assessment Project Office (EIAPO) of DPWH Central Office returned to the area in March 2000 to conduct a validation of the list of PAPs and affected fixed assets, the civil works contractor had already cleared Barangay Puntian and Barangay Palacapao, both in the Municipality of Quezon, of structures within a construction limit of 10 m from the 2 road center line in flat areas and 15 m in sloping areas . Consequently, more households than those identified in the 1999 census had been bulldozed out of their places.3 This complicated the finalization of the resettlement action plan for the road project. First, it was difficult to locate some of the PAPs who had been moved out of the construction limit. Second, there was no prior documentation of the affected assets of households that were not on the original list of PAPs. Third, there were no socio-economic data gathered on these additional PAPs. Thus, to be able to come up with a useful database on the PAPs in the two barangays, households and individuals claiming to have been adversely affected by the project were called to a meeting in their respective barangay halls. During the meetings, which were attended by Municipal and barangay officials, the Resettlement Policy of DPWH was explained, and a modified questionnaire on assets was accomplished for each PAP, duly attested by barangay officials. (See Annex B for a copy of the Validation Questionnaire and Annex C for the List of Public Meetings). Moreover, during the public meeting held in the office of the Municipal Mayor of Kitaotao on March 7, 2000, concerned barangay captains expressed their opposition to the granting of resettlement assistance as provided for in the LARR to PAPs still found within the construction limit unless those who voluntarily dismantled their structures earlier beginning in 1997 in In the preparation of this RAP, the clearance line has been adjusted to 15 m from the road center line since this is the construction limit being followed in the present works. 2 The present civil works contractor, Shinsung Corporation, took over the works started by an earlier contractor whose contract was rescinded by the government. Actual clearing and construction works by Shinsung started in the third quarter olf 1999. 3 This is not to put the blame on the civil works contractor. Personnel from the EIAPO and the District Engineer's Office who were involved in the linear mapping did not have adequate information on the detailed engineering design of the road. The fact that the road was gravel made the measurement of the construction limit inaccurate since the center line was not marked. 6  Buda-Maramag Road Section Resettlement Action Plan connection with the present road project (NOTE: then under the Highway Management Program, also IBRD-assisted) would be given the same entitlements. While this position was meritorious, it further complicated the documentation of PAPs since the affected assets were no longer in their original places. The DPWH agreed to recognize these PAPs but they had to secure a certification from the barangay government, attested by the Municipal government, describing the type and dimensions of their demolished structures, including the year of demolition. (See Annex D for copies of the Certification for Claims for Compensation). To provide a general appreciation of the living conditions of the people in the road project, Sections 2.2.1 to 2.2.5 provide some socio-economic information on the PAPs. Said information, however, cover only those included in the census of PAPs that was conducted in mid- 1 999. 2.2.1 Household Size Of the 151 PAPs identified in the 1999 census, 67 came from households with 4 - 6 members (44.4% of the total) and 47 PAPs (31.1%) from households with 7 - 10 members. 30 PAPs (19.9%) had 1 - 3 household members, while 7 (4.6%) had more than 10 members. Table 2.1: Distribution by Household Size of 151 PAPs Covered in 1999 Census Bairanig:ay I -3 persons 4-6 persons 7 - 10 >10 Total persons [ I1-111 H , F]1 I II 111I to I11 I 00