Table 3-3 Public Participation Activities in the SA of the Subproject

IPP739 V1 REV

World Bank-financed Project

Public Disclosure Authorized

Social Assessment Report of the Wuwei Subproject of the Gansu Rural-Urban Integration Infrastructure

Public Disclosure Authorized Project

Public Disclosure Authorized

Public Disclosure Authorized Wuwei Municipal Project Management Office Liangzhou District Project Management Office Gulang County Project Management Office National Research Center for Resettlement, Hohai University July 2014 Contents 1 INTRODUCTION ...... 1 1.1 TASKS OF SA ...... 1 1.2 SCOPE OF SA ...... 1 1.3 KEY POINTS OF SA ...... 1 1.4 METHODS OF SA ...... 2 2 SOCIOECONOMIC DEVELOPMENT AND TRAFFIC MANAGEMENT OF THE SUBPROJECT AREA ...... 5 2.1 DEFINITION OF THE SUBPROJECT AREA ...... 5 2.2 SOCIOECONOMIC PROFILE ...... 5 2.3 OVERVIEW OF TRAFFIC MANAGEMENT OF LIANGZHOU DISTRICT AND GULANG COUNTY ...... 7 2.3.1 Traffic of Wuwei City, Liangzhou District and Gulang County ...... 7 2.3.2 Key Problems in the Road Network ...... 9 2.3.3 Traffic Accidents ...... 10 2.3.4 Key Problems in Traffic Management of Liangzhou District and Gulang County ...... 11 3 STAKEHOLDERS AND PUBLIC PARTICIPATION...... 14 3.1 IDENTIFICATION OF STAKEHOLDERS ...... 14 3.1.1 Primary Stakeholders ...... 14 3.1.2 Secondary Stakeholders ...... 15 3.2 PUBLIC PARTICIPATION AND CONSULTATION PROCESS ...... 19 3.2.1 Institutional Interviews ...... 19 3.2.2 FGDs with Villagers/Residents in the Subproject Area ...... 20 3.2.3 FGDs with Enterprises and Public Institutions ...... 20 3.2.4 Questionnaire Survey ...... 21 3.3 DEMAND ANALYSIS OF PRIMARY STAKEHOLDERS ...... 26 3.3.1 Overall Evaluation of Local Residents on Local Traffic Conditions ...... 26 3.3.2 Traffic Problems and Demand Analysis ...... 26 3.3.3 Local Residents’ Overall Evaluation of and Needs for Urban and Rural Buses ...... 29 3.3.4 Local Residents’ Overall Evaluation of and Needs for Traffic Safety ..... 31 3.3.5 Local Residents’ Overall Evaluation of and Needs for Traffic Management ...... 32 4 POVERTY ANALYSIS AND STRATEGY ...... 35 4.1 RURAL POVERTY ...... 35 4.2 URBAN POVERTY AND MINIMUM LIVING SECURITY ...... 36 4.3 CAUSES OF IMPOVERISHMENT ...... 36 4.3.1 Liangzhou District ...... 36 4.3.2 Gulang County ...... 38 4.4 POVERTY REDUCTION MEASURES ...... 38 4.4.1 Liangzhou District ...... 39 4.4.2 Gulang County ...... 40 4.5 DEMAND ANALYSIS OF THE POOR ...... 42 4.6 POVERTY REDUCTION EFFECT OF THE SUBPROJECT ...... 44 5 WOMEN’S NEEDS FOR THE SUBPROJECT ...... 46 5.1 OVERVIEW OF LOCAL WOMEN ...... 46 5.1.1 Education ...... 46 5.1.2 Division of Labor ...... 46 5.1.3 Participation in Public Affairs ...... 47 5.2 WOMEN’S NEEDS AND EXPECTATIONS ...... 49 5.2.1 Relationship between Women and Traffic ...... 49 5.2.2 Women’s Attitudes to and Needs for the Subproject ...... 50 5.3 IMPACTS OF THE SUBPROJECT ON WOMEN ...... 53 5.3.1 Positive Impacts ...... 53

I 5.3.2 Potential Risks ...... 54 5.4 WOMEN’S ACTION PLAN ...... 55 6 SOCIAL IMPACT ANALYSIS ...... 58 6.1 POSITIVE IMPACTS ...... 58 6.2 POTENTIAL RISKS...... 59 7 SOCIAL MANAGEMENT PLAN AND IMPLEMENTATION ...... 62 7.1 SOCIAL MANAGEMENT PLAN ...... 62 7.2 PUBLIC PARTICIPATION PLAN ...... 65 8 GRIEVANCE REDRESS AND M&E ...... 67 8.1 GRIEVANCE REDRESS PROCEDURE ...... 67 8.2 M&E ...... 67 APPENDIX 1 MINUTES OF FGD WITH LIANGZHOU DISTRICT TRANSPORT ADMINISTRATION BUREAU ...... 68 APPENDIX 2 MINUTES OF FGD WITH WOMEN IN GULANG COUNTY ...... 69 APPENDIX 3 FIELDWORK PHOTOS ...... 70

II List of Tables

Table 1-1 Affected Townships and Villages, and Population Distribution ...... 2 Table 1-2 Basic Information of Valid Samples ...... 3 Table 2-1 Socioeconomic Profile of the Subproject Area in 2011 ...... 7 Table 3-1 Ethnic Minorities in Affected Townships and Villages ...... 17 Table 3-2 Distribution of Samples of Questionnaire Survey ...... 22 Table 3-3 Public Participation Activities in the SA of the Subproject ...... 23 Table 4-1 Rural Poor Population in the Subproject Area (based on 2,300 yuan) ...... 35 Table 4-2 Urban Poor Population in the Subproject Area ...... 36 Table 5-1 Traffic Modes of Samples by Gender ...... 49 Table 5-2 Women’s Action Plan of the Subproject...... 56 Table 6-1 Possible Positive Impacts of the Subproject (3 Options Only) ...... 59 Table 6-2 Possible Negative Impacts of the Subproject (3 Options Only) ...... 61 Table 7-1 Social Management Plan ...... 64 Table 7-2 Information Disclosure and Public Participation Plan ...... 65

List of Figures

Figure 1-1 Distribution of Components ...... Error! Bookmark not defined. Figure 2-1 Pavement, Roadbed and Ditches of a Local Highway ...... 10 Figure 2-2 A Rural Trunk Road in Hengliang Xiang, Gulang County ...... 11 Figure 3-1 Photos of Institutional Interviews (upper left: Liangzhou District Women’s Federation; upper right: Liangzhou District Transport Administration Bureau; lower left: Gulang County Transport Administration Bureau; lower right: Gulang County Traffic Police Brigade) .... 20Figure 3-2 Photos of Villager FGDs (Wuhe Village, Wuhe Xiang, Liangzhou District; Guangfeng Village, Sishui Town, Gulang County) ...... 20 Figure 3-3 Photos of FGDs with Freight and Passenger Transport Companies, and Drivers 21 Figure 3-4 Residents’ Overall Evaluation of Local Traffic Problems ...... 26 Figure 3-5 A Desolated Road in the Subproject Area ...... 27 Figure 3-6 Local Residents’ Perceptions of Local Traffic Problems ...... 27 Figure 3-7 T-junction and Trunk Road without Warning Sign in the Subproject Area ...... 28 Figure 3-8 Local Residents’ Expectations for Improving Traffic Infrastructure ...... 28 Figure 3-9 Local Residents’ Expectations for Improving Road Facilities ...... 29 Figure 3-10 A Bus Shelter in Ma’er Village, Gaoba Town, Liangzhou District ...... 29 Figure 3-11 Local Residents’ Overall Evaluation of Urban and Rural Buses ...... 30 Figure 3-12 Local Residents’ Overall Evaluation of Local Traffic Safety ...... 31 Figure 3-13 Local Residents’ Expectations for Improving Traffic Safety ...... 31 Figure 3-14 Local Residents’ Satisfaction with Local Traffic Management ...... 33 Figure 3-15 Road Junction without Electronic Monitoring Equipment ...... 34 Figure 4-1 Unhardened Sandstone Road in the Subproject Area ...... 43 Figure 5-1 Educational Levels of Samples by Gender ...... 46 Figure 5-2 Occupations of Samples by Gender ...... 47 Figure 5-3 Women’ Overall Evaluation of Traffic Problems ...... 50 Figure 5-4 Women’ Overall Evaluation of Urban and Rural Buses ...... 51 Figure 5-5 Women’ Overall Evaluation of Traffic Safety ...... 51 Figure 5-6 Women’ Overall Evaluation of Traffic Management ...... 52

III

ABBREVIATIONS

Focus Group Discussion FGD - House Demolition HD - Land Acquisition LA - Monitoring and Evaluation M&E - PMO - Project Management Office SA - Social Assessment

Units

Currency unit = Yuan (RMB) US$1.00 = RMB6.33 1 hectare = 15 mu

IV 1 Introduction

1.1 Tasks of SA

The SA team has conducted SA on public participation and information disclosure in the Subproject based on the data from the in-depth fieldwork in Liangzhou District and Gulang County, Wuwei City, identified primary stakeholders of the Subproject, analyzed the economic, environmental, gender and other impacts of the Subproject on primary stakeholders, and learned their specific needs for the Subproject (road construction mainly) in order to optimize the project design, ensure the fair participation of stakeholders in the Subproject, and ensure that their suggestions are reflected practically. On this basis, the main tasks of this SA are: （1）Identifying primary stakeholders, and their needs and interests, ad analyzing their specific requirements for the Subproject; （2）Learning primary stakeholders’ attitudes to the Subproject’s impacts on the economy, environment, genders and vulnerable groups of the subproject area, and other potential positive and negative impacts of the Subproject, and identifying social risks of the Subproject; （3）Learning the public’s perceptions of, satisfaction with and ideas about local road traffic conditions, identifying primary stakeholders’ needs for roads and related infrastructure, reflecting stakeholders’ reasonable appeals, and promoting their realization; and （4）Proposing a social management plan for optimizing the project design, improving information disclosure and promoting public participation through extensive informed participation and consultation, evading project risks, and promoting the realization of the subproject objectives. In addition, during public consultation, the public will fully understand the background, objectives and implementation plan of the Subproject, and participate in it through subproject information dissemination, experience sharing, etc.

1.2 Scope of SA

This SA was conducted around residents within the area affected by the 12 proposed roads under the Subproject, as detailed below: （ 1 ） Jinse Avenue-Fengle Town road works, including Liujiagou Village (Hongxiang Town)-Shatan Village (Fengle Town) road (secondary road), Jinse Avenue connecting line (Class-1 highway) (Liangzhou District); （2）Jinse Avenue-Yongchang Town road works (trunk road) (Liangzhou District); （ 3 ） Yanjia Village-Liuqi Village road works in Gaoba Town (trunk road) (Liangzhou District); （4）Jinse Avenue-Wunan Town road works (trunk road) (Liangzhou District); （5）Urban road works of Huangyang Town, including Weiqi Road North (trunk road), Weiqi Road South (trunk road), Jingyi Road(trunk road), Muxiao Road (branch road) (Liangzhou District);

1 （6）Jinse Avenue-Huangyang Town road works (secondary road) (Liangzhou District); （ 7 ） Tumen area road works, including the Xinfeng-Wangfuying and Shuangfeng-Yuandunzi branch roads (Gulang County); （8）Tumen Town-Huanghuatan Village Class-2 Highway in Gulang County; （9）Xiaoshanzi-Dajing Town Class-3 Highway (Gulang County); （10）Road works in the new urban area of Dajing Town—Weisan Road (trunk road) (Gulang County); （11）Road works in the new urban area of Dajing Town—Weisi Road (secondary road) (Gulang County); （12）Road works in the new urban area of Dajing Town—Quancheng Road (secondary road) (Gulang County).

2 ：大靖镇纬三路 A1-1：刘家沟至沙滩村道路 B1 主干路次干路 L 9200m W20m L2740m W44m

A2：金色大道至永昌镇道路 B2：大靖镇纬四路 A1-2：金色大道连接线主干路 L 7277m W28m 次干路 L2860m W20m 一级公路 L 3020m W24.5m

A3：高坝镇严家村至刘畦村道路主干路 L3500m W28m B3：大靖镇圈城路次干路 A4：金色大道至武南镇道路 L1520m W20m 主干路 L 4200m W29m A5：金色大道至黄羊镇道路 A6：黄羊镇镇区道路(L5700) 次干路 L 5800m W24m A8：古浪县土门镇至黄花滩村二纬七路北段主干路 L 1560m 级公路改建工程纬七路南段主干路 L 930m L12200m W12m 经一路主干路 L 2640m 牧校路支路 L570m

A7：城乡融合发展核心区土门 B：大靖镇新城区道路 L7120m 组团道路—双丰至圆墩子次干路 L 5200m W16m

A7：城乡融合发展核心区土门组团道路—新丰至王府营 A9：小山子至大靖镇三支路 L 7500m W16m 级公路改建工程 L16760m W7.5m

Figure 1-1 Distribution of Components

1.3 Key Points of SA

This SA consists of 8 parts, namely stakeholder analysis, poverty analysis and strategy, women’s needs for the Subproject, social impact analysis, Subproject and ethnic minorities, public consultation and participation process, social management plan and implementation, grievance redress, and monitoring and evaluation (M&E). （1）Stakeholder analysis Identifying primary stakeholders involved in the project, mainly including affected (positively or negatively) urban residents, rural residents, truck and bus drivers, traffic police brigades, transport bureaus, development and reform bureaus, civil affairs bureaus, ethnic and religious affairs bureaus, county women’s federations, etc., especially women, old people, the poor and other vulnerable groups, finding out their needs for and attitudes to the Subproject, and analyzing their roles and interactions （2）Poverty analysis and strategy Introducing the background of the poor in the subproject area, analyzing causes of poverty, proposing poverty reduction measures, and analyzing the poverty reduction effect of the Subproject and appeals of the poor to prevent the broadening of income gap, and ensure that the poor and other vulnerable groups benefit from the Subproject （3）Women’s needs for the Subproject Introducing the background of local women, analyzing the Subproject’s impacts on them and their appeals, and preparing a women’s action plan to protect women’s rights and interests （4）Social Impact Analysis Analyzing the Subproject’s impacts on different stakeholders, including positive and potential risks thereby identifying, controlling and evading social risks effectively, especially for primary stakeholders, such as affected residents, and truck and bus drivers （5）Subproject and ethnic minorities Introducing the background of the local ethnic minorities, and analyzing the Subproject’s impacts on them and their appeals in order to maintain social stability and promoting ethnic unity （6）Public consultation and participation process Improving public awareness of the construction plan of the Subproject through prior consultation with primary stakeholders, identifying public needs for information disclosure, improving the information disclosure mechanism of the Subproject based on local characteristics and practices, optimizing the subproject design, and ensuring that different stakeholders participate adequately and fairly in project planning, design and implementation （7）Social Management Plan and implementation Proposing pertinent policy suggestions and actions, and avoiding or reducing social risks through risk identification and analysis （8）Grievance redress and M&E

1 At the preparation, construction and operation stages, a grievance redress mechanism will be established to learn and address the Subproject’s impacts on stakeholders timely, and ensure as extensive community participation as possible. An M&E mechanism will be established to ensure information disclosure and public participation, and the effective implementation of the Social Management Plan.

1.4 Methods of SA

In order to ensure that the SA process and conclusions are scientific and effective, a number of methods were used in this SA, including literature review, questionnaire survey, focus group discussion (FGD), in-depth interview, key informant interview and participatory observation. The purpose is to collect complementary information and data, thereby obtaining a comprehensive picture of information disclosure and public participation activities. （1）Literature review The following literatures were referred to mainly: ①Twelfth Five-year Development Plans of Gansu Province and Wuwei City; ②Feasibility Study Report of the Subproject; ③latest national economic and social development statistical bulletins of Wuwei City, Liangzhou District and Gulang County, Statistical Handbook of Liangzhou District (2012); ④Report on Development-oriented Poverty Reduction of Liangzhou District, Twelfth Five-year Plan for Rural Development-oriented Poverty Reduction of Liangzhou District, Regional Development and Poverty Reduction Plan of Destitute Areas of Gulang County (2011-2020); ⑤Work Summaries 2012 of the Liangzhou District and Gulang County Women’s Federations; and ⑥information on road traffic of Liangzhou District and Gulang County. （2）Questionnaire survey According to the characteristics of the 12 subproject roads, the directly affected area includes the villages run through by these roads, including 21 groups of 7 townships in Liangzhou District and 20 groups of 6 townships in Gulang County. See Table 1-1.

Table 1-1 Affected Townships and Villages, and Population Distribution Cultivated Per capita net income District Township Village HHs Population area (mu) of farmers (yuan) Hongxiang Town Liujiagou 4995 716 2804 8352 Xinqiao 4274 246 1123 7774 Fengle Town Huaixi 8100 456 1900 9126 Wuhe 4404 336 1420 6692 Wuhe Xiang Wu’ai 3561 319 1403 6935 Xiazhai 9034 524 2267 6937 Yangtong 2566 299 1242 7100 Liangzhou Shangao 5168 845 3535 7150 District Yongchang Town Zhangyi 4204 450 1894 7100 Liupei 4550 710 3173 6850 Shibei 2374 296 1340 7020 Xinmiao 2084 460 1664 9235 Ma’er 3318 714 1757 9815 Gaoba Town Yanjia 2567 353 1382 7375 Liuqi 2111 360 1398 7567 Caijia 2062 284 1062 7301

2 Huangyang Guangchang 2411 257 1070 9038 Town Xindian 1613 250 1193 8633 Huasheng 3747 571 2408 9019 Wunan Town Fanjiazhai 3938 499 2098 8811 Qingshi 2694 347 1464 8928 Guangfeng 10754 641 2872 5243 Sishui Town Guanghui 14622 547 2637 5064 Zhouzhuang 5859 335 1522 5073 Xitan 3759 225 1115 4405 Xinfeng 3197 231 1171 4418 Tumen Town Hujiabian 5427 440 1997 4819 Baotasi 5280 455 2343 4786 Wangfuying 4545 352 2045 4778 Huanghuatan Huanghuatan 8098 231 1164 5693 Gulang Xiang Malutan 8755 657 1795 5161 County Beiguan 4588 517 1841 3936 Dongguan 5636 670 2477 4335 Dajing Town Xiguan 5833 591 2390 2802 Santai 4628 346 1576 4170 Dazhuang 5325 572 2159 3866 Minquan 3999 303 1390 3137 Hongqi 3127 246 1030 3042 Minquan Xiang Jinxing 3333 314 1551 3080 Xiakou 3928 291 1402 2830 Hengliang Xiang Zhujiadun 6087 243 1064 2261 Total / 13780 57584 Source: socioeconomic survey in August 2013

The questionnaire database was established and analyzed using the IBM SPSS 20.0 software. There are 302 valid samples. See Table 1-2.

Table 1-2 Basic Information of Valid Samples Indicator Values Gender Male, 74.8%; female, 25.2% Age Average 46 years, ranging from 16 to 71 years Urban/rural Rural, 95%; urban 5% Educational illiterate, 9.9%, primary school, 27.5%, junior high school, 49%, senior high level school/secondary technical school, 11.6%, junior college or above, 2.0% Civil servant, 0.3%; worker of public institution, 1.3%; enterprise employee, 0.7%; Occupation self-employer, 6.3%; freelancer, 4.3%; unemployed, 1.0%; student, 0.7%; farmer 85.4% MLS Yes, 13.6%; no, 86.4%

（3）FGD During the field survey, FGDs were held with heads and staff members of 17 agencies in Liangzhou District, including the Liangzhou District PMO, statistics bureau, civil affairs bureau, poverty reduction office, environmental protection bureau, labor and social security bureau, ethnic and religious affairs bureau, women’s federation, urban construction supervision brigade, environmental sanitation office, transport administration bureau, traffic police brigade, development and reform bureau, agriculture and stockbreeding bureau, district traffic information platform, district annals office, and municipal road office, as well as 17 agencies in Gulang County, including the Gulang County PMO, statistics bureau, civil affairs bureau, poverty reduction office, environmental protection bureau, labor and social security bureau, ethnic and religious affairs bureau, county women’s federation, urban construction

3 supervision brigade, environmental sanitation office, transport administration bureau, traffic police brigade, development and reform bureau, agriculture and stockbreeding bureau, county traffic information platform, county annals office, and municipal road office, collecting baseline data related to the project. Among the villages and townships affected by the 12 subproject roads, the SA team held 60 FGDs with ordinary residents (not less than 30% being women), old people, vulnerable groups (including ethnic minorities, the poor, MLS households, the disabled, etc.) in Liujiagou Village, Hongxiang Town; Xinqiao Village, Fengle Town; Wuhe and Xiazhai Villages, Wuhe Xiang; Yangtong and Gaoshan Villages, Yongchang Town; Xinmiao and Ma’er Villages, Gaoba Town; Guangchang and Xindian Villages, Huangyang Town; Huasheng and Qingshi Villages, Wunan Town in Liangzhou District; and Guangfeng Village, Sishui Town; Xitan Village, Tumen Town; 6# New Rural Community, Huanghuatan Xiang; Beiguan and Dazhuang Villages, Dajing Town; Minquan Village, Minquan Town; Zhujiadun Village, Hengliang Xiang in Gulang County to learn the Subproject’s impacts on them, and their attitudes to and suggestions on traffic conditions, management and safety in detail. （4）In-depth interview Personal in-depth interviews were designed to further learn production and living conditions of the affected population, the Subproject’s positive and negative impacts on them, potential risks, their attitudes to, suggestions on and suggestions for the subproject design, which cannot be analyzed quantitatively. These interviews can uncover some hidden facts. 65 men-times of in-depth interviews (including 31 women, accounting for 47.7%%; and 8 poor people, accounting for 10.7%) were conducted in 20 villages (12 in Liangzhou District and 8 in Gulang County). （5）Key informant interview Organizational interviews at the municipal and district/county levels were conducted mainly with heads of transport administration bureaus, traffic police brigades, women’s federations, poverty reduction offices, etc. At the village level, interviewees were mainly officials of village committees. These interviews were designed to learn their comments and suggestions on the Subproject. 45 key informant interviews were conducted in total. （6）Participatory observation Through the participatory observation of the affected villages, the local economic, social, cultural and ecological conditions, the traffic behavior and patterns of local residents, and the Subproject’s possible impacts can be further learned, thereby providing an objective basis for optimizing the subproject design.

4 2 Socioeconomic Development and Traffic Management of the Subproject Area

2.1 Definition of the Subproject Area

All stakeholders are divided into the directly and indirectly affected population. The directly affected population includes the target groups served by the Subproject, and those directly affected or disturbed by the Subproject; the indirectly affected population includes the groups that may be affected or disturbed by the Subproject. Correspondingly, the subproject area is also divided into directly and indirectly affected areas, where the directly affected area includes the village groups run through by the subproject roads, including 21 groups of 7 townships (Hongxiang Town, Fengle Town, Wuhe Xiang, Yongchang Town, Gaoba Town, Huangyang Town and Wunan Town) in Liangzhou District, and 20 groups of 6 townships (Sishui Town, Tumen Town, Huanghuatan Xiang, Dajing Town, Minquan Xiang, Hengliang Xiang) in Gulang County, with 17499 households and 73138 persons, and a land area of 196555 km2 in total. The indirectly affected area is the whole territory of Liangzhou District and Gulang County, with a population of 1.4035 million and a land area of 10,369 km2.

2.2 Socioeconomic Profile

（1）Population Wuwei City is located in central Gansu Province, the junction of the Qinghai-Tibet, Loess and Mongolia-Xinjiang Plateaus, and the east end of the Hexi Corridor. The city is bordered by the Qilian Mountains on the south, the Tengger Desert on the north, Lanzhou and Baiyin Cities on the southeast, and Jinchang and Zhangye Cities on the northwest. The city, known as Liang Prefecture in ancient times, was once a portal on the well-known Silk Road. It is a well-known historical and cultural city of China, a peculiar tourist destination, and a cradle of wines and ginseng fruit. It is located at the center of the Western Longhai-Lanxin Railway Economic Belt, and also an important farm and animal product production and processing base, and a new energy production base of Gansu Province. The city governs Liangzhou District, Minqin County, Gulang County and Tianzhu Tibetan Autonomous County, 8 sub-districts, 93 townships and 1,125 villages, and is inhabited by 38 ethnic groups, including Han, Hui, Tibetan and Mongolian. At the end of 2011, the city’s resident population was 1.82 million, including an urban population of 500,000 and a rural population of 1.32 million. Liangzhou District is the political, economic and cultural center of Wuwei City. Its south is located in the Qilian Mountain Range, its center is an irrigated oasis, and its northeast is surrounded by the Tengger Desert. The district governs 37 townships and 7 sub-districts, and is inhabited by 25 ethnic groups, including Han, Hui, Tibetan and Mongolian. At the end of 2011, the district’s resident population was 1.0143 million, with a natural growth rate of 5.36‰, including an urban population of 370,200, accounting for 36.5%, and a rural population of 644,100, accounting for 63.5%. The district governs 19 towns and 18 Xiangs, two development zones, and 7 sub-districts,

5 and is the county-level administrative division with the largest population in Gansu Province. Gulang County is bordered by Jingtai County on the east, Liangzhou District on the west, Alxa Left Banner, Inner Mongolia on the north, and Tianzhu Tibetan Autonomous County on the south. The county governs 9 towns, 10 Xiangs, one sub-district, 6 communities, 250 villages and 1,934 groups, and is inhabited by 10 ethnic groups, including Han, Hui, Tibetan, Mongolian, Miao, Manchu, Dongxiang, Tu, Maonan and Yao. At the end of 2011, the county’s resident population was 389,500, including an urban population of 73,580, accounting for 18.96%, and a rural population of 355,759, accounting for 91.34%. （2）Economy In 2011, the city’s GDP was 27.285 billion yuan, a year-on-year growth of 13.1% based on comparable prices, in which the added value of primary industries was 6.7 billion yuan, up 5.3%, that of secondary industries 11.553 billion yuan, up 18.6%, and that of tertiary industries 9.031 billion yuan, up 12.7%. The ratio of primary, secondary and tertiary industries changed from 26.43:40.01:33.56 in 2010 to 24.56:42.33:33.11. Fiscal revenue was 2.017 billion yuan, a year-on-year growth of 55.63%, in which general budgetary revenue was 1.017 billion yuan, up 58.18%. Fiscal expenditure was 9.719 billion yuan, up 28.81%. At the end of 2011, the per capita disposable income of urban residents was 13,261 yuan, a year-on-year growth of 1710 yuan, up 14.8%, and farmers’ per capita net income 5,193 yuan, up 642 yuan or 14.1%. In 2011, Liangzhou District’s GDP was 17.618 billion yuan, a year-on-year growth of 13%, in which the added value of primary industries was 3.96 billion yuan, that of secondary industries 7.541 billion yuan, and that of tertiary industries 6.117 billion yuan, a year-on-year growth of 5.3%, 18.3% and 12.9% respectively; fiscal revenue was 1.137 billion yuan, up 50.67%, including general fiscal revenue of 376 million yuan, up 54.5%. In 2011, the per capita disposable income of urban residents was 13,261 yuan, a year-on-year growth of 14.81%; and farmers’ per capita net income 6429 yuan, a year-on-year growth of 15%. In 2011, Gulang County’s GDP was 2.84129 billion yuan, a year-on-year growth of 11.8%. in which the added value of primary industries was 784.62 million yuan, up 5.31%, that of secondary industries 1.21943 billion yuan, up 14.5%; and that of tertiary industries 837.24 million yuan, up 12.41%. The ratio of primary, secondary and tertiary industries changed from 29.5:40.9:29.6 to 27.6:42.9:29.5. The per capita disposable income of urban residents was 11,389 yuan, a year-on-year growth of 23.9%, and farmers’ per capita net income 3,559 yuan, a year-on-year growth of 20%. （3）Social security In 2011, the added urban employed population of Liangzhou District was 11,875, and registered urban unemployment rate 3.76%. The participation rate of new-type rural cooperative medical insurance was 99.89%, that of medical insurance for urban residents 99.32%; and the insured population of endowment insurance for urban employees was 35,041. Urban MLS population was 12,706 households with 30,725 persons, and rural MLS households with 23,066 households with 56,947 persons. Urban and rural MLS subsidies totaling 140 million yuan were paid. In 2011, the registered urban unemployment rate of Gulang County was 3.09%, urban MLS population was 5,183, and subsidies totaling 15.6067 million yuan paid. 6 The insured population of new-type rural cooperative medical insurance was 355,900, and participation rate 97.33%. The insured population of rural social endowment insurance was 189,746, and participation rate 97%. Rural five-guarantee support population was 2,656, ad support expenses 6.3639 million yuan. Rural MLS population was 64,102, and MLS subsidies totaling 75.8345 million yuan paid.

Table 2-1 Socioeconomic Profile of the Subproject Area in 2011 Indicator Wuwei City Liangzhou District Gulang County Gross population (0,000) 191.83 101.43 38.95 Urban population (0,000) 58.33 37.02 7.39 Rural population (0,000) 133.50 64.41 35.58 Males (0,000) 98.27 51.62 19.94 Population Females (0,000) 93.56 49.81 19.01 Minority population 6292 Population density (per km2) 58 199 76 Registered urban unemployment rate (%) 3.21 3.76 3.08 Townships 93 37 19 Sub-districts 7 7 0 Divisioin Villages 1125 449 251 Ethnic minorities 37 24 9 Land area (km2) 33238 5081 5103 Land area Cultivated area (0,000 mu) 381.37 145.84 113.3 Regional GDP (00 million yuan) 341.55 214.83 35.19 Primary Output vale (00m yuan) 82.71 48.32 9.94 industries Percent (%) 24.22 22.5 28.25 Output Secondary Output vale (00m yuan) 150.43 95.97 14.7 value industries Percent (%) 44.04 44.7 41.77 Tertiary Output vale (00m yuan) 90.32 70.54 11.15 industries Percent (%) 26.44 32.8 31.69 Per capita GDP (yuan) 18671 21184 9000 Per capita disposable income of urban residents 13261 13261 11389 Income Per capita net income of farmers 5193 6429 3559 Rural MLS population (0,000) 20.44 5.69 6.41 Rural MLS households 91766 23066 30893 Social Urban MLS population (0,000) 5.34 3.07 0.47 security Urban MLS households 20961 12076 2027 Five-guarantee population 1.34 4713 2656 Highway passenger volume (0,000) 3896 1938 421 Traffic Highway freight volume (0,000 tons) 5206 1334 708 Source: Statistical Handbook of Liangzhou District (2012); National Economic Statistical Bulletin of Gulang County (2012)

2.3 Overview of Traffic Management of Liangzhou District and Gulang County

2.3.1 Traffic of Wuwei City, Liangzhou District and Gulang County

（1）Current traffic conditions of Wuwei City Wuwei City is located in central Gansu Province, and the east end of the Hexi Corridor. The city is run through by Lianhuo Expressway and National Highway 312 longitudinally, by Provincial Highway 211 diagonally, and by Provincial Highway 308 transversally. Both provincial highways are connected with National Highway 312, forming the trunk highway network of the city. This network connects major townships,

7 and plays an important role in connecting urban and rural areas, accelerating urbanization and new countryside building, and promoting the rapid and sound economic and social development. During the Tenth Five-year Development Plan period, the Wuwei Municipal Government took the opportunity of western China development to strengthen the construction of national and provincial highways, and completed reconstruction of Lianhuo Expressway (Gulang-Yongchang) and Provincial Highway S211 (Minqin-Wuwei, Class-2); during the Eleventh Five-year Development Plan period, the Wuwei Municipal Government further accelerated the construction of the county and township highway network, and during the first 3 years of the Eleventh Five-year Development Plan period, urban and rural highways with a total length of 2,612.806km were constructed or reconstructed in the city. At the end of 2009, the highway mileage of Wuwei City was 8,644.037km, road density 0.26km/km2, and the average grade of the whole highway network 4.22. Among the 95 townships of Wuwei City, 95 townships were connected by highways and 84 townships by rural roads, accounting for 88% of all townships. Among the 1,129 villages of Wuwei City, 439 villages were connected by rural roads, accounting for 39% of all villages. Highway infrastructure construction was fast during the Tenth and Eleventh Five-year Development Plan period in Wuwei City, and the density and average grade of the road network improved to some extent. However, traffic construction is far from meeting the demand for economic and social development in terms of volume and structure, and traffic difficulties still exist to varying degrees in different counties and districts. In particular in remote mountain areas, underdeveloped highway traffic is still a bottleneck on local economic development. Urban and rural highways are backward, traffic difficulties are serious, highway accessibility is insufficient, grade structure is irrational, where the percentage of off-grade and no-pavement highways is high, bridges, culverts and supporting traffic facilities are unsound, disaster resistance is poor, and throughput is low. The highway network is of low overall grade, poor pavement condition and irrational structure. （2）Current traffic conditions of Liangzhou District Liangzhou District is run through by Lanxin and Ganwu Railways. The basic framework of the highway network of Liangzhou District is composed of National Highways G312 and G045 (total length 172.284km), Provincial Highways S211 (99.77km long), 8 special highways (total length 79.99km), and 12 county highways (total length 317.227km), 39 township highways (total length 373.813km), and 589 village highways (total length 2,256.916km), with a total mileage of 3,300km, including expressways of 44.634km, Class-1 highways of 16.369km, Class-2 highways of 97.509km and Class-3 highways of 307.725km. The total mileage of rural highways of Liangzhou District is 2,650.648km, with a density of 52km per 100 km2, including county highways of 327.649km, township highways of 369.713km and village highways of 1,933.294km, accounting for 12.36%, 13.95% and 72.94% respectively. By level, there are graded highways of 990.277km, accounting for 37.36%, and off-grade highways of 1,660.371km, accounting for 62.64%. There are highways with hardened pavement of 1,125.077km, accounting for 42.45%, and highways without hardened pavement of 1,525.571km, accounting for 57.55%. All the 38 townships (including a sub-district) of Liangzhou District are connected

8 by highways; among the 449 villages, 207 are connected by asphalt-paved roads, accounting for 46.1%, and 242 are not, accounting for 53.9%. （3）Current traffic conditions of Gulang County Gulang County is run through longitudinally by National Highway 312 and Lanxin Railway, and transversally by Provincial Highway 308 and Ganwu Railway. In addition, there are 7 county highways that form the traffic network of Gulang County together with the above highways. The total length of paved highways of Gulang County is 1,363.594km, including high-grade pavements of 296.026km, sub-high-grade pavements of 323.728km and low-grade pavements of 743.9km. A rationally structured highway network centered on the county town and radiating to all townships has been formed, in which national and provincial highways form the skeleton, county and township highways form the main lines, and village highways serve as a supplement. During 2006-2010, rural highways with a total length of 134.782km were reconstructed, and rural highways with a total length of 591.6km newly constructed, so that all 19 townships in the county are connected by asphalt-paved highways, and all 251 villages are connected by highways. The improvement of highways has improved the county’s internal and external transport, realized the rapid transport of means of production and living, and farm and sideline products, and laid a good foundation for economic development and new countryside building.

2.3.2 Key Problems in the Road Network

Since the Eleventh Five-year Development Plan period, great progress has been made in the traffic infrastructure construction of Liangzhou District and Gulang County. However, with the progress of economic restructuring and new countryside building, the existing road layout and infrastructure can hardly meet the demand for economic and social development, and the increasing traffic demand of the public. Generally, the key problems in the road network of Liangzhou District and Gulang County are: （1）Low overall transport capacity and slow growth of highway mileage: The density of the railway and highway networks is low, there is no civil airport, and water transport infrastructure is inadequate. The highway density of Liangzhou District is 27.66km per 100 km2, and the graded highway length per 10,000 people is 35.44km only. The relatively lagging highway construction of Liangzhou District and Gulang County has restricted economic and social development seriously. （2）Low grade and serious damage of the highway network: First, most of the existing asphalt highways are of low design standards and quality, and have exceeded their design lives, and some highways are seriously damaged and need repair urgently. Damage has been caused by natural disasters, such as collapses and landslides, resulting in potential traffic risks. Second, the overall grade of the existing highways is low. For example, in Liangzhou District, Class-3 highways account for 14.35% of total highway mileage, Class-4 highways account for 23.38%, and off-grade highways account for 62.8%. In Gulang County, new rural highways are short of bridges, culverts and protective works, resulting in low resistance to natural disasters.

9 （3）Irrational layout and insufficient accessibility of the highway network: First, there are many inter-province, inter-county, inter-township and inter-village dead-end highways, resulting in insufficient accessibility. For example, after the completion of Jinse Avenue, there is no highway connected directed to it in some nearby townships. Second, there is no highway connection in project area, such as between Huangyang twon, and Zhangha province-level poverty reduction area, thereby restricting the economic development or poverty reduction of these areas. （4）There are many dead-end highways in project area, so that the service coverage is restricted. The highway network must be re-planned and reconstructed.

Figure 2-1 Pavement, Roadbed and Ditches of a Local Highway

2.3.3 Traffic Accidents

（1）Liangzhou District In 2012, 63 traffic accidents in Liangzhou District, in which 36 persons were killed and 49 injured, with direct financial losses of 39,600 yuan. Compared to 2011, the number of traffic accidents dropped by one, down 1.56%, the number of persons killed rose by two, up 5.88%, the number of persons injured dropped by 7, down 12.5%, and direct financial losses dropped by 800 yuan, down 1.98%. By highway level, 5 accidents occurred on national highways, in which 5 persons were killed and two injured, accounting for 7.93% of all accidents; 8 accidents on provincial highways, in which 3 persons were killed and 7 injured, accounting for 12.69%; 10 accidents on urban highways, in which 4 persons were killed and 7 injured, accounting for 16.67%; 40 accidents on county and township highways, in which 22 persons were killed and 33 injured, accounting for 63.49%. The incidence of traffic accidents on county and township highways is much higher than that on other highways. By vehicle type, 10 accidents occurred between coaches and motorcycles, in which 5 persons were killed and 6 injured, accounting for 15.87% of all accidents; 9 accidents between coaches and pedestrians, in which 2 persons were killed and 8 injured, accounting for 14.28%; two accidents between coaches and bicycles, in which 2 persons were killed and one injured, accounting for 3.17%; and one accident on a minibus, in which two persons were injured, accounting for 1.58%. 4 accidents occurred between trucks and pedestrians, in which one person was killed and 4 injured, accounting for 6.34%; 10 accidents between trucks and motorcycles, in which 3 persons were killed and 6 injured, accounting for 15.87%; one accident on a truck, in

10 which one person was injured, accounting for 1.58%; one accident between a truck and a coach, in which one person was killed and two injured, accounting for 2.38%; two accidents between trucks and three-wheelers, in which one person was killed and two injured, accounting for 3.17%, one accident between a truck and a pedestrian, in which one person was injured, accounting for 1.58%. 4 accidents occurred between motorcycles, in which 2 persons were killed and 4 injured, accounting for 6.34%; one accident on a motorcycle, in which one person was injured, accounting for 1.58%; 3 accidents between motorcycles and three-wheelers, in which 2 persons were killed and two injured, accounting for 7.14%; and one accident between a three-wheeler and a pedestrian, in which one person injured, accounting for 1.58%. （2）Gulang County In 2012, 23 traffic accidents (including 9 major ones and 14 ordinary ones) occurred in Gulang County, in which 10 persons were killed and 29 persons injured, with direct financial losses of 33,700 yuan. Compared to 2011 the number of traffic accidents rose by one, up 4.55%; the number of persons killed dropped by one, down 9.09%, the number of persons injured rose by 6, up 26.09%, and direct financial losses rose by 8,550 yuan, up 34%.

Figure 2-2 A Rural Trunk Road in Hengliang Xiang, Gulang County

2.3.4 Key Problems in Traffic Management of Liangzhou District and Gulang County

Both hardware and software issues in the traffic management of Liangzhou District and Gulang County are noteworthy, including: （ 1）Weak road maintenance, resulting in serious pavement damage, especially in rural areas In Liangzhou District and Gulang County, highway grades are generally low, where rural roads are Class-4 cement-paved roads mainly, and roads in mountain areas are susceptible to collapses and landslides, making road maintenance crucial. However, little attention is paid to road maintenance in Liangzhou District and Gulang County due to limited financial support, so that only seriously damaged pavements are repaired. As a result, vehicle tires and chassis are likely to be damaged, increasing vehicle maintenance expenses by 20%-30%, and reducing riding comfort. In the subproject area, township and village highways are actually not managed and maintained, further aggravating pavement damage and increasing transport costs. With the increase of rural highway mileage and the gradual improvement of the

11 highway infrastructure, highway management and control over overload transport should be strengthened. Due to the limited loading capacity of rural highways, overloaded vehicles can damage rural highways very seriously. However, the reality is that the number of overloaded vehicles driving on local rural highways is increasing, and some vehicles have been transferred to rural highways from national and provincial highways with strict overload control. Effective measures must be taken in this respect. （2）Inadequate traffic safety publicity, and lack of necessary traffic safety knowledge Currently, traffic safety publicity is mostly conducted in the county towns and at schools in diversified manners, such as slogan, brochure, leaflet and workshop. However, villagers have very limited exposure to basic traffic safety knowledge at the township and village levels due to inadequate publicity. In 6 sample villages (Xinqiao Village, Fengle Town; Shangao Village, Yongchang Town; Xindian Village, Huangyang Town; Huasheng and Qingshi Villages, Wunan Town; and Beiguan Village, Dajing Town), villagers are never aware of traffic safety training. According to the traffic police brigade, the main case of inadequate publicity and patrol is its limited manpower. The Liangzhou District Traffic Police Brigade has a workforce of 82 and 5 squadrons, each of which has to manage 5-12 townships. The Gulang County Traffic Police Brigade has 15 regular policemen and 44 wardens, who have to manage highways with a total length of 1,100km. （3）No electronic monitoring equipment in the subproject area, resulting in ineffective regulation There is no electronic monitoring equipment on important segments and at junctions of township highways in Liangzhou District and Gulang County, and traffic violations are rarely regulated, resulting in great potential safety risks. （4）Existing traffic safety signs and warning signs are blocked by alley trees or roadside buildings For roads without crosswalks, traffic signals, deceleration belts, guardrails, traffic safety signs and warning signs are only reminders that are essential to traffic safety. However, such signs are sometimes blocked by alley trees and roadside buildings, so that drivers cannot be reminded in advance, especially at road junctions and sharp turns. （5）Undeveloped road transport market, irrational transport structure, and low transport level, resulting in long traffic times and high traffic expenses The transport market is undeveloped, transport structure is irrational, transport players are hardly competitive, the construction of transport facilities is lagging, and transport management is backward. The existing public vehicle yards are small in size and in poor condition, far from meeting demand. The rapid passenger transport and logistics industries are in the early stage of development, and existing passenger and freight vehicles are of low grade. There are limited measures for regulating the transport market. These have restricted the road transport development of the subproject area. The conflict between supply and demand is prominent. The existing transport service system is unsound and unable to offer better transport services, and the

12 market plays a limited role in the allocation of resources.

13 3 Stakeholders and Public Participation

3.1 Identification of Stakeholders

Stakeholders mean individuals or groups who can affect or be affected by the objectives of the Subproject, and are divided into primary and secondary stakeholders. In the Subproject, primary stakeholders are urban and rural residents affected directly by the subproject roads, especially women, children, old people, the poor, MLS households, the disabled, and households affected by LA and/or HD. Secondary stakeholders include: (1) freight and passenger transport companies, and drivers, PMO, owner, design agency and other agencies concerned; and (2) government departments concerned.

3.1.1 Primary Stakeholders

（1）Residents in the subproject area. The 12 subproject roads involve 21 groups of 7 townships in Liangzhou District and 20 groups of 6 townships in Gulang County, and are the main connections to the Jinse Avenue. Therefore, these roads play a crucial role in the production and life of most residents in the subproject area. Therefore, the focus of the SA will focus on the social impact assessment of new and rebuilt roads along the needs and interests of residents. （2）Land acquisition, demolition affected residents ① Land acquisition affected population. The components of the Subproject involving LA are the Jinse Avenue-Yongchang Town road works, Yanjia Village-Liuqi Village road works in Gaoba Town, Jinse Avenue-Wunan Town road works, Jinse Avenue-Huangyang Town road works, urban road works of Huangyang Town, Tumen area road works of Urban-Rural Integration Zone (including Shuangfeng-Yuandunzi road and Xinfeng-Wangfuying road), Tumen Town-Huanghuatan Village Class-2 Highway reconstruction, Xiaoshanzi-Dajing Town Class-3 Highway reconstruction, and road works in the new urban area of Dajing Town (including Weisan Road, Weisi Road and Quancheng Road). The design agency fully considered LA’s impacts on local socioeconomic development, and production and living systems at the design stage, and optimized the subproject design to minimize LA and HD impacts. Therefore, the Subproject will not destroy the existing production and living systems.But the permanent acquisition of 975.08 mu of cultivated and garden land for the Subproject will affect 833 households with 3,757 persons in 50 groups of 31 villages in 10 townships (other 5 villages with 310 HHs and 1089 APs will not be affected by cultivated and garden land acquisition and will not suffer from income loss), namely Yongchang Town, Wuhe Xiang, Gaoba Town, Wunan Town and Huangyang Town, Liangzhou District, and Tumen Town, Huanghuatan Xiang, Minquan Xiang, Hengliang Xiang and Dajing Town, Gulang County. It is learned that almost all AHs support the Subproject because it will improve local traffic conditions, and provide access to the new logistics and industrial parks

14 near the railway station. In addition, they expect reasonable cash compensation, and will use compensation fees for social insurance, skills training, stockbreeding, protected agriculture, and characteristic fruit tree cultivation mainly, as well as transport and business. The following compensation and restoration programs for LA have been developed in accordance with the applicable policies and based on local conditions and the APs’ expectations. Mainly includes the following measures: Cash compensation and distribution, Agricultural development and Social security measures, Skills training and Employment promotion. ②Demolition of affected residents. Rural residential houses totaling 76,662.36m² will be demolished for the Subproject, affecting 190 households with 903 persons who will need to be relocated. The demolished rural houses are characterized by unsound supporting facilities, aged structure, and poor day-lighting and ventilation conditions. HD and resettlement activities in the Subproject will provide an opportunity for the AHs to improve residential conditions. The following 3 resettlement modes are available for the demolition of rural residential houses under the Subproject: The resettlement programs for HD of the affected villages can be summarized as follows: 1）Relocation. Relocation is the resettlement mode chosen by most of the affected villages, including Yangtong Village, Yongchang Town; Xiazhai Village, Wuhe Xiang; Guangchang, Xindian and Xihe Villages, Huangyang Town; Xitan Village, Tumen Town; and Beiguan and Xiguan Villages, Dajing Town. 2) Full cash compensation. The villages choosing full cash compensation are Xiazhai Village, Wuhe Xiang; Shisanli and Liuqi Villages, Gaoba Town; Guangchang and Xindian Villages, Huangyang Town; Xitan Village, Tumen Town; Dazhuang Village, Dajing Town. The AHs may purchase housing in the new rural communities at cost price, or in towns at market price using HD compensation fees. 3) Property swap. The villages choosing property swap are Beiguan, Dongguan and Dazhuang Villages, Dajing Town. （3）Non-residential demolition affected residents. Non-residential properties totaling 2,894.41m² (899.46m² in masonry concrete structure, 1,519.95m² in masonry timber structure and 485 m² in earth timber structure) will be demolished for the Subproject, affecting 5 public institutions, namely Guangchang Primary School and Gansu Agricultural University in Guangchang Village, Huangyang Town, the Dazhuang Village Committee and Dajing Traffic Police Squadron in Dazhuang Village, Dajing Town, and Dajing Seed Station (closed down) in Beiguan Village, Dajing Town, and 10 stores in Guangchang Village, Huangyang Town. All operating normally.

3.1.2 Secondary Stakeholders

（ 1 ） Freight and passenger transport companies, and drivers: Drivers of passenger and freight vehicles are main road users, and more attention should be paid to their needs. Their main need for the Subproject is that the pavement of Jinse Avenue should be hardened and broadened as soon as possible. At the drivers’ FGD

15 at the Gulang County Transport Administration Bureau, most drivers said that in the past, once a truck failed on the road when delivering goods to and from rural areas (outgoing goods are mostly farm products, and incoming goods usually include industrial products, such as cement and bricks), it would take 7,000-10,000 yuan to tow the truck. Moreover, vehicles are likely to collide on narrow rural highways. （2）PMO, owner, design agency and other agencies concerned: In Liangzhou District and Gulang County, the Liangzhou District and Gulang County Subproject Leading Groups and PMOs have been established at the development and reform bureaus. The PMOs are responsible for coordination, management, supervision and service in project implementation. The design agency of the Subproject is Gansu Kedi Engineering Consulting Co., Ltd, which is responsible for preparing the Proposal and Feasibility Study Report. The need of these agencies is to ensure the successful completion of the Subproject through the effective cooperation of all stakeholders. （3）Government departments concerned: These departments include the Wuwei Municipal Development and Reform Commission, and Liangzhou District and Gulang County Development and Reform Bureaus mainly. In addition, the departments related to the construction, LA, HD and resettlement of the Subproject include the Liangzhou District and Gulang County Transport Bureaus, Land and Resources Bureaus, LA Management Offices, etc. The Subproject will also involve village committees. Their need for the Subproject is to complete the Subproject successfully through the effective cooperation of all departments concerned, so as to improve the highway network of Wuwei City and promote sustainable local traffic development. （4）Ethnic minorities: Liangzhou District and Gulang County are not main minority areas in Wuwei City. The local minority population lives in a scattered manner, and has entered the subproject area through marriage, job transfer, etc. Due to the very small minority population, minority people have no fixed residential community, no unique language or culture. They have no difference from the mainstream Han people in terms of social welfare, rights, social security, and cultural and living customs, and enjoy the same public services as those of the Han people.

16 Table 3-1 Ethnic Minorities in Affected Townships and Villages District Minority Gross Percent of Component Township Village Hui Salar Dongxiang Bao’an Tibetan Mongolian Other /county population population minorities Liangzhou 38 448 6292 1010295 2344 7 407 3 1844 126 1561 0.62% Gulang 20 256 2638 398036 450 0 0 0 2093 52 43 0.66% Total 8930 1408331 2794 7 407 3 3937 178 1604 0.63% Fengle Town 69 17283 5 0 0 0 7 5 52 0.40% Hongxiang Town 19 19230 1 0 0 0 10 0 8 0.10% Yongchang Town 83 43344 1 0 0 0 42 0 40 0.19% Wuhe Xiang 11 11324 1 0 0 0 1 0 9 0.10% Gaoba Town 118 53554 1 0 0 0 35 4 78 0.22% Fafang Town 18 24335 2 0 0 0 2 0 14 0.07% Wunan Town 370 50655 138 1 0 0 30 3 198 0.73%

Huangyang Town 475 63232 121 0 1 0 87 8 258 0.75% Tumen Town 44 36357 14 0 0 0 17 0 13 0.12% Sishui Town 49 22639 22 0 0 0 26 0 1 0.22% Dajing Town 32 42876 28 0 0 0 2 2 0 0.07% Minquan Xiang 12 19882 0 0 0 0 12 0 0 0.06% Hengliang Xiang 102 12902 0 0 0 0 87 0 15 0.79% Total 19262 3234275 5922 15 815 6 8232 378 3894 0.60% Xinqiao 5 1100 0 0 0 0 0 5 0 0.45% 1. Jinse Avenue- Fengle Fengle Town Huaixi 3 1900 0 0 0 0 2 0 1 0.16% Town road works Hongxiang Town Liujiagou 0 2806 0 0 0 0 0 0 0 0 Zhangyi 0 1893 0 0 0 0 0 0 0 0 Yangtong 1 1293 0 0 0 0 1 0 0 0.08% Yongchang Town Liupei 3 3133 0 0 0 0 0 0 3 0.10% 2. Jinse Avenue- Yongchang Shibei 2 1301 0 0 0 0 1 0 1 0.15% Town road works (Liangzhou Shangao 13 3570 0 0 0 0 8 2 3 0.36% District) Wuhe 2 1420 0 0 0 0 1 0 1 0.14% Wuhe Xiang Wu’ai 1 1403 0 0 0 0 1 0 0 0.07% Xiazhai 1 2267 0 0 0 0 0 0 1 0.04% Xinmiao 3 1616 0 0 0 0 2 0 1 0.19% 3. Yanjia Village- Liuqi Ma’er 1 2912 0 0 0 0 1 0 0 0.03% Village road works in Gaoba Gaoba Town Yanjia 0 1382 0 0 0 0 0 0 0 0 Town Liuqi 0 1398 0 0 0 0 0 0 0 0 Caijia 0 1062 0 0 0 0 0 0 0 0 4. Jinse Avenue- Wunan Huasheng 3 2408 0 0 0 0 3 0 0 0.12% Wunan Town Town Class-1 Highway Fanjiazhai 2 2098 0 0 0 0 2 0 0 0.10%

17 Qingshi 4 1464 0 0 0 0 4 0 0 0.27% Tangxin 1 719 0 0 0 0 1 0 0 0.14% Guangchang 6 3383 0 0 0 0 6 0 0 0.18% 5. Jinse Avenue- Huangyang Xindian 26 3256 0 0 0 0 26 0 0 0.80% Town road works Huangyang 9 1812 0 0 0 0 5 0 4 0.50% Huangyang Town Tanggou 6 1726 0 0 0 0 3 0 3 0.35% Sanduncao 11 1411 0 0 0 0 3 0 8 0.78% 6. Urban road works of Xinjian 10 1397 0 0 0 0 5 0 5 0.72% Huangyang Town Xinhe 5 1565 0 0 0 0 0 0 5 0.32% Xinfeng 0 668 0 0 0 0 0 0 0 0 Tumen Town Baotasi 0 5280 0 0 0 0 0 0 0 0 7. Tumen area road works Wangfuying 2 4545 1 0 0 0 1 0 0 0.04% (Gulang County) Guanghui 2 2637 0 0 0 0 2 0 0 0.08% Sishui Town Guangfeng 4 2872 0 0 0 0 4 0 0 0.14% Zhouzhuang 0 1522 0 0 0 0 0 0 0 0 8. Tumen Town- Huanghuatan 51 2869 0 0 0 0 39 0 12 1.78% Huanghuatan Huanghuatan Village Class-2 Malutan 8 1164 2 0 0 0 4 0 2 0.36% Xiang Highway in Gulang County Erdun 1 2107 0 0 0 0 0 0 1 0.05% Dajing Town Santai 0 1743 0 0 0 0 0 0 0 0 Jinxing 2 1555 0 0 0 0 2 0 0 0.13% 9. Xiaoshanzi- Dajing Town Minquan 2 1394 0 0 0 0 2 0 0 0.14% Class-3 Highway Minquan Xiang Zhangjiatai 3 2118 0 0 0 0 3 0 0 0.14% reconstruction (Gulang Hongqi 1 1033 0 0 0 0 1 0 0 0.10% County) Xiakou 2 1406 0 0 0 0 2 0 0 0.14% Hengliang Xiang Zhujiadun 0 417 0 0 0 0 0 0 0 0 Dongguan 0 2739 0 0 0 0 0 0 0 0 10. Road works in the new Beiguan 0 2035 0 0 0 0 0 0 0 0 urban area of Dajing Town— Dajing Town Xiguan 0 2642 0 0 0 0 0 0 0 0 Weisan Road Dazhuang 0 2387 0 0 0 0 0 0 0 0 Dongguan 0 2739 0 0 0 0 0 0 0 0 11.Road works in the new Beiguan 0 2035 0 0 0 0 0 0 0 0 urban area of Dajing Town— Dajing Town Xiguan 0 2642 0 0 0 0 0 0 0 0 Weisi Road Dazhuang 0 2387 0 0 0 0 0 0 0 0 12.Road works in the new Beiguan 0 2035 0 0 0 0 0 0 0 0 urban area of Dajing Town— Dajing Town Dazhuang 0 2387 0 0 0 0 0 0 0 0 Quancheng Road Total 196 112373 3 0 0 0 136 7 50 0.17%

18 Liangzhou District and Gulang County has a total minority population of 8,930, accounting for 0.63% of gross population. The 13 townships along the 12 subproject roads have a total minority population of 1840, accounting for 0.43% of gross population (428,073). The 41 villages directly affected by the 12 subproject roads have a total minority population of196, accounting for0.17% of gross population (112373) only. Minority population is scattered in the subproject area. In addition, LA and HD for the Subproject will not affect minority population, which will benefit from the Subproject, and the Subproject will not have any negative impact on minority population. Therefore, no ethnic minority development plan is necessary. See Table 3-1.

3.2 Public Participation and Consultation Process

With the support of the Wuwei, Liangzhou District and Gulang County PMOs, the SA team conducted organizational interviews, FGDs with village group heads, villagers, vulnerable groups, public institutions and enterprises, a questionnaire survey, personal in-depth interviews and a field investigation in 11 villages in 7 townships in Liangzhou District and 8 villages in 6 townships in Gulang County from July 29 to August 12, 2013 to collect suggestions on and needs for the subproject design. See Table 3-3.

3.2.1 Institutional Interviews

Organizational interviews were conducted with the Liangzhou District PMO, statistics bureau, civil affairs bureau, poverty reduction office, environmental protection bureau, labor and social security bureau, ethnic and religious affairs bureau, women’s federation, urban construction supervision brigade, environmental sanitation office, transport administration bureau, traffic police brigade, development and reform bureau, agriculture and stockbreeding bureau, district traffic information platform, district annals office, and municipal road office to collect relevant data. Organizational interviews were conducted with the Gulang County PMO, statistics bureau, civil affairs bureau, poverty reduction office, environmental protection bureau, labor and social security bureau, ethnic and religious affairs bureau, county women’s federation, urban construction supervision brigade, environmental sanitation office, transport administration bureau, traffic police brigade, development and reform bureau, agriculture and stockbreeding bureau, county traffic information platform, county annals office, and municipal road office to collect relevant data.

Figure 3-1 Photos of Institutional Interviews (upper left: Liangzhou District Women’s Federation; upper right: Liangzhou District Transport Administration Bureau; lower left: Gulang County Transport Administration Bureau; lower right: Gulang County Traffic Police Brigade)

3.2.2 FGDs with Villagers/Residents in the Subproject Area

76 FGDs with village heads, villagers, women and vulnerable groups (old people, the disabled, the poor) were held in Liujiagou Village, Hongxiang Town; Xinqiao Village, Fengle Town; Wuhe Village, Wuhe Xiang; Yangtong and Shangao Villages, Yongchang Town; Xinmiao and Ma’er Villages, Gaoba Town; Guangchang and Xindian Villages, Huangyang Town; Huasheng and Qingshi Villages, Wunan Town in Liangzhou District; as well as Guangfeng Village, Sishui Town; Xitan Village, Tumen Town; 6# New Rural Community, Huanghuatan Xiang; Beiguan and Dazhuang Villages, Dajing Town; Minquan Village, Minquan Town; and Zhujiadun Village, Hengliang Xiang in Gulang County. The SA team collected information on road infrastructure, traffic modes, traffic convenience, traffic expenses and traffic safety in the subproject area, and local residents’ attitudes to and needs for the Subproject.

Figure 3-2 Photos of Villager FGDs (Wuhe Village, Wuhe Xiang, Liangzhou District; Guangfeng Village, Sishui Town, Gulang County)

3.2.3 FGDs with Enterprises and Public Institutions

With the support of the Wuwei, Liangzhou District and Gulang County PMOs, the SA team also held FGDs with 16 agencies concerned in the subproject area., including FGDs with traffic policemen and transport administrators at the Liangzhou District Traffic Police Brigade, Public Security Bureau and Transport Administration Bureau, as well as the Gulang County Traffic Police Brigade and Transport Administration Bureau, and with heads and drivers at the freight and passenger transport companies of Liangzhou District and Gulang County. Through these FGDs, the SA team got a further understanding of the local road infrastructure, traffic

20 management, current traffic situation, potential needs, and traffic safety and public traffic issues, and collected ideas for future traffic development.

Figure 3-3 Photos of FGDs with Freight and Passenger Transport Companies, and Drivers

3.2.4 Questionnaire Survey

The SA team further conducted a questionnaire survey and personal interviews on affected village groups, schools, hospitals and stores in two groups. The SA team collected 302 valid copies (182 in Liangzhou District and 120 in Gulang County) of the questionnaire, and conducted 76 (44 in Liangzhou District and 32 in Gulang County) personal interviews in Liujiagou Village, Hongxiang Town; Xinqiao Village, Fengle Town; Wuhe Village, Wuhe Xiang; Yangtong and Shangao Villages, Yongchang Town; Xinmiao and Ma’er Villages, Gaoba Town; Guangchang and Xindian Villages, Huangyang Town; and Huasheng and Qingshi Villages, Wunan Town in Liangzhou District, as well as Guangfeng Village, Sishui Town; Xitan Village, Tumen Town; 6# New Rural Community, Huanghuatan Xiang; Beiguan and Dazhuang Villages, Dajing Town; Minquan Village, Minquan Town; and Zhujiadun Village, Hengliang Xiang in Gulang County. Through the questionnaire survey, personal interviews and FGDs, the SA team found out some common issues of extensive concern in the subproject area. Through further sorting out and analysis, issues and suggestions proposed by stakeholders can be made clear, so that key issues can be addressed intensively. The sample size was determined based on a confidence level of 90% and an absolute error of not more than 5%. Here, e is the absolute error of 0.05, z is equal to 1.645 at a confidence level of 90%, and the maximum of p (1-p) is 0.25. Based on a comprehensive consideration of accuracy, cost and feasibility, the above sample size was expanded to 320.

p(1 p) n   249 0 e2 p(1 p)  z 2 N The questionnaire survey was conducted in 20 villages, with 320 copies of the questionnaire distributed and 302 valid copies (94.38%) recovered in total, where 192 copies of the questionnaire were distributed in 12 villages in Liangzhou District, with 182 valid copies recovered, accounting for 94.79%, and 128 copies of the questionnaire were distributed in 8 villages in Gulang County, with 120 valid copies recovered, accounting for 93.75%. See Table 3-2. The questionnaire survey covers: ①residents’ overall evaluation of local road conditions and their traffic modes; ②information disclosure, and positive and negative

21 impacts of the Subproject; ③residents’ comments on and needs for local traffic management; ④residents’ comments on traffic safety and suggestions; and ⑤household and personal information.

Table 3-2 Distribution of Samples of Questionnaire Survey District Number of Valid Percent of valid Township Village /county copies (N) copies (n) copies (%) Hongxiang Town Liujiagou 16 16 100 Fengle Town Xinqiao 16 15 93.75 Wuhe 16 16 100 Wuhe Xiang Xiazhai 16 16 100 Yangtong 16 14 87.5 Yongchang Town Liangzhou Shangao 16 15 93.75 District Xinmiao 16 15 93.75 Gaoba Town Ma’er 16 15 93.75 Guangchang 16 15 93.75 Huangyang Town Xindian 16 15 93.75 Huasheng 16 15 93.75 Wunan Town Qingshi 16 15 93.75 Tumen Town Xinfeng 16 15 93.75 Sishui Town Guangfeng 16 15 93.75 Tumen Town Xitan 16 15 93.75 Huanghuatan 6# New Rural Gulang 16 15 93.75 Xiang Community County Beiguan 16 15 93.75 Dajing Town Dazhuang 16 15 93.75 Minquan Xiang Minquan 16 15 93.75 Hengliang Xiang Zhujiadun 16 15 93.75 Total 320 302 94.38

22 Table 3-3 Public Participation Activities in the SA of the Subproject Date Village FGD participants Details Remarks The SA team entered the areas near the Jinse Avenue-Gaoba Town, Jinse July 30-31, Subproject area Avenue-Yongchang Town, and Jinse Avenue-Huanghuatan New Rural Community 2013 components for the questionnaire survey and interviews. 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Some members of the SA 4 reps. of vulnerable (30-55), and 2 elderly (55 or above) team held FGDs, and Liujiagou Village, Aug. 3, groups, 6 reps. of 2) FGD with old people: 4 other members of the SA Hongxiang Town, 2013 villagers, 3 village group 3) FGD with vulnerable groups: 4 (2 physically disabled, 2 poor) team entered Liujiagou Liangzhou District heads, 23 in total 4) FGD with village committee and villagers’ reps.: 9 Village for questionnaire survey and interviews. 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 4 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Xinqiao Aug. 3, Xinqiao Village, groups, 6 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Fengle Town villagers, 3 village group 3) FGD with vulnerable groups: 4 (2 physically disabled, 2 poor) survey and interviews. heads, 23 in total 4) FGD with village committee and villagers’ reps.: 9 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 4 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Wuhe Aug. 3, Wuhe Village, Wuhe groups, 6 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Xiang villagers, 3 village group 3) FGD with vulnerable groups: 4 (2 physically disabled, 2 poor) survey and interviews. heads, 23 in total 4) FGD with village committee and villagers’ reps.: 9 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 3 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Yangtong Aug. 4, Yangtong Village, groups, 5 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Yongchang Town villagers, 2 village group 3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor) survey and interviews. heads, 20 in total 4) FGD with village committee and villagers’ reps.: 7 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 4 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Shangao Aug. 4, Yongchang groups, 6 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 TownShangao villagers, 3 village group 3) FGD with vulnerable groups: 4 (2 physically disabled, 2 poor) survey and interviews. heads, 23 in total 4) FGD with village committee and villagers’ reps.: 9 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 3 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Xinmiao Aug. 4, Xinmiao Village, groups, 5 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Gaoba Town villagers, 2 village group 3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor) survey and interviews. heads, 20 in total 4) FGD with village committee and villagers’ reps.: 7

23 Date Village FGD participants Details Remarks 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 3 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Ma’er Aug. 4, Ma’er Village, Gaoba groups, 5 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Town villagers, 2 village group 3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor) survey and interviews. heads, 20 in total 4) FGD with village committee and villagers’ reps.: 7 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 3 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Aug. 5, Guangchang Village, groups, 5 reps. of 2) FGD with old people: 4 Guangchang Village for 2013 Huangyang Town villagers, 2 village group 3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor) questionnaire survey and heads, 20 in total 4) FGD with village committee and villagers’ reps.: 7 interviews. 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 4 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Xindian Aug. 5, Xindian Village, groups, 6 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Huangyang Town villagers, 3 village group 3) FGD with vulnerable groups: 4 (2 physically disabled, 2 poor) survey and interviews. heads, 23 in total 4) FGD with village committee and villagers’ reps.: 9 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 3 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Huasheng Aug. 5, Huasheng Village, groups, 5 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Wunan Town villagers, 2 village group 3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor) survey and interviews. heads, 20 in total 4) FGD with village committee and villagers’ reps.: 7 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 3 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Qingshi Aug. 5, Qingshi Village, groups, 5 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Wunan Town villagers, 2 village group 3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor) survey and interviews. heads, 20 in total 4) FGD with village committee and villagers’ reps.: 7 Aug. 7, The SA team conducted the questionnaire survey, FGDs and interviews in Gulang County Gulang County 2013 in two groups. 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 3 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Xinfeng Aug. 9, Xinfeng Village, groups, 5 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Tumen Town villagers, 2 village group 3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor) survey and interviews. heads, 20 in total 4) FGD with village committee and villagers’ reps.: 7 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 3 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Guangfeng Aug. 9, Guangfeng Village, groups, 5 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Sishui Town villagers, 2 village group 3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor) survey and interviews. heads, 20 in total 4) FGD with village committee and villagers’ reps.: 7

24 Date Village FGD participants Details Remarks 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 3 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Xitan Aug. 9, Xitan Village, Tumen groups, 5 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Town villagers, 2 village group 3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor) survey and interviews. heads, 20 in total 4) FGD with village committee and villagers’ reps.: 7 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 6# New Rural 3 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered 6# New Aug. 9, Community, groups, 5 reps. of 2) FGD with old people: 4 Rural Community for 2013 Huanghuatan Xiang villagers, 2 village group 3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor) questionnaire survey and heads, 20 in total 4) FGD with village committee and villagers’ reps.: 7 interviews. 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 3 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Beiguan Aug. 10, Beiguan Village, groups, 5 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Dajing Town villagers, 2 village group 3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor) survey and interviews. heads, 20 in total 4) FGD with village committee and villagers’ reps.: 7 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 3 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Dazhuang Aug. 10, Dazhuang Village, groups, 5 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Dajing Town villagers, 2 village group 3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor) survey and interviews. heads, 20 in total 4) FGD with village committee and villagers’ reps.: 7 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 4 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Minquan Aug. 10, Minquan Village, groups, 6 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Minquan Town villagers, 3 village group 3) FGD with vulnerable groups: 4 (2 physically disabled, 2 poor) survey and interviews. heads, 23 in total 4) FGD with village committee and villagers’ reps.: 9 6 women, 6 old people, 1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged Other members of the SA 4 reps. of vulnerable (30-55), and 2 elderly (55 or above) team entered Zhujiadun Aug. 10, Zhujiadun Village, groups, 6 reps. of 2) FGD with old people: 4 Village for questionnaire 2013 Hengliang Xiang villagers, 3 village group 3) FGD with vulnerable groups: 4 (2 physically disabled, 2 poor) survey and interviews. heads, 23 in total 4) FGD with village committee and villagers’ reps.: 9

25 3.3 Demand Analysis of Primary Stakeholders

The main objectives of the Subproject are to improve urban and rural traffic conditions, and road water supply and drainage facilities, promote the equalization of basic public service facilities so that urban and rural residents can share benefits of economic and social development; optimize the investment environment constantly, and improve the radiating capacity for surrounding areas, and its resource allocation, industry clustering and sustainable development capacity, drive the urbanization, industrialization, industrialization and agricultural modernization process, and gradually reduce or even eliminate urban and rural gaps. In order to learn comments and suggestions on, and needs for the traffic network of local residents and agencies concerned, the SA team conducted a questionnaire survey, in-depth interviews and FGDs in Hongxiang Town, Fengle Town, Wuhe Xiang, Yongchang Town, Gaoba Town, and Huangyang Town, Wunan Town in Liangzhou District, as well as Sishui Town, Tumen Town, Huanghuatan Xiang, Dajing Town, Minquan Xiang and Hengliang Xiangin Gulang County. The following analysis has been made based on adequate public participation:

3.3.1 Overall Evaluation of Local Residents on Local Traffic Conditions

Most local urban and rural residents think that local traffic issues are serious, in which the total percentage of the respondents choosing “very serious” and “serious” is as high as 53%, while only 7% of the respondents think that traffic issues are not serious. See Figure 3-4.

Do you think there is a problem is serious local traffic 60%

% 40%

20% 单位：

0% Very Serious General Not Very Do you think there 6% 47.40% 40.40% 4.60% 1.70% is a problem is serious local traffic

Figure 3-4 Residents’ Overall Evaluation of Local Traffic Problems

3.3.2 Traffic Problems and Demand Analysis

（1）Analysis of existing traffic issues in the subproject area Traffic issues in the subproject area are serious, in which the top-ranking issues are mixed traffic, damaged pavements, and poor illumination of roads and sidewalks. 76.5%, 73.2% and 59.6% of the respondents think that the above 3 issues are serious

26 or very serious respectively. The relatively minor issue is traffic congestion, where the total percentage of “very serious” and “serious” is 33.4% only. Other relatively serious issues include (including both “very serious” and “serious”) disorderly parking (58.6%), irrational design of traffic signals (55.3%), non-deceleration of motor vehicles for pedestrians (51.6), difficulty in accessing trunk roads from village branch roads (49.6), irrational design of sidewalks (48.6), and weak road resistance to disasters (46%). See Figures 3-5 and 3-6.

Figure 3-5 A Desolated Road in the Subproject Area

100

10 %

单位： 1

0.1 Dil Whe Roa Poo Dif The Tra Sid Tra Veh Ove Veh Veh Veh api n d r fic sli ffi ewa ffi icl rlo icl icl icl dat bad res lig ult p c lk c e ade e es e Very serious 16. 8.9 8.9 17. 8.9 10. 14. 7.9 5.6 11. 15. 15. 14. 22. Serious 56. 46. 37. 42. 40. 51 40. 40. 27. 39. 51 41. 43. 54. General 26. 42. 50 39. 47. 37. 42. 45 47 45 32. 38. 39. 21. Not serious 0.7 2.3 3.6 1 2 1 1.7 6 19. 3 1.3 3.6 2 1.7 Very not serious 0 0 0.3 0 0.7 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3

Figure 3-6 Local Residents’ Perceptions of Local Traffic Problems

（2）Local residents’ needs for improving traffic issues Among the needs for improving the traffic infrastructure, the strongest need is for

27 road signs, and the total percentage of “strongly expect” and “expect” is 82.2%, followed by the need for improving water supply and drainage facilities (75.2%), and the need for traffic signals (66.9%). Other relatively strong needs include the needs for streetlamps (65.6%), alley trees (61.6), median strips (46.3), lanes for the blind (42%), parterres (42%) and overpasses/underpasses (40.7%). See Figures 3-7 and 3-8.

Figure 3-7 T-junction and Trunk Road without Warning Sign in the Subproject Area

% 40

20 单位：

0 Guoji Traff Stree Water Road Flowe Drive Trees Blind etong ic tligh suppl signs r buffe Very much hope 17.50 21.50 22.20 28.80 42.10 19.50 8.60 14.20 9.90 Comparison of hope 23.20 45.40 43.40 46.40 40.10 42.10 33.40 32.10 32.10 General 40.40 27.80 29.10 20.20 16.60 30.80 42.40 44.40 41.10 Some hope 18.20 5.30 5.30 4.30 1.00 7.60 14.90 8.60 15.90 Do not want 0.70 0.00 0.00 0.30 0.30 0.00 0.70 0.70 1.00

Figure 3-8 Local Residents’ Expectations for Improving Traffic Infrastructure

Correspondingly, local residents are also concerned about the road infrastructure. This can be proven from the strong needs for crosswalks (86.5%, total percentage of “strongly expect” and “expect”), traffic signs (86.4%), deceleration strips (86%), water supply and drainage facilities (77.2%), streetlamps (68.5%) and alley trees (63.1%). See Figure 3-9.

28 60

40 % 20

单位： 0 Overpa After Zebra Decele Irriga Draina Traffi Trees sses the crossi ration tion ge c Great need 8.3 18.2 39.1 38.7 19.9 29.8 24.5 37.7 Need 19.2 50.3 47.4 48.3 43.2 47.4 49 48.7 General 46.4 25.2 8.3 7.3 23.6 16.9 19.5 7.9 Do not need 20.2 2.3 0 2 8 0.7 1.7 0.3 Very not need 6 4 5.3 3.6 5.3 5.3 5.3 5.3

Figure 3-9 Local Residents’ Expectations for Improving Road Facilities

3.3.3 Local Residents’ Overall Evaluation of and Needs for Urban and Rural Buses

（1）Local Residents’ Overall Evaluation of Urban and Rural Buses Generally, local residents think existing urban and rural buses are inconvenient for them, which can be seen from the total percentage of “very inconvenient” and “inconvenient” of 61.59%.Since the road network in the subproject area is in poor condition and unsound, bus service is unavailable in some villages, and existing bus routes have such issues as seriously damaged pavements and bad bus stops. These factors result in high operating and maintenance costs of urban and rural buses, and high bus fares.

Figure 3-10 A Bus Shelter in Ma’er Village, Gaoba Town, Liangzhou District

29 50.00

40.00

% 30.00

20.00 单位：

10.00

0.00 Very More Not very Very General convenien convenien convenien inconveni Urban and rural 3.64 3.97 30.79 47.02 14.57 residents in the project area shuttle Satisfaction

Figure 3-11 Local Residents’ Overall Evaluation of Urban and Rural Buses

（2）Local residents’ needs for urban and rural buses Local residents’ expectations for improving the convenience of urban and rural buses include: ① Improve the accessibility of roads, and design urban and rural bus routes rationally. For the directly affected villages where bus service is not available, such as Liujiagou Village, Hongxiang Town and Xinqiao Village, Fengle Town in Liangzhou District, and Guangfeng Village, Sishui Town and Zhujiadun Village, Hengliang Xiang in Gulang County, the Subproject should be constructed as soon as possible to improve the road accessibility of the affected villages; after the successful completion of the roads, the local transport administration departments should schedule urban and rural buses rationally together with the freight and passenger transport companies to improve the traffic convenience of villagers, reduce their traffic expenses, and promote rural economic and social development. ② Apply preferential policies to different social groups differentially. For rural old people (60 years or more), students and the poor (including MLS households, five-guarantee households, etc.), the passenger transport companies may offer preferences, such as reducing bus fares by 10%, thereby reducing their traffic expenses effectively, and enabling them to share benefits of social development. ③ Improve safety awareness and traffic safety facilities by giving safety knowledge training to bus and truck drivers, setting up deceleration strips, traffic safety warning signs, etc. at key road junctions, and taking speed control measures. ④ Constructing high-grade roads to reduce traffic expenses. Local residents have high traffic expenses because the existing road infrastructure is in poor condition that results in high maintenance costs. Therefore, the subproject roads should be constructed and supporting facilities provided in strict accordance with the design standard to reduce traffic expenses.

30 3.3.4 Local Residents’ Overall Evaluation of and Needs for Traffic Safety （1）Local residents’ overall evaluation of local traffic safety Local residents’ overall evaluation of local traffic safety is between “neither, nor” and “dissatisfied”, in which the percentage of “neither, nor” is 42.1%, that of “dissatisfied” 36.4% and that of “very dissatisfied” 10.6%.

Your assessment of local traffic safety 45 40 35 30 % 25 20 单位： 15 10 5 0 Very Satisfacti Dissatisfi Very General satisfied on ed dissatisfi Your assessment of 4 7 42.1 36.4 10.6 local traffic safety

Figure 3-12 Local Residents’ Overall Evaluation of Local Traffic Safety

（2）Local residents’ needs for traffic safety Local residents think that the most effective measure for improving traffic safety is to strengthen publicity and education on traffic safety knowledge, as chosen by 27.9% of the respondents, followed by strengthening traffic safety management (22.6%), establishing village traffic safety supervision teams (14.3%), and providing non-motor vehicle lanes (12.5%).

Do you think the effective measures to improve traffic safety 30

% 20

10 单位：

0 Strengthen Founded Efforts to Set non- Do you think the 27.9 14.3 22.6 12.5 effective measures to improve traffic safety

Figure 3-13 Local Residents’ Expectations for Improving Traffic Safety

In addition, according to interviews, local residents’ needs for improving traffic 31 safety mainly include: ① Optimize road design and improve road standard to ensure traffic safety objectively. The planned roads should be constructed and completed as soon as possible. These roads should be broadened and their construction standard improved as required by local residents. Set up sidewalks, non-motor vehicle lanes, and motor vehicle lanes, separate motor vehicles from non-motor vehicles and pedestrians from vehicles, and optimize the design of road junctions (e.g., channelization) and crosswalks to improve traffic safety. Most interviewees think that streetlamps and traffic signs should be provided on major roads, traffic signals and deceleration strips provided at road junctions, and speed limit applied to road segments near villages and market towns to avoid traffic accidents.

Case: Ms Zhao, 50, Wuhe Village, Wuhe Xiang, Liangzhou District “I am the main labor force of the family and have to work outside in the slack season to support my son at university. When working outside, I often return home very late. There is no streetlamp on the road and no traffic signal at each road junction, so I feel unsafe.”

② Improve traffic management, strengthen control over unlicensed, over-speed and overloaded vehicles, and impose more severe penalties against driving offenses. All residents have immediate interests in traffic safety, and are very concerned about road traffic safety. With the progress of economic and social development, and the improvement of people’s living standard, they have higher requirements for traffic safety and comfort. For this purpose, road conditions should be supervised more effectively, and violations punished to keep sidewalks and roads safe and smooth. ③ Strengthen publicity and training on traffic safety by such means as news media, leaflet, slogan posting, and education and training on traffic safety knowledge by traffic police brigades. Traffic safety publicity may be conducted annually by distributing publicity materials in villages, and holding village congresses. With more traffic safety knowledge, villagers will observe the traffic rules much better. 3.3.5 Local Residents’ Overall Evaluation of and Needs for Traffic Management （1）Local residents’ overall evaluation of current traffic management Local residents are generally dissatisfied with traffic management, especially road maintenance, where the total percentage of dissatisfied and very dissatisfied is 55.3%, followed by traffic police attendance (total percentage, 53.9%), bus operating frequency (48.3%), convenience of going to hospitals (45%), convenience of going to markets (44.7%), convenience of going to bus stops (41.4%), convenience of going to schools (35.1%), bus safety and reliability (32.4%), etc. See Figure 3-14.

32 60

% 40

单位： 20

0 Take Recen Trans Take Road The The The Your your t port the maint conve conve conve satis Very satisfied 3.6 1.7 1.7 4.6 2 1.7 2 4.3 3 Satisfaction 15.9 8.6 18.2 24.5 7.6 21.2 14.2 13.6 9.3 General 39.1 41.4 47.7 41.1 35.1 42.1 39.1 37.1 33.8 Dissatisfied 30.1 30.8 21.5 20.9 34.1 24.8 37.1 37.4 38.7 Very dissatisfied 11.3 17.5 10.9 8.9 21.2 10.3 7.6 7.6 15.2

Figure 3-14 Local Residents’ Satisfaction with Local Traffic Management

The main reasons why local residents are dissatisfied with current traffic management are: ① Pavement grade is low and road maintenance is weak, resulting in serious pavement damage. First, all rural roads in Wuwei City are of low grade, most rural roads are of Class 4, and most pavements have been damaged by heavy-duty trucks. Second, little attention is paid to road maintenance in Liangzhou District and Gulang County due to limited financial support, so that only seriously damaged pavements are repaired. As a result, vehicle tires and chassis are likely to be damaged, increasing vehicle maintenance expenses by 20%-30%, and reducing riding comfort. ② The safety and law awareness of drivers and local residents is weak, and there is strong disobedience of regulation by the traffic police. It is learned from interviews with traffic policemen that many residents cross roads not through crosswalks, and many young people drive motorcycles too fast without deceleration at road junctions. Such bad practices are very common in the subproject area. In some rural traffic accidents, even some villagers would resist regulation by the traffic police. ③ Existing traffic safety and warning signs are blocked by alley trees or roadside buildings. For roads without crosswalks, traffic signals, deceleration belts, guardrails, traffic safety signs and warning signs are only reminders that are essential to traffic safety. However, such signs are sometimes blocked by alley trees and roadside buildings, so that drivers cannot be reminded in advance, especially at road junctions and sharp turns. （2）Local residents’ needs for traffic management ① Improve road quality by constructing roads at high standards from the very

33 beginning, thereby both improving traffic comfort and reducing subsequent maintenance costs. ② Repair damaged pavements timely, and strengthen road maintenance. Local transport administration departments should strengthen road inspection, and repair any damage timely to avoid further damages and additional maintenance costs. ③ Strengthen joint supervision by transport administration departments and villagers. Road maintenance supervision hotlines may be set up to prevent and punish traffic violations and road-damaging acts. ④ Provide more electronic monitoring equipment. Since road junctions are black spots, electronic monitoring equipment should be provided at the junctions of the subproject roads with Jinse Avenue to reduce traffic violations. This is also good for the investigation of traffic accidents, and can provide effective evidence for liability judgment in traffic accidents.

Figure 3-15 Road Junction without Electronic Monitoring Equipment

34 4 Poverty Analysis and Strategy

Liangzhou District is located in central Gansu Province, the east end of the Hexi Corridor, and the north piedmont of the Qilian Mountains. There are 3 landforms in the district, including the Qilian Mountain Range, a plain oasis and the Tengger Desert, with altitude of 1,440-3,263m, a land area of 5,081 km2 and a cultivated area of 1.4597 million mu. The district governs 37 townships, two ecological construction headquarters, and 449 villages, with a population of 1.0275 million, including an agricultural population of 787,200, with a per capita cultivated area of 1.8 mu. Since the starting of the new round of national development-oriented poverty reduction at the end of 2011, the national poverty line was adjusted from 1,196 yuan to 2,300 yuan. As a result, the poverty reduction area of Liangzhou District has been expanded from one township (Zhangyi Town) to 24 townships in the mountain-side and desert-side areas, and poor population rose from 19,300 in Zhangyi Town to 203,600, with a poverty incidence of 25.39%. At the end of 2012, the district’s poor population was still 183,400, with a poverty incidence of 22.85%. Due to natural, geographic and climatic restraints, the poor areas in the district feature weak infrastructure, low agricultural efficiency and economic level, high poverty incidence and deep poverty level. Gulang County is located in the Liupan Mountain destitute region,① and is one of the 43 state-level poor counties in Gansu Province. At the end of 2011, the county had a poor population of 202,900, with a poverty incidence of 55.19%, higher than the average of Gansu Province by 15.07 percentage points. The county features deep poverty level and poor stability of poverty reduction.

4.1 Rural Poverty

At the end of 2011, Gansu Province had a rural poor population of 6.4657 million, accounting for 40.12% of rural population. Liangzhou District has a rural poverty incidence 22.85%, lower than the averages of Gansu Province and Wuwei City; Gulang County is a state-level poor county, with a poverty incidence of 55.19%, higher than the averages of Gansu Province and Wuwei City. See Table 4-1.

Table 4-1 Rural Poor Population in the Subproject Area (based on 2,300 yuan) Rural population in Rural poor population Rural poverty Division 2011 (0,000) (0,000) incidence Gansu Province 1611.59 646.57 40.12% Wuwei City 133.5 56.06 41.99% Liangzhou District 78.2 18.34 22.85% Gulang County 35.58 20.29 55.19% Source: Statistical Yearbook 2012 of Gansu Province; data provided by the Liangzhou District and Gulang County Poverty Reduction Offices

① The Liupan Mountain region includes 61 counties in the Xihaigu area of Ningxia Autonomous Region, western Qiaoshan in Shaanxi Province, central eastern Gansu Province and eastern Qinghai Province, with a land area of 152,700 km2 and a population of 20.318 million, including a rural population of 18.377 million. 40 counties of Gansu Province are included in this region. This region is a key poverty reduction planning region of China.

35 4.2 Urban Poverty and Minimum Living Security

At the end of 2011, 881,200 urban residents in Gansu Province were entitled to minimum living security (MLS), with coverage of 9.25%. Different from rural residents, there is no uniform poverty line for urban residents, and MLS standards for urban residents are developed by district and county governments. The MLS standard of Liangzhou District is 304 yuan/month, with coverage of 8.29%, and that of Gulang County 235 yuan/month, with coverage of 6.36%. See Table 4-2.

Table 4-2 Urban Poor Population in the Subproject Area Urban population MLS population MLS standard Urban MLS Division (0,000) (0,000) (yuan/month) coverage Gansu Province 952.6 88.12 - 9.25% Wuwei City 58.33 5.34 - 9.15% Liangzhou District 37.02 3.07 304 8.29% Gulang County 7.39 0.47 235 6.36% Source: Statistical Yearbook 2012 of Gansu Province; data provided by the Liangzhou District and Gulang County Poverty Reduction Offices

4.3 Causes of Impoverishment 4.3.1 Liangzhou District

The key poverty reduction areas in Liangzhou District are the area along the north piedmont of the Qilian Mountains (mountain-side area for short), and the area along the Tengger Desert (desert-side area for short). Due to natural, geographic and climatic restraints, the poor areas in the district feature weak infrastructure, low agricultural efficiency and economic level, high poverty incidence and deep poverty level. （1）Harsh natural conditions in poor areas ① Mountain-side area: The mountain-side area is located on the north piedmont of the Qilian Mountains, falling into high and cold semiarid climate, and featuring serious drought, insufficient sunshine, complex topography, barren land, frequent disasters and harsh natural conditions. Hilly areas have altitude of 1,800-3,000m and annual precipitation of 150-250mm, where the temporal and spatial distribution of precipitation is very uneven, and heavy precipitation in summer often results in mountain torrents. In hilly areas, surface vegetation is sparse, water loss and soil erosion is serious, cultivated land plots are small and barren, annual average air temperature is only 1.9-6℃, and frost-free period is 95-135 days; natural disasters such as frosts, hails and rainstorms are frequent. The mountain-side area involves 75,400 households with 325,700 persons in 1,687 groups of 208 villages in 17 townships. In 2012, farmers’ per capita net income was 4,859 yuan, where the farmers’ per capita net income of poor population was 2,273 yuan. ② Desert-side area: The desert-side area is located in northern Liangzhou District, with a typical desert landform and moderate desert dry climate, featuring rich light and heat resources, a high diurnal amplitude, windiness in spring, intense heat in summer, drought in autumn and coldness in winter, with an annual average air

36 temperature of 7.8℃, annual sunshine of 2,873.4 hours and a frost-free period of 155 days. Natural disasters such as droughts, strong winds and sandstorms are frequent, affecting people’s production and lives seriously. The desert-side area involves 25,200 households with 105,600 persons in 551 groups of 68 villages in 7 townships (Jiuduntan Ecological Construction Headquarters, Jiudun Xiang, Xiashuang Xiang, Fafang Town, Qingyuan Town, Changcheng Xiang and Wujiajing Xiang), including 34 key poor villages along the desert, where nearly 400,000 mu of cultivated land is located beside the desert. Sandstorms worsen the local living environment, reduce land fertility and grain output, threaten local residents’ production and lives seriously, and aggravate their poverty. In 2012, the farmers’ per capita net income of the desert-side area was 5,920 yuan, in which the farmers’ per capita net income of poor population was 2,468 yuan. In addition, there is a sparsely distributed poor population of 12,400 in 14 townships out of the poor mountain-side and desert-side areas, and their causes of poverty include sickness, educational expenses, etc. （2）Large poor population, limited investment and difficult poverty reduction: In 2011, Liangzhou District had a poor population of 203,600, ranking 11th among the 12 counties (districts) with a poor population of over 200,000 in Gansu Province. The poor population of Liangzhou District accounts for 36.3% of Wuwei City’s poor population (560,600). The poor population of Liangzhou District grew 183,000 from the previous year, and poverty incidence was 25.39%; the poor population of the poor mountain-side and desert-side areas accounts for 94% of Liangzhou District’s poor population. In 2012, special fiscal poverty reduction funds of Liangzhou District totaled 10.2 million yuan only. On this basis, it is very difficult to largely eliminate poverty by 2016 in Liangzhou District. （3）Backward infrastructure: The poor mountain-side and desert-side areas are subject to both harsh natural conditions and backward infrastructure. In both areas, the total mileage of existing village-level highways is 278km, that of village-level highways to be constructed or reconstructed 1,068.5km, and the average accessibility of villages 26%; the total mileage of existing group-level highways is 110km, that of group-level highways to be constructed or reconstructed 1,008km, and the average accessibility of groups 11%. Farmland irrigation and human drinking facilities are backward, and most rural residential houses are earth houses built in the 1970s-80s. （4）Difficulty in the implementation of mountain area poverty reduction: Since 2010, 3,567 persons from drought-hit village groups in the Zhangyi mountain area in Liangzhou District have been resettled, and still 8,200 persons in the Zhangyi mountain area and mountain-side area need resettlement. Although the 18 completed resettlement sites (crop and forest farms) offer better product and living conditions, there is a great financial gap in industry development and housing construction for displaced persons. It is estimated that the average investment in a livestock shed is 50,000 yuan and that in a masonry-timber residential house 80,000 yuan. The gross investment in industry development and housing construction for the 3,567 resettled persons and 8,200 persons to be resettled is 306 million yuan, and there is a great financial gap. （ 5） Fragile ecological environment: The mountain-side area features low

37 vegetation coverage, serious water loss and soil erosion, and an increasingly fragile ecological environment. In the desert-side area, nearly 400,000 mu of cultivated land is located beside the desert. Sandstorms worsen the local living environment, reduce land fertility and grain output, threaten local residents’ production and lives seriously, and aggravate their poverty. Therefore, sandstorms have become the main obstacle to local poverty reduction and economic development.

4.3.2 Gulang County

（1）Large poor population and deep poverty level Gulang County is one of the 43 state-level poor counties in Gansu Province. At the end of 2011, the county had a poor population of 202,900, with a poverty incidence of 55.19%, higher than the average of Gansu Province by 15.07 percentage points. The county features deep poverty level and poor stability of poverty reduction. （2）Harsh natural conditions and extreme shortage of water resource In Gulang County, the volume of water resource per mu is 112 m3, being 1/15 and 1/6 of the national and provincial averages respectively, and the per capita volume of water resource is 309 m3, being 1/7 and 1/3 of the national and provincial averages respectively. （3）Weak agricultural foundation and low agricultural level The local agricultural structure is poor, where the percentage of traditional crops is high, that of economically efficient crops is low, and stockbreeding accounts for 33%, and tree and fruit cultivation accounts for 1.6% in agriculture only. Farmers’ specialized cooperatives are small and poorly organized. The contribution of science and technology to agriculture is low, and agricultural investment is insufficient. （4）Poor economic structure and low industrialization level There are 15 industrial enterprises above designated size in Gulang County, and industrial added value accounts for 26.5% of GDP only. The industry foundation is weak, industry structure is poor, industrial technology level is low, and the contribution of industry to fiscal revenue is only 22.7%. （5）Backward urban and rural infrastructure, and insufficient sustainability of development Rural roads are of low grade, and still 132 villages are not connected by cement-paved roads. Most trunk roads in the county are out of repair and in poor condition. Water resources facilities are seriously damaged. 24% of rural population is faced with the drinking safety problem. Industrial and domestic power supply is backward. 24% of rural households in the county live in dilapidated houses. （6）Underdevelopment of social programs, and weak public service capacity Rural educational, medical and cultural conditions are poor. Labor quality is generally low, and public service level is low.

4.4 Poverty Reduction Measures

According to organizational interviews, natural, social, infrastructure and administrative factors are interwoven to result in a complex poverty structure in

38 Liangzhou District and Gulang County. The poverty reduction measures in the subproject area are described below:

4.4.1 Liangzhou District

（1）Adjusting crop structure and expanding cultivation bases In poor areas, grain output is low due to low land fertility and hash natural conditions, and cultivated land plots are small, on which mechanical farming and harvesting are impossible. In recent years, crop structure has been adjusted greatly, and a production pattern of “protected agriculture and stockbreeding plus characteristic fruit and tree cultivation” explored in Liangzhou District, including sunlight greenhouses, livestock sheds, and the cultivation of Chinese wolfberry, red date and crown pear. At the end of 2012, the total area of protected agriculture and stockbreeding in poor areas was 213,800 mu, including 167,800 mu in the mountain-side area and 46,000 mu in the desert-side area, and the total area of commercial forests was 219,000 mu, including 170,000 mu in the mountain-side area and 49,000 mu in desert-side area. （2）Strengthening development capacity through development projects Development projects in health, education, traffic, ecology, etc. have been implemented as an important way of poverty reduction, solving some difficulties of poor areas in industrial development and infrastructure construction, thereby strengthening the sustainability of development. In the new round of national development-oriented poverty reduction, the Liangzhou District Government has prepared the development and poverty reduction plans 2011-2020 for the mountain-side and desert-side areas, and the Zhangyi mountain area, which have been submitted to the provincial poverty reduction office, and development and reform commission for approval. In the mountain-side and desert-side areas, 202 projects in 6 categories (124 for the mountain-side area and 78 for the desert-side area), with a total investment of 41.3846 billion yuan, including state investment applied for of 17.26548 billion yuan (33.5774 billion yuan for the mountain-side area, including state investment applied for of 10.69348 billion yuan, and 7.8072 billion yuan for the desert-side area, including state investment applied for of 6.572 billion yuan). （3）Improving production and living conditions through infrastructure construction Backward infrastructure construction has been a bottleneck on farmers’ development. Local infrastructure has been improved through traffic, water resources, housing and other projects. In the past 3 years, 46 rural highways with a total length 206.77km, canal systems with a total length of 446km, and power transmission lines with a total length of 121.5km have been completed, 7,500 rural dilapidated houses reconstructed, 14 kindergartens constructed or reconstructed, primary and high schoolhouses with a total area of 32,595 m2 constructed, forests with a total area of 156,000 mu developed, and 5.24 million trees planted. Large-scale infrastructure construction lays a material foundation for stable poverty reduction. （4）Relieving the ecological pressure of mountain areas through mountain area poverty reduction

39 The implementation plan for the mountain area poverty reduction project of Liangzhou District has been developed to resettle residents in Liudaogou, Jiapigou, Xuanmashan, Dagou and Xiaogangou Villages in the Zhangyi mountain area affected seriously by drought. In the past 3 years, the district government has completed 18 resettlement sites in Wangjingzhai Village, Donghe Xiang; Wujia Village, Wujiajing Xiang; Xinxi Village, Qingyuan Town, etc., and resettled 932 households with 5,597 persons, with a total investment of 28.295 million yuan, including 3.59 million yuan from district finance, 11.7 million yuan raised by the public and 13.005 million yuan from project funds. This project has relieved local ecological pressure, and helped resettled persons become richer. （5）Tailoring technical training to farmers’ needs to improve labor quality In order to promote poverty reduction, skills training on crop cultivation (potato, medicinal materials, etc.) and stockbreeding is offered, and stockbreeding experts are invited to give theoretical training and field guidance on facility construction, breeding, feeding management and pest control. Since 2011, 236 sessions of skills training oriented to poverty reduction have been conducted in Liangzhou District, training 225,000 men-times of farmers, and 70,000 copies of practical technical materials printed and distributed, and over 6,000 agricultural technicians trained, promoting rapid local economic and social development effectively. （6）Combining long-term and seasonal labor output to broaden income sources of farmers Outputting surplus labor is an important means of poverty reduction. Long-term and seasonal labor output is combined, and appropriate training provided to turn labor from unskilled labor to skilled labor. In the past 3 years, 450,000 men-times of labor were outputted and/or transferred, thereby revitalizing local economic and social development. （7）Conducting ecological construction in step with crop restructuring to promote sustainable development Poverty reduction is promoted by combining ecological construction with crop restructuring. While ecological resettlement is implemented in dry mountain areas, ecological rehabilitation is conducted concurrently, and resettled persons are guided to change the traditional production pattern, adjust crop structure and develop intensive stockbreeding, so that ecological construction and production development enter a benign cycle and promote each other. To date, a forestation area of 700 mu has been completed and 64,088 trees planted. The ecological environment is improving.

4.4.2 Gulang County

（1）Striving for poverty reduction funds The county poverty reduction office has identified a number of projects, including integrated village development, resettlement, labor skills training, crop cultivation and stockbreeding base construction, and secured fiscal poverty reduction funds of 35.18 million yuan in 2012. In particular, Gulang County has become a pilot county for poverty reduction oriented to industrial development of the World Bank.

40 （2）Implementing integrated village development projects energetically All the 11 integrated village development projects implemented in 2012 have been completed, with a total investment of 16.5 million yuan. 2,346 persons have been resettled in the Huanghuatan ecological resettlement area, 5,101 mu of land leveled, and 554 resettlement houses, 542 livestock sheds, canals with a total length of 4km and potato production bases with a total area of 2,280 mu completed, two cooperatives established in poor villages, and practical farming skills training provided to 2,200 men-times. In the integrated village development projects in Dajing Town, canals with a total length of 2km and water diversion lines with a total length of 12km have been completed, 300 mu of land resettled, 3,056 heads of fine-breed livestock purchased, and practical farming skills training provided to 1,500 men-times. In the desert-side area, 5 million yuan has been invested in integrated village development in total, where new canals with a total length of 4.7km and water supply lines with a total length of 11km, 500 mu of desertified land improved, pavements with a total length of 2.1km improved, and 40 sunlight greenhouses and 588 livestock sheds built. （3）Implementing the mountain area poverty reduction project effectively The mountain area poverty reduction project has been implemented in many ways, including resettlement and labor output. In 2012, 1,078 households with 5,700 persons in Gulang County were resettled, and Gan’en New Community broke ground in the Huanghuatan ecological resettlement area, with an estimated investment of 130 million yuan. 917 apartments have been completed and allocated to 917 households with 4,300 persons in the community. The 3 supplies and one leveling have been completed for the community. Labor and educational resettlement is also being accelerated, where 1,400 persons have been resettled in total. （4）Conducting skills training for labor output and transfer actively 700 students have been sent to 14 polytechnics and secondary technical schools in such forms as order-based training and school-enterprise cooperation, and subsidies totaling 1.05 million yuan paid. Second, 600 laborers have received short-term skills training offered by training agencies in the county. Third, trials on educational reform under the “Rain and Dew Program” have been implemented successfully, and a per capita subsidy of 700 yuan paid to 3,000 eligible students of high schools and secondary technical school. Finally, 91,700 laborers were outputted in 2012, with labor income of 1.011 billion yuan. （5）Implementing mutual funding greatly On the basis of mutual funding trails in Caojiatai, Xijing, Caizikou and Lujiatai Villages, mutual funding will be taken as an important means of development-oriented poverty reduction. The county mutual funding plan (2012-2016) includes 150 key villages and has a gross investment of 2.15 million yuan. （6）Conducting the identification of poor population steadily Poor population has been identified carefully according to the new poverty line of 2,300 yuan through personal application, door-to-door investigation, village (group) deliberation and disclosure. Based on identification, the county has 46,819 poor households with 202,900 persons, 15,467 MLS households with 62,000 persons, 2,251 five-guarantee households with 2,762 persons, all of which will be included in the poor population information management system.

41 （7）Developing implementation plans for basically eliminating poverty in 5 years The implementation plan for basically eliminating poverty in 5 years of Gulang County has been developed, covering infrastructure construction, urban and rural integration, industrial and agricultural development, rural human resources development, ecological construction and environmental protection, social programs, etc. It is planned that by the end of 2017, poor population will be reduced by 202,900, and farmers’ per capita net income increased to 10,881 yuan at an average annual growth rate 25%, so as to largely eliminate poverty. （8）Conducting joint actions for making people richer in depth 53 projects in 7 categories concerning the economic and social development of Gulang County have been identified, with a total investment of 8.65 million yuan, in which 11 projects (teaching staff training, county town water supply, etc.) have been included in the investment plan of 2012. Preferential farmer loans have been granted to 794 households, with a total amount of 34.37 million yuan. 1,150 sessions of policy publicity and technical workshops have been conducted by competent provincial, municipal and county authorities, involving over 50,000 men-times of participants.

4.5 Demand Analysis of the Poor

It can be seen from the above poverty analysis that the poor population affected and served in the subproject area is large, and poverty incidence is high. Only if special needs of the poor are met, their inputs accepted, and the Subproject’s negative impacts on them can the Subproject serve the poor well, and play an active role in making them rich. Therefore, their needs for the Subproject and the Subproject’s impacts on them were learned by means of organizational interview, personal interview and questionnaire survey during the survey. The main needs of the poor for the Subproject are as follows, and the SA team has proposed countermeasures and suggestions accordingly. （1）Improving road conditions and providing necessary infrastructure to improve traffic safety Road conditions in the affected villages are generally poor, affecting people’s daily traffic, and threatening the personal safety of old people and the disabled. Among the 19 sample villages, the trunk roads in 6 villages (Xinqiao Village, Fengle Town; Wuhe Village, Wuhe Xiang; Shangao Village, Yongchang Town; Xinmiao Village, Gaoba Town; Xindian Village, Huangyang Town; Huasheng Village, Wunan Town) in Liangzhou District are still sandstone roads, and the trunk roads in 5 villages (Guangchang Village, Huangyang Town; Qingshi Village, Wunan Town; Beiguan Village, Dajing Town; Minquan Village, Minquan Town; Dazhuang Village, Dajing Town) are seriously damaged, and would be muddy and slippery on rainy days, affecting traffic convenience and safety.

Figure 4-1 Unhardened Sandstone Road in the Subproject Area

Suggestion: Sandstone roads should be paved with cement, and damaged roads repaired or reconstructed to improve road conditions. Trunk roads should be connected to Jinse Avenue to make it easier for vulnerable groups to go to town, and reduce their traffic times and costs. （2）Improving pavement quality and optimizing the road network to reduce traffic expenses and times of the poor Pavement quality is inversely proportional to traffic expenses and times. Most vulnerable people’s daily traffic modes are walk (old people), bicycle (to reduce traffic expenses) and bus. Bad road conditions increase their traffic times, especially for those often going out by walk and bicycle, and also increase bus operating costs and fares, thereby increasing traffic expenses of the poor. Suggestion: In addition to the improvement of pavement quality, existing roads will be broadened and the road network optimized to improve accessibility, and reduce traffic times and costs. The new roads will be provided with sidewalks, non-motor vehicle lanes and motor vehicle lanes to reduce traffic safety risks arising from mixed traffic. （3）Adjusting bus fares and offering discounts to special groups after subproject completion Due to bad road conditions, fares of urban and rural buses are relatively high, and residents’ monthly traffic expenses are within 50-200 yuan (including bus fares and motorcycle fuel costs). In the subproject area, per capita income ranges from 1,800 yuan/year to 4,000 yuan/year, so that traffic expenses account for 20%-30% of annual income, and this percentage is quite high. The poor urgently expect that bus fares be adjusted after the completion of the Subproject to reduce their traffic expenses. In addition, poor old people, students and the disabled expect that fare discounts are available to them. Even a discount of 10% is meaningful for them. （4）Making job opportunities first available to the poor during subproject construction The Subproject will generate some unskilled jobs, which should be first made available to the poor with the ability to work to increase their income and improve their living standard. The poor also expect to participate in traffic infrastructure construction to create favorable external conditions for their development. （5）Paying attention to traffic safety training needs of the poor The poor often have low educational levels and low social status, and their needs

43 are often neglected in public activities. More attention should be paid to them in traffic safety training to train them effectively. （6）Strengthening traffic management to ensure public traffic safety Mixed traffic has great safety risks for non-motor vehicle drivers and pedestrians. Since the poor, the disabled, old people and students mostly travel by bicycle, non-motor vehicles or walk, they are very likely to suffer from personal injury or even death due to mixed traffic on rural roads. Suggestion: Schools should strengthen cooperative traffic regulation with the traffic police during the peak traffic hours. Deceleration strips and electronic monitoring equipment should be provided on certain segments to alert drivers.

Case: Mr. Wang, villager of Yangtong Village, Yongchang Town, Liangzhou District, MLS household, over 50 “I and my wife suffer from gastric cancer, and received partial gastrectomy at our own expense. There was no medical insurance then. We need to take diagnosis and examination regularly at a hospital in Wuwei City, and a bus route trip takes 10 yuan. Our income is very low. I expect the fare be reduced or will choose to go to town by bicycle after road completion, which will save much money.”

4.6 Poverty Reduction Effect of the Subproject

（1）Improving road conditions, and optimizing bus routes and the road network to reduce traffic times and costs of the poor, and improve traffic safety The improvement of pavement quality, and the optimization of bus routes and the road network will provide greater traffic convenience to local residents, especially the poor, and reduce their traffic times. For example, the Xiaoshanzi-Dajing Town Class-3 Highway (Gulang County) will shorten the distances from the villages in Xiaoshanzi Town and Hengliang Xiang to Dajing Town, the sub-center town of Gulang County. The improvement of road infrastructure, such as the provision of deceleration strips, traffic signs and median strips, will separate pedestrians from vehicles, and motor vehicles from non-motor vehicles, thereby ensuring the personal safety of pedestrians and bicyclers, especially vulnerable groups. In addition, road improvement will make it possible to reduce bus fares, thereby reducing the financial burden of the poor and old people. （ 2 ） Improving local traffic infrastructure to promote economic development The improvement of urban and rural traffic infrastructure will further meet the transport demand of industrial enterprises in the subproject area, and promote the development of secondary and tertiary industries. For example, the Jinse Avenue-Fengle Town road works, Jinse Avenue-Yongchang Town road works, Jinse Avenue-Wunan Town road works, and Jinse Avenue-Huangyang Town road works are connected to Jinse Avenue, and can ensure the convenient inward and outward transport of goods for the nearby industrial parks, and reduce transport costs effectively. The improvement of the urban and rural traffic infrastructure will facilitate the

44 transport of farm and animal products, and promote local agricultural development. During the Twelfth Five-year Poverty Reduction Plan period of Liangzhou District and Gulang County, the construction of characteristic production bases (green vegetables, flowers, medicinal materials, etc.), and animal farms was supported greatly. Excellent traffic infrastructure is significant for the input of means of production and the output of farm products. （3）Offering more nonagricultural job opportunities to the poor to increase income Some temporary unskilled jobs will be generated at the construction stage, which will be first made available to local poor people, women and other vulnerable groups. It is expected that unskilled workers will earn 70-100 yuan a day. Sanitation workers will be recruited on urban trunk and secondary roads at the operation stage, and such permanent jobs will be first made available to local vulnerable groups, including the poor and women. Currently, the average monthly pay of sanitation workers in Dajing Town is 950-1,000 yuan/month, and that of drivers of sanitation vehicles 2,000 yuan/month. The pay levels of such jobs are considerable for the low local income level. With the increase of vehicular and pedestrian traffic after subproject completion, the development of restaurants, repair shops and guesthouses will be promoted. Local residents may start individual businesses along the new roads to increase income. The improvement of the traffic infrastructure will promote the development of local tourism, tourism services (accommodation, agritainment, ferrying, etc.) and souvenir processing (sculptures, embroidery and shoes, etc.), so that some residents, especially the poor and women, will get employed and earn more money. （4）Promoting social fairness so that the poor share development benefits The Subproject will improve local urban and rural traffic conditions, provide rural residents with more traffic options, reduce traffic times and costs, and improve traffic safety. The Subproject will benefit the local poor population of over 500,000, and indirectly benefit more poor population in surrounding areas. The Subproject will bring more development opportunities to the poor population, such as nonagricultural employment, and greater exposure to new ideas and skills.

45 5 Women’s Needs for the Subproject

5.1 Overview of Local Women

5.1.1 Education

The questionnaire survey shows that the overall educational level of local women (especially Hui women) is lower than that of men. Among the samples, illiterate women account for 15.8%, almost double the percentage of men (8%); women having received primary school education account for 34.2%, much higher than that of men (25.2%). Women having received junior high school education account for 40.8% only, while the percentage of men is 51.8%. Women having received senior high school education account for 6.6%, much lower than the percentage of men (13.3%). It can be said to some extent that local people pay much less attention to the education of females than to that of males. See Figure 5-1.

40 %

30 单位： d 20

0 Primary Junior high High school \ College and Illiteracy school school college above Female 15.8 34.2 40.8 6.6 2.6 Male 8 25.2 51.8 13.3 1.8

Figure 5-1 Educational Levels of Samples by Gender

5.1.2 Division of Labor

The employment rate of local women is low, which is attributed to the fact that local women do farm work at home mainly. In the subproject area, the tradition that men deal with external affairs and women with internal affairs is followed, and men’s employment is a main source of household income. Women do housework and farm work, and occasionally do odd jobs in the slack season. In addition, since the overall educational level of local women is low, they can only do unskilled jobs with low income; moreover, women aged above 40 years can hardly find a job.

46 100

% 60

40 单位：

0 Agency Institu Enterpr Self- Freelan Unemplo Student Farmer personn tion ise employe cers yment Male 0.4 0.9 0.9 4.9 4.4 1.3 0.9 86.3 Female 0 2.6 0 10.5 3.9 0 0 82.9

Figure 5-2 Occupations of Samples by Gender

5.1.3 Participation in Public Affairs

In the subproject area, women’s social status and overall educational level are lower than those of men, and their ability to participate in public affairs is limited. However, in recent years, through active efforts of government agencies, women’s federations and public welfare organizations (or international organizations), local women have more opportunities to participate in public affairs, and enjoy public services and supporting policies. （1）Women’s participation in public affairs Liangzhou District In Liangzhou District, women’s social status is improving gradually, and the number of women participating in political affairs is increasing. To promote women’s participation in decision-making and management, the Liangzhou District Government has enacted and improved relevant policies. Measures have been taken to increase the percentage of women in people’s congress and political consultative conference members, staff members of village and community committees, and their candidates, improve women’s awareness and ability to participate in decision-making and management, broaden channels for their participation in decision-making and management, develop female officials, and create a favorable social environment for their participation. The percentage of women in members and executive members of the municipal and district people’s congresses and political consultative conferences is increasing gradually. There is more than one female official in the leadership of the district government, and the number of female officials in leadership of the departments under the district government is increasing gradually. The percentage of female members in corporate boards of directors and supervisors, and management levels, and female deputies in workers’ and teachers’ congresses is increasing gradually. All village committees have female members, over 5% of village heads are women, and about 50% of staff members of community committees are women.

47 The economy of women’s participation has been activated. In 2012, the small-amount secured loan policy of Liangzhou District was further eased, and the Liangzhou District Women’s Federation developed a number of exemplary women through business startup, employment and family moral initiatives for women, motivating all women in the district to pursue excellence. Women’s awareness of right protection has been improved. The Liangzhou District Women’s Federation strengthened publicity on such laws and regulations as the Law on the Protection of Underage People, Marriage Law, and Law on the Protection of Women’s Rights and Interests on holidays, such as Women’s Day and May 15 International Family Day, enhancing women’s awareness of observing laws and maintaining social stability self-consciously. （2）Women’s participation in public affairs in Gulang County The number of women participating in political affairs is increasing. In recent years, the Gulang County Government has attached great importance of the training of female officials, especially young and minority female officials, recruited women with priority, and created a favorable environment for their growth. This is shown in that the percentage of female members in people’s congresses and political consultative conferences at all levels is increasing gradually. In 2012, the county people’s congress and political consultative conference had 190 and 117 members respectively, including 48 and 19 women respectively, accounting for 25.26% and 16.2% respectively, up 4.7 percentage points from last election. On the other hand, the percentage of women participating in administrative affairs is increasing. Each people’s congress, government or political consultative conference has at least one female official, and all the 19 township governments and one sub-district office have female officials, including 3 heads and 22 section chiefs, accounting for 8.49% of all officials at the same level. In the meantime, the employment coverage of women in Gulang County is broadening. In 2012, the employed population of Gulang County was 197,290, including 98,867 women, accounting for 50.1%, up 6.5 percentage points from 2011, urban employed population was 18,290, including 7,710 women, accounting for 42.2%. By industry type, women account for 75% of all employees in primary industries, 8% in secondary industries and 17% in tertiary industries. Women are employed mainly in such as industries as agriculture, trade, catering, social services, education and health, especially in social services and health, in which 67% and 75% of employees are women. With the deepening of reform and opening up, women’s employment coverage is broadening to include such industries as finance, insurance, communication and real estate. More and more public activities oriented to women in the subproject area will certainly provide women with more opportunities to participate in public affairs, improve their ability to participate in social activities, increase their technical, social and material capital, and make it possible to increase their income, and elevate their family and social status.

48 5.2 Women’s Needs and Expectations

5.2.1 Relationship between Women and Traffic

（1）Traffic modes of women The top 2 traffic modes of women are motorcycle (47.4%) and walk (34.2%), followed by bus (26.3%) and bicycle (25%). When going to distant places, such as the urban area of Wuwei City, local women would first elect to take a bus; in daily life, they travel by motorcycle, walk and bicycle more often, especially when taking children to and from school. See Table 5-1. The existing road infrastructure of the subproject area is far from meeting local women’s daily traffic demand. Therefore, local women generally support the Subproject, and have expressed great expectations for pavement quality, infrastructure and public traffic, as detailed below.

Table 5-1 Traffic Modes of Samples by Gender Traffic Females Males mode Means of transport Frequency Percent Means of transport Frequency Percent Motorcycle 36 47.4% Motorcycle 140 61.9% No.1 Walk 26 34.2% Walk 41 18.1% Motorcycle 20 26.3% Bicycle 55 24.3% No.2 Walk 19 25% Electric cart 47 20.8% Urban/rural bus 25 32.9% Walk 61 27% No.3 Bicycle 14 18.4% Urban/rural bus 59 26.1%

（2）Main issues encountered by women in daily traffic ① Pavement: Local women mostly do farm work at home, and have to take children to and from school. They usually make 4-6 round trips a day. Due to the bad pavement condition, they often encounter the following issues: 1) increased traffic expenses due to higher fuel or electricity consumption, and higher maintenance costs of means of transport; 2) longer travel time due to uneven pavements, thereby affecting their farm work or preventing them from working outside; 3) potential safety risks due to vehicle collision or scrapping; and 4) slurry and wastewater splashing on rainy days, which indirectly increases women’s housework burden. ② Lanes: In daily life, local women mostly travel by walk, bicycle and motorcycle. Since existing roads, especially rural highways, and even some trunk roads are two-way and too narrow, and have no non-motor vehicle lanes, accidents are likely to occur. In addition, nearby residents would place sand and stone on roads, or occupy roads for business purposes, making roads narrower, and reducing traffic safety and convenience. For example, there are many residents along the segment from Zhujiadun Village, Hengliang Xiang to Dajing Town on Xiaoshanzi-Dajing Town Class-3 Highway, and road occupation is prevalent; at the entrance of Dajing Town, many farmers would come from surrounding areas for country fairs, which is likely to result in traffic congestion. ③ Buses: In the subproject area, residents usually go to township hospitals for minor diseases and municipal hospitals for major diseases. Old people usually have to receive diagnosis and prescription regularly at municipal hospitals. Old women in

49 Wuhe Village, Wuhe Xiang, Liangzhou District say that when going to the urban area, they have to walk half an hour to wait for a bus at the bus stop, go to the urban area by bus, and then go to the hospital by taxi. Thus, a round trip is time and effort consuming. ④ Streetlamps: Since most township villages have no streetlamp, women are usually concerned about the safety of their children when their children go home at night. Women who work nearby are concerned about their own personal safety when they return from night shifts. ⑤ Traffic safety knowledge: Local women are short of traffic safety knowledge, especially those who live in a relatively enclosed environment in mountain areas.

5.2.2 Women’s Attitudes to and Needs for the Subproject

（1）Overall evaluation The survey shows that the total percentage of the female respondents who think traffic issues are serious and very serious is 55.3%, and only 6.6% of the female respondents think that traffic issues are not serious or not serious at all. Generally, local women are dissatisfied with local traffic conditions, and most women think that local traffic conditions need improvement badly.

40 %

30 单位： 20

0 Totally not Very serious Serious General Not serious serious Female 6.6 48.7 38.2 5.3 1.3

Figure 5-3 Women’ Overall Evaluation of Traffic Problems

（2）Comments on urban and rural buses According to the questionnaire survey, in the subproject area, the total percentage of the female respondents who think it is inconvenient and very inconvenient to take urban and rural buses is 71.1%, and that of the female respondents who think it is convenient and very convenient to take urban and rural buses is 7.9% only. This shows that in the subproject area, urban and rural buses are insufficient, and the existing routes and current operating frequency cannot meet residents’ daily traffic demand. See Figure 5-4.

50 60

40 % 30

单位： 20

0 Very More Not very Very General convenient convenient convenient inconvenient Female 2.6 5.3 21.1 55.3 15.8

Figure 5-4 Women’ Overall Evaluation of Urban and Rural Buses

（3）Comments on traffic safety Local women are dissatisfied with traffic safety in general. The total percentage of the female respondents who think current traffic safety is dissatisfied and very dissatisfied is 56.6%, and that of the female respondents who think current traffic safety is satisfied and very satisfied is 15.8% only. See Figure 5-5.

% 30

20 单位：

0 Very Satisfacti Dissatisfi Very General satisfied on ed dissatisfi Women on the overall 5.3 10.5 27.6 46.1 10.5 evaluation of traffic safety

Figure 5-5 Women’ Overall Evaluation of Traffic Safety

（4）Comments on traffic management The survey shows that local women are satisfied with the safety of urban and rural buses, with a total percentage of satisfied and very satisfied of 46.1%. They are dissatisfied or very dissatisfied with operating frequency and road maintenance mainly, with total percentages of dissatisfied and very dissatisfied of 65.8% and 60.5% respectively. The main reason for this is poor local road conditions.

51 On the other hand, it is learned from interviews that since transport bureaus and urban construction brigades are short of manpower and funds, so that they cannot conduct road maintenance regularly and adequately. In respect of traffic management, local women are dissatisfied with the setup of streetlamps and traffic signals mainly. Due to the absence of streetlamps and traffic signals on rural highways, women feel unsafe and inconvenient at night. Take the shuttle 60 point distance 50 Shuttle service 40 frequency 30 Shuttle service 20 reliability 10 Train travel 0 security Traffic travel costs General Satisfaction with Satisfaction Dissatisfied road maintenance Very satisfied Very dissatisfied Satisfaction set of traffic lights

Figure 5-6 Women’ Overall Evaluation of Traffic Management

（5）Women’s Needs for the Subproject In the subproject area, women’s needs for the Subproject mainly include: ① Need for flat pavements: Women think that flat pavements can improve traffic safety and convenience, and shorten traffic times. In particular, rugged pavements pose a great safety risk. ② Need for road maintenance: Cement- or asphalt-paved roads have been completed in many local villages, but these roads are poorly maintained due to the shortage of funding and manpower. Women generally think that roads must be maintained properly to generate sustainable benefits. ③ Need for bus operating frequency: In the subproject area, women usually have to go to the urban area of Wuwei City by urban and rural buses for medical diagnosis, shopping, etc. However, since the existing road network of Wuwei City is unsound and in poor condition, women in some villages have to make multiple bus transfers. Therefore, women generally expect that bus stops are provided on the branch roads connected to Jinse Avenue to improve traffic convenience. ④ Need for traffic signals: Women generally think that the shortage of streetlamps has resulted in traffic inconvenience at night. They are concerned about the safety of their children when their children go home at night. Women who work nearby are concerned about their own personal safety when they return from night shifts. They are also concerned about the absence of traffic signals on the branch roads connected to Jinse Avenue, because traffic accidents are likely to occur at road junctions. ⑤ Need for pavement width: The hardened village roads in the subproject area are mostly 4-6m wide. Women think that current pavement widths are far from meeting existing traffic demand. In particular, when women are riding, they often have

52 to evade vehicles or fall on the roadside.

5.3 Impacts of the Subproject on Women

Despite of its positive impacts, the Subproject may bring some potential risks to women or women’s special needs may be neglected.

5.3.1 Positive Impacts

（1）Improving urban and rural public traffic In the subproject area, a high percentage of young rural adult laborers (especially males) work outside, so that rural population turns elderly and female. The Subproject will benefit local rural women and old people in many ways. ① With the improvement of pavement quality, fuel and maintenance costs of urban and rural buses will be reduced, so that fares may be reduced to relieve the financial burden of old women, because bus is their preferred traffic mode for long-distance travel. ② With better pavements, buses will drive more steadily, providing greater riding comfort to old women. ③ Traffic infrastructure improvement will reduce safety risks, and protect the personal and property safety of local residents. （2）Providing a safer and more convenient traffic environment to women ① Women will enjoy safer traffic. The 12 subproject roads will improve the overall road standard of the subproject area. Since the main means of transport of local women are motorcycle and bicycle, flat pavements can reduce accidental injuries and traffic accidents, and improve traffic safety. ② Women will enjoy more convenient traffic. All roads involved in the Subproject are branch roads connected to Jinse Avenue. After their completion, the road network of Wuwei City will be further improved. As a result, the operating frequency of urban and rural buses will be increased, and their fuel and maintenance costs will be reduced, so that fare discounts can be offered to old people, children, the disabled and other vulnerable groups. ③ Women’s traffic times will be saved. Many local women take children to and from school by motorcycle or bicycle. After the improvement of the road network, children can go to school and return home by bus more conveniently, thereby reducing the burden of local women, and enabling them to spend more time on labor or recreation. （3）Providing nonagricultural jobs to women and increasing their income ① Some temporary jobs will be available to women during construction. Some temporary jobs will be generated during construction, such as pavement laying and cooking, and will be first made available to young adult women and the poor to increase their income. ② Some unskilled jobs will be available to women after subproject completion, such as road cleaners (paid 60-80 yuan a day), which will be first made available to local MLS population and women.

53 5.3.2 Potential Risks

Although the Subproject will benefit women in some aspects, if social gender sensitivity is insufficient at the design, construction and operation stages, women’s needs may be neglected or their benefits from the Subproject reduced. The main risks include: （1）Ignorance of needs Although women’s needs and suggestions have been collected at the design stage, their needs will be inevitably neglected during subproject implementation, operation and management due to the lack of social gender sensitivity and the low status of local women, thereby weakening the expected benefits for women. Due to women’s low overall educational level, people (including women themselves) often think that women have limited ability to participate in family and public affairs. This perception often results in the negligence of women’s needs in the Subproject. ①During construction, female workers may be excluded; ②Women and men do not receive equal pay for equal work; for example, in such unskilled jobs as brick and cement handling, women are usually paid 70-80 yuan a day, while men are paid 100-120 yuan a day; ③Women’s suggestions may not be valued and accepted; ④The lack or shortage of streetlamps affects both traffic at night, and women’s night recreational activities, such as square dancing; ⑤Road infrastructure improvement may lead to improved bus routing, lower fares and greater riding comfort, thereby bringing more passengers. In this case, bus operating frequency should be increased, otherwise such issues as crowding, theft and sexual harassment may occur. （2）Reduced women’s agricultural income due to LA In the subproject area, most male laborers work outside, while most female laborers stay and do most of farm work, which is their primary income source and means of living. After LA, cultivated area will be reduced, thereby reducing crop output and agricultural income. Some households are even faced with the risk of being unable to meet basic food supply and having to purchase food, which may increase living costs. （3）Weak traffic safety awareness Since local women’s educational levels are generally low, especially in mountain areas, they are short of traffic safety knowledge and unable to recognize traffic signs, which may result in potential safety risks. Local women and old people are relatively short of traffic safety knowledge, and are likely to be neglected in traffic safety training due to their low social status and educational levels. In addition, local women may be unable to attend training due to their heavy burden of farm work and housework, so that women may be unable to fully utilize the improved roads. （4）Exclusion of women from skills training and market awareness training Local women do most household farm work, and should be the most important target group of cultivation skills training. However, since local women has a heavy labor burden and low educational levels, they have limited time and ability to get trained, thereby reducing their exposure to the benefits of the Subproject.

54 5.4 Women’s Action Plan

The SA team has proposed the following suggestions and actions to meet women’s special needs: （1）In order to consider and meet women’s special needs at the design and construction stages, there should be female representatives in the PMOs and other management agencies of the Subproject. （2）The Subproject should be constructed as planned to reduce women’s traffic times and costs, thereby saving their labor time, increasing their income and ensuring their safety. （3）Sidewalks and non-motor vehicle lanes should be provided to avoid mixed traffic, and illegal road occupation punished to keep sidewalks and non-motor vehicle lanes unobstructed. （4）More bus stops should be provided on the subproject roads for the convenience of old women and other vulnerable groups. With the improvement of road conditions, bus fares should be reduced appropriately, and discounts offered to students and old people, thereby reducing the financial burden of vulnerable groups who take buses often. （5）Strengthen publicity and education on traffic safety knowledge for women through community activities, women’s congresses, news media and the government, thereby improving the safety awareness of women and their children. Such publicity and education should be conducted in vivid ways, such as picture, video and case study. （6）Streetlamps should be provided to ensure the traffic safety of women and children at night, and make it possible for women to take part in night recreational activities, such as square dancing. （7）At the construction and operation stages, unskilled jobs should be first made available to local women. Less physically demanding jobs, such as cleaning and cooking, should be first made available to women aged 40-50 years who can hardly find nonagricultural jobs.

55 Table 5-2 Women’s Action Plan of the Subproject Actions Target groups Agencies Funding source Time Road infrastructure 1) Provide sidewalks and non-motor vehicle lanes on the 6 roads Women traveling by Feasibility study During connected to Jinse Avenue to separate motor vehicles from non-motor walk and bicycle Transport bureau, PMO budget 100,000 construction vehicles. mainly, and students RMB 2) Provide guardrails, deceleration strips and warning signs near Feasibility study All females and During residential areas, village gates and schools. Transport bureau, PMO budget 50,000 students construction RMB 3) Provide streetlamps on important road segments to facilitate women’s Feasibility study During night traffic, and provide for recreational activities. All females PMO budget 50,000 construction RMB 4) Maintain pavements regularly to prevent the recurrence of hollows. Feasibility study After All females PMO, transport bureau budget 50,000 construction RMB Urban and rural traffic 1) Provide more bus routes and stops on the newly constructed roads, Feasibility study All females and PMO, transport bureau, During and optimize bus routes and stops on the reconstructed roads. Provide budget 60,000 students coach/bus companies construction new bus stops close to villages and schools. RMB 2) Fully or partly exempt children less than 1.2 meters high from fares. Coach/bus companies, During Mothers — civil affairs bureau, PMO construction 3) Provide bus fare discounts to students and old people. Old women and Coach/bus companies, During — students civil affairs bureau, PMO construction 4) Adjust fares of bus routes with shorter traveling distance or reduced Coach/bus companies, During All females — operating costs after the completion of the Subproject. PMO construction Traffic safety publicity 1) Conduct publicity on traffic safety knowledge to poorly educated Feasibility study women properly (especially minority women). budget, special All females, especially Traffic police brigade, During funds of traffic those poorly educated PMO construction police brigade 100,000 RMB 2) Conduct education and publicity on traffic safety regularly in vivid Feasibility study All females and During & after ways, such as cartoon and slogan. PMO, transport bureau budget 150,000 school-age children construction RMB Public participation Feasibility study 1) Village organizations related to the Subproject should have female All females PMO budget 10,000 representatives. RMB 2) The PMOs and other management agencies of the Subproject should All females PMO Feasibility study

56 have female representatives. budget 10,000 RMB 3) 30% of temporary and permanent unskilled jobs generated at the PMO, contractor, urban construction and operation stages are first made available to women All females — construction bureau and other vulnerable groups.

57 6 Social Impact Analysis

6.1 Positive Impacts

（ 1 ） Improving road construction standards to improve the traffic infrastructure and facilitate traffic In the project area of Wuwei City, the highway connections are limited and of low grade, and are unable to meet the growing traffic demand. The Subproject will connect all townships of Liangzhou District and Gulang County to Jinse Avenue, thereby improving highway accessibility greatly, promoting local economic and social development, and offering more traffic options to local residents. （2）Increasing the operating efficiency of urban and rural buses, and reducing traffic expenses Bus service is not available in Liujiagou Village, Hongxiang Town, Liangzhou District; Xinqiao Village, Fengle Town; Guangfeng Village, Sishui Town; Zhujiadun Village, Hengliang Xiang; and Zhujiadun Village, Hengliang Xiang, Gulang County yet. After the completion of the Subproject, urban and rural bus routes will be available in these villages. Local residents’ traffic expenses are high mainly because bus maintenance costs are high due to poor road conditions. With the improvement of the road infrastructure, bus maintenance costs and fares will be reduced, thereby reducing local residents’ traffic expenses. （3）Increasing residents’ job opportunities and income ① During construction, many temporary and permanent jobs will be generated, such as traffic police wardens, road cleaning and landscaping jobs, and will be first made available to local residents. ② During construction, local building materials, such as cement and stone, will be preferred, thereby promoting the development of the local building material industry, and creating more job opportunities for local residents. ③ With the improvement of the road infrastructure, more non-local people will enter the subproject area. Local residents may run restaurants, groceries, repair shops, etc. to get employed and earn more money. ④ The Subproject will facilitate the outward transport of local farm products and increase local residents’ income, such as white muskmelon and netted melon, and promote local economic and social development. ⑤ 54.6% of the respondents think that the Subproject will reduce traffic expenses effectively. First, improved pavement quality will reduce fuel consumption by roughly 30%. Second, there will be more bus routes and fares will be reduced, and fare discounts offered to old people, students and other vulnerable groups. （4）Improving road safety, and the traffic safety awareness of local residents through publicity Normative sidewalks and non-motor vehicle lanes will be provided on the new roads, and road junctions and crosswalks optimized, and traffic signs, deceleration

58 strips and overpasses provided to improve traffic safety. In addition, traffic management will be strengthened, and violations punished to improve the safety and well-being of local residents. During and after construction, traffic safety education and training will be conducted for local residents through news media, leaflet distribution, slogan posting and traffic police publicity. Traffic safety publicity may be conducted annually by distributing publicity materials in villages, and holding village congresses. With more traffic safety knowledge, villagers will observe the traffic rules much better. （5）Improving the local natural environment, and reducing noise and dust pollution The environmental pollution of the 12 subproject roads are a great concern of local residents, especially the dust and noise pollution, and sanitation issues. On some of these roads, dust pollution arising from serious pavement damage has led to great crop losses; in some places, crop output is reduced by nearly half. The Subproject will improve pavements greatly and eliminate dust pollution effectively. Second, on some roads with high overnight vehicular traffic, high noise affects nearby residents’ regular rest. The construction of alley trees in the Subproject will reduce noise and dust pollution effectively, and ensure their regular rest. Third, much solid waste is piled up on some roads, affecting people’s physical health. In the Subproject, sanitation workers will be hired to solve this issue effectively. （6）Reducing the incidence of traffic accidents effectively 43.7% of the respondents think the Subproject will improve traffic safety, and reduce the incidence of traffic accidents. First, with the improvement and broadening of pavements, accidents will be reduced; second, the setup of deceleration strips will reduce driving speeds of motor vehicles effectively, and reducing the incidence of traffic accidents; third, traffic safety signs and protective facilities will remind and protect drivers. Traffic safety issues are caused by both poor road conditions, and the shortage of public safety awareness and knowledge. In the Subproject, the PMOs will disburse special funds on rural traffic safety publicity and education enhance traffic safety awareness and improve traffic safety.

Table 6-1 Possible Positive Impacts of the Subproject (3 Options Only) Positive impact N Percent Percent of cases Generating more job opportunities 89 9.2% 25.4% Shortening traffic times 265 27.5% 75.7% Reducing traffic expenses 191 19.8% 54.6% Improving traffic safety 153 15.9% 43.7% Improving traffic convenience 196 20.4% 56.0%

6.2 Potential Risks

（1）Causing traffic inconvenience to nearby residents temporarily during construction 25.4% of the respondents think that road construction will result in temporary

59 traffic inconvenience. Local residents think that road construction is a good thing in the long run, and mostly understand and accept temporary traffic inconvenience during construction, such as dust and noise pollution. However, local residents also expect that measures should be taken to mitigate such temporary impacts, and the Subproject be completed as soon as possible so that they can enjoy its benefits. （ 2 ） Producing dust and noise pollution to affect the ecological environment 66.9% of the respondents think dust and noise pollution will arise inevitably from ground excavation, roadbed filling, building material transport, handling and mixing, and the operation of construction machinery during construction, thereby affecting the ecological environment adversely. After the completion of the Subproject, the increase of vehicular traffic will also result in dust and noise pollution, and affect the ecological environment adversely. （3）Threatening the personal and property safety of local residents During construction, construction vehicles will threaten the personal safety of local residents, and increase the incidence of traffic accidents due to road congestion. In addition, cultural differences between non-local workers and local residents may result in conflicts, thereby threatening public security. （4）Impacts of LA and HD The Subproject will result in the occupation of farmland and the demolition of residential houses, so that some residents will lose their farmland and houses. During construction, some land will be occupied temporarily. As a result, the affected population’s productive and living activities will be affected to some extent, and they will be exposed to such social risks as loss of land, unemployment, loss of housing, marginalization and social relation disintegration. If compensation rates are too low, compensation fees not paid timely and transparently, and resettlement modes irrational, the affected persons may object LA and HD, thereby impeding the implementation of the Subproject. Therefore, issues arising from LA and HD should be addressed timely, reasonably and effectively. For this purpose, a resettlement action plan has been prepared to evade such risks. （5）Improper traffic management or subsequent maintenance, which may prevent the subproject objectives from being truly realized Roads in the subproject area are often not well maintained after completion, so that their service lives are much shorter than design lives. Road supporting facilities are essential to the proper functioning of the whole road network. However, the key to their proper functioning is traffic management. Moreover, traffic management is as important as traffic construction, and only if these two aspects are combined can the road network truly function as planned. Although the traffic infrastructure will be improved in the Subproject, traffic management and subsequent maintenance must be strengthened. Currently, there are such issues as technologies, information management, institutions and concepts in the traffic management of the subproject area. These issues may affect the fulfillment of the subproject objectives to some extent. Of course, all these potential risks can be evaded by an appropriate social

60 management plan (see Chapter 7).

Table 6-2 Possible Negative Impacts of the Subproject (3 Options Only) Possible negative impact Frequency Percent Temporary traffic inconvenience arising from construction 211 25.4% Dust and noise pollution arising from construction 166 20.0% Threat to the personal and property safety of local residents 60 7.2% Introducing bad urban behaviors into the subproject area 14 1.7% Prevalence of AIDS and other infectious diseases 11 1.3% Inconvenience and riskiness of road crossing 120 14.4% Impacts of LA and HD 134 16.1% Damage to irrigation canals 101 12.1% Don’t know 15 1.8% Total 832 100.0%

61 7 Social Management Plan and Implementation

7.1 Social Management Plan

The SA team has identified the major social risks of the Subproject, and proposed actions and suggestions to mitigate or avoid such risks in close consultation with primary stakeholders. （1）Strengthening quality supervision over construction to ensure that the roads and infrastructure meet public needs In order to ensure that local residents’ needs are met, and the social and economic benefits of the Subproject are maximized, the following actions have been proposed: ①The PMOs and transport bureaus should supervise the construction quality of the Subproject to ensure that the design standard is met; ②The PMOs and other agencies concerned should involve women and ethnic minorities in subproject management so that their characteristics and needs are considered; and ③Establish public feedback channels to accept public supervision on the construction of the Subproject. （2）Reducing negative impacts of construction on residents’ daily lives Local residents’ daily lives will be affected inevitably during construction. The following actions have been proposed to mitigate or avoid such impacts: ①Roads under construction are half enclosed, and construction are conducted in low-traffic hours to mitigate the adverse impact on local residents’ daily traffic; ②Safety measures should be taken on roads under construction, such as warning signs, in order not to threaten the personal and property safety of local residents; and ③Measures should be taken to mitigate noise, dust and solid waste pollution, and negative impacts on local residents’ daily lives and work. Noise reduction measures should be taken, and overnight construction near residential areas avoided; dust reduction measures should be taken to reduce negative impacts on nearby crops; solid waste produced should be transferred timely to avoid secondary pollution. （3）Strengthening information disclosure and public participation In order to conduct information disclosure properly, involve local residents in the design and construction of the Subproject, and ensure that their needs are met as much as possible, the following measures should be taken in respect of information disclosure and public participation: ①Disclose information on the Subproject through government websites, TV stations, notices, leaflets and brochures, so that local residents are aware of implementation progress and supervise implementation; and ②Disclose employment information through government websites, TV stations, notices, etc., including unskilled workers at the construction stage, and cleaners and highway maintenance workers at the operation stage, so that local residents can participate actively in the Subproject. （4）Strengthening education and publicity on traffic safety Since local residents are short of traffic safety knowledge and have weak traffic safety awareness, publicity and education on traffic safety knowledge should be

62 strengthened to reduce traffic accidents arising from human factors. The following actions have been proposed: ①Establish traffic safety publicity teams to conduct traffic safety publicity; ②Conduct traffic safety publicity for local residents at appropriate times and in vivid ways; ensure the participation of groups short of traffic safety knowledge, such as women, old people and children; publicity may be conducted in such ways as publicity vehicles and desks at rural fairs on holidays, and distributing brochures and leaflets, and school-based publicity; ③Distribute traffic safety brochures to migrant workers to improve their traffic safety knowledge; and ④Pay attention to the traffic safety knowledge examination and training of motor vehicle drivers (especially coach and truck drivers). This may be done by the local transport administration bureaus together with freight and passenger transport companies. （5）Paying attention to the management and maintenance of the completed roads Little attention is paid to road maintenance in the subproject area, so that pavements are seriously damaged, shortening their service lives. Local residents generally require that routine road management and maintenance is conducted by agencies responsible and adequately funded. The following actions have been proposed: ①Recruit maintenance workers from local residents, and establish highway maintenance teams; this will ensure that they are more responsible at work and increase their income; ②Develop duties, examination measures and subsidy measures for highway maintenance teams to ensure that team members are conscientious at work; and ③Highway maintenance teams should be responsible for the management and maintenance of the subproject roads, including their supporting facilities, stopping and reporting acts that damage these roads, and reporting any seriously damaged pavement or facility to competent authorities for timely repair. （6）Providing livelihood support to affected residents In order to mitigate the Subproject’s negative impacts on local residents’ livelihoods, especially those affected by LA and/or HD, and that the development of vulnerable groups is promoted, the following actions have been proposed: ①30% of the temporary or permanent unskilled jobs generated by the Subproject should be first made available to local women and the poor; ②Encourage local residents, especially women and the poor, to develop tourism services along the subproject roads, and offer preferential policies; ③Provide skills training to land-expropriated farmers, women and the poor in the subproject area so that they can get employed or reemployed more easily; ④Develop preferential policies to encourage local enterprises to make jobs first available to affected residents (especially land-expropriated farmers). In order to ensure the practical implementation of the above actions, and finally promote the fulfillment of the subproject objectives, the SA team has developed the Social Management Plan, and information disclosure and public participation plan of the Subproject in consultation with all stakeholders. See Table 7-1.

63 Table 7-1 Social Management Plan Item Measures or actions Actors Time Funding Monitoring indicators 1. Strengthening a. The PMOs and transport bureaus should supervise the construction a. Pavement quality and width, Feasibility quality supervision quality of the Subproject to ensure that the design standard is met; availability of bridges, culverts, green study budget, over construction b. The PMOs and other agencies concerned should involve women and belts, and other supporting facilities PMO, transport During special funds to ensure that the ethnic minorities in subproject management so that their characteristics b. Women’s participation in management bureau construction of transport roads and and needs are considered; c. Public feedback channels established bureau infrastructure meet c. Establish public feedback channels to accept public supervision on d. Public perceptions and comments 100,000 RMB public needs the construction of the Subproject. 2. Reducing a. Roads under construction are half enclosed to mitigate the adverse a. Construction safety and pollution negative impacts impact on local residents’ daily traffic; control measures of construction on b. Safety measures should be taken on roads under construction, in Feasibility b. Feedback and comments on the PMO, During residents’ daily order not to threaten the personal and property safety of local residents; study budget construction process and workers contractor, etc. construction lives c. Measures should be taken to mitigate noise, dust and solid waste 200,000 RMB pollution, and negative impacts on local residents’ daily lives and work. d. Construction workers should respect local minority customs. 3. Strengthening a. Disclose information on the Subproject through government a. Disclosure of subproject information, PMO, transport Feasibility information websites, TV stations, notices, leaflets and brochures; including means, times and venues bureau, study budget, disclosure and b. Disclose employment information through government websites, TV During and b. Disclosure of employment transport special funds public participation stations, notices, etc., including unskilled workers at the construction after information, and employment of local administration of agencies stage, and cleaners and highway maintenance workers at the operation construction residents bureau, concerned stage. c. Information level of local residents, contractor, etc. 150,000 RMB and their comments on disclosure 4. Strengthening a. Establish traffic safety publicity teams to conduct publicity; PMO, traffic Feasibility a. Work of traffic safety publicity teams; education and b. Conduct traffic safety publicity for local residents at appropriate times police brigade, study budget, b. Public participation in and comments During and publicity on traffic and in vivid ways; ensure the participation of groups short of traffic transport special funds on traffic safety publicity; after safety safety knowledge, such as women, old people and children; bureau, coach/ of traffic c. Change in traffic safety knowledge construction c. Pay attention to the traffic safety knowledge examination and training bus companies, police brigade and awareness of residents (especially of motor vehicle drivers (especially coach and truck drivers). schools, etc. 250,000 RMB motor vehicle drivers) after publicity 5. Paying attention a. Recruit maintenance workers from local residents, and establish Feasibility a. Establishment and composition of to the highway maintenance teams; study budget, highway maintenance teams, and their management and b. Develop duties, examination measures and subsidy measures for PMO, transport After special funds duties, and examination and subsidy maintenance of highway maintenance teams; bureau, etc. construction of transport measures the completed c. Highway maintenance teams should be responsible for the bureau b. Work of teams and self-evaluation roads management and maintenance of the subproject roads. 300,000 RMB c. Residents’ comments on team work 6. Providing a. 30% of the temporary or permanent unskilled jobs generated by the Feasibility a. Employment of residents (especially PMO, poverty During and livelihood support Subproject should be first made available to local women and the poor. study budget, land-expropriated farmers, women and reduction after to affected b. Encourage local residents, especially women and the poor, to special funds the poor) office, etc. construction residents develop tourism services along the subproject roads, and provide for poverty b. Supporting policies for employment

64 preferential policies; reduction and business startup c. Provide skills training to land-expropriated farmers, women and the 500,000 RMB c. Skills training, and participation of poor in the subproject area so that they can get employed or residents (especially land-expropriated reemployed more easily; farmers, women and the poor) d. Develop preferential policies to encourage local enterprises to make d. Feedback from residents (especially jobs first available to affected residents (especially land-expropriated land-expropriated farmers, women and farmers). the poor)

7.2 Public Participation Plan The following information disclosure and public participation plan has been developed through participatory observation. See Table 7-2. Table 7-2 Information Disclosure and Public Participation Plan Stage Activity Mode Implemented by Participants Topics covered Funding source Subproject TV, broadcast, notice, Local residents (incl. Disclosing basic subproject information Feasibility study

Preparation PMO, transport information banner, brochure, etc. vulnerable groups), Collecting comments and suggestions from residents budget 100,000 bureau disclosure village committees Answering residents’ questions RMB Feedback of needs FGD, interview, Local agencies, Soliciting needs and suggestions from local agencies PMO, SA team, Feasibility study and suggestions questionnaire survey residents, especially and residents; RAP preparation budget 200,000 from local agencies those affected by LA Collecting comments from women and other vulnerable agency RMB and residents and/or HD groups, and ensure open and fair implementation Participation in Offering unskilled jobs to Making 30% of unskilled jobs under the Subproject first Local residents construction local residents available to local residents; Contractor PMO, contractor (especially vulnerable Providing job opportunities to local residents 200,000 RMB Construction groups) Participating in construction quality supervision Public opinion Supervision hotline and Minimizing negative impacts of construction; feedback public opinion survey PMO, contractor, local Taking safety measures to ensure the personal and Contractor PMO residents property safety of local residents 100,000 RMB

Respecting local minority customs Supervision of TV, notice, public Environmental PMO, environmental Supervising dust, noise and solid waste pollution during Feasibility study environmental supervision protection protection bureau, construction budget 150,000 impacts bureau, PMO local residents RMB Establishment of Notice, village congress Conducting road management and maintenance, Road maintenance highway PMO, transport PMO, transport stopping bad practices, and reporting damages funds of transport Operation maintenance teams bureau bureau, local residents bureau 200,000 RMB Establishment of a Paper publicity (brochure, Giving traffic safety to local residents (especially Feasibility study PMO, traffic police

traffic safety leaflet, calendar, gift card, PMO, traffic women, old people, children and other groups short of budget, special brigade, local education etc.), electronic publicity police brigade traffic safety knowledge) so that they observe the traffic funds of traffic residents mechanism (panel), on-site publicity by rules self-consciously, and traffic accidents are reduced police brigade

65 traffic police, safety meeting 150,000 RMB

66 8 Grievance Redress and M&E

8.1 Grievance Redress Procedure

An effective grievance redress mechanism has been established to address issues arising from the Subproject at the preparation, construction and operation stages, and ensure adequate information disclosure and extensive public participation: Stage 1: If any right of any affected person is infringed on during subproject implementation, he/she may file an appeal to the village committee or township government. Such appeal should be solved within two weeks. Stage 2: If the appellant is dissatisfied with the disposition of Stage 1, he/she may file an appeal to the district/county PMO after receiving such disposition, which shall make a disposition within two weeks. Stage 3: If the appellant is dissatisfied with the disposition of Stage 2, he/she may file an appeal to the Wuwei PMO after receiving such disposition, which shall make a disposition within two weeks. Stage 4: If the appellant is still dissatisfied with the disposition of Stage 3, he/she may escalate such appeal to the competent administrative authorities in accordance with Administrative Procedure Law of the PRC after receiving such disposition for arbitration. Stage 5: If the appellant is still dissatisfied with the arbitration award, he/she may file a suit in a civil court in accordance with the Civil Procedure Law of the PRC after receiving such award.

8.2 M&E

M&E is an important means of fulfilling the subproject objectives, and implementing the Social Management Plan, and information disclosure and public participation plan of the Subproject properly, and also an important corrective and participatory mechanism in the Subproject. For this purpose, the M&E mechanism of the Subproject has been established, including internal monitoring and external M&E. Internal monitoring on the implementation of the Subproject, Social Management Plan, and information disclosure and public participation plan, fund use, etc. will be conducted by the Wuwei PMO. External M&E on the implementation of the Social Management Plan will be conducted by an independent agency with M&E experience in Bank-financed projects appointed by the Wuwei PMO. The external M&E agency will conduct periodic follow-up M&E on the implementation of the Social Management Plan, give advice accordingly, and submit M&E reports to the Bank.

67 Appendix 1 Minutes of FGD with Liangzhou District Transport Administration Bureau Time August 6, 2013 Venue Liangzhou District Transport Administration Bureau Organizer Director Bao of the PMO Participants Liangzhou District Transport Administration Bureau, SA team

 Traffic conditions: Local traffic is unobstructed, and bus service is available from the urban area to all townships (fares: 6 yuan for 40km, not ore than 10 yuan per trip) All roads leading to townships are cement-paved. 60% of townships have bus connections with villages (with 456 villages in total), and 26.5% of these roads are cement-paved.  Highway management: This includes the routine and emergency maintenance of bridges, culverts, drainage facilities, guardrails and signs, where routine maintenance includes road cleaning and minor damage repair. Road facilities are usually maintained 4 times a year, while major pavement repairs have to be reported to superior authorities and cannot be conducted timely. Road cleaning: The environmental sanitation bureau is responsible for road cleaning in the urban area; in townships, road cleaning is done by cleaning workers assigned by the Key points transport bureau by mechanical means, or by local employees manually (paid 60-80 yuan/day). Local roads are not affected seriously by sandstorms.  Traffic safety publicity: Traffic safety publicity is conducted in the following ways: ①posting slogans and signs; ②distributing leaflets to villagers; ③distributing newspapers; and ④broadcasting by publicity vehicles in densely populated areas. The transport administration bureau arranges a safety training session for drivers annually.  Traffic issues: ①Branch roads are in bad condition and of low grade; ②These roads have long periods of service; ③There are many residents along these roads, and pedestrian and vehicular traffic is not separated; and ④These roads are occupied for business purposes.  Road construction: The contractor should employ local workers with priority during construction.

Photos

68 Appendix 2 Minutes of FGD with Women in Gulang County Time August 9, 2013 Venue Xitan Village, Tumen Town Organizer Director Zhang of the PMO Participants PMO, villagers of Xitan Village, Tumen Town, SA team

Woman’s interview Basic information: Ms Ding, 40, does farm work at home mainly, with annual income of 800-900 yuan/mu. Her husband works outside in the slack season and returns home to help with farm work in the busy season. She goes out to take her child to and from school, or to purchase daily necessities in the town mainly. Her main traffic mode is motorcycle. Key points Concerns: There are too many vehicles on the road, and motorcycles, tricycles and private cars drive together, making her feel very unsafe. The road is rugged, making it hard to drive stably. Expectations: The new road is asphalt-paved. She expects the road to be serviceable as soon as possible, and that supporting facilities are provided properly. After its completion, she will go to the urban area in shorter times, and go to town more often for shopping and visiting relatives.

Photos

69 Appendix 3 Fieldwork Photos

August 2, road condition in Xinqiao Village, August 3, FGD in Xinqiao Village, Fengle Fengle Town, Liangzhou District Town, Liangzhou District

August 4, bus stop in Ma’er Village, Gaoba August 4, road in Ma’er Village, Gaoba Town, Town, Liangzhou District Liangzhou District

August 5, road in Wunan Town August 9, Jinse Avenue-Huanghuatan New Rural Community

August 9, Gan’en New Rural Community on August 9, Tumen Town, Gulang County Jinse Avenue

August 10, FGD in Minquan Xiang Urban and rural buses in Liangzhou District