World Bank Loaned Harbin Cold Weather Smart Public Transportation System Project
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Public Disclosure Authorized Social, Land Acquisition and Resettlement Assessment Report (For Adjusted Contents During Mid-term Adjustment)
Public Disclosure Authorized
Public Disclosure Authorized HJI Group, Inc
Feb. 2019
INDEX
1 Background ...... 4
2 Socioeconomic Profile of the Project Area and the Project Introduction ...... 8
2.1 Socioeconomic Profile of the Bus Priority Corridor Subproject ...... 8
2.2 Bus Priority Corridors Project Area ...... 11
2.2.1 Design of Bus Priority Corridors ...... 11
2.2.2 Beneficial Areas ...... 12
3 Social Impact Analysis ...... 14
3.1 Project social impact ...... 15
3.1.1 Project social impact overview ...... 15
3.2 Project beneficiary ...... 16
3.2.1 Vulnerable Groups ...... 16
3.3 Involuntary Immigration ...... 22
3.4 Category and Analysis of the Stakeholders ...... 23
3.4.1Category of Stakeholders ...... 23
3.4.2 Project Social Impact Analysis ...... 25
3.4.3 Project Social Risk Analysis ...... 32
4. Planning and Implementation of Social Management ...... 34
4.1 Social Management Plan of the Project ...... 34
4.1.1 Develop Resettlement policy framework...... 34
4.1.2 Social Impact Mitigation Plan of the Project during Construction ..... 35
4.1.3 Social Impact Mitigation Plan during Operation of the Project ...... 37
4.1.4 Developing Traffic Safety Management Plan ...... 37
4.1.5 Vulnerable Groups (Old and Sick Pregnant, etc.) Care Plans ...... 37
4.1.6 Stakeholder Participation Plan ...... 38
4.1.7 Complaints and Appeals ...... 42
4.2 The Implementation of Social Management Plan ...... 45
4.2.1 Institutional Arrangements and Capacity Building ...... 45
4.2.2 Implementation Plan ...... 47
4.2.3 Emergency Plan ...... 48
5. Conclusions and Suggestions ...... 49
5.1 Conclusions ...... 49
5.1.1 The construction of bus priority corridor project will promote local sustainable development ...... 49
5.1.2 The development of vulnerable group can benefit from the implementation of the project ...... 50
5.1.3 The Immigration and land Acquisition effect of the project...... 50
5.1.4 Projects have little impact on ethnic minorities ...... 50
5.2 Suggestions ...... 51
5.2.1 Increase the transparency of project information and public participation ...... 51
5.2.2 Mitigation measures and suggestions for environmental impact during construction ...... 51
5.2.3 Further strengthen public participation ...... 52
5.2.4 Strengthen public traffic safety education ...... 52
1 Background
With the development of Harbin city, the number of motor vehicles increase rapidly. Meanwhile, the urban transport issues, with the most typical characteristics as urban congestion, become prominent gradually which need to resolve in an immediate way. Based on the spirit of “The Thirteenth Five-Year Economic and Social Development Plan of Harbin City”, and considering the actual requirements of traffic development, Harbin municipal government established a development strategic with the priority to public transport, and proposed to build a smart public transport system which can enhance the development of regional economy, society, urban environment, and urban development through the construction sustainable transportation.
Accordingly, the Harbin municipal government intends to loan from World Bank, to carry out Harbin Cold Weather Smart Public Transportation System Project (hereinafter called the Project or HCWSPTSP). The overall goal of this project is taking the scientific development concept as the guiding ideology, facing the extremely cold weather in the city, by developing people-oriented, transit-oriented, efficient and safe, low-carbon environmental protection, sustainable economic and convenient public transportation system, with the features of low energy consumption, low pollution, low land occupation, low travel costs and low financial burden, actively responding to the urban transportation problems caused by the extremely cold weather, urbanization, and motorization superimposing, and promoting the sustainable development of urban transport, which may also provide metropolitan public transportation development in extremely cold regions with available successful practices and case that can be implemented, learned from, and can promoted. And finally, it would provide an important transportation security for the realization of economic revitalization of Heilongjiang Province.
The total investment of the project is 1,171.96 million Yuan as per the latest approved preliminary design in November 2018 (Harbin DRC approval [2018] 85), of which 100 million USD (equivalent to 610 million yuan, the exchange rate 1:6.1000) will be
loaned from World Bank and 561.96 million yuan is solved by the local government’s counterpart funding from local financial. Projects involving Harbin Development and Reform Commission, the Municipal Finance Bureau, the Municipal Housing and Urban Construction Bureau, the Municipal Transportation Bureau, the Municipal Public Transport Authority, Urban Construction Investment Group Co., Ltd., City Water Supply and Drainage Group and other relevant units. The project has 5 sub-projects: 1) bus priority corridor construction project; 2) public transportation infrastructure construction project; 3) traffic management and safety construction project; 4) road maintenance and emergency response construction project; 5) institutional capacity building project. The construction period of the project is 2014-2020, and the bus priority corridor subproject starts construction in the second half of 2018 and is expected to be completed in the first half of 2020.
公公共共交交通通基基础础设设施施建建设设项项目目
公交基础设施建设 公交车辆采购 公交智能化建设
交交通通管管理理与与安安全全建建设设 道道路路维维护护与与应应急急响响应应 公公交交优优先先走走廊廊项项目目 项项目目 建建设设项项目目 公交优先道路安全信号控 道路、桥梁检测设备建设 制系统 公交优先走廊建设 公交优先道路安全监控及 道路维护系统设施建设 执法系统 公交走廊智能化建设 公交优先道路安全指挥调 道路应急响应系统建设 度中心系统
机机构构能能力力建建设设 城市交通建设项目融 高寒城市恶劣天气综 公交及安全管理人员 资与公共交通改善策 机构能力加强 国内外调研与培训 合应急管理策略研究 培训 略研究
Figure 1-1: Project Structure and Project Logical Framework
Bus priority corridor subproject is the core of the alpine city of Harbin intelligent transportation system construction project, and it is also the only sub-project subjected to content adjustment after the mid-term adjustment in this project. On October 14, 2015, the Harbin Municipal People's Government held a special meeting ("Harbin
Municipal People's Government Special Meeting Minutes 2015 No. 123"). The meeting decided to adjust the construction of the bus priority corridor. It’s important for easing traffic pressure in the city center, promoting energy conservation, convenient for people to travel.
Bus priority corridor subproject originally planned to locate proposed three corridors on the Youyi Road, Hongqi Street, and Xinyang Road. As the project goes, there is a conflict between the project original plan two bus priority corridor, Hongqi Street and Youyi Road, and Metro Line 3 and city utility tunnel construction project in terms of construction schedule and space. The implementation of those projects simultaneously is difficult, so the Harbin municipal government sets forth the alteration for original program by taking urban strategic planning, urban construction, industrial layout, the actual resident trip into consideration. The contents of this mid-term adjustment is mainly includes:
On October 14, 2015, Harbin Municipal People's Government held a special meeting ("Harbin Municipal People's Government, 2015 Special Meeting Minutes No. 123"), The meeting decided to adjust the content of the bus priority corridor construction project, the Xinyang bus priority corridors was extending to Haining Leather City from Xiangzheng Street - Jincheng Street sections, the design for the whole line was adjusted to Road Side Bus lane; At the same time, cancel the construction of Youyi Road and Hongqi Street Bus Priority Corridor and adjust to the Nanzhi Road (Dongzhi Road – Gongbin Road) and Changjiang Road (Nanzhi Road - Huacheng City) bus priority corridors. After the meeting, the adjustment plan has been submitted to the World Bank, and the World Bank experts conducted site visits to the two adjusted corridors of Nanzhi Road and Changjaing Road. After investigation, WB experts suggested to adjust the starting and ending points of Nanzhi Road and Changjiang Road to seamlessly with the subway, forming a fast passenger transport network. The proposal was recognized by Harbin Municipal Government. Both sides (WB and Harbin Municipal Government) agreed to adjust the starting and ending of two corridors to Nanzhi road (Huashu Street and Gongbin Road) and Changjaing road(Hongqi Street
and Xilong Street).
In 2016, due to the approval of the Nanzhi Road and Xinyang Road Viaduct Construction project by the municipal government, it has a major impact on the design and construction of the bus priority corridors in the World Bank project. The design institution redesigned the traffic engineering of the above three corridors in combination with the design of East Second Ring Viaduct Improvement Project and the Urban and Rural Road Viaduct Project. After the redesign, the bus priority corridor construction project includes: Xinyang Road Bus Priority Corridor (Xiangzheng Street - Haining Leather City) 6.06 km, Nanzhi Road Bus Priority Corridor (Yeshu Street - Gongbin Road) 6.27 km, Changjiang Road Bus Priority Corridor (Hongqi Street - Xiaolong Street) 5.39 kilometers. The main construction contents include traffic engineering, road engineering, greening engineering and other ancillary works of the bus corridors. The total length of three corridors is 17.72 kilometers.
For the better implementation of the Harbin Cold Weather Smart Public Transportation Project Loaned by World Bank, Harbin Municipal Government set up the project construction leading group, constituted by the main leaders of the Harbin Municipal Development and Reform Commission (HMDRC), Harbin Municipal Construction Committee, Harbin Municipal Transportation Bureau(HMTB), the Municipal Finance Bureau, the Municipal Planning Bureau, the Municipal Land Administration Bureau, the Municipal Urban Management Bureau, the Municipal Public Security Traffic Management Bureau, the Municipal Transportation Group, and Harbin Urban Construction Investment Group co., LTD, The Institutional structure of the project is showed in Figure 1-2.
Leading group of the Construction Instruct Project of Harbin Smart Public Transportation System under Extremely Municipal government Cold Weather
Development and Reform Commission Office of leading group of Harbin Cold Weather Smart Public Transportation system project Coordinate Finance Bureau
Project management office of Harbin Planning Bureau
Cold Weather Smart Public departments
Transportation System Project Coordinating Coordinating
Land Resources Bureau
Subproject implementation Environmental Protection Bureau
construction institutions Bus Priority Corridors
ntttoa Cpct Building Capacity Institutional Project Housing and Urban Construction Bureau Public Transport Infrastructure project Supervise and guide Transportation Bureau
Transport management and security construction project Urban Management Bureau
Road Maintenance and Emergency Response Public Security & Traffic Construction Project Management Bureau
Figure 1-2 Figure of the Institutional Structure of the Project
2 Socioeconomic Profile of the Project Area and the Project
Introduction
2.1 Socioeconomic Profile of the Bus Priority Corridor Subproject
The beneficiary area of the bus priority corridor subproject includes not only the three priority corridors, but also the passengers along the 38 bus lines along the route. And the group covers the residents of Harbin city, including the resident population of the urban public transport mode in Harbin and the suburbs and surrounding counties and cities, as well as migrants and tourists, as well as the benefiting Harbin citizen due to project construction relief of traffic pressure.
Harbin is located in east longitude 125°42'-130°10', north latitude 44°04'-46°40', the
northeast of China northern areas, the south of Heilongjiang Province, and is the capital of Heilongjiang Province. Harbin is located in the center of the northeast Asia, is known as the pearl of the Eurasian continental bridge, is the political, economic, cultural and transportation center of the northern part of northeast, one of the four big center cities in northern China, and is also the mega city whose jurisdiction of the land area is the largest, and jurisdiction of the population is the second. Total area of Harbin City is 53,100 km2, has jurisdiction of 8 districts and 7 counties, and escrows S3 county-level cities. Harbin is famous historical and cultural city and tourist city in China, always has laudatory names such as “the eldest son of the Republic of China”, “city of ice”, “pearl under swan’s neck”, “Oriental Moscow” and “Oriental Small Paris” and “ice city in summer”, etc.
Harbin is located in the northernmost of China, is the metropolis with the highest latitude and the lowest temperature. Harbin has four distinct seasons, whose winter is long and cold, but summer is cool and short. The air temperature changes quickly in spring and autumn, both of the two seasons are transition season, and the time of the two seasons is short. Concentrated rainfall period is from Jul. to Aug. every year in Harbin, concentration of snow period is from Nov. to Jun. next year. The average annual temperature is 3.6℃. The coldest Jun., the average temperature is 13.2℃ to 24.8℃ below zero, the hottest Jul., the average temperature is 18.1℃ to 22.8℃.
In 2016, there are 132 street agencies, 897 community residents' committees, 112 town governments, 60 township governments and 1, 887 villagers committees in the whole city of Harbin. The urban area of Harbin is divided into Daoli District, Daowai District, Nangang District, Pingfang District, Songbei District, Hulan District and Acheng District, there are 132 street agencies, 780 community residents' committees, 41 town governments, 13 township governments and 732 villagers’ committees in those nine main urban areas.
In 2016, GDP in Harbin is 610.16 billion, had an increase of 7.3% over the previous year, among them, the first industry realized the added value of 69.12 billion yuan, with an increase of 2.78%, the second industry realized the added value of 189.67 billion
yuan, with an increase of 1.82%, the third industry realized the added value of 321.58 billion yuan, with an increase of 9.3%. The share of the three industries adjusted from 11.7：32.4：55.9 last year to 11.3:31.1:57.6. The contribution rate of the first, second, third industry to increase is10.4%, 22.5% and 67.1% respectively. Per capita GDP is 63,445 yuan, had an increase of 8.7% over the previous year.
In 2016, the fixed assets investment in the whole society is 504.01 billion yuan, had an increase of 9.7% over the previous year. The annual export value of 3.975 billion US dollars, down 16.8 percent over the previous year. Among, Exports of $ 1.683 billion, down 28.6%; imports of $ 2.292 billion, down 5.3%. In 2016, the local general budget revenue is 37.62 billion yuan, down 7.72% over the previous year. The fiscal general spending is 87.63 billion yuan, had an increase of 6.24% over the previous year. Urban residents per capita disposable income was 33,190 yuan, had an increase of 7.1% over the previous year. Rural residents per capita disposable income was 14,439 yuan, had an increase of 7.95% over the previous year.
At the end of 2016, the population of Harbin City was 9.621 million, including 5.51 million in urban areas and 4.11 million in counties (cities) under the jurisdiction of the city.
Table 2-1 Situation of Social and Economic in Harbin City (2016)
No Index Unit 2016
Registered 1 Million people 9.621 population
Among them: Ten thousand non-agricultural 46.43 people population
2 GDP Billion yuan 610.16
2.1 First industry Billion yuan 69.12
2.2 Second industry Billion yuan 189.67
2.3 Among them: Billion yuan 128.54 industrial added
No Index Unit 2016
value
2.3 Third industry Billion yuan 351.38
The fixed asset 3 investment of the Billion yuan 504.01 whole society
Industrial sales 4 Billion yuan 476.07 value
Social total retail 5 sales of consumer Billion yuan 374.42 goods
The actual use of 6 Billion $ 3.207 foreign capital
Local fiscal 7 Billion yuan 37.62 revenue
Urban per capita 8 Yuan 33,190 disposable income
Per capita net 9 income of rural Yuan 14,439 residents
Source: The year-book of Harbin City
2.2 Bus Priority Corridors Project Area
2.2.1 Design of Bus Priority Corridors
The bus priority corridor construction project involved in the mid-term adjustment of the project is constructed based on the original urban traffic line, and the line width is kept as constant as possible. By reallocating resources on road traffic, to ensure that traffic efficiency of public transport and slow traffic, to eliminate street parking, to reduce quantity of car and private car on the road, to suppress the cars excessive occupation of transport resources, and to ensure most people travel smoothly.
The roads involved include: 1) Xinyang Bus Priority Corridors: Xinyang corridor (Xiangzheng Street - Haining Leather City) 6 or 10-lane two-way road, Standard cross
section is one-plate and two-plates style, all sections are asphalt pavement with good condition. The existing bus routes alone the line are relatively more, the degree of traffic saturation is high, taxi traffic flow is large in some sections, establish bus lanes with road side style. Nanzhi bus priority corridors: 2) Nanzhi Road corridor (Huashu Street - GongbinRd)road Bidirectional 8 to 12 lanes, standard cross section in the form of two plates, sections of the middle set up a green belt separating two-way traffic, all sections are asphalt pavement with damage condition in some sections. The existing bus routes alone the line are relatively more, the degree of traffic saturation is high, taxi traffic flow is large in some sections, according to the actual situation of the road, set up Chinese Road bus lane and road-side style bus lane. 3) Changjiang bus priority corridors: Changjiang Road (Hongqi Street-Xilong Street) 8 or 10-lane two-way road, standard cross section of two plates and three panels, whole sections is asphalt pavement, road conditions is great, and whole sections of the road set up Chinese bus lanes.
2.2.2 Beneficial Areas
The project and the mid-term adjustment focus on the construction of bus priority corridors, the adjusted Bus Priority Corridor including: Xinyang Road Corridor (Xiangzheng Street - Haining Leather City), Nanzhi Road Corridor (Dongzhi Street – Gongbin Road), Changjiang Road Corridor (Nanzhi Road-Huanan Road). The construction of the project aims to comprehensively improve the overall level of bus services within the corridor. The three corridors are surrounded by Harbin's comprehensive, transportation, administrative, scientific and technological, commercial, residential, industrial and other places, occupying an important position. The project will not only receive the most direct positive impact on the areas along the project, but also because of the bus lines and tracks. The combination of transportation and the relief of the congestion pressure exerted by the project on Harbin's traffic have covered the entire area of Harbin.
Most directly beneficial area due to project adjustment：
(1) Area along the bus priority area:
Xinyang Road corridor is the main trunk that connects Harbin airport and Harbin main business districts. With the construction of Metro Line 3, the cross of Xinyang Road-Lijiang Road can connect with Metro Line 3, which can relief the peak period traffic congestion caused by the development of Qunli District.
Nanzhi Road corridor across three districts Harbin City, has an important commute function, the corridor covers many commercial, residential and office zones, functioning as a commercial and leisure services, and have large traffic flow. With the construction of Metro Line 2, the cross of Nanzhi Road-Gongbin Road can integarate with Metro Line 2, which promotes the transformation with rail transportation.
Changjiang Road corridor covers culture and entertainment, industrial, residential zones, functioning as a trade and transportation services, along the route through the exhibition center, Xilong markets, with people and traffic aggregation, have large traffic flow. Meanwhile, the cross of Changjiang Road-Hongqi Street can integrate with Metro Line 3, which promote the transformation with rail transportation.
2）The bus route of the bus priority corridor
At present, there are 38 bus lines go through three public transport corridors in total, among them, t Xinyang road bus priority corridor (Xiangzheng Street-Haining Leather City) has 13 bus lines ; Nanzhi road bus priority corridor (Huashu Street-Gongbin Road) has 22 bus lines; P Changjiang road bus priority corridor (Hongqi Street-Xilong Street) has3 bus lines. The information of bus stops in 2015 three bus corridors is shown below:
Table 2-3 The Information of Bus Lines and Bus Stops in Three Bus Corridors
No. No. First and Name of No. Name of Name of Stop of Last Stop Line Stops Line Bus priority Huashu Huashu Road; 1、Nitht1、2、 1 corridor of Street—G 22 Nanzhi Mall; 22 2K、3、 Nanzhi ongbin Province medicine company; 19,71,84,206
No. No. First and Name of No. Name of Name of Stop of Last Stop Line Stops Line Road Road Pioneer Road; , Peace Community; 65,105,55,12 Antique Hanson; 0, Changjiang Road Nanzhi 203,51,53,11 Road; 6, Provincial Rehabilitation 89,14,25,31, Center; Standard Parts Factory; Jiancheng plant; Gongbin Road City Tenth Hospital; Workers Street; Xianjin Street; Yingbin community; Xiangzhen Longjiang Bus Factory; Bus priority gStreet— City Transport Corporation; 5,20,71,93, corridor of 2 Haining 19 Automotive Gear Factory; 13 209,218,335, Xinyang Leather Renhe village; 345,362,383 Road City Farm Machinery Repair Company; Muslim Community; International Automobile City; Haining Leather City Changjiang Road, Hong Fu Road junction; Changjiang Road, Huagong Bus priority Road junction; Hongqi corridor of Changjiang Road, Agricultural 3 Street—Xi 10 3 78,53,77 Changjiang University North Gate; long Street Road Changjiang Road, Nanzhi Road junction; Green Trading Center; Exhibition Center
3 Social Impact Analysis
Social impact analysis mainly refers to both positive and negative effects generated during and after the project construction process on the impacted area.
3.1 Project social impact
3.1.1 Project social impact overview
The three corridors of the bus priority corridor sub-project are the gathering places of Harbin comprehensive, transportation, administration, science and technology, commerce, residence, industry, etc. From the functions, positioning and traffic conditions of the three bus priority corridors, it can be seen that these three beneficiaries of the construction of the corridor cover all residents who are likely to take these buses. The residents directly affected by the project include not only the resident population of the urban area in Harbin, but also the suburbs and surrounding counties and cities. And migrants such as tourists, and all citizens who are likely to travel by public transport.
According to the survey results, public transportation is the main mode of travel for Harbin citizens, so the project will have the following positive social impact on the benefit of Harbin citizens. 1) will greatly ease the traffic pressure and congestion in Harbin and reduce the travel time of residents. 2) It will facilitate the convenient transfer of residents between the bus and the track, and improve the convenience of the bus. 3) In order to enable more residents to choose the green way of taking the bus when they travel, the air pollution in Harbin will be greatly improved, which will greatly improve the health of the residents;4) The direct impact of the project on employment: During the project construction phase, certain technical personnel and temporary workers need to be employed to provide a large number of employment opportunities for the local people. According to the investment and employment experience coefficient of the highway and transportation industry, it can be calculated that all the contents of the project can create 14220 jobs during the construction period. 5) The indirect impact of the project on employment: After the implementation of the project, the transportation conditions in and around Harbin were improved, and the development of related industries was promoted, thus driving the improvement of local employment conditions.6) Enhancing the city image of Harbin and improving the urban ecology and have positive effects on human environment.
However, during the construction of the project, the project will inevitably have some negative impacts. The residents along the bus priority corridor will be subject to different levels of construction interference, especially the dust, noise and night construction caused by the construction. Risks such as impacts, solid waste, and traffic management risks such as increased traffic block frequency and increased traffic accident rates will also occur.
3.2 Project beneficiary
The population directly and indirectly affected by the project includes all Harbin citizens. At the end of 2016, the population of Harbin City was 9.621 million, including 5.51 million in urban areas and 4.11 million in counties (cities) under the jurisdiction of the city. The city has a total of 132 sub-district offices, 897 community neighborhood committees, 112 town governments, 60 township governments, and 1887 village committees. Harbin City is divided into Daoli District, Daowai District, Nangang District, Xiangfang District, Pingfang District, Songbei District, Hulan District, Acheng District, and Shuangcheng District. In 2016, there are 132 sub-district offices in 9 main urban areas, 780 Community neighborhood committees, 41 town governments, 13 township governments, and 732 village committees.
3.2.1 Vulnerable Groups
Because the vulnerable groups have higher sensitivity to the positive and negative effects of the project, this sub-project pays special attention to the appeals of vulnerable groups affected by the project and the possible impact of the project. In the process of road reconstruction, the public transportation sub-project of the intelligent public transportation system of the alpine city of Harbin has planned the road transportation facilities especially needed for the vulnerable groups such as the comprehensive reconstruction of the intersection, the pedestrian crossing or the overpass, and fully considered the elderly and the actual needs of groups such as disabled people and children. In the sub-projects of the Bus Priority Corridor, these groups will be equally and positively affected as described above, as well as other residents. These groups
include:
3.2.1.1 Women and children group Women (including children) are often viewed as vulnerable groups. They are highly sensitive to the environment and their rights are vulnerable. It is necessary to understand the basic situation of women and children and to identify the impact of the project on women and children, so as to take it at the initial stage of the project. Corresponding measures to minimize or avoid affecting women and children.
Based on the investigation, the female has the legal rights as same as the male within this project, including receive education, employment and participate election, etc. Majority women who interviewed argue that they have the same autonomy in management like men. In the proposed project region, the female condition is shown below:
In 2016, the proportion of women in Harbin was 49.7%, and the ratio of male to female was 101:100. Women are the main force in public transportation. The development of urban public transportation is also conducive to improving women's work and living conditions, thereby promoting the economic development of Harbin and the quality of life of citizens.
Table 3-1: Basic Data of the Female Population in the Project Area
Population Female Population Percentage of County(city) (10K) (10k) Female Population Whole city 962.1 478.54 49.74%
Urban District 551.1 278.45 50.53% Nangang District 101.8 52.42 51.49% Daoli District 74.4 38.55 51.82% Daowai District 67.1 34.01 50.69% Songbei District 20.4 10.34 50.67% Xiangfang District 74.6 38.11 51.08% Pingfang District 16.1 8.14 50.58% Hulan District 61.9 30.59 49.42% Acheng District 55.8 27.66 49.57%
Shuangcheng 78.8 38.63 49.02% District Data source: Harbin City Yearbook 2017
The counties in the project area have comprehensively popularized compulsory education, and formulated and issued the “Administrative Measures for the Collection and Use of Financial Aid for Poor Students in Compulsory Education in Harbin”, “No Miscellaneous Fees for Students from Poor Families in Rural Compulsory Education, Free Textbooks and Boarding Grants”. Notice, "Notice on the "Two Exemptions and One Supplement" for Family Students Who Enjoy the Minimum Living Security Policy in the Stage of Compulsory Education in Cities and the Children of Migrant Workers Working in the City with Special Difficulties in Family Economy and "Compulsory Education for Migrant Workers in Harbin City" "Interim Management Measures for Stages of Schooling", the "Opinions on Promoting the Reform and Development of Vocational Education" was issued, and it was decided to establish a scholarship for poor students in secondary vocational education in Harbin. Increasing the enrolment rate of school-age children has generally eliminated gender differences in basic education. According to the statistics of the Harbin Municipal Education Bureau, there are 457 schools of various types in Harbin in 2016. The number of students enrolled at various levels of schools is 483,500, and the enrollment rate of primary and junior high school students has reached 100%. From June 1st, 2007, high school, junior high school and elementary school students in the urban area of Harbin also enjoy a 50% discount on the fare when they take the bus.
Table 3-2 below shows the basic situation of urban education in Harbin.
Table 3-2 Basic Situation of Children Education in Harbin Urban District
Daoli Daowai Nangang Xiangfang Pingfang Songbei Hulan Acheng Shuangcheng - Total District District District District District District District District District No. of Full time Primary and 56 55 68 65 19 26 46 51 71 457 Secondary Schools No. of students 55178 44589 109926 81478 14220 16395 51972 44869 64851 483478 in Primary and
Secondary Schools Data sources: Harbin yearbook 2017
3.2.1.2 Ethnic Minority Analysis
Harbin City is a multi-ethnic fusion of the land. According to incomplete statistics, it has 40 ethnic minorities in Harbin urban area, and the population of minority is about 200,000. There is 1 Manchu Nationality township, 10 ethnic villages, 2 fixed-point production enterprise for ethnic minorities supplies, nearly thousand various ethnic minority enterprises in all kinds of the form of ownership, 2 minority hospitals, 12 minority primary and secondary schools and kindergartens, 1 minority culture and art group, 6 fellowship groups of ethnic minorities, and 2 cemeteries for Hui Nationality. Moreover, as the provincial capital city, there are millions of minorities population inflow into Harbin for study, work or business, and constituting a relatively complete ethnic minority economic and social system.
Confirmed by the Ethnic and Religious Affairs in Harbin City, the rate of minorities in construction area of each sub-project of the project is very low, and no minority areas involved, so the minorities will not be affected by the project.
3.2.1.3 Poverty
There are five categories of people enjoy subsistence allowance determined by the Civil Affairs Bureau, they are civil residents enjoy subsistence allowance, people have low-income and difficult or in low-income families in urban area, rural residents enjoy subsistence allowance, low-income families in rural area, people enjoy five insurance in rural area. To these people, Civil Affairs Bureau gives minimum subsidy on time every month. At the same time, in recent years, in order to improve the life quality of these people, the Bureau increases investment year by year, gives more than a dozen aids, such as medical, education, housing, warming, heating, watering, power supply, compensation for demolition, property, reducing the fee of cable TV, temporary assistance, holiday rescue, and so on to civil families enjoy subsistence allowance. The Bureau gives many aids, such as medical, education, housing, warming, heating,
watering, temporary assistance, holiday rescue, and so on to people have low-income and difficult and in low-income families in urban area. At the end of 2016, the number of people with the minimum living allowance in urban and rural areas in Harbin was 325,553, accounting for 3.38% of the total population. Poor people are the vulnerable groups of public transportation services. The government will provide the corresponding public goods service fee exemption policy through the existing social security system, which reflects the appropriateness of the project compensation tilting to the vulnerable groups. At the same time, priority will be given to the employment of capable people from the local poor in the construction and operation of the project, so as to increase their economic income.
Table 3-3 Social Security Situation in Harbin City
Unit 2016 % The number of urban and rural residents with minimum living Person 325553 3.38% allowance The number of urban residents with Person 132648 2.4% minimum living allowance The number of rural residents with Person 192905 4.7% minimum living allowance The minimum standard of living Yuan/Month 580
Source: Harbin City Yearbook 2017
3.2.1.4 Elderly
By the end of 2016, there were 1,924,155 elderly residents (over 60 years old) in Harbin, accounting for 20% of the total population of Harbin. According to 21 national ministries and commissions Opinions on Strengthening The Elderly Preferential Treatment Work, Strengthen The Elderly Preferential Treatment Work in Heilongjiang Province, in combination with the practical situation of city construction and economic development, Harbin has published new Discount for Old People in Harbin as No.147 government order. Distribute the red “respect courtesy card” to elderly from 60 to 69 years old These elderly can enjoy preferential policies to some extent when taking buses, entering into the park and tourist attractions, using public restrooms that are not free of charge. For the elderly over 70 years old, the "Respect for the Elderly" will be
issued. For the elderly over 70 years old, they can enjoy free treatment when they travel by bus. Non-local old people holding the card for revere the elderly issued by their local government or aging work agency can enjoy preferential treatment equal to elderly in Harbin City.
Table 3-4 Harbin Elder People (above 60) Situation (2016)
Population Population Percentage of County (city) above 60 (10k) population above 60 (10k) Whole city 962.1 192.4 20.00%
Urban District 551.1 116.2 21.09% Nangang District 101.8 20.9 20.51% Daoli District 74.4 18.4 24.69% Daowai District 67.1 16.2 24.09% Songbei District 20.4 3.6 17.76% Xiangfang District 74.6 15.8 21.21% Pingfang District 16.1 3.8 23.41% Hulan District 61.9 11.6 18.76% Acheng District 55.8 11.2 20.16% Shuangcheng 78.8 147.1 186.73% District Data source: Harbin Yearbook 2017
3.2.1.5 Disabled Until now, there are 190,946 disabled have get the certificate, including 19,066 visual disabilities, account for 9.98% of the whole disabilities who get the certificate; 11,935 hearing disabilities, account for 6.25% of the whole disabilities get the certificate; 123,413 physical disabilities, account for 64.6% of the whole disabilities get the certificate; 17,412 intelligent disabilities, account for 9.1% of the whole disabilities get the certificate; 10,597 mental disabilities, account for 5.54% of the whole disabilities get the certificate; 5,625 multiple disabilities, account for 2.94% of the whole disabilities get the certificate; According to the "Regulations on the Preferential Policies for Disabled Persons in Harbin", disabled persons should obtain free parking spaces in public places such as stations. Blind people can use the city bus free of charge.
The bus company should use the bus electronic station to facilitate it. car. In addition, urban retired cadres, disabled soldiers, disabled police, etc. are free of charge when taking the bus.
3.3 Involuntary Immigration
Involuntary resettlement should be avoided in the process of project construction as far as possible, but project construction needs to requisition certain land. So, involuntary resettlement is inevitable to some extent.
After the impact of project resettlement, the resettlement impact of the project adjustment and the immigration documents to be prepared are shown in Table 3-5 below:
Table 3-5 The Preparation of Immigration and Immigration Effect Identification Documents
Preparation of Sub-Projec Projects Project Content Immigration Effects Immigration t Name Documents
Reconstruct on the original road, no new land Mainly including road Building projects of will be occupied engineering, drainage Xinyang Road according to the plan. Compile the engineering, greening 6.06 km public transportation Rearrangement within the Resettlement engineering and other priority corridor red line of planning is Policy ancillary works involved, no demolition is Framework involved. Report; those Constructio Reconstruct on the three road are n of Public original road, no new land main stem of Transportati Mainly including Building projects of will be occupied Harbin city and on Priority drainage engineering, Nanzhi Road public according to the plan. are existing since Corridor greening engineering 6.27 km transportation Rearrangement within the the Harbin city and other ancillary priority corridor red line of planning is exists, thus no works involved, no demolition is need for Due involved. Diligence Building projects of Mainly including road Reconstruct on the research Changjiang Road engineering, drainage original road, no new land 5.39 km public transportation engineering, greening will be occupied priority corridor engineering and other according to the plan.
ancillary works Rearrangement within the red line of planning is involved, no demolition is involved.
It can be observed from Table 3-5 that, based on the latest approved preliminary design, the construction of public transportation priority corridor subproject will construct on three existing government-owned load, which is reconstruct on existing land. Due to the construction of viaduct above Xinyang Road, the proposed Xinyang Road Section will be widened comparing with the original road section, which will occupy some green belts and pavement on roadside. Other two corridors are reconstructing on the original road. Thus, no land acquisition and no demolition is needed. Based on the preliminary design and after consulting and confirmed with Harbin Land Bureau, the construction of bus Priority corridor subproject will not involve in the land acquisition of rural collective land, only the right of land use for state-owned is transferred.
The land occupied by the sub-project is state-owned land, and the current status is state-owned road. Therefore, the project will use the land for free without compensation. Roadside and road central reconstruction will involve the removal of trees and a small number of structures or existing infrastructure, and will temporarily occupy part of the land to solve the engineering waste and earthwork created during construction process. Land acquisition or temporary expropriation during the construction will be in accordance with bank policy procedures and policies.
In conclusion, the project content adjustment did not increase the impact of immigration.
3.4 Category and Analysis of the Stakeholders
3.4.1Category of Stakeholders
Due to the identification of stakeholders, the relative stakeholders includes government
and agencies, PMO and Enforcement agencies, impacted groups because of the land requisition and removal; inhabitant in the project service area, floating population; vulnerable groups; and other stakeholders. According to the effects, stakeholders could be divided into beneficiary, impaired party, stakeholders benefit from and impaired by the project, and vulnerable groups.
Table 3-6 Category of Stakeholders
Stakeholders of Category Judgments HCWSPTSP
Realize the public function of Government and agencies, organization; PMO, The bus company, Traffic police, Residents, Floating Meet public service Beneficiary population, Project requirements; implementation agencies and so Acquire direct economic on. benefit.
Groups and shops impacted Loss of tangible assets such by the rebuilt and expanded road as land and houses; line; Groups affected by the Impaired Loss of intangible assets such relocation of platform, car park, party as social relationship; the first stage and the last stage, park and protect spot, hub stage Be forced to change and slow bridge. livelihood and lifestyle.
Inconvenience of travel for a Communities, shops, Stakeho short time; schools, hospital, enterprise, etc. lders benefit along the three-dimensional and Meet the travel requirements and impaired integrative bus corridor affected with the improved traffic; from the temporarily by the construction project Improve the traffic economic of the project. and increase the social benefit.
Land and Resources Bureau, civil affairs bureau, Social Security office, EPA, Property of the project; Other RTA, senior citizens' work stakeholders committee, the Women's Realize the functions of Federation, Organization on agencies. Disability, etc. NGO, voluntary
Stakeholders of Category Judgments HCWSPTSP
association, WB
Poor families, female-headed households, Week characteristics of women, minorities, lonely Vulnera groups; elderly, children, disabled in ble groups project area and service area Voice and the ability of after the completion of the participation. project.
3.4.2 Project Social Impact Analysis
The relation between stakeholders and the project is impact and be impacted. Through the analysis of mutual adaptabilities, on the one hand, it can obtain the attitudes and requirements of the interest groups on the project, analyze the impact, and on the other hand, analyze the relationship between the local socio-economic, public transport development and group characteristics. Affect and influence the relationship and identify the corresponding social risks.
3.4.2.1 Mutual Adaptability Analysis of the Project
The mutual adaptabilities to the stakeholders and project, is mainly means that according to the different interest groups, the relationship between different stakeholders and the project, etc. identified by the stakeholder analysis method, gain the requirements and attitude to the project of interest groups, analyze the consequences. On the other hand, influence and adaptabilities on local organizations, social structure, technology, culture and so on. Table 3-7 is the analysis of mutual adaptabilities of between Bus priority corridors Project and all stakeholders.
Table 3-7 The Mutual Adaptabilities of Different Stakeholders of Project
Stakeholders Attitudes Accept abilities Supports and cooperation
Positive attitude； The government of According to the social economic Good adaptation Harbin city Ask the PMO of the development, consider the project city to approve the components, fund raising, policy
project and go about making and so on. the construction as soon as possible
Positive attitude; Ask the Project Strengthen the communication implementation between the government agencies and PMO of the city Good adaptation agencies to finish the other related agencies, to coordinate construction task as the relationship between the agencies soon as possible
Other government agencies (Harbin Positive attitude; Ask According to the function of different Municipal Finance the Project department, they should cooperate in Bureau, Civil Affairs implementation Good adaptation the sides the project involves, Bureau, agencies to finish the participate in project design, provide Environmental construction task as comments and suggestions Protection Agency, soon as possible etc.)
Project From the perspective of institutional implementation Positive attitude; ask demand, they should put forward agencies (Traffic for matching funds; go Good adaptation project content and construction Management Bureau, about the construction project after the project has been Bureau of as soon as possible. approved. Transportation, etc.)
The people influenced After they have accepted the Positive attitude; ask by the land Relatively good compensation and resettlement fund, for the reasonable acquisition and house adaptation they should take the initiative to leave compensation demolition the occupied land.
Positive attitude; Ask the project Through public participation channels, The people travel by implementation Good adaptation actively participate in the design of the public transportation agencies to start the project, to provide good advice construction as soon as possible
Special crowds; Vulnerable groups Positive attitude; ask the project including poor Through public participation channels, implementation families, Good adaptation actively participate in the design of the agencies to start the female-headed project, to provide good advice families, women, construction as soon ethnic minorities, the as possible elderly, children,
disabled people and primary and secondary school students in the project area and the service area after the completion of the project
3.4.2.2 Social impact analysis
Impact on bus travelers: Bus travelers are the most direct beneficiaries of this project. According to the survey, the main methods for non-winter and winter travel in Harbin are buses, walking and taxis. The proportion of non-winter and winter trips is 80.8% and 81.6% respectively. Bus is the preferred travel tools for citizens, and there is no big difference in seasonal distribution. In non-winter season, the percentage of Harbin citizens who take at least one bus a week is 82.6%; in winter, the percentage of Harbin citizens who take at least one bus a week is 79.2%. Therefore, the construction of this project will greatly improve the efficiency of urban road traffic, accelerate the application of urban intelligent transportation technology, reduce urban traffic congestion, improve the operating environment of public transport vehicles, and greatly improve the environmental quality of cities by reducing the emissions of polluting gases.
Impact on bus development: The social benefits generated by this project are also closely related to the development trend of public transportation. These three corridors involved in the project adjustment are the gathering place of Harbin comprehensive, transportation, administration, science and technology, commerce, residence, industry, etc., and will be connected to several subway lines: Xinyang Road Corridor is connected to the airport and Harbin City. The main line of the main commercial area; the Nanzhi Road corridor spans three districts of Harbin, with important commuting functions, accessing many commercial areas, residential areas, and office areas; the Yangtze River Road Corridor passes through cultural and entertainment, industrial areas, and residential areas. The improvement of residents' living standards, changes in
consumption habits and changes in travel styles have an impact on the project.
The construction of the adjustment part of the project will be improved through the bus corridor, improve the road traffic conditions in Harbin, ease traffic congestion, save the operating cost of the vehicle, and reduce the impact of vehicle emissions and traffic noise on the urban environment. Development will change people's travel habits and attract more people to use public transportation as their main travel tool to promote green travel.
On the other hand, the development trend of public transport has gradually changed with the improvement of the living standards of the country and people. From 2013 to 2016, the development of public transportation in Harbin is as follows:
Table 3-8 The Development of Public Transportation in Harbin
Increase percentage Bus unit 2013 2014 2015 2016 comparing with 2013
Bus lines in operation Number 211 211 255 289 36.97%
Line length in operation KM 4514 4673 5086 5435 20.40%
Operating vehicle at year-end Number 5990 6270 6923 7408 23.67%
Passenger volume 10k people 118343 127877 134227 134330 13.51%
Total revenue of passenger 10k RMB 93652 100155 102333 109619 17.05%
Average daily passenger volume 10k people 324 350 367 368 13.58%
Data source: Harbin 2017 Yearbook
It can be seen from the above table that, although the bus operation lines, the operation length and the total number of buses have increased more than 20%, in which the
number of bus lines has growth 36.97%, the changes of average daily passenger volume, the total number of passenger volume, and passenger revenue are significantly less that the increase rate of input on buses. In which, comparing with 2015, the bus operation lines increase 13.33%, the operation buses increase 7% in 2016, while the daily passenger volume has almost no change at all. It shows that in recent years, the increasing populations who use public transportation as the main transportation method is small. However, the completion of this sub-project will guarantee and improve the comfort, convenience and safety of the public transport service facilities in Harbin, improve the public transport situation in Harbin, and encourage more people to travel green by bus. At the same time, the project will also save vehicle transport time and cost, expand the benefits of bus operations.
Impact on resident’s transportation expenses: The economic and social development level is high in the project area, and the non-agricultural industries are relatively developed. Most of the affected labors are engaged in non-agricultural industries, salary income, income of work, self-employment income accounted for a high proportion of total household income. The temporary land occupation involved during the reconstruction process of public transportation corridors may affect the operation of shops along to some extent. However, after the operation of project, the improvement of traffic accessibility will be benefit to the improvement of the operating profit.
The usage of the service needs to pay a fee; the public welfare and low price of a ticket is two outstanding characteristics of the bus operation. Now, the bus ticket in Harbin is 1 yuan/per person·per time for adult, 0.5 yuan/per person·per time for students, 0 yuan/per person·per time for elderly. Moreover, after the finish of the construction of HCWSPTSP, the ticket price will not be changed. So, it will not cause the economic burden to the family.
Table 3-9 Residents' income and expenditure (2016)
Indictor 2015 2016 2016 growth over 2015
(%)
Income Per capita disposable income of rural 13375 14439 8 households (yuan) Per capita disposable income of urban 30978 33190 7.1 households (yuan) Average annual salary of employees in urban 58405 62583 7.2 non-private units (yuan/person) Expenditure Per capita consumption expenditure of 22961.7 24340.1 6 urban households (yuan) Urban residents' transportation expenditure 2102.1 2358.2 12.18 (yuan)
Per 100 household car ownership 20.5 23.7 15.61
Source：Harbin 2017 Yearbook
The completion of the project can greatly improve the traffic conditions of the original road bus vehicles, improve the operation speed of the bus, and bring huge time saving benefits to bus passengers. At the same time, the improvement of bus service level will also attract more travelers to choose to travel by public transport. Therefore, the project will greatly reduce the amount of private car travel, encourage residents to travel green, and reduce the pressure on the road network in the city. Residents' travel brings convenience and maximizes the social benefits of the project.
Vulnerable Groups
• Impact on women, children and the elderly: The project can provide them with an intelligent dispatch system to reduce waiting time; at the same time, the electronic information system can provide them with convenient and clear route indication; the construction of the platform infrastructure, including the platform and The vehicle's barrier-free design also ensures the accessibility and comfort of waiting and riding; the electronic eyes on the platform and the vehicle can improve the safety of the car. These will provide a useful guarantee for the physical and mental health and safety of vulnerable groups. At the same time, the project can create some job opportunities for women during construction and operation, and also help
improve women's work and life. Public transportation also has certain preferential fare policies for students and the elderly. Therefore, through the construction of this project, it will be beneficial to improve the quality of life of women and children in Harbin, and to ensure their travel needs and public safety.
• Impact on ethnic minorities: The proportion of ethnic minorities in the sub-project construction areas of this project is very low, and does not involve ethnic minority areas. Minorities and Han people will benefit equally from the project and get travel due to the construction of the project. Convenience, reducing travel time, and may therefore prefer to travel by bus when traveling, thereby improving the environment and reducing health problems caused by the environment. The project does not have new land acquisition, nor does it involve the demolition of ethnic minority houses or minority enterprises. Therefore, the livelihood and life of ethnic minorities in the project area will not be affected by the project.
• Impact on the poor: The project will give priority to the creation of employment opportunities to poor and low-income households with the ability to work to improve their economic income and quality of life.
• Impact on the disabled: The design of the bus corridor has fully considered the needs of the disabled. The blind road, barrier-free facilities, electronic voice station and other contents have been fully considered in the station and the vehicle to fully guarantee the convenience of the disabled to take the bus. Sex. At the same time, free or preferential fare policies are applied to persons with disabilities. These will bring great convenience to the travel of disabled people.
Employment: The project impacts on employment reflect in two aspects: project direct impacts on employment and project indirect impacts on employment. Among them, the direct impacts can be divided into two stages: project construction and operation. During the bus projects and public utility projects construction, the technical staff and casual labors need to be employed. During the operation, the fixed workers need to be recruited who are engaged in daily operation and management of enterprises and
maintenance work. Which means the project provides a lot of employment opportunities for local people, and it could be calculated during the project construction and operation, employment opportunities could be provided for about 1,709 people according to the coefficient of highway and transportation sector investment employment experience1. The project indirect impacts on employment reflect after the project construction. It improves the transportation condition of Harbin City and its surrounding, promotes the development of relevant industries, and gives impetus to the improvement of local employment.
Impact on PMO and Executive Agency Capacity Building: The construction and implementation of this project will improve the changes in social awareness. With the implementation of the loan work, the World Bank project scientific and standardized project demonstration, project implementation, management model and people-oriented thinking will be implemented, thereby improving the management level of the relevant functional departments of the people's governments at all levels, and improving project consultants and engineering. The academic level and technical level of the technicians and skilled workers implemented. Through the effective influence of the management model and management level of the World Bank, it affects all the project office and the relevant personnel of the executing agency.
3.4.3 Project Social Risk Analysis
Based on the project's implementation from preparation to early phase of the project, there are still some risks in the implementation of this adjusted project, mainly as follows:
1. Degree of information disclosure is not enough, lacking of public participation
From project preparation process and related interviews we can see that the degree of information disclosure is not enough. Neither the common people nor the government departments such as Land Resources Bureau, Civil Affairs Bureau, street offices and
1 Studies have shown that, on average, for each additional 100 million yuan investment to increase traffic 1185 direct jobs.
communities along the bus priority corridors do not know the project and project content. The project information disclosure and public participation have further room for improvement. It is recommended to introduce the publicity project to the public through various media and various forms in a timely manner, publicize the participation mode of the project, and encourage different stakeholders in the society to actively and effectively participate in the project and optimize project design and management.
2. Lack of World Bank Project experience, consciousness and concept of inclusive development is not very strong
From pre-project preparation process can be seen, the PMO has strong project preparation and management capabilities, but overall the project other relevant agencies, grasping and understanding of the policies of World Bank project are not comprehensive nor fully, which reflected in the lack of understanding some concepts and ideas in the project (like information disclosure, public participation and inclusive development), and the project preparation is inadequate in the early stage of project.
3. Construction impact on residents:
During the construction process, residents along the bus priority corridor will receive construction disturbances to varying degrees, especially the dust, noise, night construction impact, solid waste and other risks brought by the construction, and the frequency of traffic block will increase. Traffic management risks such as increased traffic accident rates will also follow.
In the process of bus priority corridors construction, daytime construction noise interferes with residents’ work and production along the roadsides, nighttime construction noise interfere with residents’ rest and living along the roadsides. During project construction, road surface excavation, construction dregs and construction materials will inevitably pile up along the way, rain construction dregs, building materials after rain washed and vehicle rolling, then the roads become muddy, these will affect the excavation of the road near the landscape and tidy. Construction of road excavation, bare ground surface in case of rainfall, may have a certain amount of soil
erosion, while the excavation of surface vegetation brings destruction. Laying new pavement and the transformation is complete; must recover the corresponding sections of green, reduce soil erosion and restore most of the vegetation. Therefore, reasonable construction methods must be taken to alleviate these impacts, and sensitive points close to the construction site should be sampled and monitored, and announcements should be issued to maximize the understanding, cooperation and support of the people. Finally, it should be emphasized that the construction unit must announce the notice on the construction site and announce the telephone number of the project section. The construction unit should contact the local environmental protection department in time to receive various environmental disputes. The specific construction mitigation measures are detailed in 4.1.2 “Reducing Social Risks during Project Construction”.
4. Planning and Implementation of Social Management
4.1 Social Management Plan of the Project
The design should minimize the scale of the land acquisition that the project involved in, environmental pollution problems caused by construction and traffic safety issues; reduce the negative impact of the project through public participation and listening to public opinion, so it is necessary to formulate a social management plan for the project.
4.1.1 Develop Resettlement policy framework
This project does not need to acquisition collective land. The land where terminals and hub stations to be used are all of state owned property. Project unit has optimized and reduced the unnecessary land acquisition and resettlement in the previous work as much as possible. But there still have some potential some sporadic demolitions or displacement of trees, poles ect. According to World Bank policy; this project should prepare a project resettlement policy framework to cover these potential resettlement issue.
4.1.2 Social Impact Mitigation Plan of the Project during Construction
4.1.2.1 Traffic Congestion Caused by Construction of Bus Station and Other Projects a) Segmented construction, to avoid spread across the board, which may result in a large area of blockage; b) Blocked construction should set aside the opening in a certain distance, especially in heavy traffic junctions; the opening should be larger; c) Once a section of the construction is completed, the site should be cleaned up immediately, the barrier and restore traffic should be removed; d) Strengthen information dissemination, release Traffic Guide timely.
4.1.2.2 Inconvenience of Enterprises and Shops’ Production and Operations Caused by the Barrier of
Construction a) Reasonably arrange each road construction, try to control the construction period; b) Under the premise of ensuring safety, do not use barriers if possible, once construction is completed, remove the barriers immediately; c) In the traffic junctions where there is enterprise outlet for the cargo, reserve appropriate space vehicle to facilitate business travel; d) Allows companies indicate information of businesses and shops on the wall of barriers.
4.1.2.3 Construction of Water, Electricity, Gas, Pipeline Sabotage Network a) Construction team shall master arrangement of various pipelines before construction to avoid blind construction; b) Construction team shall enhance the safety of staff education, overcoming brutal construction behavior;
c) For unavoidable circumstances for pipeline relocation and resettlement, issued early advance notice to admit the public take all the preparatory. d) Construction team shall arrange special personnel responsible for liaison with the host community committees, release information, listen to community residents’ report, run immediate crisis management once there is signs of the pipeline damage, and avoid magnification of crisis.
4.1.2.4 Noise Pollution on Surrounding Environment Generated by the Construction a) Blocks construction section as possible, repair retaining wall around timely after damage; b) Strengthen the management of construction site, place construction materials neatly, clean up garbage promptly; c) Cover the bare dirt or timely liquidation; d) During the construction process, try to take processes and technologies, which can control the generation of high-decibel noise; e) Prohibiting noisy construction work (before 8:00 A.M. and after 9:00 P.M.); f) Constructing temporary noise walls and taking other measures to mitigate the impact on the surrounding residents g) Adequate compensation of surrounding residents who are suffering serious noise disturbance; h) Monitoring harmful gases generated in the construction and operation, strictly use environmentally friendly building materials and construction techniques.
4.1.2.5 The Destruction of Transportation Security Risks Caused by Construction Facilities a) Retaining wall should be solid and reliable, timely repair once damaged; b) If the construction hinders the roadway or danger to sidewalk, should arrange
specialized personnel on-site command and management; c) Timely establish warning signs in the event of road damage or other hidden dangers places.
4.1.3 Social Impact Mitigation Plan during Operation of the Project a) The safety of residents nearby the bus terminals may have been affected by the operation of buses shall pay attention to the distance between bus lane and sidewalk. b) The rest of residents nearby the bus terminals may have been affected by the noise of the operation of buses, shall pay attention to the morning departure time and night time admission. c) Security issues of bus passengers getting off the platform, especially the security issues during the operation in the winter. d) Bus station and walkways should be non-slip surface designed.
4.1.4 Developing Traffic Safety Management Plan a) During the whole process of the project, increase education efforts for improving public awareness of road safety b) During construction, the city traffic police team shall strengthen cooperation with public transport Limited, to detect the impact of traffic safety and congestion that may happen due to the project. c) Set clear signs traffic alerts and tips in construction process, carry out traffic control for large-scale construction. d) Increase penalties of urban public traffic violation
4.1.5 Vulnerable Groups (Old and Sick Pregnant, etc.) Care Plans
4.1.5.1 Vulnerable Groups Fare Reduction Plan
After completion of the project, the fare will not change and the majority of urban
residents can afford. However it will also take certain percentage of incomes for vulnerable groups in the project area. To alleviate the burden of their lives, enabling them to enjoy the project's social benefits fairly, relevant government departments shall support policies and formulate preferential scheme as soon as possible according to the actual situation of vulnerable groups.
4.1.5.2 Facility Care for Vulnerable Group a) All Bus stops should have access facilities for the elderly, children and disabled access; b) Establishment seats for old and sick pregnant in public transportation vehicle; c) During the driving process of buses, regular prompt passengers to give seat old and sick pregnant; d) To meet the special needs of passengers, handrails inside should be set with high and low; e) Design the stations and bus, consider the up and down convenience of elderly, infants, people with disabilities carts; f) In the process of bus motion, strengthen the voice prompts, not only to report about the name of reaching station, but also the direction of travel destinations, transfer information, etc., also should timely remind the convenience of passengers, especially a timely reminder for vulnerable groups to get off and transfer.
4.1.6 Stakeholder Participation Plan
4.1.6.1 Principles and Framework for Participation
World Bank in its participation manual defines participation as “this is a process, project stakeholders through its influence, joint control involves the development of their involvement, the development of decision-making and related resources.” This definition avoids the major stakeholders in the development process who are simply treated as passive recipients of aid, interview subjects or labor, and to clear that the
implemented projects of World Bank should be a process that stimulating major interest groups, influencing and controlling the development of actions. The implementation of this process requires the entire country's economy and its relevant departments to consider a wider range of stakeholders; ensure that all stakeholder groups and their relationships can be identified, and in all phases of the project to be considered, let the poor be more accessible to resources, especially financial resources; and strengthen key stakeholders and their organizations’ ability to manage. Table 4-1 summarizes the main principles and framework for involved stakeholders.
Table 4-1 framework and principles of community participating in the project
The role of key The role of The role of No. Steps stakeholder Effects government expert groups
Help key Analysis of the stakeholder Analysis of the family, society, groups analyze Administrative, Can accurately problem and resources and problems and 1 political and find the real establishment of other issues, the guide them to financial support problem theme causes of find out the problems cause of the problem
Put forward their Based on the own needs, analysis of the compared the The content of problem relationship Study on whether project is proposed to the Content and between the cause government can linked to the government and 2 framework of the of problems and support proposal put actual needs of key project their own needs, forward by major key stakeholders the in order to stakeholders stakeholder views on the establish a groups technical framework to feasibility of solve the problem
According to Examination of the Together with Program family labor, relationship key activities between key stakeholders to 3 Project Plan gender division of should be labor, and other stakeholder groups develop plans, consistent with socio-economic and government early warning the main characteristics of funding programs plan production
The role of key The role of The role of No. Steps stakeholder Effects government expert groups
the season, season establish project stakeholder activity intends groups, labor and determine the allocation and responsible capital position persons
Establishing implementing organizational Beneficiary system to elect the Providing Implementation of Technical groups 4 person in charge conditions for the project Support responsible for of the activities implementation their own and implementation of project activities
Analysis of Project monitoring and implementation evaluation Beneficiary monitoring their Involved in results and groups keeps Monitoring and 5 activities and monitoring and report to the abreast of the evaluation organizing regular evaluation government and progress of assessment of major their activities progress stakeholder groups
Involved in the Evaluate their Involved in assessment process, Evaluate by the own input and the assessing the Final project review the beneficiary 6 ultimate effectiveness of evaluation effectiveness of whether they effectiveness of the review of government are benefited external support technical inputs investment
Decision Role Guarantor Supporter Roles Unified performer
4.1.6.2 Necessity of Participation
During the period of the project design, implementation and monitoring of management, in order to ensure various types of project beneficiaries timely get project-related information, and have equal opportunity put forward their own
proposals and comments for the corresponding questions, but also to facilitate the project implementation units and supervise management agencies to grasp the dynamic implementation of the project and to make a scientific decision-making based on the actual situation. Therefore, it is need to: a. Keep the openness of project information; the project needs to carry out propaganda work throughout the project cycle. Establish regular project information disclosure system, on a regular basis post the information which closely related to major stakeholder groups and the information they are particularly concerned about project in the public spaces of affected communities. In addition, it can also inform key stakeholders the preparation and implementation status of the project through group meetings, congress, posters, television, radio and other means. b. Help primary stakeholders build the project consciousness. Training can be carried into the following categories: a) carry out participatory training for primary stakeholders of the project and guide them to take the initiative to carry out thinking about the social and public transport development; b) carry out the relevant knowledge training, and guide primary stakeholders think about the impact of public transport to itself, to support public transportation construction; c) carry out technical training of the project, eliminating primary stakeholders’ concerns about the project. c. Encourage key stakeholder groups to participate in project construction, give priority to hire them for the project paid labor and allow them to provide logistical services for project construction. d. Concern about the role of community leaders and the strength of community in the project implementation process. Project needs the involvement of community leaders in advocacy, training, mobilization, reflecting the needs of the public and found problems in project implementation, coordination conflicts, follow-up management and other aspects.
4.1.6.3 Participation Goals
Around the public participation activities launched in project of City Public Transport
in Harbin, goals that expected to achieve are: a. During the stages of preparation and design in the project, in flexible and diverse ways, publish information about projects to various stakeholders groups involved in the project, to solicit Harbin public of different sexes, different ages, different classes, different travel modes advice and suggestions on alignments, site settings, bus terminals design, traffic organization, construction management, compensation and rehabilitation of affected residents and enterprises. b. Analyze and summarize the collected relevant information, provided to the project owner and design department and other relevant departments to optimize project design and project implementation and management, and open to the public the various optimization measures through continuous public participation and information communication to achieve optimization of project preparation and design. c. In the construction process of the project, through participatory public participation, dynamic collecting various stakeholder groups’ complaining, comments and suggestions, identify potential problems during the implementation stage, to seek a reasonable solution to the problem, ensure the smooth implementation of the project construction to achieve the maximization of the project’s social value.
4.1.7 Complaints and Appeals a. The Way of Collecting Dissatisfaction and Complaining
a). Collecting and understanding the problems including the masses complain, progress and work measures, through the report of local public transport and street construction leading group office of resettling.
b). Coordination problems found in inspecting the construction site found by the owner construction unit.
c). Information reflected by external monitoring agency.
d). Letters and visits of affected people.
e). Reflection of owners’ construction unit agency. b. Procedures of Appeals and Complaints
In planning the process of project’s design and implementation, the participation of immigrants is always encouraged. However, in practice there will be problems more or less, to resolved the problems arise promptly and effectively and to safeguard the smooth progress of construction, in addition to the existing levels of local government petition complaint channels, the project established a transparent and effective grievance redress and developed complaints and complaints procedures of the resettlement demolition for the affected residents. c. Principles for Handling Complaints and Grievances
Complain about the problem raised by the masses must be field research, fully solicit the opinions of the masses, patiently repeated consultations, put forward opinions objectively and impartially in accordance with national regulations and the principles and of criteria resettlement action plan provides must promptly reflect to the higher authorities about incapable of handling complaints issues, and to help to improve the investigation.
If the organization in the previous stage did not respond to questions on the appeal in the date specified, the complainant the right to appeal.
The Content and Manner of Complaint Reply: a) Reply Contents
• Descriptions of complainers’ dissatisfaction
• Fact-finding results
• Relevant state regulations, principles and standards of resettlement action plan
• Treatment advice and the specific basis b) The way of Answering Complaints
• The way of directly sent to those who complain complaints in written materials for individual phenomena question.
• Inform residents in the village or community in the form of village (residents) meeting or issue a document for the complaining problem reflecting by more people.
No matter which kind of Answer mode, all information must be delivered to the communities or units that the complainant belongs to.
Appeals and Complaints Records and Tracking Feedback
During the period that the project’s designing plan is executing, monitoring team should do a good job of registration of information and complaint and information processing results management in collaboration with various departments, regular Inscribed to resettlement office in written form. Project resettlement office will regular inspect the process of complain registration.
To have a complete record of the handling situation of related issues and complaint of affected population, project management office developed a registration form of the affected population’s complaints and grievances.
The table below is the Complaints and Appeals Registration Form for the project.
Table 4-2 Complaints and Appeals Registration Form of World Bank Loan Project
Receiving unit Time Location Actual handling Name of complainant The complaint Required solution Proposed solutions situation
Complainant (Signed) Recorder (Signed) Note: a. Records should accurately record the claimant's allegations content and requirements; b. There should not be any interference and obstacles in the appeals process; c. The proposed solution should reply complainant within the stipulated time.
In addition, the complaints and complaints channels should be released to the project-affected people, and before the implementation of resettlement, public propaganda materials need to be sent to each affected household, enterprises or stores.
4.2 The Implementation of Social Management Plan
4.2.1 Institutional Arrangements and Capacity Building
The main responsibility of implementing social management plan is project owners. According to the social management plan implementation requires and combine the functions division of project-related institutions, project owners can own or entrust relevant agencies all or partly responsible for implementing the project of social management plan.
A．Institutional Arrangements
Social management agencies about the project include:
• Construction project leadership team of HCWSPTSP loaned by World Bank
• Construction project management office of HCWSPTSP loaned by World Bank
• Harbin Transportation Agency
• The relevant government agencies in Harbin, (such as the HMDRC, the traffic police team, the Land Bureau, Construction Bureau, etc.)
• District government and streets along Harbin
• Project Monitoring and Evaluation Unit
B．Institutional Responsibilities
Construction project leadership team of HCWSPTSP loaned by World Bank: responsible for the entire project leadership and coordination of social management.
Construction project management office of HCWSPTSP loaned by World Bank: implementing social management and capacity building training accordance with the
requirements of the World Bank.
The relevant government agencies in Harbin, (such as the NDRC, the traffic police team, the Land Bureau, Construction Bureau, etc.): responsible for project specific social management plan implementation and monitoring of the Bank's policies and conduct training.
Harbin Transportation Agency: responsible for concrete implementation of social management plan and organizing training in terms of WB related policy.
District government and streets along Harbin: carry out social management with the project, and conduct training for the relevant policies of World Bank.
Project Monitoring and Evaluation Unit: investigation and assessment of the social management plan implementation of the project, proposing issues and recommendations to the Provincial Project Office and the World Bank to submit monitoring and evaluation reports.
C．Institutional Arrangements and Capacity Building
According to the survey, institutional capacity, working conditions and equipment configuration of the project is more complete, professional staff’s quality level is high; they have preparation for similar project, construction and operation of the national experience. Give the project belongs to the World Bank loan project, the relevant personnel need to be familiarity with the mode of operation for World Bank projects, especially in relation to social and security requirements and adequately compare with domestic experience, so they need further study and training for relevant business policy requirements. See table below for the Training Program.
Table 4-3 Institutional Capacity Building Training Program
Training Training Training Training Training object Training content subject time unit method The world bank project World Project Project office, sub implementation training bank management 2019 Face to face project unit (reimbursement procedures and officials class management measures including or
Training Training Training Training Training object Training content subject time unit method project management, drawing the consultan project reporting system, etc.) ts The All related personnel, world including project World Bank project results bank consulting, The first introduction and discussion seminar officials seminar implementation, half of 2020 and management and consultan related units ts The The Traffic world Management Bureau bank Traffic law and law enforcement of personnel 2019-2020 officials Face to face norms management, traffic or police consultan ts The The Traffic world Traffic Management Bureau bank Intelligent public transportation management of personnel 2019-2020 officials Face to face system and new equipment training class management, traffic or police consultan ts The The Traffic world Management Bureau bank Traffic safety education and of personnel 2019-2020 officials Face to face awareness training management, traffic or police consultan ts
4.2.2 Implementation Plan
According to the social management plan of the project, the project develops a detailed implementation plan and arrangements, see Table 4-4.
Table 4-4 Social Management Implementation Plan of the Project
No Implementation Contents Primary responsibility institutional . time 1 Implementation of social Construction project management office of 2019-2020
No Implementation Contents Primary responsibility institutional . time development plan and HCWSPTSP, each sub-project office, Land Bureau, resettlement Land Acquisition and Resettlement Office, the relevant streets and communities Implementation of Construction project management office of 2 Environmental Management 2019-2020 HCWSPTSP Plan Construction project management office of Information disclosure and 5 HCWSPTSP, each subproject office / the news 2019 public participation media Construction project management office of Monitoring and Evaluation of Once a year from 6 HCWSPTSP, each subproject office, monitoring Social Management Plan 2019-2020 bodies Implementation of fee waiver Harbin Municipal DRC and finance bureau, district plan for vulnerable groups in finance bureau, civil affairs bureau, municipal aging After 2020 social development programs committee, municipal disabled persons' federation, and resettlement programs lottery center, municipal bus company
4.2.3 Emergency Plan
Emergency plans has been established under the “Environmental Protection Law”, “Production Safety Law”, “national general public emergency contingency plans” and “national contingency plans for sudden environmental accidents” and relevant laws, and administrative regulations.
The Emergency Plan is divided into three categories: a. Construction emergencies. Traffic congestion caused by the barrier of construction will bring inconvenience to production and operation of business enterprises and shops along the construction; sabotage of water, electricity, gas, pipeline network, construction generated environment and noise pollution on the surrounding, security risks caused by the destruction of transportation facilities, construction is also possible to generate labor safety and other issues. These events are likely to evolve into emergencies, should be considered to reduce the economic losses caused by the barrier of construction, try to develop traffic diverting programs by traffic police departments, and in conjunction with the municipal departments to understand all kinds of pipelines well, and construct strictly following norms. Also, public information, informed the
public in advance. b. Emergencies caused by the uncooperative of interest groups during the construction period. The projects involves some land acquisition and resettlement, some residents, shops, enterprises and institutions are affected, some residents require relocation and become involuntary resettlement, which not only seriously affect their working lives, destruct their social support networks and social networks, but also some even severely affect their children to school, medical care and work trips. For their resettlement compensation, relocation standards often differ with resettlement requirements, which are likely to become emergencies, uncooperative to the construction of the project, and boycott the project. In addition, there are also local governments delay payment of compensation payments in various ways, and even reduce the compensation standards, which can easily lead to unexpected events. For such an event, resettlement implementation unit should strictly develop specific policies and implement procedures in accordance with the “Design Report” and “Resettlement Action Plan” requirements to prevent such incidents. c. The operational emergency. The operation of the end of the terminal bus stop and hub station may affect the rest of the nearby residents, the construction of bay docking station may encroach the sidewalk and other potential safety accidents and so on. These are likely to cause emergencies, should carried out a variety of plans from a technical and management aspects to guard against possible risks.
5. Conclusions and Suggestions
5.1 Conclusions
5.1.1 The construction of bus priority corridor project will promote local sustainable
development
Due to the rapid development of social economy and continuous promotion of urbanization process, the congestion of public transport is increasingly prominent, not
only affects residents’ life and livelihood, but also exert negative influence on attract investment. The construction of project not only can improve residents’ living environment and life quality, reduce rate of traffic accidents, save people’s life and property, but also can improve investment environment greatly, and thus playing an active role in promoting sustainable development of local social economy.
5.1.2 The development of vulnerable group can benefit from the implementation of
the project
The project has no negative effect on vulnerable groups including women, children, poor people, disabled. Among vulnerable groups, women are one for main sources of bus travelers, and the poor and the elderly are more likely taking buses. So, due to the implementation of the project, the bus operating conditions and the improvement of road congestion will benefit the vulnerable groups greatly. At the same time, the promotion of green travel method will be good for environmental protection, reducing the generation of air pollution, helping to improve their health. What's more, the job opportunities generated by the project will directly benefit the lives and economic development of women and the poor.
5.1.3 The Immigration and land Acquisition effect of the project
The construction site of the bus priority corridor subproject is located on three state-owned roads. The proposed construction content and location of the subproject do not occupy new land and there is no demolition. Changes on the content of this subproject do not add new impact on immigration.
5.1.4 Projects have little impact on ethnic minorities
No minority areas are within the scope of this project, so this project does not directly affect the ethnic minorities.
5.2 Suggestions
5.2.1 Increase the transparency of project information and public participation
The early investigation found that, although open information of the project has achieved good effects, there are still some blind angles and imperfections, part of institutions and public still do not get a clear perspective of the project. Therefore, it is suggested to open information through Internet, television, newspaper and showcase. Introduce the progress of the project, promote the meaning of project and increase residents’ sense of belonging. Open information in time and strive for the most widespread public support., and improve the project management through absorbing public advices and suggestions.
5.2.2 Mitigation measures and suggestions for environmental impact during
construction
Mitigation measures for traffic impact. Take this factor into full consideration when making project implementation and require particularly busy roads’ requirements to avoid the rush hour (such as night transport to ensure there is no traffic congestion during day time).
Reduce dust. It is advised that when constructing under the continuous good weather and wind conditions, spraying some water to the heap soil to prevent dust, and constructors should carry out cleaning policy for the construction sites.
Control noise pollution. To reduce construction impact on nearby residents, project should not allow construction from 10pm to 8am the next day within the area where is not far more than 200 meters away from residential. And construction equipment and methods should be taken into consideration and instrument which low noise is needed should be preferred. To the project must be constructed at night, which will affect surrounding residents; noise reduction measures should be carried out. And at the same
time, temporary facilities can be set up around construction sites or residential to ensure the quality of living environment.
Restore greenery on municipal roads. After completion of construction, damaged roads and landscaping by the bus priority construction project should be recovered as soon as possible so that avoids affecting urban function.
5.2.3 Further strengthen public participation
Public participation activities of the early preparation process of the project have gained some good effects. In the construction process of bus priority project, it is suggested to open information in time, consulting problems with public encountered during design and construction, and strive for the most widespread public support. Meanwhile, improve the project management through absorbing public advices and suggestions.
5.2.4 Strengthen public traffic safety education
It is suggested to develop public traffic safety propaganda and activities (e.g., training) along the community and schools within the bus priority corridor area, to introduce the concept of traffic safety and green travel to the school and community. The community participants mainly residents, but it shall guarantee a certain number of women, children and the elderly for each activity; School activities can be combined with daily traffic safety publicity, and encourage parents to participate, so that the public can develop good traffic habits, abide by the traffic rules, and participate into green travel.