The World Bank Funded Nanchang Rail Transit (NCRT) Line 2 Corridor from Hongjiaozhou Depot to Xinjiaan Station
Resettlement Action Plan
World Bank Funded NCRT Project Management Office
March 21, 2013
Route Map of NCRT Line 2 Corridor Hongjiaozhou to Xinjiaan Project
Contents
1 Project Summary
1.1 Project Introduction
1.2 The Affected Area
1.3 Measures to Reduce Resettlement
1.3.1 Measures carried out during project design stage
1.3.2 Measures carried out during project construction stage
1.4 Project Ownership
1.5 Project Preparation and Implementation Schedule
1.6 Land Use and Acquisition Permit
1.7 Laws and Regulations Concerning Compensation Standards
2 Analysis on the project Impact
2.1 Definition of Project Impact
2.2 Cut off Date
2.3 Survey on the project impact
2.4 Overview of Project Impact
2.5 Land Occupation
2.6 Private Houses to Be Demolished
2.7 Affected enterprises and institutes
2.8 Affected shops
2.9 Affected vulnerable groups
2.10 Unlicensed Buildings
3 Socio-Economic Impact of This Project
3.1 Affected Area and Its Socio-Economic Development
3.2 Basic Information about Affected Villages
3.3 Basic information about affected households
3.4 Impact on minority groups
3.5 Impact on Women
4 Laws, Regulations and Policies
4.1 Major laws, regulations and policies for resettlement work
4.1.1 Relevant laws and regulations issued by the central government
4.1.2 Regulations and policies issued by the Ministry of Land and Resources and the People’s Government of Jiangxi Province
4.1.3 Regulations and policies issued by Nanchang municipal government and relevant departments
4.1.4 Involuntary resettlement policies of the World Bank
4.2 Extracts from major laws, regulations and policies
4.2.1 Extracts from relevant laws and regulations of the state and Jiangxi Province
4.2.2 Extracts from the regulations of Nanchang City
4.2.3 Involuntary resettlement policies of the World Bank
4.2.4 Analyses of the gaps between domestic and the World Bank’s policies
4.3 Resettlement policies applicable to this project
4.3.1 Policy for acquisition of collective land
4.3.2 Policy for expropriation of houses on collective land
4.3.3 Policy for acquisition of state-owned land
4.3.4 Policy for expropriation of houses on state-owned land
4.3.5 Identification and compensation for unlicensed buildings
4.3.6 Special supporting measures for vulnerable groups
5 Resettlement Compensation Rates
5.1 Compensation Rate for To-be-acquired Collective Land
5.2 Compensation Rate for Demolished Houses on Collective Land
5.3 Compensation Rate for Demolished Houses on State-owned Land
5.4 Compensation Rate for Demolished Houses on State-owned Land
6 Implementation Plan for Resettlement and Rehabilitation
6.1 Objective and Principle of Resettlement and Rehabilitation
6.1.1 Objective
6.1.2 Principle
6.2 Resettlement of Relocated Households
6.2.1 Resettlement of relocated households affected by acquisition of collective-owned land
6.2.2Resettlement of relocated households affected by acquisition of state-owned land
6.3 Resettlement of Displaced People Affected by Land Acquisition
6.3.1 Compensation for acquired land
6.3.2 Social security program for land lost people
6.4 Resettlement of Affected Shops, Enterprises and Units
6.5 Resettlement of Affected Vulnerable Population
6.6 Schedule of Resettlement and Rehabilitation
7 Budget and Management of Resettlement Funds
7.1 Composition of Resettlement Funds
7.1.1 Compensation fee for land acquisition
7.1.2 Compensation fund for house demolition
7.1.3 Compensation fee for all kinds of attachments
7.1.4 Other expenses related to resettlement
7.1.5 Administrative expenses for resettlement
7.1.6 Unforeseeable expenses
7.2 Budget of resettlement funds
7.3 Receiver and Distribution of Resettlement Funds
7.3.1 Receiver of resettlement fund
7.3.2 Source and flow of resettlement funds
7.4 Appropriation, Management and Monitoring of Resettlement Funds
7.4.1 Appropriation of resettlement fund
7.4.2 Management and monitoring of resettlement funds
8 Resettlement Organizations
8.1 Organization Setting
8.2 Responsibility of the Organizations
8.2.1 Nanchang Rail Transit Construction Headquarter
8.2.2 Nanchang Rail Transit Project Management Office
8.2.3 Expropriation and compensation office of various districts
8.2.4 Resettlement offices in sub-districts (villages and towns, representative offices)
8.2.5 Resettlement advisory agency
8.3 Staff and Facilities of Each Resettlement Organization
8.4 Measures to enhance resettlement organizations’ capability
8.5 Plan to Further Enhance Resettlement Organizations’ Capability
9 Public Participation and Consultation
9.1 Activities of Public Participation and Consultation That Have Already Been Conducted
9.2 Feedback to the Opinions Collected Through Public Participation and Consultation
9.3 Plan of Consultation with Affected People In the Next Stage
9.4 Ways for the affected people to participate in consultation during implementing phase
9.5 Transparency of resettlement policies and the Resettlement Information Booklet
10 Grievances and Appeals
10.1 Means of collecting complaints and appeals
10.2 Complaint and Appealing Procedure
10.3 Principles for Handling Complaints
10.4 Content and Means of Reply to Complaints
10.4.1 Content of reply
10.4.2 Means of reply
10.5 Records and Feedback of Complaints and Appeals
10.6 Contact Information for Complaints and Appeals
11 Resettlement Monitoring
11.1 Internal Monitoring
11.1.1 Purpose of internal monitoring
11.1.2 Implementing process of internal monitoring
11.1.3 Content of internal monitoring
11.1.4 Internal monitoring methods
11.1.5 Internal monitoring organizations and personnel arrangement
11.1.6 The cycle of internal monitoring and report
11.2 External monitoring
11.2.1 Purpose of external monitoring
11.2.2 Independent monitoring organization and its staffs
11.2.3 Responsibilities of independent monitoring organization
11.2.4 Methods and steps of external monitoring
11.2.5 Main content of external monitoring
11.2.6 External monitoring report system
12 Entitlement Matrix
Appendix 1 Resettlement Information Booklet
Attached Table 1 List of affected stores
Appendix 2: Due Diligence Report on the Resettlement Work for Land Acquisition in Nanchang Railway Station and Bayi Square Station of NCRT Line 2 Phase I Project
1 Project Summary
1.1 Project Introduction
World Bank Funded NCRT Line 2 Project starts from Zhanqiannandadao Station and ends at Xinjiaan Station, 23.3km long from west to east, all underground, including 21 stations (of which 6 transfer stations), average distance between stations: about 1.11km (see Route Map). This route goes through many passenger gathering and dispersing sites, including Nanchangxi Railway Station, Honggutan Center Area, Yangming Road, Bayi Square, Nanchang Railway Station, center of southern urban area etc. , and it connects the core areas of the old and the new urban districts, covering the most important areas on south-north corridor between the old urban district in south and the new urban district in north. Hongguzhou vehicle depot for Line 2 is established 0.48km away in west of Zhanqiannandadao station. The total length of the corridor is 23.78 km.
Table 1-1 Setting of Stations in Line 2 Phase I Project
No. / Station / Distance to next station / Transfer to/from other lines1 / Zhanqiannandadao / 550
2 / Nanchangxi Railway Station / 550 / Transfer to/from Line 4
3 / Longgang / 1600
4 / Guotizhongxin / 1170
5 / Wolongshan / 1300
6 / Lingbeisanlu / 1430
7 / Qianhudadao / 859
8 / Xuefudadaodong / 1601 / Transfer to/from Line 5
9 / Cuiyuanlu / 1384.2
10 / Ditiedasha / 982.8 / Transfer to/from Line 1
11 / Yayuanlu / 1173
12 / Hongguzhongdadao / 1845.5
13 / Yangminggongyuan / 1771.5 / Transfer to/from Line 3
14 / Qingshanlukou / 603
15 / Fuzhoulu / 793.74
16 / Bayiguangchang / 706.26 / Transfer to/from Line 1
17 / Yongshulu / 835
18 / Dinggonglunan / 995
19 / Nanchang Railway Station / 680
20 / Hongduzhongdadao / 1380 / Transfer to/from Line 4
21 / Xinjiaan
Among the 21 stations and the vehicle depots covered by this project, all stations are arranged along the existing roads. In Honggutan new district in west of Ganjiang River, no buildings need to be demolished due to the enough space offered during prior road construction, except for one house on Yayuan Road; while the stations in the old urban district in east of Ganjiang River all need to demolish certain existing buildings on both sides of roads.
Table 1-2 Land Acquisition and House Demolition Involved in Stations and Vehicle Depots of Line 2 Phase I Project
No. / Station / State-owned land used / Collectively-owned land requisitioned / Demolished buildings1 / Zhanqiannandadao / √ / √
2 / Nanchangxi Railway Station / √
3 / Longgang / √
4 / Guotizhongxin / √
5 / Wolongshan / √
6 / Lingbeisanlu / √
7 / Qianhudadao / √
8 / Xuefudadaodong / √
9 / Cuiyuanlu / √
10 / Ditiedasha / √
11 / Yayuanlu / √ / √
12 / Hongguzhongdadao / √
13 / Yangminggongyuan / √ / √
14 / Qingshanlukou / √ / √
15 / Fuzhoulu / √ / √
16 / Bayiguangchang / √
17 / Yongshulu / √ / √
18 / Dinggonglunan / √ / √
19 / Nanchang Railway Station / √
20 / Hongduzhongdadao / √ / √
21 / Xinjiaan / √ / √ / √
22 / Hongjiaozhou vehicle depot / √ / √
The project will connect with Line 1 under construction and Line 3, 4 and 5 to be constructed, but this project has its own vehicle depot and therefore can exert its function independently. Moreover, the construction of Line 1, 3, 4 and 5 brings no significant impact on Line 2 and will be implemented by stages, so Line 1, 3, 4 and 5 are not associated projects of the Bank financed project.
This Resettlement Action Plan is prepared by NCRT Project Management Office in accordance with the involuntary resettlement policy of World Bank and relevant laws and regulations of China. The Plan aims at the land acquisition and house demolition involved in stations, property development, interval routes, and enclosuresin construction and traffic relief measures in Line 2 Phase I Project.AResettlement Policy Framework for the land acquisition and house demolition caused by the public transit integration that haven’t been fully determinedand the potential adjustments in future was also prepared according to WB’s policy.
All related resettlement practices, no matter they will be conducted before or after the project effectiveness, are required to be in line with the requirements of the prepared RAP/RPF, and will be monitored.
1.2 The Affected Area
The affected area of the project concentrates in Nanchang city. The area affected by the line includes four administrative districts, namely Honggutan New District, Donghu District, Xihu District and Qingshanhu District from west to east. See table 1-3 for the distribution of stations and depot in these districts.
Table 1-3 Distribution of Stations and Deposits of the project
No. / Administrative district / Stations and depots1 / Honggutan New District / Vehicle depot, stations: Zhanqiannandadao, Nanchangxi Railway Station, Longgang, Guotizhongxin, Wolongshan, Lingbeisanlu, Qianhudadao, Xuefudadaodong, Cuiyuanlu, Ditiedasha, Yayuanlu, Hongguzhongdadao
2 / Donghu District / Yangminggongyuan, Qingshanlukou, Fuzhoulu
3 / Xihu District / Bayiguangchang, Yongshulu, Dinggonglunan
4 / Qingshanhu District / Nanchang Railway Station, Hongduzhongdadao, Xinjiaan
1.3 Measures to Reduce Resettlement
The resettlement work has been regarded as one of the top priorities during both the planning and implementation stage by the project Management Office. All necessary measures have been carried out to minimize the resettlement in this project while comprehensively considering the construction cost, social impact and environmental impact.
1.3.1 Measures carried out during project design stage
During project design and planning stage, in order to decrease the social and economical impacts brought by the construction of this project, the project Management Office organized several joint meetings with the design and consultationinstitutions to discuss about the optimization of project design and the minimization of social and economical impacts of resettlement.
During communication and consultation process, Guangzhou Metro Design & Research Institute Co., Ltd. as the design unit, the Environmental Protection Center of Ministry of Transport in charge of environmental impact assessment, the Center for Involuntary Resettlement Research of Wuhan University in charge of resettlement consultation and the experts from the joint research team in charge of public participation and opinion collection expressed advices and suggestions for project optimization from different perspectives. The project Management Office finally considered these advices comprehensively to obtain the most optimized project plan. Seven basic principles were defined during design stage of Line 2.
1. The trend of the line complies with Urban Master Planning of Nanchang, Urban Rapid Rail Transit Network Planing of Nanchang and Urban Rapid Rail Transit Construction Planning of Nanchang (2009-2016). The route of the line shall be selected with reasonableness in combination with urban construction planning and the line shall fully exert its function as backbone of transportation.
2. The route shall go along the trunk road of the city and shall be arranged inside the specified boundary lines of roads, and the route at stations shall be parallel to the specified road boundary line as possible. Except for the consideration of station location and construction methodology, the demolition and the interference to ground transportation shall be minimized and the construction of this project shall be most integrated with urban landscapes and properties along the line.
3. Laying mode of the route shall be selected through comprehensive comparison based on the requirements of location, geology, hydrology, environmental protection and landscape and by considering project investment, operation benefits, urban land utilization etc.
4. When the underground interval route between stations must go through aboveground structures or residential quarters, if conditions permit, the depth shall be properly increased to decrease vibration, noise and the interference to aboveground buildings.
5. The distribution of stations shall consider the main passenger gathering and dispersing sites and shall also coordinate with the overall urban transportation planning network to attract the most passengers and offer convenience for travels of passengers to embody the tenet of people foremost.
6. According to Urban Rapid Rail Transit Network Planing of Nanchang, some conditions for future route development shall be reserved and this route shall ensure the reasonable division of transportation task and the interconnection with the transportation modes of other cities.
7. In the area to be developed according to urban planning, the development may be centered on stations to promote the growth of passenger flows.
By following these seven principles, we tried to decrease land acquisition, house demolition and resettlement as possible and also comprehensively considered the risks and benefits in engineering, economy and society during project design stage so as to realize the optimization of project design.
Take Qingshanlukou Station as an example. This is a transfer station for Lines 2 and 3. Since it is located at the intersection of Yangming Road and Qingshan Road (bends), where the development of its surrounding area is mature with densely built buildings and therefore there are many conditions to control, thus the setting conditions of this station is very complicated. The design unit proposed three schemes. Scheme 1 is locating this station in west of the intersection and enabling Line 2 to turn to south to Bayi Avenue at R-300m radius. The station for Line 3 is also located in west of the intersection and passageway is set between the two stations for transfer between the two lines, so not convenient for line transfer. The connection of both lines is set at northwest quadrant. In this scheme, numbers of buildings in Yangming Jincheng neighborhood must be dismantled. Scheme 2 is locating the stations of Lines 2 and 3 in the land area owned by the 28th Middle School at southwest of the intersection. Two stations form “L” structure, convenient for line transfer. The connection of both lines is set at east of both stations. In this scheme, some buildings 28th Middle School must be dismantled. Scheme 3 is locating the stations of Lines 2 and 3 in west of the intersection, with Line 2 going through the MedicineCollege and many buildings in east of Bayi Avenue and turning back to Fuzhou Road at R-300m radius. The connection of both lines is set at northwest quadrant. In this scheme, numbers of buildings in Yangming Jincheng neighborhood must be dismantled.
Among the three schemes, as for scheme 1, route conditions are better, demolition area is 78,000m2 and line transfer through passageway is the most inconvenient; as for scheme 2, line transfer is convenient, route length is the shortest with medium conditions, risk is lower because it doesn’t need to go through the land in east of Bayi Avenue, with demolition area: 71,0002; as for scheme 3, line transfer is convenient, but route length is the longest with the worst conditions, and it needs to go through the land in east of Bayi Avenue, which has great influence on the development of this land. A large-scale residential quarter - “Zhongyang Chuntian” is now under development. And in this scheme, it needs to go through numbers of buildings, the estimated demolition area exceeds 75,0002, so there are significant risks in project construction and its future operation. Through the comparison as above, scheme 2 is selected for considering the convenience of line transfer, route conditions and engineering risk, also for the demolition area in this scheme is the smallest.
If a new spoil ground is established for the construction of the tunnel of Line 2, it will cover an area of 300mu at least and expends more than CNY 15 million. Through discussion with the project Management Office, the design unittook into full consideration the possibility of disposition of spoil when selecting the location of vehicle depot and deciding the design scheme. The current Honggutan vehicle depot covers the land acquisition of over 600mu, with both functions as depot and also spoil ground. In such case, land acquisition is reduced by 300mu and the cost is saved by CNY 17 million.
1.3.2Measures carried out during project construction stage
During project construction stage, the project Management Office will carry out the following measures to eliminate the inconveniences to the affected people:
● Prepare construction plan and traffic organization design with reasonableness to minimize the influences brought by project construction to surrounding environment and traffic order. For the construction that needs enclosures, reasonably design and organize the construction to make the enclosure area as small as possible and fully consider various factors to finish the excavation and backfilling in the shortest time. When the construction involves roads with heavy traffic, it’s required to evade the peak hours. Barbarous construction is prohibited, the existing pipelines shall not be damaged and necessary warning board, warning light and guidance signs shall be set for convenience of vehicle and person traffic. Clean up the site and recover the traffic timely after the construction is finished.
● The waste soils excavated during construction shall be transported out timely. Overload is not allowed during transportation of waste soils and proper measures shall be taken to prevent the spilling on the way. The wheels of the transportation vehicle shall be cleaned with high pressure water before departure to decrease the soils scattered along the road that may influence the environmental cleanness. Meanwhile, the roads in front of the gate of construction site shall be kept clean. If there is waste soil scattered on it, clean away immediately.
● In the area 200m or shorter distance from residences, construction is not allowed from 10:00 at night to 8:00 at next morning and the construction unit shall give priority to low noise machinery when selecting construction equipments and methods. For night construction that affects the life of surrounding residents, proper measures shall be taken to eliminate or control the noise generated by the construction machinery and temporary sound barriers shall be erected around the construction site or residents concentration area to ensure the quality of acoustic environment in residential areas.