China - Hubei Xiaogan - Xiangfan Highway Project

ISDS THE WORLD BANK GROUP AWorld F,ce oe Poverty e InfoShop Integrated Safeguards Data Sheet (Initial) Date ISDS Prepared/Updated: 06/03/2002 24264 Section I - Basic Information June 3, 2002 A. Basic Project Data Country: CHINA Project ID: P070441 Project: Hubei Xiaogan-Xiangfan Highway Project Task Team Leader: Michel Bellier Authorized to Appraise Date: April 11, 2002 IBRD Amount ($m): 250.00 Bank Approval: October 8, 2002 IDA Amount ($m): Managing Unit: EASTR Sector: TH - Highways Lending Instrument: Specific Investment Loan (SIL) Theme: TRANSPORT Status: Lending I.A.2. Project Objectives: The project aims to provide a more effective, safe and efficiently managed transport infrastructure supporting social and economic: development and trade in Hubei province and improving transport links to western lagging regions. To meet those development objectives, the project will produce the following outputs: * Increased transport capacity and relieved traffic congestion in the Xiaogan - Xiangfan corridor, and reinforced regional integration of the lower developed westem areas of Hubei province with the construction of Xiaogan - Xiangfan Expressway, a section of the Yinchuan (Ningxia) - Wuhan itinerary aiming to unlock western provinces; * Improved accessibility in low income areas in Hubei province through a program of rehabilitation and upgrading of local roads in poor counties; and * Improved efficiency and sustainability of road management and better road safety conditions through the provision cf training technical assistance and equipment to Hubei Provincial Communication Department (HPCD) and related provincial road agencies. I.A.3. Project Description: The project is comprised of three components to address the above mentioned sector issues. All components will be implemented by the Hubei Provincial Communication Department. * Increased Highway Capacity and Regional Integration The main capital investment component of the project is the 243.5 km long Xiaogan - Xiangfan Expressway (XXE). The new infrastructure will provide more efficient, safe and effective  2 ISDS highway infrastructure in a corridor servicing about a quarter of Hubei province including the developing auto industry belt. XXE will: (i) directly serve about 6.8 million inhabitants and link several major industrial and hub cities: Wuhan (Provincial capital), Yunmeng (250,000 pop), Anlu (40,000 pop), Suizhou (340,000 pop), Zaoyang (210,000 pop), and Xiangfan (789,000 pop), and (ii) reach the less developed western and mountainous part of Hubei where most poor counties are located. Thus, it will help stimulate social and economic development and decrease disparities in the province. XXE is a stand-alone expressway section and the achivement of this component objectives is not dependent upon other road investments. In addition, XXE will complete the provincial expressway triangle which is an integral part of the Hubei road network. At its eastern end, it connects with NH3, a Bank-financed section of the arterial Beijing - Zhuhai expressway corridor that opened to traffic in December 2001; at its western end, XXE will connect wvith on the one hand the existing North-South NR207 and the parallel Xiangfan - Jinzhou Expressway, and at the same time the existing NR316 and the parallel Xiangfan - Shiyan expressway that run towards the North-East of Hubei and Shaanxi province. Both expressways are under construction by Hubei province and planned to open to traffic in 2004, before the completion of XXE. XXE will be a 2x2 lanes expressway connecting with 14 interchanges. In addition 3 class 2 connecting highways (31 km) will link up important urban poles. Expressway operations will be supported by management centers, four service and rest areas and necessary traffic management and O&M equipment. * Improved Accessibility in Poor Counties (RRIP) The project includes a Rural Road Improvement Program in Poor Counties (RRIP) to improve road access in low income areas. Various subprojects under this component will rehabilitate and upgrade existing roads lo Class 4, 3 or 2 levels. The road selection criteria include county level income, expected impacts on population served, consistency with the provincial priorities and economic rate of return. The intent of this component is to ensure all weather road access to townships and provincial highway system, thereby improving access to product markets, and social services and facilities. The first phase of the RRIP has been defined. It consists of three projects covering 259 km (US$34.8 million), all located in nationally classified poor mountainous Western counties (Ensh'i county in Ensh'i Autonomous Region, Zhuxi and Zushani counties in Shiyan prefecture). The second phase will bring the component size to about US$60 million; additional road sections will identified during the project implementation on the basis of the above mentioned (social and poverty) criteria and in full compliance with all safeguard policies. i Institutional Development and Road Sector Management This component will strengthen the capacity of the highway sector in the province and the sustainability of highway management in the following areas: * Building Sector Institutions and Transition to Market Role. HPCD has to acquire new skills and practices through a multiyear institutional development plan promoted under NH3 and NH4. The project will build on the past achievements and further the transition of HPCD to the needs of a market economy through a training program for government entities on highway planning, design, supervision, management and operation and on road safety. It will also assist in the dissemination of skills across the road sector with the strengthening of the  3 ISDS provincial Highway Training Center. * Sustainabilitv of Road Management. Under the previous projects HPCD recognized the need to address maintenance management and established a road information syslem, a maintenance planning and programming process and evaluated the merits of introducing a competitive maintenance contracting practice. These tools will be critical for maintenance needs assessment and budget allocation, particularly after the introduction of the fuel tax in China. The new pro ject will support the application of road maintenance systems and introduce the maintenance by contract practice in the sector. Assistance will focus on developing road maintenance procurement through alternative contractual schemes - including performance based approaches. In addition an approach to tackling vehicle overloading will be developed and tested on a pilot basis. Options for the consolidation of commercialized toll roads will also be examined. * Road Traffic Safety. The road traffic safety remains a serious concern in Hubei province. The previous projects (NH3 and NH4) have raised H-PCD's awareness about roadl safety issues and created a Road Safety Unit, developed safety guidelines for the design, construction and operation of roads. The project will institutionalize the above tested methods, scale up black spot treatment practice across the province, and assist HPCD in strengthening cooperation among other entities under the Provincial Safety Council. * Provision of equipment. HPCD will acquire equipment to monitor project construction quality along XXE, compliance with safeguard requirements during construction, and to ensure satisfactory iraffic operations. I.A.4. Project Location: (Geographic location, information about the key environmental and social characteristics of the area and population likely to be affected, and proximity to any protected areas, or sites or critical natural habitats, or any other culturally or socially sensitive areas.) The project area is located in the north, semi-tropical region with a continental monsoon climate. The average annual temperature ranges from 15-16C, and precipitation, frost-free days and sunlight range from 845-1200 mm, 220-250 days and 1940-2100 hours respectively. The terrain slopes from northwest to southeast crossing plains, hills and undulate ridges with elevations from 50 to 165 m. A major part of the preparation of the design of the XXE was devoted to the selection of an environmentally benign alignment. Three major and six sub alignments were evaluated taking into consideration environment, cultural, social and resettlement issues and technical, economic and political considerations. The selected alignmnent avoids the Anlu ancient ginkgo trees by 6 km and the Baizhaoshan Natural Forest (a theme park in honor of poets) by about 1.2 km, impacts only two low level, local, cultural heritage sites, and avoids a number of villages and minimizes the usage of farm lands. B. Chleck Environmental Classification: A (Full Assessment) Comments. The project is a "green field" project requiring land for the construction of a major Expressway. As such, it is classified as a Category A project.  4 ISDS C Safeguard Policies TriggeredI PDIiCy Applicability Environmental Assessment (OP/BP/GP 4.01) 0 Yes C No TBD Forestry (OP/GP 4.36) 3 Yes * No TBD Natural Habitats (OP/BP 4.04) Yes * No .A TBD Safety of Dams (OP/BP 4.37) Yes * No TBD Pest Management (OP 4.09) *Yes C No . TBD Involuntary Resettlement (OP/BP 4.12) Yes *No . TBD Indigenous Peoples (OD 4.20) * Yes No . TBD Cultural Property (OP 4.1 1) Yes No TBD Projects in Disputed Territories l(OP/BP/GP 7.60)* C Yes * No ' TBD Projects in International Waterways (OP/BP/GP 7.50) 3 Yes * No . TBD *By supporting the proposed project, the Bank does not intend to prejudice the final determination of the parties' claims on the disputed areas Section II - Key Safeguard Issues and Their Management D. Summary of Key Safeguard Issues. Please fill in all relevant questions. If information is not available, describe steps to be taken to obiain necessary data. II.D.la. Describe any safeguard issues and impacts associated with the proposed project. Identify and describe any potential large scale, significant and/or irreversible impacts. Environment A major part of the preparation of the design of the XXE was devoted to the selection of an environmentally benign alignment. Three major and six sub alignments were evaluated taking into consideration environment, cultural, social and resettlement issues and technical, economic and political considerations. The selected alignmnent avoids the Anlu ancient ginkgo trees by 6 km and the Baizhaoshan Natural Forest (a theme park in honor of poets) by about 1.2 km, impacts only two low level, local, cultural heritage sites, and avoids a number of villages and minimizes the usage of farm lands. The major environmental impacts during the construction of the proposed XXE and other roads include increases in noise, soil erosion, and the generation of dust. Lesser impacts include the alteration of hydrological regimes; interference with local people and traffic; and impacts on local ecology and irrigation systems. The impact of haul traffic of construction materials (noise, dust, congestion, traffic safety, etc.) using existing roads and access roads is of potential concern. Safe disposal of excess excavated material from cuts will also require close attention during construction. Traffic noise, air pollution from vehicle exhaust e mission, soil erosion, pollution from service areas and impacts from induced development are identi-fied as potential adverse impacts during the operation period. Except for the loss of land for the construction of the highways and loss of cultural relics in their natural burial places, none of the impacts are considered irreversible. Resettlement and Social The major social impacts of the project stem from land acquisition and residential demolition associated with XXE construction. A resea:tlement action plan (RAP) has been prepared to mitigate these impacts. It is based on an inventory of affected assets, census of the affected people, social assessment and consultations with local government agencies and potentially affected people.  5 ISDS On XXE, land acquisition will affect 178 villages in 32 townships of seven counties. The project will acquire 25,805 mu (or 1,720 hectares) of collective land, including 19,471 mu ( or 1298 hectares) of cultivated land and 6,335 mu (or 422 hectares) of non-cultivated land. Expressway construction also will require temporary use of an additional 10,000 mu (667 hectares). In all, land acquisition will affect 17,800 people (4,096 households). Residential demolition will require relocation of 6,942 people (1,592 households). The project also will affect some public facilities, such as power and comrnunication lines, wells and irrigation canals. The RAP prepared by the project office provides details regarding resettlement policy principles and regulations to be followed, compensation rates and budget, measures to restore incomes where necessary, and institutional and monitoring arrangements. In general, it follows a land-for-land approach to assist farmers in restoring productivity and incomes. The separate rural road rehabililation component is expected to be implemented within existing right-of-way, and so is not expected to cause any land acquisition or house demolition. A resettlement policy framework nonetheless has been prepared in case design changes during implementation make land acquisition necessary. Some of the rural road improvements will occur within the Enshi Tujia and Miao Autonomous Prefecture. Because a significant proportion of the population residing within this area are members of officially designated minority nationalities, a social assessment was conducted to determine whcther any such groups may be vulnerable to particular hardship. The social assessment found that the people within the project area are highly acculturated and economically integrated, and do not exhibit the characteristics used in OD 4.20 to describe "indigenous peoples." The social assessment has concluded that: (a) there are no significant differences between Han, Tujia and Miao minority people in Enshi Prefecture region in terms of social, economic and political life as well as beliefs and customs; (2) they would suffer no ethnic-specific differential impacts from the Han PAPs. Based on these findings, it was determined that no separate development plan for minority nationalities is necessary. II.D. I b. Describe any potential cumulative impacts due to application of more than one safeguard policy or due to multiple project component. Only three Safeguard policies - OP 4.01 (Environmental Assessment), OPN 11.03 (Cultural Property) and OP 4.12 (Involuntary Resettlement) have been ivoked in preparing the project. No cumulative impact is expected from the application of the policies. The highway is a linear development and the other components e.g. rural roads, are away from the main Expressway and are unlikely to influence it. II.D.lc Describe any potential long term impacts due to anticipated future activities in the project area. The present level of road network in the area is congested and the opening up of the new expressway is expected to relieve congestion on the local and Provincial roads. The communication in the area is expected to improve and as a result, new development and more through traffic will increase pressure on farmlands. The increased traffic is expected to result in potential increase in air pollution in the vicinity of the Expressway. Il.D.2. In light of 1, describe the proposed treatment of alternatives (if required) None required. II.D.3. Describe arrangement for the borrower to address safeguard issues  6 ISDS II.D.4. Identify the key stakeholders and describe the mechanisms for consultation and disclosure on safeguard policies, with an emphasis on potentially affected people. Environment Two rounds of public consultation were carried out during the EA: the first round at the preparation stage of EA terms of reference (TOR) between August to September 2000 and the second round during preparation of the draft EA reports between March to May 2001. Various techniques were used in public consultation, including public opinion surveys through questionnaires, public meetings at villages and with local people's representati/es, and interviews with affected groups and individuals. The people consulted included mainly those who will be affected directly by the project. Relevant government and nongovernment organizations and experts on various environmental and socio economic issues were also consulted. In total, 3990 copies of a public opinion questionnaire were distributed and 3923 were returned. Most people surveyed were well aware of the Project (69.2%) or had some knowledge of it (28.9%). The vast majority of the people (95.5%) felt that the expressway, as well as the connecting roads and rural roads, were necessary and wished to see the construction start as soon as possible. Of the environmental issues, 77% of surveyed people cited noise and 49.2% cited dust during construction as major issues. Most of the affected people (87.6%) wanted landscaping and tree planting as a measure to mitigate adverse impacts of the project. In total, 116 villages, nine schools, one hospital, seven local government agencies and seven related groups were visited in both rounds of the public consultation. These visits involved 22 public meetings and 11 7 group interviews. The agencies and groups consulted include local EPBs, conservation water supply and irrigation, agricultural, forestry, transportation, people's congress and people's political consultative groups. The public concerns included appropriate compensation for land acquisition and resettlement and relocation, disturbance to irrigation systems, noise and student safety at the schiools, community severance, and links and access to the expressway. Similar concerns were also raised for the connecting roads and rural roads components. Resettlement and Social Impaci.s Information dissemination: All the affected households and villages have been identified through the census survey. Relevant project information has been provided to the affected villages and local governments through newspaper reports, posters and public meetings. A resettlement information booklet providing details regarding compensation rates, other entitlement policies and grievance procedures will be distributed to the affected people prior the resettlement implementation. Participation strategy: Focus group discussions and key information interviews have been used to consult with potentially affected persons. The primary focus of consultations has been on obtaining views and preferences regarding resettlement impacts and mitigation measures, including rehabilitation measures. These views and preferences have been taken into account during RAP revision, and the majority of potentially affected persons agree that the resettlement and rehabilitation measures planned under the RAP would be adequate to address and mitigate any adverse impacts. The affected communities are to play a key role in determining and implementing their livelihood restoration programs. After land compensation amounts are calculated, for example, each village committee will determine how land compensation can best be used to improve, or at least restore, local income-earning potential. Any approach in using the land compensation must be consulted by villagers and later on, local banks are to disburse land compensation according to villagers' decision. HPCD will set up procedures to supervise land compensation use, and local constructioni banks in each  7 ISDS county will participate in resett!lement fund monitoring. Both internal and independent monitoring of the resettlement program would be conducted regularly during project implementation. E. Safeguards Classification. Category is determined by the highest impact in any policy. Or on basis of cumulative impacts from multiple safeguards. Whenever an individual safeguard policy is triggered the provisions of that policy apply. [ ] SI. - Significant, cumulative and/or irreversible impacts; or significant technical and institutional risks in management of one or more safeguard areas [X] S2. - One or more safeguard policies are triggered, but effects are limited in their impact and are technically and institutionally manageable S3. - No safeguard issues ] SF. - Financial intermediary projects, social development funds, community driven development or similar projects which require a safeguard framework or programmatic approach to address safeguard issues. F. Disclosure Requirements Environmental Assessment/Analysis/Management Plan. Expected Actual Date of receipt by the Bank 11/30/2001 Date of "in-country" disclosure 12/30/2001 Date of submission to InfoShop 4/26/2002 Date of distributing the Exec. Summary of the EA to the ED 4/26/2002 (For category A projects) Resettlement Action Plan/Framework: Expected Actual Date of receipt by the Bank 11/30/2001 11/30/2001 Date of "in-country" disclosure 11/30/2001 Date of submission to InfoShop 4/26/2002 Indigenous Peoples Development Plan/Framework: Expected Actual Date of receipt by the Bank Not Applicable Not Applicable Date of "in-country" disclosure Date of submission to InfoShop Pest Management Plan: Expected Actual Date of receipt by the Bank Not Applicable Not Applicable Date of "in-country" disclosure Date of submission to InfoShop Dam Safety Management Plan: Expected Actual Date of receipt by the Bank Not Applicable Not Applicable Date of "in-country" disclosure Date of submission to InfoShop If in-country disclosure of any of the above documents is not expected, please explain why.  8 ISDS Signed and submitted by Name Date Task Team Leader: Michel Bellier 04/12/02 Project Safeguards Specialists 1: Anil H. Somani/Person/World Bank 05/29/02 Project Safeguards Specialists 2: Zhefu Liu/Person/World Bank 05/15/02 Project Safeguards Specialists 3: Chaohua Zhang/Person/World Bank 04/24/02 Approved by: Name Date Regional Safeguards Coordinator: Glenn S. Morgan 05/29/02 Sector Manager/Director: Jitendra N. Bajpai 04/23/02 For a list of World Bank news releases on projects and reports, click here SEARCH i uFEEHACK S MAi SHOW5E.CASE