public disclosure authorized rural-urban integration ...documents.worldbank.org/curated/en/... ·...
TRANSCRIPT
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Social Assessment Report of the Wuwei Subproject of the Gansu
Rural-Urban Integration Infrastructure Project
Wuwei Municipal Project Management Office Liangzhou District Project Management Office
Gulang County Project Management Office National Research Center for Resettlement, Hohai University
July 2014
World Bank-financed
Project
IPP739 V1 REV P
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I
Contents 1 INTRODUCTION ..................................................................................................................... 1
1.1 TASKS OF SA ................................................................................................................................... 1
1.2 SCOPE OF SA ................................................................................................................................... 1
1.3 KEY POINTS OF SA ........................................................................................................................... 1
1.4 METHODS OF SA ................................................................................................................................ 2
2 SOCIOECONOMIC DEVELOPMENT AND TRAFFIC MANAGEMENT OF THE
SUBPROJECT AREA ..................................................................................................................... 5
2.1 DEFINITION OF THE SUBPROJECT AREA ................................................................................................. 5
2.2 SOCIOECONOMIC PROFILE .................................................................................................................... 5
2.3 OVERVIEW OF TRAFFIC MANAGEMENT OF LIANGZHOU DISTRICT AND GULANG COUNTY .................................... 7
2.3.1 Traffic of Wuwei City, Liangzhou District and Gulang County ........................ 7
2.3.2 Key Problems in the Road Network ............................................................................. 9
2.3.3 Traffic Accidents ......................................................................................................... 10
2.3.4 Key Problems in Traffic Management of Liangzhou District and Gulang County........................................................................................................................................................ 11
3 STAKEHOLDERS AND PUBLIC PARTICIPATION............................................................ 14
3.1 IDENTIFICATION OF STAKEHOLDERS .................................................................................................... 14
3.1.1 Primary Stakeholders .................................................................................................... 14
3.1.2 Secondary Stakeholders ................................................................................................ 15
3.2 PUBLIC PARTICIPATION AND CONSULTATION PROCESS ........................................................................... 19
3.2.1 Institutional Interviews ............................................................................................ 19
3.2.2 FGDs with Villagers/Residents in the Subproject Area .................................... 20
3.2.3 FGDs with Enterprises and Public Institutions .................................................. 20
3.2.4 Questionnaire Survey .................................................................................................... 21
3.3 DEMAND ANALYSIS OF PRIMARY STAKEHOLDERS ..................................................................................... 26
3.3.1 Overall Evaluation of Local Residents on Local Traffic Conditions ........... 26
3.3.2 Traffic Problems and Demand Analysis .................................................................... 26
3.3.3 Local Residents’ Overall Evaluation of and Needs for Urban and Rural Buses........................................................................................................................................................ 29
3.3.4 Local Residents’ Overall Evaluation of and Needs for Traffic Safety ..... 31
3.3.5 Local Residents’ Overall Evaluation of and Needs for Traffic Management........................................................................................................................................................ 32
4 POVERTY ANALYSIS AND STRATEGY ............................................................................ 35
4.1 RURAL POVERTY ............................................................................................................................... 35
4.2 URBAN POVERTY AND MINIMUM LIVING SECURITY ................................................................................. 36
4.3 CAUSES OF IMPOVERISHMENT ............................................................................................................. 36
4.3.1 Liangzhou District ........................................................................................................ 36
4.3.2 Gulang County .................................................................................................................. 38
4.4 POVERTY REDUCTION MEASURES .......................................................................................................... 38
4.4.1 Liangzhou District ........................................................................................................ 39
4.4.2 Gulang County .................................................................................................................. 40
4.5 DEMAND ANALYSIS OF THE POOR ........................................................................................................ 42
4.6 POVERTY REDUCTION EFFECT OF THE SUBPROJECT ................................................................ 44
5 WOMEN’S NEEDS FOR THE SUBPROJECT ................................................................... 46
5.1 OVERVIEW OF LOCAL WOMEN .............................................................................................................. 46
5.1.1 Education .......................................................................................................................... 46
5.1.2 Division of Labor .......................................................................................................... 46
5.1.3 Participation in Public Affairs .............................................................................. 47
5.2 WOMEN’S NEEDS AND EXPECTATIONS ................................................................................................. 49
5.2.1 Relationship between Women and Traffic ................................................................ 49
5.2.2 Women’s Attitudes to and Needs for the Subproject ........................................ 50
5.3 IMPACTS OF THE SUBPROJECT ON WOMEN ............................................................................................. 53
5.3.1 Positive Impacts ............................................................................................................ 53
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5.3.2 Potential Risks .............................................................................................................. 54
5.4 WOMEN’S ACTION PLAN .................................................................................................................. 55
6 SOCIAL IMPACT ANALYSIS ............................................................................................... 58
6.1 POSITIVE IMPACTS .......................................................................................................................... 58
6.2 POTENTIAL RISKS............................................................................................................................ 59
7 SOCIAL MANAGEMENT PLAN AND IMPLEMENTATION ............................................... 62
7.1 SOCIAL MANAGEMENT PLAN ................................................................................................................ 62
7.2 PUBLIC PARTICIPATION PLAN ........................................................................................................... 65
8 GRIEVANCE REDRESS AND M&E .................................................................................... 67
8.1 GRIEVANCE REDRESS PROCEDURE ........................................................................................................ 67
8.2 M&E .............................................................................................................................................. 67
APPENDIX 1 MINUTES OF FGD WITH LIANGZHOU DISTRICT TRANSPORT
ADMINISTRATION BUREAU ....................................................................................................... 68
APPENDIX 2 MINUTES OF FGD WITH WOMEN IN GULANG COUNTY .............................. 69
APPENDIX 3 FIELDWORK PHOTOS ......................................................................................... 70
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III
List of Tables Table 1-1 Affected Townships and Villages, and Population Distribution .................................. 2 Table 1-2 Basic Information of Valid Samples ........................................................................... 3 Table 2-1 Socioeconomic Profile of the Subproject Area in 2011 .............................................. 7 Table 3-1 Ethnic Minorities in Affected Townships and Villages .............................................. 17 Table 3-2 Distribution of Samples of Questionnaire Survey .................................................... 22 Table 3-3 Public Participation Activities in the SA of the Subproject ....................................... 23 Table 4-1 Rural Poor Population in the Subproject Area (based on 2,300 yuan) .................... 35 Table 4-2 Urban Poor Population in the Subproject Area ........................................................ 36 Table 5-1 Traffic Modes of Samples by Gender ...................................................................... 49 Table 5-2 Women’s Action Plan of the Subproject................................................................... 56 Table 6-1 Possible Positive Impacts of the Subproject (3 Options Only) ................................ 59 Table 6-2 Possible Negative Impacts of the Subproject (3 Options Only) ............................... 61 Table 7-1 Social Management Plan ......................................................................................... 64 Table 7-2 Information Disclosure and Public Participation Plan .............................................. 65
List of Figures Figure 1-1 Distribution of Components ...................................... Error! Bookmark not defined. Figure 2-1 Pavement, Roadbed and Ditches of a Local Highway ........................................... 10 Figure 2-2 A Rural Trunk Road in Hengliang Xiang, Gulang County ....................................... 11 Figure 3-1 Photos of Institutional Interviews (upper left: Liangzhou District Women’s
Federation; upper right: Liangzhou District Transport Administration Bureau; lower left: Gulang County Transport Administration Bureau; lower right: Gulang County Traffic Police Brigade) .... 20Figure 3-2 Photos of Villager FGDs (Wuhe Village, Wuhe Xiang, Liangzhou District; Guangfeng Village, Sishui Town, Gulang County) .............................................. 20
Figure 3-3 Photos of FGDs with Freight and Passenger Transport Companies, and Drivers 21 Figure 3-4 Residents’ Overall Evaluation of Local Traffic Problems ....................................... 26 Figure 3-5 A Desolated Road in the Subproject Area .............................................................. 27 Figure 3-6 Local Residents’ Perceptions of Local Traffic Problems ........................................ 27 Figure 3-7 T-junction and Trunk Road without Warning Sign in the Subproject Area ............. 28 Figure 3-8 Local Residents’ Expectations for Improving Traffic Infrastructure ........................ 28 Figure 3-9 Local Residents’ Expectations for Improving Road Facilities ................................ 29 Figure 3-10 A Bus Shelter in Ma’er Village, Gaoba Town, Liangzhou District ......................... 29 Figure 3-11 Local Residents’ Overall Evaluation of Urban and Rural Buses .......................... 30 Figure 3-12 Local Residents’ Overall Evaluation of Local Traffic Safety ................................. 31 Figure 3-13 Local Residents’ Expectations for Improving Traffic Safety ................................. 31 Figure 3-14 Local Residents’ Satisfaction with Local Traffic Management ............................. 33 Figure 3-15 Road Junction without Electronic Monitoring Equipment ..................................... 34 Figure 4-1 Unhardened Sandstone Road in the Subproject Area ........................................... 43 Figure 5-1 Educational Levels of Samples by Gender ............................................................ 46 Figure 5-2 Occupations of Samples by Gender ...................................................................... 47 Figure 5-3 Women’ Overall Evaluation of Traffic Problems ..................................................... 50 Figure 5-4 Women’ Overall Evaluation of Urban and Rural Buses ......................................... 51 Figure 5-5 Women’ Overall Evaluation of Traffic Safety .......................................................... 51 Figure 5-6 Women’ Overall Evaluation of Traffic Management ............................................... 52
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IV
ABBREVIATIONS
FGD - Focus Group Discussion
HD - House Demolition
LA - Land Acquisition
M&E - Monitoring and Evaluation
PMO - Project Management Office
SA - Social Assessment
Units
Currency unit = Yuan (RMB) US$1.00 = RMB6.33 1 hectare = 15 mu
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1 Introduction
1.1 Tasks of SA
The SA team has conducted SA on public participation and information disclosure
in the Subproject based on the data from the in-depth fieldwork in Liangzhou District
and Gulang County, Wuwei City, identified primary stakeholders of the Subproject,
analyzed the economic, environmental, gender and other impacts of the Subproject
on primary stakeholders, and learned their specific needs for the Subproject (road
construction mainly) in order to optimize the project design, ensure the fair
participation of stakeholders in the Subproject, and ensure that their suggestions are
reflected practically. On this basis, the main tasks of this SA are:
(1)Identifying primary stakeholders, and their needs and interests, ad analyzing
their specific requirements for the Subproject;
(2)Learning primary stakeholders’ attitudes to the Subproject’s impacts on the
economy, environment, genders and vulnerable groups of the subproject area, and
other potential positive and negative impacts of the Subproject, and identifying social
risks of the Subproject;
(3)Learning the public’s perceptions of, satisfaction with and ideas about local
road traffic conditions, identifying primary stakeholders’ needs for roads and related
infrastructure, reflecting stakeholders’ reasonable appeals, and promoting their
realization; and
(4)Proposing a social management plan for optimizing the project design,
improving information disclosure and promoting public participation through extensive
informed participation and consultation, evading project risks, and promoting the
realization of the subproject objectives.
In addition, during public consultation, the public will fully understand the
background, objectives and implementation plan of the Subproject, and participate in
it through subproject information dissemination, experience sharing, etc.
1.2 Scope of SA
This SA was conducted around residents within the area affected by the 12
proposed roads under the Subproject, as detailed below:
( 1 ) Jinse Avenue-Fengle Town road works, including Liujiagou Village
(Hongxiang Town)-Shatan Village (Fengle Town) road (secondary road), Jinse
Avenue connecting line (Class-1 highway) (Liangzhou District);
(2)Jinse Avenue-Yongchang Town road works (trunk road) (Liangzhou District);
(3)Yanjia Village-Liuqi Village road works in Gaoba Town (trunk road)
(Liangzhou District);
(4)Jinse Avenue-Wunan Town road works (trunk road) (Liangzhou District);
(5)Urban road works of Huangyang Town, including Weiqi Road North (trunk
road), Weiqi Road South (trunk road), Jingyi Road(trunk road), Muxiao Road (branch
road) (Liangzhou District);
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(6)Jinse Avenue-Huangyang Town road works (secondary road) (Liangzhou
District);
( 7 ) Tumen area road works, including the Xinfeng-Wangfuying and
Shuangfeng-Yuandunzi branch roads (Gulang County);
(8)Tumen Town-Huanghuatan Village Class-2 Highway in Gulang County;
(9)Xiaoshanzi-Dajing Town Class-3 Highway (Gulang County);
(10)Road works in the new urban area of Dajing Town—Weisan Road (trunk
road) (Gulang County);
(11)Road works in the new urban area of Dajing Town—Weisi Road (secondary
road) (Gulang County);
(12)Road works in the new urban area of Dajing Town—Quancheng Road
(secondary road) (Gulang County).
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A1-2:金色大道连接线
一级公路 L 3020m W24.5m
A2:金色大道至永昌镇道路
主干路 L 7277m W28m
A3:高坝镇严家村至刘畦村道路
主干路 L3500m W28m
A4:金色大道至武南镇道路
主干路 L 4200m W29m
A6:黄羊镇镇区道路(L5700)
纬七路北段 主干路 L 1560m
纬七路南段 主干路 L 930m
经一路 主干路 L 2640m
牧校路 支路 L570m
A5:金色大道至黄羊镇道路
次干路 L 5800m W24m
A7:城乡融合发展核心区土门
组团道路—双丰至圆墩子
次干路 L 5200m W16m
A8:古浪县土门镇至黄花滩村二
级公路改建工程 L12200m W12m
A9:小山子至大靖镇三
级公路改建工程 L16760m W7.5m
A7:城乡融合发展核心区土门
组团道路—新丰至王府营
支路 L 7500m W16m
B3:大靖镇圈城路
次干路 L1520m W20m
B2:大靖镇纬四路
次干路 L2860m W20m
B1:大靖镇纬三路
主干路 L2740m W44m
B:大靖镇新城区道路 L7120m
A1-1:刘家沟至沙滩村道路
次干路 L 9200m W20m
Figure 1-1 Distribution of Components
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1.3 Key Points of SA
This SA consists of 8 parts, namely stakeholder analysis, poverty analysis and
strategy, women’s needs for the Subproject, social impact analysis, Subproject and
ethnic minorities, public consultation and participation process, social management
plan and implementation, grievance redress, and monitoring and evaluation (M&E).
(1)Stakeholder analysis
Identifying primary stakeholders involved in the project, mainly including affected
(positively or negatively) urban residents, rural residents, truck and bus drivers, traffic
police brigades, transport bureaus, development and reform bureaus, civil affairs
bureaus, ethnic and religious affairs bureaus, county women’s federations, etc.,
especially women, old people, the poor and other vulnerable groups, finding out their
needs for and attitudes to the Subproject, and analyzing their roles and interactions
(2)Poverty analysis and strategy
Introducing the background of the poor in the subproject area, analyzing causes
of poverty, proposing poverty reduction measures, and analyzing the poverty
reduction effect of the Subproject and appeals of the poor to prevent the broadening
of income gap, and ensure that the poor and other vulnerable groups benefit from the
Subproject
(3)Women’s needs for the Subproject
Introducing the background of local women, analyzing the Subproject’s impacts
on them and their appeals, and preparing a women’s action plan to protect women’s
rights and interests
(4)Social Impact Analysis
Analyzing the Subproject’s impacts on different stakeholders, including positive
and potential risks thereby identifying, controlling and evading social risks effectively,
especially for primary stakeholders, such as affected residents, and truck and bus
drivers
(5)Subproject and ethnic minorities
Introducing the background of the local ethnic minorities, and analyzing the
Subproject’s impacts on them and their appeals in order to maintain social stability
and promoting ethnic unity
(6)Public consultation and participation process
Improving public awareness of the construction plan of the Subproject through
prior consultation with primary stakeholders, identifying public needs for information
disclosure, improving the information disclosure mechanism of the Subproject based
on local characteristics and practices, optimizing the subproject design, and ensuring
that different stakeholders participate adequately and fairly in project planning, design
and implementation
(7)Social Management Plan and implementation
Proposing pertinent policy suggestions and actions, and avoiding or reducing
social risks through risk identification and analysis
(8)Grievance redress and M&E
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At the preparation, construction and operation stages, a grievance redress
mechanism will be established to learn and address the Subproject’s impacts on
stakeholders timely, and ensure as extensive community participation as possible. An
M&E mechanism will be established to ensure information disclosure and public
participation, and the effective implementation of the Social Management Plan.
1.4 Methods of SA
In order to ensure that the SA process and conclusions are scientific and effective,
a number of methods were used in this SA, including literature review, questionnaire
survey, focus group discussion (FGD), in-depth interview, key informant interview and
participatory observation. The purpose is to collect complementary information and
data, thereby obtaining a comprehensive picture of information disclosure and public
participation activities.
(1)Literature review
The following literatures were referred to mainly: ①Twelfth Five-year
Development Plans of Gansu Province and Wuwei City; ②Feasibility Study Report of
the Subproject; ③latest national economic and social development statistical bulletins
of Wuwei City, Liangzhou District and Gulang County, Statistical Handbook of
Liangzhou District (2012); ④Report on Development-oriented Poverty Reduction of
Liangzhou District, Twelfth Five-year Plan for Rural Development-oriented Poverty
Reduction of Liangzhou District, Regional Development and Poverty Reduction Plan
of Destitute Areas of Gulang County (2011-2020); ⑤Work Summaries 2012 of the
Liangzhou District and Gulang County Women’s Federations; and ⑥information on
road traffic of Liangzhou District and Gulang County.
(2)Questionnaire survey
According to the characteristics of the 12 subproject roads, the directly affected
area includes the villages run through by these roads, including 21 groups of 7
townships in Liangzhou District and 20 groups of 6 townships in Gulang County. See
Table 1-1.
Table 1-1 Affected Townships and Villages, and Population Distribution
District Township Village Cultivated
area (mu) HHs Population
Per capita net income
of farmers (yuan)
Liangzhou
District
Hongxiang Town Liujiagou 4995 716 2804 8352
Fengle Town Xinqiao 4274 246 1123 7774
Huaixi 8100 456 1900 9126
Wuhe Xiang
Wuhe 4404 336 1420 6692
Wu’ai 3561 319 1403 6935
Xiazhai 9034 524 2267 6937
Yongchang Town
Yangtong 2566 299 1242 7100
Shangao 5168 845 3535 7150
Zhangyi 4204 450 1894 7100
Liupei 4550 710 3173 6850
Shibei 2374 296 1340 7020
Gaoba Town
Xinmiao 2084 460 1664 9235
Ma’er 3318 714 1757 9815
Yanjia 2567 353 1382 7375
Liuqi 2111 360 1398 7567
Caijia 2062 284 1062 7301
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Huangyang
Town
Guangchang 2411 257 1070 9038
Xindian 1613 250 1193 8633
Wunan Town
Huasheng 3747 571 2408 9019
Fanjiazhai 3938 499 2098 8811
Qingshi 2694 347 1464 8928
Gulang
County
Sishui Town
Guangfeng 10754 641 2872 5243
Guanghui 14622 547 2637 5064
Zhouzhuang 5859 335 1522 5073
Tumen Town
Xitan 3759 225 1115 4405
Xinfeng 3197 231 1171 4418
Hujiabian 5427 440 1997 4819
Baotasi 5280 455 2343 4786
Wangfuying 4545 352 2045 4778
Huanghuatan
Xiang
Huanghuatan 8098 231 1164 5693
Malutan 8755 657 1795 5161
Dajing Town
Beiguan 4588 517 1841 3936
Dongguan 5636 670 2477 4335
Xiguan 5833 591 2390 2802
Santai 4628 346 1576 4170
Dazhuang 5325 572 2159 3866
Minquan Xiang
Minquan 3999 303 1390 3137
Hongqi 3127 246 1030 3042
Jinxing 3333 314 1551 3080
Xiakou 3928 291 1402 2830
Hengliang Xiang Zhujiadun 6087 243 1064 2261
Total / 13780 57584
Source: socioeconomic survey in August 2013
The questionnaire database was established and analyzed using the IBM SPSS
20.0 software. There are 302 valid samples. See Table 1-2.
Table 1-2 Basic Information of Valid Samples
Indicator Values
Gender Male, 74.8%; female, 25.2%
Age Average 46 years, ranging from 16 to 71 years
Urban/rural Rural, 95%; urban 5%
Educational
level
illiterate, 9.9%, primary school, 27.5%, junior high school, 49%, senior high
school/secondary technical school, 11.6%, junior college or above, 2.0%
Occupation Civil servant, 0.3%; worker of public institution, 1.3%; enterprise employee, 0.7%;
self-employer, 6.3%; freelancer, 4.3%; unemployed, 1.0%; student, 0.7%; farmer 85.4%
MLS Yes, 13.6%; no, 86.4%
(3)FGD
During the field survey, FGDs were held with heads and staff members of 17
agencies in Liangzhou District, including the Liangzhou District PMO, statistics bureau,
civil affairs bureau, poverty reduction office, environmental protection bureau, labor
and social security bureau, ethnic and religious affairs bureau, women’s federation,
urban construction supervision brigade, environmental sanitation office, transport
administration bureau, traffic police brigade, development and reform bureau,
agriculture and stockbreeding bureau, district traffic information platform, district
annals office, and municipal road office, as well as 17 agencies in Gulang County,
including the Gulang County PMO, statistics bureau, civil affairs bureau, poverty
reduction office, environmental protection bureau, labor and social security bureau,
ethnic and religious affairs bureau, county women’s federation, urban construction
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supervision brigade, environmental sanitation office, transport administration bureau,
traffic police brigade, development and reform bureau, agriculture and stockbreeding
bureau, county traffic information platform, county annals office, and municipal road
office, collecting baseline data related to the project.
Among the villages and townships affected by the 12 subproject roads, the SA
team held 60 FGDs with ordinary residents (not less than 30% being women), old
people, vulnerable groups (including ethnic minorities, the poor, MLS households, the
disabled, etc.) in Liujiagou Village, Hongxiang Town; Xinqiao Village, Fengle Town;
Wuhe and Xiazhai Villages, Wuhe Xiang; Yangtong and Gaoshan Villages,
Yongchang Town; Xinmiao and Ma’er Villages, Gaoba Town; Guangchang and
Xindian Villages, Huangyang Town; Huasheng and Qingshi Villages, Wunan Town in
Liangzhou District; and Guangfeng Village, Sishui Town; Xitan Village, Tumen Town;
6# New Rural Community, Huanghuatan Xiang; Beiguan and Dazhuang Villages,
Dajing Town; Minquan Village, Minquan Town; Zhujiadun Village, Hengliang Xiang in
Gulang County to learn the Subproject’s impacts on them, and their attitudes to and
suggestions on traffic conditions, management and safety in detail.
(4)In-depth interview
Personal in-depth interviews were designed to further learn production and living
conditions of the affected population, the Subproject’s positive and negative impacts
on them, potential risks, their attitudes to, suggestions on and suggestions for the
subproject design, which cannot be analyzed quantitatively. These interviews can
uncover some hidden facts. 65 men-times of in-depth interviews (including 31 women,
accounting for 47.7%%; and 8 poor people, accounting for 10.7%) were conducted in
20 villages (12 in Liangzhou District and 8 in Gulang County).
(5)Key informant interview
Organizational interviews at the municipal and district/county levels were
conducted mainly with heads of transport administration bureaus, traffic police
brigades, women’s federations, poverty reduction offices, etc. At the village level,
interviewees were mainly officials of village committees. These interviews were
designed to learn their comments and suggestions on the Subproject. 45 key
informant interviews were conducted in total.
(6)Participatory observation
Through the participatory observation of the affected villages, the local economic,
social, cultural and ecological conditions, the traffic behavior and patterns of local
residents, and the Subproject’s possible impacts can be further learned, thereby
providing an objective basis for optimizing the subproject design.
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2 Socioeconomic Development and Traffic Management of the Subproject Area
2.1 Definition of the Subproject Area
All stakeholders are divided into the directly and indirectly affected population.
The directly affected population includes the target groups served by the Subproject,
and those directly affected or disturbed by the Subproject; the indirectly affected
population includes the groups that may be affected or disturbed by the Subproject.
Correspondingly, the subproject area is also divided into directly and indirectly
affected areas, where the directly affected area includes the village groups run
through by the subproject roads, including 21 groups of 7 townships (Hongxiang Town,
Fengle Town, Wuhe Xiang, Yongchang Town, Gaoba Town, Huangyang Town and
Wunan Town) in Liangzhou District, and 20 groups of 6 townships (Sishui Town,
Tumen Town, Huanghuatan Xiang, Dajing Town, Minquan Xiang, Hengliang Xiang) in
Gulang County, with 17499 households and 73138 persons, and a land area of
196555 km2 in total. The indirectly affected area is the whole territory of Liangzhou
District and Gulang County, with a population of 1.4035 million and a land area of
10,369 km2.
2.2 Socioeconomic Profile
(1)Population
Wuwei City is located in central Gansu Province, the junction of the Qinghai-Tibet,
Loess and Mongolia-Xinjiang Plateaus, and the east end of the Hexi Corridor. The city
is bordered by the Qilian Mountains on the south, the Tengger Desert on the north,
Lanzhou and Baiyin Cities on the southeast, and Jinchang and Zhangye Cities on the
northwest. The city, known as Liang Prefecture in ancient times, was once a portal on
the well-known Silk Road. It is a well-known historical and cultural city of China, a
peculiar tourist destination, and a cradle of wines and ginseng fruit. It is located at the
center of the Western Longhai-Lanxin Railway Economic Belt, and also an important
farm and animal product production and processing base, and a new energy
production base of Gansu Province. The city governs Liangzhou District, Minqin
County, Gulang County and Tianzhu Tibetan Autonomous County, 8 sub-districts, 93
townships and 1,125 villages, and is inhabited by 38 ethnic groups, including Han, Hui,
Tibetan and Mongolian. At the end of 2011, the city’s resident population was 1.82
million, including an urban population of 500,000 and a rural population of 1.32 million.
Liangzhou District is the political, economic and cultural center of Wuwei City. Its
south is located in the Qilian Mountain Range, its center is an irrigated oasis, and its
northeast is surrounded by the Tengger Desert. The district governs 37 townships and
7 sub-districts, and is inhabited by 25 ethnic groups, including Han, Hui, Tibetan and
Mongolian. At the end of 2011, the district’s resident population was 1.0143 million,
with a natural growth rate of 5.36‰, including an urban population of 370,200,
accounting for 36.5%, and a rural population of 644,100, accounting for 63.5%. The
district governs 19 towns and 18 Xiangs, two development zones, and 7 sub-districts,
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and is the county-level administrative division with the largest population in Gansu
Province.
Gulang County is bordered by Jingtai County on the east, Liangzhou District on
the west, Alxa Left Banner, Inner Mongolia on the north, and Tianzhu Tibetan
Autonomous County on the south. The county governs 9 towns, 10 Xiangs, one
sub-district, 6 communities, 250 villages and 1,934 groups, and is inhabited by 10
ethnic groups, including Han, Hui, Tibetan, Mongolian, Miao, Manchu, Dongxiang, Tu,
Maonan and Yao. At the end of 2011, the county’s resident population was 389,500,
including an urban population of 73,580, accounting for 18.96%, and a rural
population of 355,759, accounting for 91.34%.
(2)Economy
In 2011, the city’s GDP was 27.285 billion yuan, a year-on-year growth of 13.1%
based on comparable prices, in which the added value of primary industries was 6.7
billion yuan, up 5.3%, that of secondary industries 11.553 billion yuan, up 18.6%, and
that of tertiary industries 9.031 billion yuan, up 12.7%. The ratio of primary, secondary
and tertiary industries changed from 26.43:40.01:33.56 in 2010 to 24.56:42.33:33.11.
Fiscal revenue was 2.017 billion yuan, a year-on-year growth of 55.63%, in which
general budgetary revenue was 1.017 billion yuan, up 58.18%. Fiscal expenditure
was 9.719 billion yuan, up 28.81%. At the end of 2011, the per capita disposable
income of urban residents was 13,261 yuan, a year-on-year growth of 1710 yuan, up
14.8%, and farmers’ per capita net income 5,193 yuan, up 642 yuan or 14.1%.
In 2011, Liangzhou District’s GDP was 17.618 billion yuan, a year-on-year growth
of 13%, in which the added value of primary industries was 3.96 billion yuan, that of
secondary industries 7.541 billion yuan, and that of tertiary industries 6.117 billion
yuan, a year-on-year growth of 5.3%, 18.3% and 12.9% respectively; fiscal revenue
was 1.137 billion yuan, up 50.67%, including general fiscal revenue of 376 million
yuan, up 54.5%. In 2011, the per capita disposable income of urban residents was
13,261 yuan, a year-on-year growth of 14.81%; and farmers’ per capita net income
6429 yuan, a year-on-year growth of 15%.
In 2011, Gulang County’s GDP was 2.84129 billion yuan, a year-on-year growth
of 11.8%. in which the added value of primary industries was 784.62 million yuan, up
5.31%, that of secondary industries 1.21943 billion yuan, up 14.5%; and that of
tertiary industries 837.24 million yuan, up 12.41%. The ratio of primary, secondary and
tertiary industries changed from 29.5:40.9:29.6 to 27.6:42.9:29.5. The per capita
disposable income of urban residents was 11,389 yuan, a year-on-year growth of
23.9%, and farmers’ per capita net income 3,559 yuan, a year-on-year growth of 20%.
(3)Social security
In 2011, the added urban employed population of Liangzhou District was 11,875,
and registered urban unemployment rate 3.76%. The participation rate of new-type
rural cooperative medical insurance was 99.89%, that of medical insurance for urban
residents 99.32%; and the insured population of endowment insurance for urban
employees was 35,041. Urban MLS population was 12,706 households with 30,725
persons, and rural MLS households with 23,066 households with 56,947 persons.
Urban and rural MLS subsidies totaling 140 million yuan were paid.
In 2011, the registered urban unemployment rate of Gulang County was 3.09%,
urban MLS population was 5,183, and subsidies totaling 15.6067 million yuan paid.
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The insured population of new-type rural cooperative medical insurance was 355,900,
and participation rate 97.33%. The insured population of rural social endowment
insurance was 189,746, and participation rate 97%. Rural five-guarantee support
population was 2,656, ad support expenses 6.3639 million yuan. Rural MLS
population was 64,102, and MLS subsidies totaling 75.8345 million yuan paid.
Table 2-1 Socioeconomic Profile of the Subproject Area in 2011
Indicator Wuwei City Liangzhou District Gulang County
Population
Gross population (0,000) 191.83 101.43 38.95
Urban population (0,000) 58.33 37.02 7.39
Rural population (0,000) 133.50 64.41 35.58
Males (0,000) 98.27 51.62 19.94
Females (0,000) 93.56 49.81 19.01
Minority population 6292
Population density (per km2) 58 199 76
Registered urban unemployment rate (%) 3.21 3.76 3.08
Divisioin
Townships 93 37 19
Sub-districts 7 7 0
Villages 1125 449 251
Ethnic minorities 37 24 9
Land area Land area (km
2) 33238 5081 5103
Cultivated area (0,000 mu) 381.37 145.84 113.3
Output
value
Regional GDP (00 million yuan) 341.55 214.83 35.19
Primary
industries
Output vale (00m yuan) 82.71 48.32 9.94
Percent (%) 24.22 22.5 28.25
Secondary
industries
Output vale (00m yuan) 150.43 95.97 14.7
Percent (%) 44.04 44.7 41.77
Tertiary
industries
Output vale (00m yuan) 90.32 70.54 11.15
Percent (%) 26.44 32.8 31.69
Per capita GDP (yuan) 18671 21184 9000
Income Per capita disposable income of urban residents 13261 13261 11389
Per capita net income of farmers 5193 6429 3559
Social
security
Rural MLS population (0,000) 20.44 5.69 6.41
Rural MLS households 91766 23066 30893
Urban MLS population (0,000) 5.34 3.07 0.47
Urban MLS households 20961 12076 2027
Five-guarantee population 1.34 4713 2656
Traffic Highway passenger volume (0,000) 3896 1938 421
Highway freight volume (0,000 tons) 5206 1334 708
Source: Statistical Handbook of Liangzhou District (2012); National Economic Statistical Bulletin of Gulang County (2012)
2.3 Overview of Traffic Management of Liangzhou District and Gulang
County
2.3.1 Traffic of Wuwei City, Liangzhou District and Gulang County
(1)Current traffic conditions of Wuwei City
Wuwei City is located in central Gansu Province, and the east end of the Hexi
Corridor. The city is run through by Lianhuo Expressway and National Highway 312
longitudinally, by Provincial Highway 211 diagonally, and by Provincial Highway 308
transversally. Both provincial highways are connected with National Highway 312,
forming the trunk highway network of the city. This network connects major townships,
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and plays an important role in connecting urban and rural areas, accelerating
urbanization and new countryside building, and promoting the rapid and sound
economic and social development.
During the Tenth Five-year Development Plan period, the Wuwei Municipal
Government took the opportunity of western China development to strengthen the
construction of national and provincial highways, and completed reconstruction of
Lianhuo Expressway (Gulang-Yongchang) and Provincial Highway S211
(Minqin-Wuwei, Class-2); during the Eleventh Five-year Development Plan period, the
Wuwei Municipal Government further accelerated the construction of the county and
township highway network, and during the first 3 years of the Eleventh Five-year
Development Plan period, urban and rural highways with a total length of
2,612.806km were constructed or reconstructed in the city. At the end of 2009, the
highway mileage of Wuwei City was 8,644.037km, road density 0.26km/km2, and the
average grade of the whole highway network 4.22. Among the 95 townships of Wuwei
City, 95 townships were connected by highways and 84 townships by rural roads,
accounting for 88% of all townships. Among the 1,129 villages of Wuwei City, 439
villages were connected by rural roads, accounting for 39% of all villages.
Highway infrastructure construction was fast during the Tenth and Eleventh
Five-year Development Plan period in Wuwei City, and the density and average grade
of the road network improved to some extent. However, traffic construction is far from
meeting the demand for economic and social development in terms of volume and
structure, and traffic difficulties still exist to varying degrees in different counties and
districts. In particular in remote mountain areas, underdeveloped highway traffic is still
a bottleneck on local economic development. Urban and rural highways are backward,
traffic difficulties are serious, highway accessibility is insufficient, grade structure is
irrational, where the percentage of off-grade and no-pavement highways is high,
bridges, culverts and supporting traffic facilities are unsound, disaster resistance is
poor, and throughput is low. The highway network is of low overall grade, poor
pavement condition and irrational structure.
(2)Current traffic conditions of Liangzhou District
Liangzhou District is run through by Lanxin and Ganwu Railways. The basic
framework of the highway network of Liangzhou District is composed of National
Highways G312 and G045 (total length 172.284km), Provincial Highways S211
(99.77km long), 8 special highways (total length 79.99km), and 12 county highways
(total length 317.227km), 39 township highways (total length 373.813km), and 589
village highways (total length 2,256.916km), with a total mileage of 3,300km, including
expressways of 44.634km, Class-1 highways of 16.369km, Class-2 highways of
97.509km and Class-3 highways of 307.725km. The total mileage of rural highways of
Liangzhou District is 2,650.648km, with a density of 52km per 100 km2, including
county highways of 327.649km, township highways of 369.713km and village
highways of 1,933.294km, accounting for 12.36%, 13.95% and 72.94% respectively.
By level, there are graded highways of 990.277km, accounting for 37.36%, and
off-grade highways of 1,660.371km, accounting for 62.64%. There are highways with
hardened pavement of 1,125.077km, accounting for 42.45%, and highways without
hardened pavement of 1,525.571km, accounting for 57.55%.
All the 38 townships (including a sub-district) of Liangzhou District are connected
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by highways; among the 449 villages, 207 are connected by asphalt-paved roads,
accounting for 46.1%, and 242 are not, accounting for 53.9%.
(3)Current traffic conditions of Gulang County
Gulang County is run through longitudinally by National Highway 312 and Lanxin
Railway, and transversally by Provincial Highway 308 and Ganwu Railway. In addition,
there are 7 county highways that form the traffic network of Gulang County together
with the above highways.
The total length of paved highways of Gulang County is 1,363.594km, including
high-grade pavements of 296.026km, sub-high-grade pavements of 323.728km and
low-grade pavements of 743.9km. A rationally structured highway network centered
on the county town and radiating to all townships has been formed, in which national
and provincial highways form the skeleton, county and township highways form the
main lines, and village highways serve as a supplement. During 2006-2010, rural
highways with a total length of 134.782km were reconstructed, and rural highways
with a total length of 591.6km newly constructed, so that all 19 townships in the county
are connected by asphalt-paved highways, and all 251 villages are connected by
highways. The improvement of highways has improved the county’s internal and
external transport, realized the rapid transport of means of production and living, and
farm and sideline products, and laid a good foundation for economic development and
new countryside building.
2.3.2 Key Problems in the Road Network
Since the Eleventh Five-year Development Plan period, great progress has been
made in the traffic infrastructure construction of Liangzhou District and Gulang County.
However, with the progress of economic restructuring and new countryside building,
the existing road layout and infrastructure can hardly meet the demand for economic
and social development, and the increasing traffic demand of the public. Generally,
the key problems in the road network of Liangzhou District and Gulang County are:
(1)Low overall transport capacity and slow growth of highway mileage: The
density of the railway and highway networks is low, there is no civil airport, and water
transport infrastructure is inadequate. The highway density of Liangzhou District is
27.66km per 100 km2, and the graded highway length per 10,000 people is 35.44km
only. The relatively lagging highway construction of Liangzhou District and Gulang
County has restricted economic and social development seriously.
(2)Low grade and serious damage of the highway network: First, most of the
existing asphalt highways are of low design standards and quality, and have
exceeded their design lives, and some highways are seriously damaged and need
repair urgently. Damage has been caused by natural disasters, such as collapses and
landslides, resulting in potential traffic risks. Second, the overall grade of the existing
highways is low. For example, in Liangzhou District, Class-3 highways account for
14.35% of total highway mileage, Class-4 highways account for 23.38%, and
off-grade highways account for 62.8%. In Gulang County, new rural highways are
short of bridges, culverts and protective works, resulting in low resistance to natural
disasters.
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(3)Irrational layout and insufficient accessibility of the highway network: First,
there are many inter-province, inter-county, inter-township and inter-village dead-end
highways, resulting in insufficient accessibility. For example, after the completion of
Jinse Avenue, there is no highway connected directed to it in some nearby townships.
Second, there is no highway connection in project area, such as between Huangyang
twon, and Zhangha province-level poverty reduction area, thereby restricting the
economic development or poverty reduction of these areas.
(4)There are many dead-end highways in project area, so that the service
coverage is restricted. The highway network must be re-planned and reconstructed.
Figure 2-1 Pavement, Roadbed and Ditches of a Local Highway
2.3.3 Traffic Accidents
(1)Liangzhou District
In 2012, 63 traffic accidents in Liangzhou District, in which 36 persons were killed
and 49 injured, with direct financial losses of 39,600 yuan. Compared to 2011, the
number of traffic accidents dropped by one, down 1.56%, the number of persons killed
rose by two, up 5.88%, the number of persons injured dropped by 7, down 12.5%, and
direct financial losses dropped by 800 yuan, down 1.98%.
By highway level, 5 accidents occurred on national highways, in which 5 persons
were killed and two injured, accounting for 7.93% of all accidents; 8 accidents on
provincial highways, in which 3 persons were killed and 7 injured, accounting for
12.69%; 10 accidents on urban highways, in which 4 persons were killed and 7 injured,
accounting for 16.67%; 40 accidents on county and township highways, in which 22
persons were killed and 33 injured, accounting for 63.49%. The incidence of traffic
accidents on county and township highways is much higher than that on other
highways.
By vehicle type, 10 accidents occurred between coaches and motorcycles, in
which 5 persons were killed and 6 injured, accounting for 15.87% of all accidents; 9
accidents between coaches and pedestrians, in which 2 persons were killed and 8
injured, accounting for 14.28%; two accidents between coaches and bicycles, in
which 2 persons were killed and one injured, accounting for 3.17%; and one accident
on a minibus, in which two persons were injured, accounting for 1.58%. 4 accidents
occurred between trucks and pedestrians, in which one person was killed and 4
injured, accounting for 6.34%; 10 accidents between trucks and motorcycles, in which
3 persons were killed and 6 injured, accounting for 15.87%; one accident on a truck, in
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which one person was injured, accounting for 1.58%; one accident between a truck
and a coach, in which one person was killed and two injured, accounting for 2.38%;
two accidents between trucks and three-wheelers, in which one person was killed and
two injured, accounting for 3.17%, one accident between a truck and a pedestrian, in
which one person was injured, accounting for 1.58%. 4 accidents occurred between
motorcycles, in which 2 persons were killed and 4 injured, accounting for 6.34%; one
accident on a motorcycle, in which one person was injured, accounting for 1.58%; 3
accidents between motorcycles and three-wheelers, in which 2 persons were killed
and two injured, accounting for 7.14%; and one accident between a three-wheeler
and a pedestrian, in which one person injured, accounting for 1.58%.
(2)Gulang County
In 2012, 23 traffic accidents (including 9 major ones and 14 ordinary ones)
occurred in Gulang County, in which 10 persons were killed and 29 persons injured,
with direct financial losses of 33,700 yuan. Compared to 2011 the number of traffic
accidents rose by one, up 4.55%; the number of persons killed dropped by one, down
9.09%, the number of persons injured rose by 6, up 26.09%, and direct financial
losses rose by 8,550 yuan, up 34%.
Figure 2-2 A Rural Trunk Road in Hengliang Xiang, Gulang County
2.3.4 Key Problems in Traffic Management of Liangzhou District and
Gulang County
Both hardware and software issues in the traffic management of Liangzhou
District and Gulang County are noteworthy, including:
(1)Weak road maintenance, resulting in serious pavement damage,
especially in rural areas
In Liangzhou District and Gulang County, highway grades are generally low,
where rural roads are Class-4 cement-paved roads mainly, and roads in mountain
areas are susceptible to collapses and landslides, making road maintenance crucial.
However, little attention is paid to road maintenance in Liangzhou District and Gulang
County due to limited financial support, so that only seriously damaged pavements
are repaired. As a result, vehicle tires and chassis are likely to be damaged,
increasing vehicle maintenance expenses by 20%-30%, and reducing riding comfort.
In the subproject area, township and village highways are actually not managed
and maintained, further aggravating pavement damage and increasing transport costs.
With the increase of rural highway mileage and the gradual improvement of the
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highway infrastructure, highway management and control over overload transport
should be strengthened. Due to the limited loading capacity of rural highways,
overloaded vehicles can damage rural highways very seriously. However, the reality is
that the number of overloaded vehicles driving on local rural highways is increasing,
and some vehicles have been transferred to rural highways from national and
provincial highways with strict overload control. Effective measures must be taken in
this respect.
(2)Inadequate traffic safety publicity, and lack of necessary traffic safety
knowledge
Currently, traffic safety publicity is mostly conducted in the county towns and at
schools in diversified manners, such as slogan, brochure, leaflet and workshop.
However, villagers have very limited exposure to basic traffic safety knowledge at the
township and village levels due to inadequate publicity. In 6 sample villages (Xinqiao
Village, Fengle Town; Shangao Village, Yongchang Town; Xindian Village, Huangyang
Town; Huasheng and Qingshi Villages, Wunan Town; and Beiguan Village, Dajing
Town), villagers are never aware of traffic safety training.
According to the traffic police brigade, the main case of inadequate publicity and
patrol is its limited manpower. The Liangzhou District Traffic Police Brigade has a
workforce of 82 and 5 squadrons, each of which has to manage 5-12 townships. The
Gulang County Traffic Police Brigade has 15 regular policemen and 44 wardens, who
have to manage highways with a total length of 1,100km.
(3)No electronic monitoring equipment in the subproject area, resulting in
ineffective regulation
There is no electronic monitoring equipment on important segments and at
junctions of township highways in Liangzhou District and Gulang County, and traffic
violations are rarely regulated, resulting in great potential safety risks.
(4)Existing traffic safety signs and warning signs are blocked by alley
trees or roadside buildings
For roads without crosswalks, traffic signals, deceleration belts, guardrails, traffic
safety signs and warning signs are only reminders that are essential to traffic safety.
However, such signs are sometimes blocked by alley trees and roadside buildings, so
that drivers cannot be reminded in advance, especially at road junctions and sharp
turns.
(5)Undeveloped road transport market, irrational transport structure, and
low transport level, resulting in long traffic times and high traffic expenses
The transport market is undeveloped, transport structure is irrational, transport
players are hardly competitive, the construction of transport facilities is lagging, and
transport management is backward. The existing public vehicle yards are small in size
and in poor condition, far from meeting demand. The rapid passenger transport and
logistics industries are in the early stage of development, and existing passenger and
freight vehicles are of low grade. There are limited measures for regulating the
transport market. These have restricted the road transport development of the
subproject area.
The conflict between supply and demand is prominent. The existing transport
service system is unsound and unable to offer better transport services, and the
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market plays a limited role in the allocation of resources.
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3 Stakeholders and Public Participation
3.1 Identification of Stakeholders
Stakeholders mean individuals or groups who can affect or be affected by the
objectives of the Subproject, and are divided into primary and secondary
stakeholders.
In the Subproject, primary stakeholders are urban and rural residents affected
directly by the subproject roads, especially women, children, old people, the poor,
MLS households, the disabled, and households affected by LA and/or HD.
Secondary stakeholders include: (1) freight and passenger transport companies,
and drivers, PMO, owner, design agency and other agencies concerned; and (2)
government departments concerned.
3.1.1 Primary Stakeholders
(1)Residents in the subproject area. The 12 subproject roads involve 21 groups
of 7 townships in Liangzhou District and 20 groups of 6 townships in Gulang County,
and are the main connections to the Jinse Avenue. Therefore, these roads play a
crucial role in the production and life of most residents in the subproject area.
Therefore, the focus of the SA will focus on the social impact assessment of new
and rebuilt roads along the needs and interests of residents.
(2)Land acquisition, demolition affected residents
① Land acquisition affected population.
The components of the Subproject involving LA are the Jinse Avenue-Yongchang
Town road works, Yanjia Village-Liuqi Village road works in Gaoba Town, Jinse
Avenue-Wunan Town road works, Jinse Avenue-Huangyang Town road works, urban
road works of Huangyang Town, Tumen area road works of Urban-Rural Integration
Zone (including Shuangfeng-Yuandunzi road and Xinfeng-Wangfuying road), Tumen
Town-Huanghuatan Village Class-2 Highway reconstruction, Xiaoshanzi-Dajing Town
Class-3 Highway reconstruction, and road works in the new urban area of Dajing
Town (including Weisan Road, Weisi Road and Quancheng Road). The design
agency fully considered LA’s impacts on local socioeconomic development, and
production and living systems at the design stage, and optimized the subproject
design to minimize LA and HD impacts. Therefore, the Subproject will not destroy the
existing production and living systems.But the permanent acquisition of 975.08 mu of
cultivated and garden land for the Subproject will affect 833 households with 3,757
persons in 50 groups of 31 villages in 10 townships (other 5 villages with 310 HHs
and 1089 APs will not be affected by cultivated and garden land acquisition and
will not suffer from income loss), namely Yongchang Town, Wuhe Xiang, Gaoba Town,
Wunan Town and Huangyang Town, Liangzhou District, and Tumen Town,
Huanghuatan Xiang, Minquan Xiang, Hengliang Xiang and Dajing Town, Gulang
County.
It is learned that almost all AHs support the Subproject because it will improve
local traffic conditions, and provide access to the new logistics and industrial parks
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near the railway station. In addition, they expect reasonable cash compensation, and
will use compensation fees for social insurance, skills training, stockbreeding,
protected agriculture, and characteristic fruit tree cultivation mainly, as well as
transport and business.
The following compensation and restoration programs for LA have been
developed in accordance with the applicable policies and based on local conditions
and the APs’ expectations. Mainly includes the following measures: Cash
compensation and distribution, Agricultural development and Social security
measures, Skills training and Employment promotion.
②Demolition of affected residents.
Rural residential houses totaling 76,662.36m² will be demolished for the
Subproject, affecting 190 households with 903 persons who will need to be relocated.
The demolished rural houses are characterized by unsound supporting facilities, aged
structure, and poor day-lighting and ventilation conditions. HD and resettlement
activities in the Subproject will provide an opportunity for the AHs to improve
residential conditions. The following 3 resettlement modes are available for the
demolition of rural residential houses under the Subproject:
The resettlement programs for HD of the affected villages can be summarized as
follows:
1)Relocation. Relocation is the resettlement mode chosen by most of the
affected villages, including Yangtong Village, Yongchang Town; Xiazhai Village, Wuhe
Xiang; Guangchang, Xindian and Xihe Villages, Huangyang Town; Xitan Village,
Tumen Town; and Beiguan and Xiguan Villages, Dajing Town.
2) Full cash compensation. The villages choosing full cash compensation are
Xiazhai Village, Wuhe Xiang; Shisanli and Liuqi Villages, Gaoba Town; Guangchang
and Xindian Villages, Huangyang Town; Xitan Village, Tumen Town; Dazhuang Village,
Dajing Town. The AHs may purchase housing in the new rural communities at cost
price, or in towns at market price using HD compensation fees.
3) Property swap. The villages choosing property swap are Beiguan, Dongguan
and Dazhuang Villages, Dajing Town.
(3)Non-residential demolition affected residents. Non-residential properties
totaling 2,894.41m² (899.46m² in masonry concrete structure, 1,519.95m² in masonry
timber structure and 485 m² in earth timber structure) will be demolished for the
Subproject, affecting 5 public institutions, namely Guangchang Primary School and
Gansu Agricultural University in Guangchang Village, Huangyang Town, the
Dazhuang Village Committee and Dajing Traffic Police Squadron in Dazhuang Village,
Dajing Town, and Dajing Seed Station (closed down) in Beiguan Village, Dajing Town,
and 10 stores in Guangchang Village, Huangyang Town. All operating normally.
3.1.2 Secondary Stakeholders
(1)Freight and passenger transport companies, and drivers: Drivers of
passenger and freight vehicles are main road users, and more attention should be
paid to their needs. Their main need for the Subproject is that the pavement of Jinse
Avenue should be hardened and broadened as soon as possible. At the drivers’ FGD
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at the Gulang County Transport Administration Bureau, most drivers said that in the
past, once a truck failed on the road when delivering goods to and from rural areas
(outgoing goods are mostly farm products, and incoming goods usually include
industrial products, such as cement and bricks), it would take 7,000-10,000 yuan to
tow the truck. Moreover, vehicles are likely to collide on narrow rural highways.
(2)PMO, owner, design agency and other agencies concerned: In Liangzhou
District and Gulang County, the Liangzhou District and Gulang County Subproject
Leading Groups and PMOs have been established at the development and reform
bureaus. The PMOs are responsible for coordination, management, supervision and
service in project implementation.
The design agency of the Subproject is Gansu Kedi Engineering Consulting Co.,
Ltd, which is responsible for preparing the Proposal and Feasibility Study Report.
The need of these agencies is to ensure the successful completion of the
Subproject through the effective cooperation of all stakeholders.
(3)Government departments concerned: These departments include the Wuwei
Municipal Development and Reform Commission, and Liangzhou District and Gulang
County Development and Reform Bureaus mainly. In addition, the departments
related to the construction, LA, HD and resettlement of the Subproject include the
Liangzhou District and Gulang County Transport Bureaus, Land and Resources
Bureaus, LA Management Offices, etc. The Subproject will also involve village
committees. Their need for the Subproject is to complete the Subproject successfully
through the effective cooperation of all departments concerned, so as to improve the
highway network of Wuwei City and promote sustainable local traffic development.
(4)Ethnic minorities: Liangzhou District and Gulang County are not main
minority areas in Wuwei City. The local minority population lives in a scattered manner,
and has entered the subproject area through marriage, job transfer, etc. Due to the
very small minority population, minority people have no fixed residential community,
no unique language or culture. They have no difference from the mainstream Han
people in terms of social welfare, rights, social security, and cultural and living
customs, and enjoy the same public services as those of the Han people.
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Table 3-1 Ethnic Minorities in Affected Townships and Villages
District
/county Component Township Village
Minority
population
Gross
population Hui Salar Dongxiang Bao’an Tibetan Mongolian Other
Percent of
minorities
Liangzhou 38 448 6292 1010295 2344 7 407 3 1844 126 1561 0.62%
Gulang 20 256 2638 398036 450 0 0 0 2093 52 43 0.66%
Total 8930 1408331 2794 7 407 3 3937 178 1604 0.63%
Fengle Town 69 17283 5 0 0 0 7 5 52 0.40%
Hongxiang Town 19 19230 1 0 0 0 10 0 8 0.10%
Yongchang Town 83 43344 1 0 0 0 42 0 40 0.19%
Wuhe Xiang 11 11324 1 0 0 0 1 0 9 0.10%
Gaoba Town 118 53554 1 0 0 0 35 4 78 0.22%
Fafang Town 18 24335 2 0 0 0 2 0 14 0.07%
Wunan Town 370 50655 138 1 0 0 30 3 198 0.73%
Huangyang Town 475 63232 121 0 1 0 87 8 258 0.75%
Tumen Town 44 36357 14 0 0 0 17 0 13 0.12%
Sishui Town 49 22639 22 0 0 0 26 0 1 0.22%
Dajing Town 32 42876 28 0 0 0 2 2 0 0.07%
Minquan Xiang 12 19882 0 0 0 0 12 0 0 0.06%
Hengliang Xiang 102 12902 0 0 0 0 87 0 15 0.79%
Total 19262 3234275 5922 15 815 6 8232 378 3894 0.60%
1. Jinse Avenue- Fengle
Town road works
Fengle Town Xinqiao 5 1100 0 0 0 0 0 5 0 0.45%
Huaixi 3 1900 0 0 0 0 2 0 1 0.16%
Hongxiang Town Liujiagou 0 2806 0 0 0 0 0 0 0 0
2. Jinse Avenue- Yongchang
Town road works (Liangzhou
District)
Yongchang Town
Zhangyi 0 1893 0 0 0 0 0 0 0 0
Yangtong 1 1293 0 0 0 0 1 0 0 0.08%
Liupei 3 3133 0 0 0 0 0 0 3 0.10%
Shibei 2 1301 0 0 0 0 1 0 1 0.15%
Shangao 13 3570 0 0 0 0 8 2 3 0.36%
Wuhe Xiang
Wuhe 2 1420 0 0 0 0 1 0 1 0.14%
Wu’ai 1 1403 0 0 0 0 1 0 0 0.07%
Xiazhai 1 2267 0 0 0 0 0 0 1 0.04%
3. Yanjia Village- Liuqi
Village road works in Gaoba
Town
Gaoba Town
Xinmiao 3 1616 0 0 0 0 2 0 1 0.19%
Ma’er 1 2912 0 0 0 0 1 0 0 0.03%
Yanjia 0 1382 0 0 0 0 0 0 0 0
Liuqi 0 1398 0 0 0 0 0 0 0 0
Caijia 0 1062 0 0 0 0 0 0 0 0
4. Jinse Avenue- Wunan
Town Class-1 Highway Wunan Town
Huasheng 3 2408 0 0 0 0 3 0 0 0.12%
Fanjiazhai 2 2098 0 0 0 0 2 0 0 0.10%
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Qingshi 4 1464 0 0 0 0 4 0 0 0.27%
Tangxin 1 719 0 0 0 0 1 0 0 0.14%
5. Jinse Avenue- Huangyang
Town road works
Huangyang Town
Guangchang 6 3383 0 0 0 0 6 0 0 0.18%
Xindian 26 3256 0 0 0 0 26 0 0 0.80%
Huangyang 9 1812 0 0 0 0 5 0 4 0.50%
Tanggou 6 1726 0 0 0 0 3 0 3 0.35%
6. Urban road works of
Huangyang Town
Sanduncao 11 1411 0 0 0 0 3 0 8 0.78%
Xinjian 10 1397 0 0 0 0 5 0 5 0.72%
Xinhe 5 1565 0 0 0 0 0 0 5 0.32%
7. Tumen area road works
(Gulang County)
Tumen Town
Xinfeng 0 668 0 0 0 0 0 0 0 0
Baotasi 0 5280 0 0 0 0 0 0 0 0
Wangfuying 2 4545 1 0 0 0 1 0 0 0.04%
Sishui Town
Guanghui 2 2637 0 0 0 0 2 0 0 0.08%
Guangfeng 4 2872 0 0 0 0 4 0 0 0.14%
Zhouzhuang 0 1522 0 0 0 0 0 0 0 0
8. Tumen Town-
Huanghuatan Village Class-2
Highway in Gulang County
Huanghuatan
Xiang
Huanghuatan 51 2869 0 0 0 0 39 0 12 1.78%
Malutan 8 1164 2 0 0 0 4 0 2 0.36%
Erdun 1 2107 0 0 0 0 0 0 1 0.05%
9. Xiaoshanzi- Dajing Town
Class-3 Highway
reconstruction (Gulang
County)
Dajing Town Santai 0 1743 0 0 0 0 0 0 0 0
Minquan Xiang
Jinxing 2 1555 0 0 0 0 2 0 0 0.13%
Minquan 2 1394 0 0 0 0 2 0 0 0.14%
Zhangjiatai 3 2118 0 0 0 0 3 0 0 0.14%
Hongqi 1 1033 0 0 0 0 1 0 0 0.10%
Xiakou 2 1406 0 0 0 0 2 0 0 0.14%
Hengliang Xiang Zhujiadun 0 417 0 0 0 0 0 0 0 0
10. Road works in the new
urban area of Dajing Town—
Weisan Road
Dajing Town
Dongguan 0 2739 0 0 0 0 0 0 0 0
Beiguan 0 2035 0 0 0 0 0 0 0 0
Xiguan 0 2642 0 0 0 0 0 0 0 0
Dazhuang 0 2387 0 0 0 0 0 0 0 0
11.Road works in the new
urban area of Dajing Town—
Weisi Road
Dajing Town
Dongguan 0 2739 0 0 0 0 0 0 0 0
Beiguan 0 2035 0 0 0 0 0 0 0 0
Xiguan 0 2642 0 0 0 0 0 0 0 0
Dazhuang 0 2387 0 0 0 0 0 0 0 0
12.Road works in the new
urban area of Dajing Town—
Quancheng Road
Dajing Town
Beiguan 0 2035 0 0 0 0 0 0 0 0
Dazhuang 0 2387 0 0 0 0 0 0 0 0
Total 196 112373 3 0 0 0 136 7 50 0.17%
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Liangzhou District and Gulang County has a total minority population of 8,930,
accounting for 0.63% of gross population. The 13 townships along the 12 subproject
roads have a total minority population of 1840, accounting for 0.43% of gross
population (428,073). The 41 villages directly affected by the 12 subproject roads
have a total minority population of196, accounting for0.17% of gross population
(112373) only. Minority population is scattered in the subproject area. In addition, LA
and HD for the Subproject will not affect minority population, which will benefit from
the Subproject, and the Subproject will not have any negative impact on minority
population. Therefore, no ethnic minority development plan is necessary. See Table
3-1.
3.2 Public Participation and Consultation Process
With the support of the Wuwei, Liangzhou District and Gulang County PMOs, the
SA team conducted organizational interviews, FGDs with village group heads,
villagers, vulnerable groups, public institutions and enterprises, a questionnaire
survey, personal in-depth interviews and a field investigation in 11 villages in 7
townships in Liangzhou District and 8 villages in 6 townships in Gulang County from
July 29 to August 12, 2013 to collect suggestions on and needs for the subproject
design. See Table 3-3.
3.2.1 Institutional Interviews
Organizational interviews were conducted with the Liangzhou District PMO,
statistics bureau, civil affairs bureau, poverty reduction office, environmental
protection bureau, labor and social security bureau, ethnic and religious affairs bureau,
women’s federation, urban construction supervision brigade, environmental sanitation
office, transport administration bureau, traffic police brigade, development and reform
bureau, agriculture and stockbreeding bureau, district traffic information platform,
district annals office, and municipal road office to collect relevant data.
Organizational interviews were conducted with the Gulang County PMO,
statistics bureau, civil affairs bureau, poverty reduction office, environmental
protection bureau, labor and social security bureau, ethnic and religious affairs bureau,
county women’s federation, urban construction supervision brigade, environmental
sanitation office, transport administration bureau, traffic police brigade, development
and reform bureau, agriculture and stockbreeding bureau, county traffic information
platform, county annals office, and municipal road office to collect relevant data.
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Figure 3-1 Photos of Institutional Interviews (upper left: Liangzhou District Women’s Federation; upper right: Liangzhou District Transport Administration Bureau; lower left: Gulang County Transport Administration Bureau; lower right: Gulang County Traffic Police Brigade)
3.2.2 FGDs with Villagers/Residents in the Subproject Area
76 FGDs with village heads, villagers, women and vulnerable groups (old people,
the disabled, the poor) were held in Liujiagou Village, Hongxiang Town; Xinqiao
Village, Fengle Town; Wuhe Village, Wuhe Xiang; Yangtong and Shangao Villages,
Yongchang Town; Xinmiao and Ma’er Villages, Gaoba Town; Guangchang and
Xindian Villages, Huangyang Town; Huasheng and Qingshi Villages, Wunan Town in
Liangzhou District; as well as Guangfeng Village, Sishui Town; Xitan Village, Tumen
Town; 6# New Rural Community, Huanghuatan Xiang; Beiguan and Dazhuang
Villages, Dajing Town; Minquan Village, Minquan Town; and Zhujiadun Village,
Hengliang Xiang in Gulang County. The SA team collected information on road
infrastructure, traffic modes, traffic convenience, traffic expenses and traffic safety in
the subproject area, and local residents’ attitudes to and needs for the Subproject.
Figure 3-2 Photos of Villager FGDs (Wuhe Village, Wuhe Xiang, Liangzhou District;
Guangfeng Village, Sishui Town, Gulang County)
3.2.3 FGDs with Enterprises and Public Institutions
With the support of the Wuwei, Liangzhou District and Gulang County PMOs, the
SA team also held FGDs with 16 agencies concerned in the subproject area.,
including FGDs with traffic policemen and transport administrators at the Liangzhou
District Traffic Police Brigade, Public Security Bureau and Transport Administration
Bureau, as well as the Gulang County Traffic Police Brigade and Transport
Administration Bureau, and with heads and drivers at the freight and passenger
transport companies of Liangzhou District and Gulang County. Through these FGDs,
the SA team got a further understanding of the local road infrastructure, traffic
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management, current traffic situation, potential needs, and traffic safety and public
traffic issues, and collected ideas for future traffic development.
Figure 3-3 Photos of FGDs with Freight and Passenger Transport Companies, and Drivers
3.2.4 Questionnaire Survey
The SA team further conducted a questionnaire survey and personal interviews
on affected village groups, schools, hospitals and stores in two groups. The SA team
collected 302 valid copies (182 in Liangzhou District and 120 in Gulang County) of the
questionnaire, and conducted 76 (44 in Liangzhou District and 32 in Gulang County)
personal interviews in Liujiagou Village, Hongxiang Town; Xinqiao Village, Fengle
Town; Wuhe Village, Wuhe Xiang; Yangtong and Shangao Villages, Yongchang Town;
Xinmiao and Ma’er Villages, Gaoba Town; Guangchang and Xindian Villages,
Huangyang Town; and Huasheng and Qingshi Villages, Wunan Town in Liangzhou
District, as well as Guangfeng Village, Sishui Town; Xitan Village, Tumen Town; 6#
New Rural Community, Huanghuatan Xiang; Beiguan and Dazhuang Villages, Dajing
Town; Minquan Village, Minquan Town; and Zhujiadun Village, Hengliang Xiang in
Gulang County.
Through the questionnaire survey, personal interviews and FGDs, the SA team
found out some common issues of extensive concern in the subproject area. Through
further sorting out and analysis, issues and suggestions proposed by stakeholders
can be made clear, so that key issues can be addressed intensively.
The sample size was determined based on a confidence level of 90% and an
absolute error of not more than 5%. Here, e is the absolute error of 0.05, z is equal to
1.645 at a confidence level of 90%, and the maximum of p (1-p) is 0.25. Based on a
comprehensive consideration of accuracy, cost and feasibility, the above sample size
was expanded to 320.
The questionnaire survey was conducted in 20 villages, with 320 copies of the
questionnaire distributed and 302 valid copies (94.38%) recovered in total, where 192
copies of the questionnaire were distributed in 12 villages in Liangzhou District, with
182 valid copies recovered, accounting for 94.79%, and 128 copies of the
questionnaire were distributed in 8 villages in Gulang County, with 120 valid copies
recovered, accounting for 93.75%. See Table 3-2.
The questionnaire survey covers: ①residents’ overall evaluation of local road
conditions and their traffic modes; ②information disclosure, and positive and negative
249)1(
)1(
2
20
N
pp
z
e
ppn
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impacts of the Subproject; ③residents’ comments on and needs for local traffic
management; ④residents’ comments on traffic safety and suggestions; and
⑤household and personal information.
Table 3-2 Distribution of Samples of Questionnaire Survey
District
/county Township Village
Number of
copies (N)
Valid
copies (n)
Percent of valid
copies (%)
Liangzhou
District
Hongxiang Town Liujiagou 16 16 100
Fengle Town Xinqiao 16 15 93.75
Wuhe Xiang Wuhe 16 16 100
Xiazhai 16 16 100
Yongchang Town Yangtong 16 14 87.5
Shangao 16 15 93.75
Gaoba Town Xinmiao 16 15 93.75
Ma’er 16 15 93.75
Huangyang Town Guangchang 16 15 93.75
Xindian 16 15 93.75
Wunan Town Huasheng 16 15 93.75
Qingshi 16 15 93.75
Gulang
County
Tumen Town Xinfeng 16 15 93.75
Sishui Town Guangfeng 16 15 93.75
Tumen Town Xitan 16 15 93.75
Huanghuatan
Xiang
6# New Rural
Community 16 15 93.75
Dajing Town Beiguan 16 15 93.75
Dazhuang 16 15 93.75
Minquan Xiang Minquan 16 15 93.75
Hengliang Xiang Zhujiadun 16 15 93.75
Total 320 302 94.38
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Table 3-3 Public Participation Activities in the SA of the Subproject
Date Village FGD participants Details Remarks
July 30-31,
2013 Subproject area
The SA team entered the areas near the Jinse Avenue-Gaoba Town, Jinse
Avenue-Yongchang Town, and Jinse Avenue-Huanghuatan New Rural Community
components for the questionnaire survey and interviews.
Aug. 3,
2013
Liujiagou Village,
Hongxiang Town,
Liangzhou District
6 women, 6 old people,
4 reps. of vulnerable
groups, 6 reps. of
villagers, 3 village group
heads, 23 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (2 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 9
Some members of the SA
team held FGDs, and
other members of the SA
team entered Liujiagou
Village for questionnaire
survey and interviews.
Aug. 3,
2013
Xinqiao Village,
Fengle Town
6 women, 6 old people,
4 reps. of vulnerable
groups, 6 reps. of
villagers, 3 village group
heads, 23 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (2 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 9
Other members of the SA
team entered Xinqiao
Village for questionnaire
survey and interviews.
Aug. 3,
2013
Wuhe Village, Wuhe
Xiang
6 women, 6 old people,
4 reps. of vulnerable
groups, 6 reps. of
villagers, 3 village group
heads, 23 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (2 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 9
Other members of the SA
team entered Wuhe
Village for questionnaire
survey and interviews.
Aug. 4,
2013
Yangtong Village,
Yongchang Town
6 women, 6 old people,
3 reps. of vulnerable
groups, 5 reps. of
villagers, 2 village group
heads, 20 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 7
Other members of the SA
team entered Yangtong
Village for questionnaire
survey and interviews.
Aug. 4,
2013
Yongchang
TownShangao
6 women, 6 old people,
4 reps. of vulnerable
groups, 6 reps. of
villagers, 3 village group
heads, 23 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (2 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 9
Other members of the SA
team entered Shangao
Village for questionnaire
survey and interviews.
Aug. 4,
2013
Xinmiao Village,
Gaoba Town
6 women, 6 old people,
3 reps. of vulnerable
groups, 5 reps. of
villagers, 2 village group
heads, 20 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 7
Other members of the SA
team entered Xinmiao
Village for questionnaire
survey and interviews.
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Date Village FGD participants Details Remarks
Aug. 4,
2013
Ma’er Village, Gaoba
Town
6 women, 6 old people,
3 reps. of vulnerable
groups, 5 reps. of
villagers, 2 village group
heads, 20 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 7
Other members of the SA
team entered Ma’er
Village for questionnaire
survey and interviews.
Aug. 5,
2013
Guangchang Village,
Huangyang Town
6 women, 6 old people,
3 reps. of vulnerable
groups, 5 reps. of
villagers, 2 village group
heads, 20 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 7
Other members of the SA
team entered
Guangchang Village for
questionnaire survey and
interviews.
Aug. 5,
2013
Xindian Village,
Huangyang Town
6 women, 6 old people,
4 reps. of vulnerable
groups, 6 reps. of
villagers, 3 village group
heads, 23 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (2 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 9
Other members of the SA
team entered Xindian
Village for questionnaire
survey and interviews.
Aug. 5,
2013
Huasheng Village,
Wunan Town
6 women, 6 old people,
3 reps. of vulnerable
groups, 5 reps. of
villagers, 2 village group
heads, 20 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 7
Other members of the SA
team entered Huasheng
Village for questionnaire
survey and interviews.
Aug. 5,
2013
Qingshi Village,
Wunan Town
6 women, 6 old people,
3 reps. of vulnerable
groups, 5 reps. of
villagers, 2 village group
heads, 20 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 7
Other members of the SA
team entered Qingshi
Village for questionnaire
survey and interviews.
Aug. 7,
2013 Gulang County
The SA team conducted the questionnaire survey, FGDs and interviews in Gulang County
in two groups.
Aug. 9,
2013
Xinfeng Village,
Tumen Town
6 women, 6 old people,
3 reps. of vulnerable
groups, 5 reps. of
villagers, 2 village group
heads, 20 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 7
Other members of the SA
team entered Xinfeng
Village for questionnaire
survey and interviews.
Aug. 9,
2013
Guangfeng Village,
Sishui Town
6 women, 6 old people,
3 reps. of vulnerable
groups, 5 reps. of
villagers, 2 village group
heads, 20 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 7
Other members of the SA
team entered Guangfeng
Village for questionnaire
survey and interviews.
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Date Village FGD participants Details Remarks
Aug. 9,
2013
Xitan Village, Tumen
Town
6 women, 6 old people,
3 reps. of vulnerable
groups, 5 reps. of
villagers, 2 village group
heads, 20 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 7
Other members of the SA
team entered Xitan
Village for questionnaire
survey and interviews.
Aug. 9,
2013
6# New Rural
Community,
Huanghuatan Xiang
6 women, 6 old people,
3 reps. of vulnerable
groups, 5 reps. of
villagers, 2 village group
heads, 20 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 7
Other members of the SA
team entered 6# New
Rural Community for
questionnaire survey and
interviews.
Aug. 10,
2013
Beiguan Village,
Dajing Town
6 women, 6 old people,
3 reps. of vulnerable
groups, 5 reps. of
villagers, 2 village group
heads, 20 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 7
Other members of the SA
team entered Beiguan
Village for questionnaire
survey and interviews.
Aug. 10,
2013
Dazhuang Village,
Dajing Town
6 women, 6 old people,
3 reps. of vulnerable
groups, 5 reps. of
villagers, 2 village group
heads, 20 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (1 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 7
Other members of the SA
team entered Dazhuang
Village for questionnaire
survey and interviews.
Aug. 10,
2013
Minquan Village,
Minquan Town
6 women, 6 old people,
4 reps. of vulnerable
groups, 6 reps. of
villagers, 3 village group
heads, 23 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (2 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 9
Other members of the SA
team entered Minquan
Village for questionnaire
survey and interviews.
Aug. 10,
2013
Zhujiadun Village,
Hengliang Xiang
6 women, 6 old people,
4 reps. of vulnerable
groups, 6 reps. of
villagers, 3 village group
heads, 23 in total
1) FGD with women: 6, incl. 2 young (below 30), 2 middle-aged
(30-55), and 2 elderly (55 or above)
2) FGD with old people: 4
3) FGD with vulnerable groups: 4 (2 physically disabled, 2 poor)
4) FGD with village committee and villagers’ reps.: 9
Other members of the SA
team entered Zhujiadun
Village for questionnaire
survey and interviews.
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3.3 Demand Analysis of Primary Stakeholders
The main objectives of the Subproject are to improve urban and rural traffic
conditions, and road water supply and drainage facilities, promote the equalization of
basic public service facilities so that urban and rural residents can share benefits of
economic and social development; optimize the investment environment constantly,
and improve the radiating capacity for surrounding areas, and its resource allocation,
industry clustering and sustainable development capacity, drive the urbanization,
industrialization, industrialization and agricultural modernization process, and
gradually reduce or even eliminate urban and rural gaps.
In order to learn comments and suggestions on, and needs for the traffic network
of local residents and agencies concerned, the SA team conducted a questionnaire
survey, in-depth interviews and FGDs in Hongxiang Town, Fengle Town, Wuhe Xiang,
Yongchang Town, Gaoba Town, and Huangyang Town, Wunan Town in Liangzhou
District, as well as Sishui Town, Tumen Town, Huanghuatan Xiang, Dajing Town,
Minquan Xiang and Hengliang Xiangin Gulang County. The following analysis has
been made based on adequate public participation:
3.3.1 Overall Evaluation of Local Residents on Local Traffic
Conditions
Most local urban and rural residents think that local traffic issues are serious, in
which the total percentage of the respondents choosing “very serious” and “serious” is
as high as 53%, while only 7% of the respondents think that traffic issues are not
serious. See Figure 3-4.
Do you think there is a problem is seriouslocal traffic
0%
20%
40%
60%
单位
:%
Do you think thereis a problem isserious localtraffic
6% 47.40% 40.40% 4.60% 1.70%
Very Serious General Not Very
Figure 3-4 Residents’ Overall Evaluation of Local Traffic Problems
3.3.2 Traffic Problems and Demand Analysis
(1)Analysis of existing traffic issues in the subproject area
Traffic issues in the subproject area are serious, in which the top-ranking issues
are mixed traffic, damaged pavements, and poor illumination of roads and sidewalks.
76.5%, 73.2% and 59.6% of the respondents think that the above 3 issues are serious
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27
or very serious respectively. The relatively minor issue is traffic congestion, where the
total percentage of “very serious” and “serious” is 33.4% only. Other relatively serious
issues include (including both “very serious” and “serious”) disorderly parking (58.6%),
irrational design of traffic signals (55.3%), non-deceleration of motor vehicles for
pedestrians (51.6), difficulty in accessing trunk roads from village branch roads (49.6),
irrational design of sidewalks (48.6), and weak road resistance to disasters (46%).
See Figures 3-5 and 3-6.
Figure 3-5 A Desolated Road in the Subproject Area
0.1
1
10
100
单位
:%
Very serious 16. 8.9 8.9 17. 8.9 10. 14. 7.9 5.6 11. 15. 15. 14. 22.
Serious 56. 46. 37. 42. 40. 51 40. 40. 27. 39. 51 41. 43. 54.
General 26. 42. 50 39. 47. 37. 42. 45 47 45 32. 38. 39. 21.
Not serious 0.7 2.3 3.6 1 2 1 1.7 6 19. 3 1.3 3.6 2 1.7
Very not serious 0 0 0.3 0 0.7 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3
Dilapidat
Whenbad
Road
res
Poor
lig
Difficult
Theslip
Traffic
Sidewalk
Traffic
Vehicle
Overloade
Vehicle
Vehicles
Vehicle
Figure 3-6 Local Residents’ Perceptions of Local Traffic Problems
(2)Local residents’ needs for improving traffic issues
Among the needs for improving the traffic infrastructure, the strongest need is for
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road signs, and the total percentage of “strongly expect” and “expect” is 82.2%,
followed by the need for improving water supply and drainage facilities (75.2%), and
the need for traffic signals (66.9%). Other relatively strong needs include the needs for
streetlamps (65.6%), alley trees (61.6), median strips (46.3), lanes for the blind (42%),
parterres (42%) and overpasses/underpasses (40.7%). See Figures 3-7 and 3-8.
Figure 3-7 T-junction and Trunk Road without Warning Sign in the Subproject Area
0
20
40
60
单位
:%
Very much hope 17.50 21.50 22.20 28.80 42.10 19.50 8.60 14.20 9.90
Comparison of hope 23.20 45.40 43.40 46.40 40.10 42.10 33.40 32.10 32.10
General 40.40 27.80 29.10 20.20 16.60 30.80 42.40 44.40 41.10
Some hope 18.20 5.30 5.30 4.30 1.00 7.60 14.90 8.60 15.90
Do not want 0.70 0.00 0.00 0.30 0.30 0.00 0.70 0.70 1.00
Guojietong
Traffic
Streetligh
Watersuppl
Roadsigns
TreesFlowe
rDrivebuffe
Blind
Figure 3-8 Local Residents’ Expectations for Improving Traffic Infrastructure
Correspondingly, local residents are also concerned about the road infrastructure.
This can be proven from the strong needs for crosswalks (86.5%, total percentage of
“strongly expect” and “expect”), traffic signs (86.4%), deceleration strips (86%), water
supply and drainage facilities (77.2%), streetlamps (68.5%) and alley trees (63.1%).
See Figure 3-9.
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29
Figure 3-9 Local Residents’ Expectations for Improving Road Facilities
3.3.3 Local Residents’ Overall Evaluation of and Needs for Urban
and Rural Buses
(1)Local Residents’ Overall Evaluation of Urban and Rural Buses
Generally, local residents think existing urban and rural buses are inconvenient
for them, which can be seen from the total percentage of “very inconvenient” and
“inconvenient” of 61.59%.Since the road network in the subproject area is in poor
condition and unsound, bus service is unavailable in some villages, and existing bus
routes have such issues as seriously damaged pavements and bad bus stops. These
factors result in high operating and maintenance costs of urban and rural buses, and
high bus fares.
Figure 3-10 A Bus Shelter in Ma’er Village, Gaoba Town, Liangzhou District
0
20
40
60单
位:
%
Great need 8.3 18.2 39.1 38.7 19.9 29.8 24.5 37.7
Need 19.2 50.3 47.4 48.3 43.2 47.4 49 48.7
General 46.4 25.2 8.3 7.3 23.6 16.9 19.5 7.9
Do not need 20.2 2.3 0 2 8 0.7 1.7 0.3
Very not need 6 4 5.3 3.6 5.3 5.3 5.3 5.3
Overpasses
Afterthe
Zebracrossi
Deceleration
TreesIrrigation
Drainage
Traffic
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30
Figure 3-11 Local Residents’ Overall Evaluation of Urban and Rural Buses
(2)Local residents’ needs for urban and rural buses
Local residents’ expectations for improving the convenience of urban and rural
buses include:
① Improve the accessibility of roads, and design urban and rural bus routes
rationally. For the directly affected villages where bus service is not available, such as
Liujiagou Village, Hongxiang Town and Xinqiao Village, Fengle Town in Liangzhou
District, and Guangfeng Village, Sishui Town and Zhujiadun Village, Hengliang Xiang
in Gulang County, the Subproject should be constructed as soon as possible to
improve the road accessibility of the affected villages; after the successful completion
of the roads, the local transport administration departments should schedule urban
and rural buses rationally together with the freight and passenger transport
companies to improve the traffic convenience of villagers, reduce their traffic
expenses, and promote rural economic and social development.
② Apply preferential policies to different social groups differentially. For rural old
people (60 years or more), students and the poor (including MLS households,
five-guarantee households, etc.), the passenger transport companies may offer
preferences, such as reducing bus fares by 10%, thereby reducing their traffic
expenses effectively, and enabling them to share benefits of social development.
③ Improve safety awareness and traffic safety facilities by giving safety
knowledge training to bus and truck drivers, setting up deceleration strips, traffic
safety warning signs, etc. at key road junctions, and taking speed control measures.
④ Constructing high-grade roads to reduce traffic expenses. Local residents
have high traffic expenses because the existing road infrastructure is in poor condition
that results in high maintenance costs. Therefore, the subproject roads should be
constructed and supporting facilities provided in strict accordance with the design
standard to reduce traffic expenses.
0.00
10.00
20.00
30.00
40.00
50.00单
位:
%
Urban and ruralresidents in theproject area shuttleSatisfaction
3.64 3.97 30.79 47.02 14.57
Veryconvenien
Moreconvenien
GeneralNot veryconvenien
Veryinconveni
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3.3.4 Local Residents’ Overall Evaluation of and Needs for Traffic
Safety
(1)Local residents’ overall evaluation of local traffic safety
Local residents’ overall evaluation of local traffic safety is between “neither, nor”
and “dissatisfied”, in which the percentage of “neither, nor” is 42.1%, that of
“dissatisfied” 36.4% and that of “very dissatisfied” 10.6%.
Your assessment of local traffic safety
0
5
10
15
20
25
30
35
40
45
单位
:%
Your assessment oflocal traffic safety
4 7 42.1 36.4 10.6
Verysatisfied
Satisfaction
GeneralDissatisfi
edVery
dissatisfi
Figure 3-12 Local Residents’ Overall Evaluation of Local Traffic Safety
(2)Local residents’ needs for traffic safety
Local residents think that the most effective measure for improving traffic safety is
to strengthen publicity and education on traffic safety knowledge, as chosen by 27.9%
of the respondents, followed by strengthening traffic safety management (22.6%),
establishing village traffic safety supervision teams (14.3%), and providing non-motor
vehicle lanes (12.5%).
Do you think the effective measures to improve trafficsafety
0
10
20
30
单位
:%
Do you think theeffective measures toimprove traffic safety
27.9 14.3 22.6 12.5
Strengthen Founded Efforts to Set non-
Figure 3-13 Local Residents’ Expectations for Improving Traffic Safety
In addition, according to interviews, local residents’ needs for improving traffic
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safety mainly include:
① Optimize road design and improve road standard to ensure traffic safety
objectively. The planned roads should be constructed and completed as soon as
possible. These roads should be broadened and their construction standard improved
as required by local residents.
Set up sidewalks, non-motor vehicle lanes, and motor vehicle lanes, separate
motor vehicles from non-motor vehicles and pedestrians from vehicles, and optimize
the design of road junctions (e.g., channelization) and crosswalks to improve traffic
safety.
Most interviewees think that streetlamps and traffic signs should be provided on
major roads, traffic signals and deceleration strips provided at road junctions, and
speed limit applied to road segments near villages and market towns to avoid traffic
accidents.
② Improve traffic management, strengthen control over unlicensed, over-speed
and overloaded vehicles, and impose more severe penalties against driving offenses.
All residents have immediate interests in traffic safety, and are very concerned about
road traffic safety. With the progress of economic and social development, and the
improvement of people’s living standard, they have higher requirements for traffic
safety and comfort. For this purpose, road conditions should be supervised more
effectively, and violations punished to keep sidewalks and roads safe and smooth.
③ Strengthen publicity and training on traffic safety by such means as news
media, leaflet, slogan posting, and education and training on traffic safety knowledge
by traffic police brigades. Traffic safety publicity may be conducted annually by
distributing publicity materials in villages, and holding village congresses. With more
traffic safety knowledge, villagers will observe the traffic rules much better.
3.3.5 Local Residents’ Overall Evaluation of and Needs for Traffic
Management
(1)Local residents’ overall evaluation of current traffic management
Local residents are generally dissatisfied with traffic management, especially
road maintenance, where the total percentage of dissatisfied and very dissatisfied is
55.3%, followed by traffic police attendance (total percentage, 53.9%), bus operating
frequency (48.3%), convenience of going to hospitals (45%), convenience of going to
markets (44.7%), convenience of going to bus stops (41.4%), convenience of going to
schools (35.1%), bus safety and reliability (32.4%), etc. See Figure 3-14.
Case: Ms Zhao, 50, Wuhe Village, Wuhe Xiang, Liangzhou District “I am the main labor force of the family and have to work outside in the slack
season to support my son at university. When working outside, I often return home very late. There is no streetlamp on the road and no traffic signal at each road junction, so I feel unsafe.”
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0
20
40
60
单位
:%
Very satisfied 3.6 1.7 1.7 4.6 2 1.7 2 4.3 3
Satisfaction 15.9 8.6 18.2 24.5 7.6 21.2 14.2 13.6 9.3
General 39.1 41.4 47.7 41.1 35.1 42.1 39.1 37.1 33.8
Dissatisfied 30.1 30.8 21.5 20.9 34.1 24.8 37.1 37.4 38.7
Very dissatisfied 11.3 17.5 10.9 8.9 21.2 10.3 7.6 7.6 15.2
Takeyour
Recent
Transport
Takethe
Roadmaint
Theconve
Theconve
Theconve
Yoursatis
Figure 3-14 Local Residents’ Satisfaction with Local Traffic Management
The main reasons why local residents are dissatisfied with current traffic
management are:
① Pavement grade is low and road maintenance is weak, resulting in serious
pavement damage. First, all rural roads in Wuwei City are of low grade, most rural
roads are of Class 4, and most pavements have been damaged by heavy-duty trucks.
Second, little attention is paid to road maintenance in Liangzhou District and Gulang
County due to limited financial support, so that only seriously damaged pavements
are repaired. As a result, vehicle tires and chassis are likely to be damaged,
increasing vehicle maintenance expenses by 20%-30%, and reducing riding comfort.
② The safety and law awareness of drivers and local residents is weak, and
there is strong disobedience of regulation by the traffic police. It is learned from
interviews with traffic policemen that many residents cross roads not through
crosswalks, and many young people drive motorcycles too fast without deceleration at
road junctions. Such bad practices are very common in the subproject area. In some
rural traffic accidents, even some villagers would resist regulation by the traffic police.
③ Existing traffic safety and warning signs are blocked by alley trees or
roadside buildings. For roads without crosswalks, traffic signals, deceleration belts,
guardrails, traffic safety signs and warning signs are only reminders that are essential
to traffic safety. However, such signs are sometimes blocked by alley trees and
roadside buildings, so that drivers cannot be reminded in advance, especially at road
junctions and sharp turns.
(2)Local residents’ needs for traffic management
① Improve road quality by constructing roads at high standards from the very
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beginning, thereby both improving traffic comfort and reducing subsequent
maintenance costs.
② Repair damaged pavements timely, and strengthen road maintenance. Local
transport administration departments should strengthen road inspection, and repair
any damage timely to avoid further damages and additional maintenance costs.
③ Strengthen joint supervision by transport administration departments and
villagers. Road maintenance supervision hotlines may be set up to prevent and
punish traffic violations and road-damaging acts.
④ Provide more electronic monitoring equipment. Since road junctions are
black spots, electronic monitoring equipment should be provided at the junctions of
the subproject roads with Jinse Avenue to reduce traffic violations. This is also good
for the investigation of traffic accidents, and can provide effective evidence for liability
judgment in traffic accidents.
Figure 3-15 Road Junction without Electronic Monitoring Equipment
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4 Poverty Analysis and Strategy
Liangzhou District is located in central Gansu Province, the east end of the Hexi
Corridor, and the north piedmont of the Qilian Mountains. There are 3 landforms in the
district, including the Qilian Mountain Range, a plain oasis and the Tengger Desert,
with altitude of 1,440-3,263m, a land area of 5,081 km2 and a cultivated area of
1.4597 million mu. The district governs 37 townships, two ecological construction
headquarters, and 449 villages, with a population of 1.0275 million, including an
agricultural population of 787,200, with a per capita cultivated area of 1.8 mu. Since
the starting of the new round of national development-oriented poverty reduction at
the end of 2011, the national poverty line was adjusted from 1,196 yuan to 2,300 yuan.
As a result, the poverty reduction area of Liangzhou District has been expanded from
one township (Zhangyi Town) to 24 townships in the mountain-side and desert-side
areas, and poor population rose from 19,300 in Zhangyi Town to 203,600, with a
poverty incidence of 25.39%. At the end of 2012, the district’s poor population was still
183,400, with a poverty incidence of 22.85%. Due to natural, geographic and climatic
restraints, the poor areas in the district feature weak infrastructure, low agricultural
efficiency and economic level, high poverty incidence and deep poverty level.
Gulang County is located in the Liupan Mountain destitute region,① and is one of
the 43 state-level poor counties in Gansu Province. At the end of 2011, the county had
a poor population of 202,900, with a poverty incidence of 55.19%, higher than the
average of Gansu Province by 15.07 percentage points. The county features deep
poverty level and poor stability of poverty reduction.
4.1 Rural Poverty
At the end of 2011, Gansu Province had a rural poor population of 6.4657 million,
accounting for 40.12% of rural population. Liangzhou District has a rural poverty
incidence 22.85%, lower than the averages of Gansu Province and Wuwei City;
Gulang County is a state-level poor county, with a poverty incidence of 55.19%, higher
than the averages of Gansu Province and Wuwei City. See Table 4-1.
Table 4-1 Rural Poor Population in the Subproject Area (based on 2,300 yuan)
Division Rural population in
2011 (0,000)
Rural poor population
(0,000)
Rural poverty
incidence
Gansu Province 1611.59 646.57 40.12%
Wuwei City 133.5 56.06 41.99%
Liangzhou District 78.2 18.34 22.85%
Gulang County 35.58 20.29 55.19%
Source: Statistical Yearbook 2012 of Gansu Province; data provided by the Liangzhou District and Gulang County Poverty Reduction Offices
① The Liupan Mountain region includes 61 counties in the Xihaigu area of Ningxia
Autonomous Region, western Qiaoshan in Shaanxi Province, central eastern Gansu Province and eastern Qinghai Province, with a land area of 152,700 km
2 and a population of 20.318
million, including a rural population of 18.377 million. 40 counties of Gansu Province are included in this region. This region is a key poverty reduction planning region of China.
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4.2 Urban Poverty and Minimum Living Security
At the end of 2011, 881,200 urban residents in Gansu Province were entitled to
minimum living security (MLS), with coverage of 9.25%. Different from rural residents,
there is no uniform poverty line for urban residents, and MLS standards for urban
residents are developed by district and county governments. The MLS standard of
Liangzhou District is 304 yuan/month, with coverage of 8.29%, and that of Gulang
County 235 yuan/month, with coverage of 6.36%. See Table 4-2.
Table 4-2 Urban Poor Population in the Subproject Area
Division Urban population
(0,000)
MLS population
(0,000)
MLS standard
(yuan/month)
Urban MLS
coverage
Gansu Province 952.6 88.12 - 9.25%
Wuwei City 58.33 5.34 - 9.15%
Liangzhou District 37.02 3.07 304 8.29%
Gulang County 7.39 0.47 235 6.36%
Source: Statistical Yearbook 2012 of Gansu Province; data provided by the Liangzhou District and Gulang County Poverty Reduction Offices
4.3 Causes of Impoverishment
4.3.1 Liangzhou District
The key poverty reduction areas in Liangzhou District are the area along the
north piedmont of the Qilian Mountains (mountain-side area for short), and the area
along the Tengger Desert (desert-side area for short). Due to natural, geographic and
climatic restraints, the poor areas in the district feature weak infrastructure, low
agricultural efficiency and economic level, high poverty incidence and deep poverty
level.
(1)Harsh natural conditions in poor areas
① Mountain-side area: The mountain-side area is located on the north piedmont
of the Qilian Mountains, falling into high and cold semiarid climate, and featuring
serious drought, insufficient sunshine, complex topography, barren land, frequent
disasters and harsh natural conditions. Hilly areas have altitude of 1,800-3,000m and
annual precipitation of 150-250mm, where the temporal and spatial distribution of
precipitation is very uneven, and heavy precipitation in summer often results in
mountain torrents. In hilly areas, surface vegetation is sparse, water loss and soil
erosion is serious, cultivated land plots are small and barren, annual average air
temperature is only 1.9-6℃, and frost-free period is 95-135 days; natural disasters
such as frosts, hails and rainstorms are frequent.
The mountain-side area involves 75,400 households with 325,700 persons in
1,687 groups of 208 villages in 17 townships. In 2012, farmers’ per capita net income
was 4,859 yuan, where the farmers’ per capita net income of poor population was
2,273 yuan.
② Desert-side area: The desert-side area is located in northern Liangzhou
District, with a typical desert landform and moderate desert dry climate, featuring rich
light and heat resources, a high diurnal amplitude, windiness in spring, intense heat in
summer, drought in autumn and coldness in winter, with an annual average air
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temperature of 7.8℃, annual sunshine of 2,873.4 hours and a frost-free period of 155
days. Natural disasters such as droughts, strong winds and sandstorms are frequent,
affecting people’s production and lives seriously.
The desert-side area involves 25,200 households with 105,600 persons in 551
groups of 68 villages in 7 townships (Jiuduntan Ecological Construction Headquarters,
Jiudun Xiang, Xiashuang Xiang, Fafang Town, Qingyuan Town, Changcheng Xiang
and Wujiajing Xiang), including 34 key poor villages along the desert, where nearly
400,000 mu of cultivated land is located beside the desert. Sandstorms worsen the
local living environment, reduce land fertility and grain output, threaten local residents’
production and lives seriously, and aggravate their poverty. In 2012, the farmers’ per
capita net income of the desert-side area was 5,920 yuan, in which the farmers’ per
capita net income of poor population was 2,468 yuan.
In addition, there is a sparsely distributed poor population of 12,400 in 14
townships out of the poor mountain-side and desert-side areas, and their causes of
poverty include sickness, educational expenses, etc.
(2)Large poor population, limited investment and difficult poverty reduction: In
2011, Liangzhou District had a poor population of 203,600, ranking 11th among the 12
counties (districts) with a poor population of over 200,000 in Gansu Province. The
poor population of Liangzhou District accounts for 36.3% of Wuwei City’s poor
population (560,600). The poor population of Liangzhou District grew 183,000 from
the previous year, and poverty incidence was 25.39%; the poor population of the poor
mountain-side and desert-side areas accounts for 94% of Liangzhou District’s poor
population. In 2012, special fiscal poverty reduction funds of Liangzhou District totaled
10.2 million yuan only. On this basis, it is very difficult to largely eliminate poverty by
2016 in Liangzhou District.
(3)Backward infrastructure: The poor mountain-side and desert-side areas are
subject to both harsh natural conditions and backward infrastructure. In both areas,
the total mileage of existing village-level highways is 278km, that of village-level
highways to be constructed or reconstructed 1,068.5km, and the average accessibility
of villages 26%; the total mileage of existing group-level highways is 110km, that of
group-level highways to be constructed or reconstructed 1,008km, and the average
accessibility of groups 11%. Farmland irrigation and human drinking facilities are
backward, and most rural residential houses are earth houses built in the 1970s-80s.
(4)Difficulty in the implementation of mountain area poverty reduction: Since
2010, 3,567 persons from drought-hit village groups in the Zhangyi mountain area in
Liangzhou District have been resettled, and still 8,200 persons in the Zhangyi
mountain area and mountain-side area need resettlement. Although the 18 completed
resettlement sites (crop and forest farms) offer better product and living conditions,
there is a great financial gap in industry development and housing construction for
displaced persons. It is estimated that the average investment in a livestock shed is
50,000 yuan and that in a masonry-timber residential house 80,000 yuan. The gross
investment in industry development and housing construction for the 3,567 resettled
persons and 8,200 persons to be resettled is 306 million yuan, and there is a great
financial gap.
(5)Fragile ecological environment: The mountain-side area features low
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vegetation coverage, serious water loss and soil erosion, and an increasingly fragile
ecological environment. In the desert-side area, nearly 400,000 mu of cultivated land
is located beside the desert. Sandstorms worsen the local living environment, reduce
land fertility and grain output, threaten local residents’ production and lives seriously,
and aggravate their poverty. Therefore, sandstorms have become the main obstacle
to local poverty reduction and economic development.
4.3.2 Gulang County
(1)Large poor population and deep poverty level
Gulang County is one of the 43 state-level poor counties in Gansu Province. At
the end of 2011, the county had a poor population of 202,900, with a poverty
incidence of 55.19%, higher than the average of Gansu Province by 15.07 percentage
points. The county features deep poverty level and poor stability of poverty reduction.
(2)Harsh natural conditions and extreme shortage of water resource
In Gulang County, the volume of water resource per mu is 112 m3, being 1/15 and
1/6 of the national and provincial averages respectively, and the per capita volume of
water resource is 309 m3, being 1/7 and 1/3 of the national and provincial averages
respectively.
(3)Weak agricultural foundation and low agricultural level
The local agricultural structure is poor, where the percentage of traditional crops
is high, that of economically efficient crops is low, and stockbreeding accounts for 33%,
and tree and fruit cultivation accounts for 1.6% in agriculture only. Farmers’
specialized cooperatives are small and poorly organized. The contribution of science
and technology to agriculture is low, and agricultural investment is insufficient.
(4)Poor economic structure and low industrialization level
There are 15 industrial enterprises above designated size in Gulang County, and
industrial added value accounts for 26.5% of GDP only. The industry foundation is
weak, industry structure is poor, industrial technology level is low, and the contribution
of industry to fiscal revenue is only 22.7%.
(5)Backward urban and rural infrastructure, and insufficient sustainability of
development
Rural roads are of low grade, and still 132 villages are not connected by
cement-paved roads. Most trunk roads in the county are out of repair and in poor
condition. Water resources facilities are seriously damaged. 24% of rural population is
faced with the drinking safety problem. Industrial and domestic power supply is
backward. 24% of rural households in the county live in dilapidated houses.
(6)Underdevelopment of social programs, and weak public service capacity
Rural educational, medical and cultural conditions are poor. Labor quality is
generally low, and public service level is low.
4.4 Poverty Reduction Measures
According to organizational interviews, natural, social, infrastructure and
administrative factors are interwoven to result in a complex poverty structure in
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Liangzhou District and Gulang County. The poverty reduction measures in the
subproject area are described below:
4.4.1 Liangzhou District
(1)Adjusting crop structure and expanding cultivation bases
In poor areas, grain output is low due to low land fertility and hash natural
conditions, and cultivated land plots are small, on which mechanical farming and
harvesting are impossible. In recent years, crop structure has been adjusted greatly,
and a production pattern of “protected agriculture and stockbreeding plus
characteristic fruit and tree cultivation” explored in Liangzhou District, including
sunlight greenhouses, livestock sheds, and the cultivation of Chinese wolfberry, red
date and crown pear. At the end of 2012, the total area of protected agriculture and
stockbreeding in poor areas was 213,800 mu, including 167,800 mu in the
mountain-side area and 46,000 mu in the desert-side area, and the total area of
commercial forests was 219,000 mu, including 170,000 mu in the mountain-side area
and 49,000 mu in desert-side area.
(2)Strengthening development capacity through development projects
Development projects in health, education, traffic, ecology, etc. have been
implemented as an important way of poverty reduction, solving some difficulties of
poor areas in industrial development and infrastructure construction, thereby
strengthening the sustainability of development. In the new round of national
development-oriented poverty reduction, the Liangzhou District Government has
prepared the development and poverty reduction plans 2011-2020 for the
mountain-side and desert-side areas, and the Zhangyi mountain area, which have
been submitted to the provincial poverty reduction office, and development and reform
commission for approval. In the mountain-side and desert-side areas, 202 projects in
6 categories (124 for the mountain-side area and 78 for the desert-side area), with a
total investment of 41.3846 billion yuan, including state investment applied for of
17.26548 billion yuan (33.5774 billion yuan for the mountain-side area, including state
investment applied for of 10.69348 billion yuan, and 7.8072 billion yuan for the
desert-side area, including state investment applied for of 6.572 billion yuan).
(3)Improving production and living conditions through infrastructure
construction
Backward infrastructure construction has been a bottleneck on farmers’
development. Local infrastructure has been improved through traffic, water resources,
housing and other projects. In the past 3 years, 46 rural highways with a total length
206.77km, canal systems with a total length of 446km, and power transmission lines
with a total length of 121.5km have been completed, 7,500 rural dilapidated houses
reconstructed, 14 kindergartens constructed or reconstructed, primary and high
schoolhouses with a total area of 32,595 m2 constructed, forests with a total area of
156,000 mu developed, and 5.24 million trees planted. Large-scale infrastructure
construction lays a material foundation for stable poverty reduction.
(4)Relieving the ecological pressure of mountain areas through mountain
area poverty reduction
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The implementation plan for the mountain area poverty reduction project of
Liangzhou District has been developed to resettle residents in Liudaogou, Jiapigou,
Xuanmashan, Dagou and Xiaogangou Villages in the Zhangyi mountain area affected
seriously by drought. In the past 3 years, the district government has completed 18
resettlement sites in Wangjingzhai Village, Donghe Xiang; Wujia Village, Wujiajing
Xiang; Xinxi Village, Qingyuan Town, etc., and resettled 932 households with 5,597
persons, with a total investment of 28.295 million yuan, including 3.59 million yuan
from district finance, 11.7 million yuan raised by the public and 13.005 million yuan
from project funds. This project has relieved local ecological pressure, and helped
resettled persons become richer.
(5)Tailoring technical training to farmers’ needs to improve labor quality
In order to promote poverty reduction, skills training on crop cultivation (potato,
medicinal materials, etc.) and stockbreeding is offered, and stockbreeding experts are
invited to give theoretical training and field guidance on facility construction, breeding,
feeding management and pest control. Since 2011, 236 sessions of skills training
oriented to poverty reduction have been conducted in Liangzhou District, training
225,000 men-times of farmers, and 70,000 copies of practical technical materials
printed and distributed, and over 6,000 agricultural technicians trained, promoting
rapid local economic and social development effectively.
(6)Combining long-term and seasonal labor output to broaden income
sources of farmers
Outputting surplus labor is an important means of poverty reduction. Long-term
and seasonal labor output is combined, and appropriate training provided to turn labor
from unskilled labor to skilled labor. In the past 3 years, 450,000 men-times of labor
were outputted and/or transferred, thereby revitalizing local economic and social
development.
(7)Conducting ecological construction in step with crop restructuring to
promote sustainable development
Poverty reduction is promoted by combining ecological construction with crop
restructuring. While ecological resettlement is implemented in dry mountain areas,
ecological rehabilitation is conducted concurrently, and resettled persons are guided
to change the traditional production pattern, adjust crop structure and develop
intensive stockbreeding, so that ecological construction and production development
enter a benign cycle and promote each other. To date, a forestation area of 700 mu
has been completed and 64,088 trees planted. The ecological environment is
improving.
4.4.2 Gulang County
(1)Striving for poverty reduction funds
The county poverty reduction office has identified a number of projects, including
integrated village development, resettlement, labor skills training, crop cultivation and
stockbreeding base construction, and secured fiscal poverty reduction funds of 35.18
million yuan in 2012. In particular, Gulang County has become a pilot county for
poverty reduction oriented to industrial development of the World Bank.
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(2)Implementing integrated village development projects energetically
All the 11 integrated village development projects implemented in 2012 have
been completed, with a total investment of 16.5 million yuan. 2,346 persons have
been resettled in the Huanghuatan ecological resettlement area, 5,101 mu of land
leveled, and 554 resettlement houses, 542 livestock sheds, canals with a total length
of 4km and potato production bases with a total area of 2,280 mu completed, two
cooperatives established in poor villages, and practical farming skills training provided
to 2,200 men-times. In the integrated village development projects in Dajing Town,
canals with a total length of 2km and water diversion lines with a total length of 12km
have been completed, 300 mu of land resettled, 3,056 heads of fine-breed livestock
purchased, and practical farming skills training provided to 1,500 men-times. In the
desert-side area, 5 million yuan has been invested in integrated village development
in total, where new canals with a total length of 4.7km and water supply lines with a
total length of 11km, 500 mu of desertified land improved, pavements with a total
length of 2.1km improved, and 40 sunlight greenhouses and 588 livestock sheds built.
(3)Implementing the mountain area poverty reduction project effectively
The mountain area poverty reduction project has been implemented in many
ways, including resettlement and labor output. In 2012, 1,078 households with 5,700
persons in Gulang County were resettled, and Gan’en New Community broke ground
in the Huanghuatan ecological resettlement area, with an estimated investment of 130
million yuan. 917 apartments have been completed and allocated to 917 households
with 4,300 persons in the community. The 3 supplies and one leveling have been
completed for the community. Labor and educational resettlement is also being
accelerated, where 1,400 persons have been resettled in total.
(4)Conducting skills training for labor output and transfer actively
700 students have been sent to 14 polytechnics and secondary technical schools
in such forms as order-based training and school-enterprise cooperation, and
subsidies totaling 1.05 million yuan paid. Second, 600 laborers have received
short-term skills training offered by training agencies in the county. Third, trials on
educational reform under the “Rain and Dew Program” have been implemented
successfully, and a per capita subsidy of 700 yuan paid to 3,000 eligible students of
high schools and secondary technical school. Finally, 91,700 laborers were outputted
in 2012, with labor income of 1.011 billion yuan.
(5)Implementing mutual funding greatly
On the basis of mutual funding trails in Caojiatai, Xijing, Caizikou and Lujiatai
Villages, mutual funding will be taken as an important means of development-oriented
poverty reduction. The county mutual funding plan (2012-2016) includes 150 key
villages and has a gross investment of 2.15 million yuan.
(6)Conducting the identification of poor population steadily
Poor population has been identified carefully according to the new poverty line of
2,300 yuan through personal application, door-to-door investigation, village (group)
deliberation and disclosure. Based on identification, the county has 46,819 poor
households with 202,900 persons, 15,467 MLS households with 62,000 persons,
2,251 five-guarantee households with 2,762 persons, all of which will be included in
the poor population information management system.
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(7)Developing implementation plans for basically eliminating poverty in 5
years
The implementation plan for basically eliminating poverty in 5 years of Gulang
County has been developed, covering infrastructure construction, urban and rural
integration, industrial and agricultural development, rural human resources
development, ecological construction and environmental protection, social programs,
etc. It is planned that by the end of 2017, poor population will be reduced by 202,900,
and farmers’ per capita net income increased to 10,881 yuan at an average annual
growth rate 25%, so as to largely eliminate poverty.
(8)Conducting joint actions for making people richer in depth
53 projects in 7 categories concerning the economic and social development of
Gulang County have been identified, with a total investment of 8.65 million yuan, in
which 11 projects (teaching staff training, county town water supply, etc.) have been
included in the investment plan of 2012. Preferential farmer loans have been granted
to 794 households, with a total amount of 34.37 million yuan. 1,150 sessions of policy
publicity and technical workshops have been conducted by competent provincial,
municipal and county authorities, involving over 50,000 men-times of participants.
4.5 Demand Analysis of the Poor
It can be seen from the above poverty analysis that the poor population affected
and served in the subproject area is large, and poverty incidence is high. Only if
special needs of the poor are met, their inputs accepted, and the Subproject’s
negative impacts on them can the Subproject serve the poor well, and play an active
role in making them rich. Therefore, their needs for the Subproject and the
Subproject’s impacts on them were learned by means of organizational interview,
personal interview and questionnaire survey during the survey.
The main needs of the poor for the Subproject are as follows, and the SA team
has proposed countermeasures and suggestions accordingly.
(1)Improving road conditions and providing necessary infrastructure to
improve traffic safety
Road conditions in the affected villages are generally poor, affecting people’s
daily traffic, and threatening the personal safety of old people and the disabled.
Among the 19 sample villages, the trunk roads in 6 villages (Xinqiao Village, Fengle
Town; Wuhe Village, Wuhe Xiang; Shangao Village, Yongchang Town; Xinmiao
Village, Gaoba Town; Xindian Village, Huangyang Town; Huasheng Village, Wunan
Town) in Liangzhou District are still sandstone roads, and the trunk roads in 5 villages
(Guangchang Village, Huangyang Town; Qingshi Village, Wunan Town; Beiguan
Village, Dajing Town; Minquan Village, Minquan Town; Dazhuang Village, Dajing Town)
are seriously damaged, and would be muddy and slippery on rainy days, affecting
traffic convenience and safety.
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Figure 4-1 Unhardened Sandstone Road in the Subproject Area
Suggestion: Sandstone roads should be paved with cement, and damaged roads
repaired or reconstructed to improve road conditions. Trunk roads should be
connected to Jinse Avenue to make it easier for vulnerable groups to go to town, and
reduce their traffic times and costs.
(2)Improving pavement quality and optimizing the road network to reduce
traffic expenses and times of the poor
Pavement quality is inversely proportional to traffic expenses and times. Most
vulnerable people’s daily traffic modes are walk (old people), bicycle (to reduce traffic
expenses) and bus. Bad road conditions increase their traffic times, especially for
those often going out by walk and bicycle, and also increase bus operating costs and
fares, thereby increasing traffic expenses of the poor.
Suggestion: In addition to the improvement of pavement quality, existing roads
will be broadened and the road network optimized to improve accessibility, and reduce
traffic times and costs. The new roads will be provided with sidewalks, non-motor
vehicle lanes and motor vehicle lanes to reduce traffic safety risks arising from mixed
traffic.
(3)Adjusting bus fares and offering discounts to special groups after
subproject completion
Due to bad road conditions, fares of urban and rural buses are relatively high,
and residents’ monthly traffic expenses are within 50-200 yuan (including bus fares
and motorcycle fuel costs). In the subproject area, per capita income ranges from
1,800 yuan/year to 4,000 yuan/year, so that traffic expenses account for 20%-30% of
annual income, and this percentage is quite high. The poor urgently expect that bus
fares be adjusted after the completion of the Subproject to reduce their traffic
expenses.
In addition, poor old people, students and the disabled expect that fare discounts
are available to them. Even a discount of 10% is meaningful for them.
(4)Making job opportunities first available to the poor during subproject
construction
The Subproject will generate some unskilled jobs, which should be first made
available to the poor with the ability to work to increase their income and improve their
living standard. The poor also expect to participate in traffic infrastructure construction
to create favorable external conditions for their development.
(5)Paying attention to traffic safety training needs of the poor
The poor often have low educational levels and low social status, and their needs
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are often neglected in public activities. More attention should be paid to them in traffic
safety training to train them effectively.
(6)Strengthening traffic management to ensure public traffic safety
Mixed traffic has great safety risks for non-motor vehicle drivers and pedestrians.
Since the poor, the disabled, old people and students mostly travel by bicycle,
non-motor vehicles or walk, they are very likely to suffer from personal injury or even
death due to mixed traffic on rural roads.
Suggestion: Schools should strengthen cooperative traffic regulation with the
traffic police during the peak traffic hours. Deceleration strips and electronic
monitoring equipment should be provided on certain segments to alert drivers.
4.6 Poverty Reduction Effect of the Subproject
(1)Improving road conditions, and optimizing bus routes and the road
network to reduce traffic times and costs of the poor, and improve traffic safety
The improvement of pavement quality, and the optimization of bus routes and the
road network will provide greater traffic convenience to local residents, especially the
poor, and reduce their traffic times. For example, the Xiaoshanzi-Dajing Town Class-3
Highway (Gulang County) will shorten the distances from the villages in Xiaoshanzi
Town and Hengliang Xiang to Dajing Town, the sub-center town of Gulang County.
The improvement of road infrastructure, such as the provision of deceleration
strips, traffic signs and median strips, will separate pedestrians from vehicles, and
motor vehicles from non-motor vehicles, thereby ensuring the personal safety of
pedestrians and bicyclers, especially vulnerable groups.
In addition, road improvement will make it possible to reduce bus fares, thereby
reducing the financial burden of the poor and old people.
( 2 ) Improving local traffic infrastructure to promote economic
development
The improvement of urban and rural traffic infrastructure will further meet the
transport demand of industrial enterprises in the subproject area, and promote the
development of secondary and tertiary industries.
For example, the Jinse Avenue-Fengle Town road works, Jinse
Avenue-Yongchang Town road works, Jinse Avenue-Wunan Town road works, and
Jinse Avenue-Huangyang Town road works are connected to Jinse Avenue, and can
ensure the convenient inward and outward transport of goods for the nearby industrial
parks, and reduce transport costs effectively.
The improvement of the urban and rural traffic infrastructure will facilitate the
Case: Mr. Wang, villager of Yangtong Village, Yongchang Town, Liangzhou District, MLS household, over 50
“I and my wife suffer from gastric cancer, and received partial gastrectomy at our own expense. There was no medical insurance then. We need to take diagnosis and examination regularly at a hospital in Wuwei City, and a bus route trip takes 10 yuan. Our income is very low. I expect the fare be reduced or will choose to go to town by bicycle after road completion, which will save much money.”
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transport of farm and animal products, and promote local agricultural development.
During the Twelfth Five-year Poverty Reduction Plan period of Liangzhou District and
Gulang County, the construction of characteristic production bases (green vegetables,
flowers, medicinal materials, etc.), and animal farms was supported greatly. Excellent
traffic infrastructure is significant for the input of means of production and the output of
farm products.
(3)Offering more nonagricultural job opportunities to the poor to increase
income
Some temporary unskilled jobs will be generated at the construction stage, which
will be first made available to local poor people, women and other vulnerable groups.
It is expected that unskilled workers will earn 70-100 yuan a day.
Sanitation workers will be recruited on urban trunk and secondary roads at the
operation stage, and such permanent jobs will be first made available to local
vulnerable groups, including the poor and women. Currently, the average monthly pay
of sanitation workers in Dajing Town is 950-1,000 yuan/month, and that of drivers of
sanitation vehicles 2,000 yuan/month. The pay levels of such jobs are considerable
for the low local income level.
With the increase of vehicular and pedestrian traffic after subproject completion,
the development of restaurants, repair shops and guesthouses will be promoted.
Local residents may start individual businesses along the new roads to increase
income.
The improvement of the traffic infrastructure will promote the development of
local tourism, tourism services (accommodation, agritainment, ferrying, etc.) and
souvenir processing (sculptures, embroidery and shoes, etc.), so that some residents,
especially the poor and women, will get employed and earn more money.
(4)Promoting social fairness so that the poor share development benefits
The Subproject will improve local urban and rural traffic conditions, provide rural
residents with more traffic options, reduce traffic times and costs, and improve traffic
safety. The Subproject will benefit the local poor population of over 500,000, and
indirectly benefit more poor population in surrounding areas. The Subproject will bring
more development opportunities to the poor population, such as nonagricultural
employment, and greater exposure to new ideas and skills.
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5 Women’s Needs for the Subproject
5.1 Overview of Local Women
5.1.1 Education
The questionnaire survey shows that the overall educational level of local women
(especially Hui women) is lower than that of men. Among the samples, illiterate
women account for 15.8%, almost double the percentage of men (8%); women having
received primary school education account for 34.2%, much higher than that of men
(25.2%). Women having received junior high school education account for 40.8% only,
while the percentage of men is 51.8%. Women having received senior high school
education account for 6.6%, much lower than the percentage of men (13.3%). It can
be said to some extent that local people pay much less attention to the education of
females than to that of males. See Figure 5-1.
0
10
20
30
40
50
60
d单
位:
%
Female 15.8 34.2 40.8 6.6 2.6
Male 8 25.2 51.8 13.3 1.8
IlliteracyPrimaryschool
Junior highschool
High school \college
College andabove
Figure 5-1 Educational Levels of Samples by Gender
5.1.2 Division of Labor
The employment rate of local women is low, which is attributed to the fact that
local women do farm work at home mainly.
In the subproject area, the tradition that men deal with external affairs and women
with internal affairs is followed, and men’s employment is a main source of household
income. Women do housework and farm work, and occasionally do odd jobs in the
slack season. In addition, since the overall educational level of local women is low,
they can only do unskilled jobs with low income; moreover, women aged above 40
years can hardly find a job.
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0
20
40
60
80
100单
位:
%
Male 0.4 0.9 0.9 4.9 4.4 1.3 0.9 86.3
Female 0 2.6 0 10.5 3.9 0 0 82.9
Agencypersonn
Institution
Enterprise
Self-employe
Freelancers
Unemployment
Student Farmer
Figure 5-2 Occupations of Samples by Gender
5.1.3 Participation in Public Affairs
In the subproject area, women’s social status and overall educational level are
lower than those of men, and their ability to participate in public affairs is limited.
However, in recent years, through active efforts of government agencies,
women’s federations and public welfare organizations (or international organizations),
local women have more opportunities to participate in public affairs, and enjoy public
services and supporting policies.
(1)Women’s participation in public affairs Liangzhou District
In Liangzhou District, women’s social status is improving gradually, and the
number of women participating in political affairs is increasing. To promote women’s
participation in decision-making and management, the Liangzhou District Government
has enacted and improved relevant policies. Measures have been taken to increase
the percentage of women in people’s congress and political consultative conference
members, staff members of village and community committees, and their candidates,
improve women’s awareness and ability to participate in decision-making and
management, broaden channels for their participation in decision-making and
management, develop female officials, and create a favorable social environment for
their participation. The percentage of women in members and executive members of
the municipal and district people’s congresses and political consultative conferences
is increasing gradually. There is more than one female official in the leadership of the
district government, and the number of female officials in leadership of the
departments under the district government is increasing gradually. The percentage of
female members in corporate boards of directors and supervisors, and management
levels, and female deputies in workers’ and teachers’ congresses is increasing
gradually. All village committees have female members, over 5% of village heads are
women, and about 50% of staff members of community committees are women.
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The economy of women’s participation has been activated. In 2012, the
small-amount secured loan policy of Liangzhou District was further eased, and the
Liangzhou District Women’s Federation developed a number of exemplary women
through business startup, employment and family moral initiatives for women,
motivating all women in the district to pursue excellence.
Women’s awareness of right protection has been improved. The Liangzhou
District Women’s Federation strengthened publicity on such laws and regulations as
the Law on the Protection of Underage People, Marriage Law, and Law on the
Protection of Women’s Rights and Interests on holidays, such as Women’s Day and
May 15 International Family Day, enhancing women’s awareness of observing laws
and maintaining social stability self-consciously.
(2)Women’s participation in public affairs in Gulang County
The number of women participating in political affairs is increasing. In recent
years, the Gulang County Government has attached great importance of the training
of female officials, especially young and minority female officials, recruited women
with priority, and created a favorable environment for their growth. This is shown in
that the percentage of female members in people’s congresses and political
consultative conferences at all levels is increasing gradually. In 2012, the county
people’s congress and political consultative conference had 190 and 117 members
respectively, including 48 and 19 women respectively, accounting for 25.26% and
16.2% respectively, up 4.7 percentage points from last election. On the other hand,
the percentage of women participating in administrative affairs is increasing. Each
people’s congress, government or political consultative conference has at least one
female official, and all the 19 township governments and one sub-district office have
female officials, including 3 heads and 22 section chiefs, accounting for 8.49% of all
officials at the same level.
In the meantime, the employment coverage of women in Gulang County is
broadening. In 2012, the employed population of Gulang County was 197,290,
including 98,867 women, accounting for 50.1%, up 6.5 percentage points from 2011,
urban employed population was 18,290, including 7,710 women, accounting for
42.2%. By industry type, women account for 75% of all employees in primary
industries, 8% in secondary industries and 17% in tertiary industries. Women are
employed mainly in such as industries as agriculture, trade, catering, social services,
education and health, especially in social services and health, in which 67% and 75%
of employees are women. With the deepening of reform and opening up, women’s
employment coverage is broadening to include such industries as finance, insurance,
communication and real estate.
More and more public activities oriented to women in the subproject area will
certainly provide women with more opportunities to participate in public affairs,
improve their ability to participate in social activities, increase their technical, social
and material capital, and make it possible to increase their income, and elevate their
family and social status.
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5.2 Women’s Needs and Expectations
5.2.1 Relationship between Women and Traffic
(1)Traffic modes of women
The top 2 traffic modes of women are motorcycle (47.4%) and walk (34.2%),
followed by bus (26.3%) and bicycle (25%). When going to distant places, such as the
urban area of Wuwei City, local women would first elect to take a bus; in daily life, they
travel by motorcycle, walk and bicycle more often, especially when taking children to
and from school. See Table 5-1.
The existing road infrastructure of the subproject area is far from meeting local
women’s daily traffic demand. Therefore, local women generally support the
Subproject, and have expressed great expectations for pavement quality,
infrastructure and public traffic, as detailed below.
Table 5-1 Traffic Modes of Samples by Gender
Traffic
mode
Females Males
Means of transport Frequency Percent Means of transport Frequency Percent
No.1 Motorcycle 36 47.4% Motorcycle 140 61.9%
Walk 26 34.2% Walk 41 18.1%
No.2 Motorcycle 20 26.3% Bicycle 55 24.3%
Walk 19 25% Electric cart 47 20.8%
No.3 Urban/rural bus 25 32.9% Walk 61 27%
Bicycle 14 18.4% Urban/rural bus 59 26.1%
(2)Main issues encountered by women in daily traffic
① Pavement: Local women mostly do farm work at home, and have to take
children to and from school. They usually make 4-6 round trips a day. Due to the bad
pavement condition, they often encounter the following issues: 1) increased traffic
expenses due to higher fuel or electricity consumption, and higher maintenance costs
of means of transport; 2) longer travel time due to uneven pavements, thereby
affecting their farm work or preventing them from working outside; 3) potential safety
risks due to vehicle collision or scrapping; and 4) slurry and wastewater splashing on
rainy days, which indirectly increases women’s housework burden.
② Lanes: In daily life, local women mostly travel by walk, bicycle and motorcycle.
Since existing roads, especially rural highways, and even some trunk roads are
two-way and too narrow, and have no non-motor vehicle lanes, accidents are likely to
occur. In addition, nearby residents would place sand and stone on roads, or occupy
roads for business purposes, making roads narrower, and reducing traffic safety and
convenience. For example, there are many residents along the segment from
Zhujiadun Village, Hengliang Xiang to Dajing Town on Xiaoshanzi-Dajing Town
Class-3 Highway, and road occupation is prevalent; at the entrance of Dajing Town,
many farmers would come from surrounding areas for country fairs, which is likely to
result in traffic congestion.
③ Buses: In the subproject area, residents usually go to township hospitals for
minor diseases and municipal hospitals for major diseases. Old people usually have
to receive diagnosis and prescription regularly at municipal hospitals. Old women in
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Wuhe Village, Wuhe Xiang, Liangzhou District say that when going to the urban area,
they have to walk half an hour to wait for a bus at the bus stop, go to the urban area by
bus, and then go to the hospital by taxi. Thus, a round trip is time and effort
consuming.
④ Streetlamps: Since most township villages have no streetlamp, women are
usually concerned about the safety of their children when their children go home at
night. Women who work nearby are concerned about their own personal safety when
they return from night shifts.
⑤ Traffic safety knowledge: Local women are short of traffic safety knowledge,
especially those who live in a relatively enclosed environment in mountain areas.
5.2.2 Women’s Attitudes to and Needs for the Subproject
(1)Overall evaluation
The survey shows that the total percentage of the female respondents who think
traffic issues are serious and very serious is 55.3%, and only 6.6% of the female
respondents think that traffic issues are not serious or not serious at all. Generally,
local women are dissatisfied with local traffic conditions, and most women think that
local traffic conditions need improvement badly.
0
10
20
30
40
50
60
单位
:%
Female 6.6 48.7 38.2 5.3 1.3
Very serious Serious General Not seriousTotally notserious
Figure 5-3 Women’ Overall Evaluation of Traffic Problems
(2)Comments on urban and rural buses
According to the questionnaire survey, in the subproject area, the total
percentage of the female respondents who think it is inconvenient and very
inconvenient to take urban and rural buses is 71.1%, and that of the female
respondents who think it is convenient and very convenient to take urban and rural
buses is 7.9% only. This shows that in the subproject area, urban and rural buses are
insufficient, and the existing routes and current operating frequency cannot meet
residents’ daily traffic demand. See Figure 5-4.
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0
10
20
30
40
50
60单
位:
%
Female 2.6 5.3 21.1 55.3 15.8
Veryconvenient
Moreconvenient
GeneralNot veryconvenient
Veryinconvenient
Figure 5-4 Women’ Overall Evaluation of Urban and Rural Buses
(3)Comments on traffic safety
Local women are dissatisfied with traffic safety in general. The total percentage of
the female respondents who think current traffic safety is dissatisfied and very
dissatisfied is 56.6%, and that of the female respondents who think current traffic
safety is satisfied and very satisfied is 15.8% only. See Figure 5-5.
0
10
20
30
40
50
单位
:%
Women on the overallevaluation of trafficsafety
5.3 10.5 27.6 46.1 10.5
Verysatisfied
Satisfaction
GeneralDissatisfi
edVery
dissatisfi
Figure 5-5 Women’ Overall Evaluation of Traffic Safety
(4)Comments on traffic management
The survey shows that local women are satisfied with the safety of urban and
rural buses, with a total percentage of satisfied and very satisfied of 46.1%. They are
dissatisfied or very dissatisfied with operating frequency and road maintenance mainly,
with total percentages of dissatisfied and very dissatisfied of 65.8% and 60.5%
respectively. The main reason for this is poor local road conditions.
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On the other hand, it is learned from interviews that since transport bureaus and
urban construction brigades are short of manpower and funds, so that they cannot
conduct road maintenance regularly and adequately.
In respect of traffic management, local women are dissatisfied with the setup of
streetlamps and traffic signals mainly. Due to the absence of streetlamps and traffic
signals on rural highways, women feel unsafe and inconvenient at night.
01020304050
60
Very satisfied
Satisfaction
General
Dissatisfied
Very dissatisfied
Take the shuttlepoint distance
Shuttle servicefrequency
Shuttle servicereliability
Train travelsecurity
Traffic travelcosts
Satisfaction withroad maintenance
Satisfaction setof traffic lights
Figure 5-6 Women’ Overall Evaluation of Traffic Management
(5)Women’s Needs for the Subproject
In the subproject area, women’s needs for the Subproject mainly include:
① Need for flat pavements: Women think that flat pavements can improve traffic
safety and convenience, and shorten traffic times. In particular, rugged pavements
pose a great safety risk.
② Need for road maintenance: Cement- or asphalt-paved roads have been
completed in many local villages, but these roads are poorly maintained due to the
shortage of funding and manpower. Women generally think that roads must be
maintained properly to generate sustainable benefits.
③ Need for bus operating frequency: In the subproject area, women usually
have to go to the urban area of Wuwei City by urban and rural buses for medical
diagnosis, shopping, etc. However, since the existing road network of Wuwei City is
unsound and in poor condition, women in some villages have to make multiple bus
transfers. Therefore, women generally expect that bus stops are provided on the
branch roads connected to Jinse Avenue to improve traffic convenience.
④ Need for traffic signals: Women generally think that the shortage of
streetlamps has resulted in traffic inconvenience at night. They are concerned about
the safety of their children when their children go home at night. Women who work
nearby are concerned about their own personal safety when they return from night
shifts. They are also concerned about the absence of traffic signals on the branch
roads connected to Jinse Avenue, because traffic accidents are likely to occur at road
junctions.
⑤ Need for pavement width: The hardened village roads in the subproject area
are mostly 4-6m wide. Women think that current pavement widths are far from
meeting existing traffic demand. In particular, when women are riding, they often have
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to evade vehicles or fall on the roadside.
5.3 Impacts of the Subproject on Women
Despite of its positive impacts, the Subproject may bring some potential risks to
women or women’s special needs may be neglected.
5.3.1 Positive Impacts
(1)Improving urban and rural public traffic
In the subproject area, a high percentage of young rural adult laborers (especially
males) work outside, so that rural population turns elderly and female. The Subproject
will benefit local rural women and old people in many ways.
① With the improvement of pavement quality, fuel and maintenance costs of
urban and rural buses will be reduced, so that fares may be reduced to relieve the
financial burden of old women, because bus is their preferred traffic mode for
long-distance travel.
② With better pavements, buses will drive more steadily, providing greater
riding comfort to old women.
③ Traffic infrastructure improvement will reduce safety risks, and protect the
personal and property safety of local residents.
(2)Providing a safer and more convenient traffic environment to women
① Women will enjoy safer traffic. The 12 subproject roads will improve the
overall road standard of the subproject area. Since the main means of transport of
local women are motorcycle and bicycle, flat pavements can reduce accidental
injuries and traffic accidents, and improve traffic safety.
② Women will enjoy more convenient traffic. All roads involved in the
Subproject are branch roads connected to Jinse Avenue. After their completion, the
road network of Wuwei City will be further improved. As a result, the operating
frequency of urban and rural buses will be increased, and their fuel and maintenance
costs will be reduced, so that fare discounts can be offered to old people, children, the
disabled and other vulnerable groups.
③ Women’s traffic times will be saved. Many local women take children to and
from school by motorcycle or bicycle. After the improvement of the road network,
children can go to school and return home by bus more conveniently, thereby
reducing the burden of local women, and enabling them to spend more time on labor
or recreation.
(3)Providing nonagricultural jobs to women and increasing their income
① Some temporary jobs will be available to women during construction. Some
temporary jobs will be generated during construction, such as pavement laying and
cooking, and will be first made available to young adult women and the poor to
increase their income.
② Some unskilled jobs will be available to women after subproject completion,
such as road cleaners (paid 60-80 yuan a day), which will be first made available to
local MLS population and women.
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5.3.2 Potential Risks
Although the Subproject will benefit women in some aspects, if social gender
sensitivity is insufficient at the design, construction and operation stages, women’s
needs may be neglected or their benefits from the Subproject reduced. The main risks
include:
(1)Ignorance of needs
Although women’s needs and suggestions have been collected at the design
stage, their needs will be inevitably neglected during subproject implementation,
operation and management due to the lack of social gender sensitivity and the low
status of local women, thereby weakening the expected benefits for women. Due to
women’s low overall educational level, people (including women themselves) often
think that women have limited ability to participate in family and public affairs. This
perception often results in the negligence of women’s needs in the Subproject.
①During construction, female workers may be excluded; ②Women and men do
not receive equal pay for equal work; for example, in such unskilled jobs as brick and
cement handling, women are usually paid 70-80 yuan a day, while men are paid
100-120 yuan a day; ③Women’s suggestions may not be valued and accepted; ④The
lack or shortage of streetlamps affects both traffic at night, and women’s night
recreational activities, such as square dancing; ⑤Road infrastructure improvement
may lead to improved bus routing, lower fares and greater riding comfort, thereby
bringing more passengers. In this case, bus operating frequency should be increased,
otherwise such issues as crowding, theft and sexual harassment may occur.
(2)Reduced women’s agricultural income due to LA
In the subproject area, most male laborers work outside, while most female
laborers stay and do most of farm work, which is their primary income source and
means of living. After LA, cultivated area will be reduced, thereby reducing crop output
and agricultural income. Some households are even faced with the risk of being
unable to meet basic food supply and having to purchase food, which may increase
living costs.
(3)Weak traffic safety awareness
Since local women’s educational levels are generally low, especially in mountain
areas, they are short of traffic safety knowledge and unable to recognize traffic signs,
which may result in potential safety risks.
Local women and old people are relatively short of traffic safety knowledge, and
are likely to be neglected in traffic safety training due to their low social status and
educational levels. In addition, local women may be unable to attend training due to
their heavy burden of farm work and housework, so that women may be unable to fully
utilize the improved roads.
(4)Exclusion of women from skills training and market awareness training
Local women do most household farm work, and should be the most important
target group of cultivation skills training. However, since local women has a heavy
labor burden and low educational levels, they have limited time and ability to get
trained, thereby reducing their exposure to the benefits of the Subproject.
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5.4 Women’s Action Plan
The SA team has proposed the following suggestions and actions to meet
women’s special needs:
(1)In order to consider and meet women’s special needs at the design and
construction stages, there should be female representatives in the PMOs and other
management agencies of the Subproject.
(2)The Subproject should be constructed as planned to reduce women’s traffic
times and costs, thereby saving their labor time, increasing their income and ensuring
their safety.
(3)Sidewalks and non-motor vehicle lanes should be provided to avoid mixed
traffic, and illegal road occupation punished to keep sidewalks and non-motor vehicle
lanes unobstructed.
(4)More bus stops should be provided on the subproject roads for the
convenience of old women and other vulnerable groups. With the improvement of
road conditions, bus fares should be reduced appropriately, and discounts offered to
students and old people, thereby reducing the financial burden of vulnerable groups
who take buses often.
(5)Strengthen publicity and education on traffic safety knowledge for women
through community activities, women’s congresses, news media and the government,
thereby improving the safety awareness of women and their children. Such publicity
and education should be conducted in vivid ways, such as picture, video and case
study.
(6)Streetlamps should be provided to ensure the traffic safety of women and
children at night, and make it possible for women to take part in night recreational
activities, such as square dancing.
(7)At the construction and operation stages, unskilled jobs should be first made
available to local women. Less physically demanding jobs, such as cleaning and
cooking, should be first made available to women aged 40-50 years who can hardly
find nonagricultural jobs.
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Table 5-2 Women’s Action Plan of the Subproject
Actions Target groups Agencies Funding source Time
Road infrastructure
1) Provide sidewalks and non-motor vehicle lanes on the 6 roads
connected to Jinse Avenue to separate motor vehicles from non-motor
vehicles.
Women traveling by
walk and bicycle
mainly, and students
Transport bureau, PMO
Feasibility study
budget 100,000
RMB
During
construction
2) Provide guardrails, deceleration strips and warning signs near
residential areas, village gates and schools. All females and
students Transport bureau, PMO
Feasibility study
budget 50,000
RMB
During
construction
3) Provide streetlamps on important road segments to facilitate women’s
night traffic, and provide for recreational activities. All females PMO
Feasibility study
budget 50,000
RMB
During
construction
4) Maintain pavements regularly to prevent the recurrence of hollows.
All females PMO, transport bureau
Feasibility study
budget 50,000
RMB
After
construction
Urban and rural traffic
1) Provide more bus routes and stops on the newly constructed roads,
and optimize bus routes and stops on the reconstructed roads. Provide
new bus stops close to villages and schools.
All females and
students
PMO, transport bureau,
coach/bus companies
Feasibility study
budget 60,000
RMB
During
construction
2) Fully or partly exempt children less than 1.2 meters high from fares. Mothers
Coach/bus companies,
civil affairs bureau, PMO —
During
construction
3) Provide bus fare discounts to students and old people. Old women and
students
Coach/bus companies,
civil affairs bureau, PMO —
During
construction
4) Adjust fares of bus routes with shorter traveling distance or reduced
operating costs after the completion of the Subproject. All females
Coach/bus companies,
PMO —
During
construction
Traffic safety publicity
1) Conduct publicity on traffic safety knowledge to poorly educated
women properly (especially minority women). All females, especially
those poorly educated
Traffic police brigade,
PMO
Feasibility study
budget, special
funds of traffic
police brigade
100,000 RMB
During
construction
2) Conduct education and publicity on traffic safety regularly in vivid
ways, such as cartoon and slogan. All females and
school-age children PMO, transport bureau
Feasibility study
budget 150,000
RMB
During & after
construction
Public participation
1) Village organizations related to the Subproject should have female
representatives. All females PMO
Feasibility study
budget 10,000
RMB
2) The PMOs and other management agencies of the Subproject should All females PMO Feasibility study
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have female representatives. budget 10,000
RMB
3) 30% of temporary and permanent unskilled jobs generated at the
construction and operation stages are first made available to women
and other vulnerable groups.
All females PMO, contractor, urban
construction bureau —
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6 Social Impact Analysis
6.1 Positive Impacts
( 1 ) Improving road construction standards to improve the traffic
infrastructure and facilitate traffic
In the project area of Wuwei City, the highway connections are limited and of low
grade, and are unable to meet the growing traffic demand. The Subproject will
connect all townships of Liangzhou District and Gulang County to Jinse Avenue,
thereby improving highway accessibility greatly, promoting local economic and social
development, and offering more traffic options to local residents.
(2)Increasing the operating efficiency of urban and rural buses, and
reducing traffic expenses
Bus service is not available in Liujiagou Village, Hongxiang Town, Liangzhou
District; Xinqiao Village, Fengle Town; Guangfeng Village, Sishui Town; Zhujiadun
Village, Hengliang Xiang; and Zhujiadun Village, Hengliang Xiang, Gulang County yet.
After the completion of the Subproject, urban and rural bus routes will be available in
these villages.
Local residents’ traffic expenses are high mainly because bus maintenance costs
are high due to poor road conditions. With the improvement of the road infrastructure,
bus maintenance costs and fares will be reduced, thereby reducing local residents’
traffic expenses.
(3)Increasing residents’ job opportunities and income
① During construction, many temporary and permanent jobs will be generated,
such as traffic police wardens, road cleaning and landscaping jobs, and will be first
made available to local residents.
② During construction, local building materials, such as cement and stone, will
be preferred, thereby promoting the development of the local building material
industry, and creating more job opportunities for local residents.
③ With the improvement of the road infrastructure, more non-local people will
enter the subproject area. Local residents may run restaurants, groceries, repair
shops, etc. to get employed and earn more money.
④ The Subproject will facilitate the outward transport of local farm products and
increase local residents’ income, such as white muskmelon and netted melon, and
promote local economic and social development.
⑤ 54.6% of the respondents think that the Subproject will reduce traffic
expenses effectively. First, improved pavement quality will reduce fuel consumption
by roughly 30%. Second, there will be more bus routes and fares will be reduced, and
fare discounts offered to old people, students and other vulnerable groups.
(4) Improving road safety, and the traffic safety awareness of local
residents through publicity
Normative sidewalks and non-motor vehicle lanes will be provided on the new
roads, and road junctions and crosswalks optimized, and traffic signs, deceleration
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strips and overpasses provided to improve traffic safety. In addition, traffic
management will be strengthened, and violations punished to improve the safety and
well-being of local residents.
During and after construction, traffic safety education and training will be
conducted for local residents through news media, leaflet distribution, slogan posting
and traffic police publicity. Traffic safety publicity may be conducted annually by
distributing publicity materials in villages, and holding village congresses. With more
traffic safety knowledge, villagers will observe the traffic rules much better.
(5)Improving the local natural environment, and reducing noise and dust
pollution
The environmental pollution of the 12 subproject roads are a great concern of
local residents, especially the dust and noise pollution, and sanitation issues. On
some of these roads, dust pollution arising from serious pavement damage has led to
great crop losses; in some places, crop output is reduced by nearly half. The
Subproject will improve pavements greatly and eliminate dust pollution effectively.
Second, on some roads with high overnight vehicular traffic, high noise affects nearby
residents’ regular rest. The construction of alley trees in the Subproject will reduce
noise and dust pollution effectively, and ensure their regular rest. Third, much solid
waste is piled up on some roads, affecting people’s physical health. In the Subproject,
sanitation workers will be hired to solve this issue effectively.
(6)Reducing the incidence of traffic accidents effectively
43.7% of the respondents think the Subproject will improve traffic safety, and
reduce the incidence of traffic accidents. First, with the improvement and broadening
of pavements, accidents will be reduced; second, the setup of deceleration strips will
reduce driving speeds of motor vehicles effectively, and reducing the incidence of
traffic accidents; third, traffic safety signs and protective facilities will remind and
protect drivers.
Traffic safety issues are caused by both poor road conditions, and the shortage of
public safety awareness and knowledge. In the Subproject, the PMOs will disburse
special funds on rural traffic safety publicity and education enhance traffic safety
awareness and improve traffic safety.
Table 6-1 Possible Positive Impacts of the Subproject (3 Options Only)
Positive impact N Percent Percent of cases
Generating more job opportunities 89 9.2% 25.4%
Shortening traffic times 265 27.5% 75.7%
Reducing traffic expenses 191 19.8% 54.6%
Improving traffic safety 153 15.9% 43.7%
Improving traffic convenience 196 20.4% 56.0%
6.2 Potential Risks
(1)Causing traffic inconvenience to nearby residents temporarily during
construction
25.4% of the respondents think that road construction will result in temporary
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traffic inconvenience. Local residents think that road construction is a good thing in
the long run, and mostly understand and accept temporary traffic inconvenience
during construction, such as dust and noise pollution. However, local residents also
expect that measures should be taken to mitigate such temporary impacts, and the
Subproject be completed as soon as possible so that they can enjoy its benefits.
( 2 ) Producing dust and noise pollution to affect the ecological
environment
66.9% of the respondents think dust and noise pollution will arise inevitably from
ground excavation, roadbed filling, building material transport, handling and mixing,
and the operation of construction machinery during construction, thereby affecting the
ecological environment adversely.
After the completion of the Subproject, the increase of vehicular traffic will also
result in dust and noise pollution, and affect the ecological environment adversely.
(3)Threatening the personal and property safety of local residents
During construction, construction vehicles will threaten the personal safety of
local residents, and increase the incidence of traffic accidents due to road congestion.
In addition, cultural differences between non-local workers and local residents may
result in conflicts, thereby threatening public security.
(4)Impacts of LA and HD
The Subproject will result in the occupation of farmland and the demolition of
residential houses, so that some residents will lose their farmland and houses. During
construction, some land will be occupied temporarily. As a result, the affected
population’s productive and living activities will be affected to some extent, and they
will be exposed to such social risks as loss of land, unemployment, loss of housing,
marginalization and social relation disintegration. If compensation rates are too low,
compensation fees not paid timely and transparently, and resettlement modes
irrational, the affected persons may object LA and HD, thereby impeding the
implementation of the Subproject. Therefore, issues arising from LA and HD should
be addressed timely, reasonably and effectively. For this purpose, a resettlement
action plan has been prepared to evade such risks.
(5)Improper traffic management or subsequent maintenance, which may
prevent the subproject objectives from being truly realized
Roads in the subproject area are often not well maintained after completion, so
that their service lives are much shorter than design lives. Road supporting facilities
are essential to the proper functioning of the whole road network. However, the key to
their proper functioning is traffic management. Moreover, traffic management is as
important as traffic construction, and only if these two aspects are combined can the
road network truly function as planned. Although the traffic infrastructure will be
improved in the Subproject, traffic management and subsequent maintenance must
be strengthened. Currently, there are such issues as technologies, information
management, institutions and concepts in the traffic management of the subproject
area. These issues may affect the fulfillment of the subproject objectives to some
extent.
Of course, all these potential risks can be evaded by an appropriate social
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management plan (see Chapter 7).
Table 6-2 Possible Negative Impacts of the Subproject (3 Options Only)
Possible negative impact Frequency Percent
Temporary traffic inconvenience arising from construction 211 25.4%
Dust and noise pollution arising from construction 166 20.0%
Threat to the personal and property safety of local residents 60 7.2%
Introducing bad urban behaviors into the subproject area 14 1.7%
Prevalence of AIDS and other infectious diseases 11 1.3%
Inconvenience and riskiness of road crossing 120 14.4%
Impacts of LA and HD 134 16.1%
Damage to irrigation canals 101 12.1%
Don’t know 15 1.8%
Total 832 100.0%
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7 Social Management Plan and Implementation
7.1 Social Management Plan
The SA team has identified the major social risks of the Subproject, and proposed
actions and suggestions to mitigate or avoid such risks in close consultation with
primary stakeholders.
(1)Strengthening quality supervision over construction to ensure that the
roads and infrastructure meet public needs
In order to ensure that local residents’ needs are met, and the social and
economic benefits of the Subproject are maximized, the following actions have been
proposed: ①The PMOs and transport bureaus should supervise the construction
quality of the Subproject to ensure that the design standard is met; ②The PMOs and
other agencies concerned should involve women and ethnic minorities in subproject
management so that their characteristics and needs are considered; and ③Establish
public feedback channels to accept public supervision on the construction of the
Subproject.
(2)Reducing negative impacts of construction on residents’ daily lives
Local residents’ daily lives will be affected inevitably during construction. The
following actions have been proposed to mitigate or avoid such impacts: ①Roads
under construction are half enclosed, and construction are conducted in low-traffic
hours to mitigate the adverse impact on local residents’ daily traffic; ②Safety
measures should be taken on roads under construction, such as warning signs, in
order not to threaten the personal and property safety of local residents; and
③Measures should be taken to mitigate noise, dust and solid waste pollution, and
negative impacts on local residents’ daily lives and work. Noise reduction measures
should be taken, and overnight construction near residential areas avoided; dust
reduction measures should be taken to reduce negative impacts on nearby crops;
solid waste produced should be transferred timely to avoid secondary pollution.
(3)Strengthening information disclosure and public participation
In order to conduct information disclosure properly, involve local residents in the
design and construction of the Subproject, and ensure that their needs are met as
much as possible, the following measures should be taken in respect of information
disclosure and public participation: ①Disclose information on the Subproject through
government websites, TV stations, notices, leaflets and brochures, so that local
residents are aware of implementation progress and supervise implementation; and
②Disclose employment information through government websites, TV stations,
notices, etc., including unskilled workers at the construction stage, and cleaners and
highway maintenance workers at the operation stage, so that local residents can
participate actively in the Subproject.
(4)Strengthening education and publicity on traffic safety
Since local residents are short of traffic safety knowledge and have weak traffic
safety awareness, publicity and education on traffic safety knowledge should be
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strengthened to reduce traffic accidents arising from human factors. The following
actions have been proposed: ①Establish traffic safety publicity teams to conduct traffic
safety publicity; ②Conduct traffic safety publicity for local residents at appropriate
times and in vivid ways; ensure the participation of groups short of traffic safety
knowledge, such as women, old people and children; publicity may be conducted in
such ways as publicity vehicles and desks at rural fairs on holidays, and distributing
brochures and leaflets, and school-based publicity; ③Distribute traffic safety
brochures to migrant workers to improve their traffic safety knowledge; and ④Pay
attention to the traffic safety knowledge examination and training of motor vehicle
drivers (especially coach and truck drivers). This may be done by the local transport
administration bureaus together with freight and passenger transport companies.
(5)Paying attention to the management and maintenance of the completed
roads
Little attention is paid to road maintenance in the subproject area, so that
pavements are seriously damaged, shortening their service lives. Local residents
generally require that routine road management and maintenance is conducted by
agencies responsible and adequately funded. The following actions have been
proposed: ①Recruit maintenance workers from local residents, and establish highway
maintenance teams; this will ensure that they are more responsible at work and
increase their income; ②Develop duties, examination measures and subsidy
measures for highway maintenance teams to ensure that team members are
conscientious at work; and ③Highway maintenance teams should be responsible for
the management and maintenance of the subproject roads, including their supporting
facilities, stopping and reporting acts that damage these roads, and reporting any
seriously damaged pavement or facility to competent authorities for timely repair.
(6)Providing livelihood support to affected residents
In order to mitigate the Subproject’s negative impacts on local residents’
livelihoods, especially those affected by LA and/or HD, and that the development of
vulnerable groups is promoted, the following actions have been proposed: ①30% of
the temporary or permanent unskilled jobs generated by the Subproject should be first
made available to local women and the poor; ②Encourage local residents, especially
women and the poor, to develop tourism services along the subproject roads, and
offer preferential policies; ③Provide skills training to land-expropriated farmers,
women and the poor in the subproject area so that they can get employed or
reemployed more easily; ④Develop preferential policies to encourage local
enterprises to make jobs first available to affected residents (especially
land-expropriated farmers).
In order to ensure the practical implementation of the above actions, and finally
promote the fulfillment of the subproject objectives, the SA team has developed the
Social Management Plan, and information disclosure and public participation plan of
the Subproject in consultation with all stakeholders. See Table 7-1.
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Table 7-1 Social Management Plan
Item Measures or actions Actors Time Funding Monitoring indicators
1. Strengthening
quality supervision
over construction
to ensure that the
roads and
infrastructure meet
public needs
a. The PMOs and transport bureaus should supervise the construction
quality of the Subproject to ensure that the design standard is met;
b. The PMOs and other agencies concerned should involve women and
ethnic minorities in subproject management so that their characteristics
and needs are considered;
c. Establish public feedback channels to accept public supervision on
the construction of the Subproject.
PMO, transport
bureau
During
construction
Feasibility
study budget,
special funds
of transport
bureau
100,000 RMB
a. Pavement quality and width,
availability of bridges, culverts, green
belts, and other supporting facilities
b. Women’s participation in management
c. Public feedback channels established
d. Public perceptions and comments
2. Reducing
negative impacts
of construction on
residents’ daily
lives
a. Roads under construction are half enclosed to mitigate the adverse
impact on local residents’ daily traffic;
b. Safety measures should be taken on roads under construction, in
order not to threaten the personal and property safety of local residents;
c. Measures should be taken to mitigate noise, dust and solid waste
pollution, and negative impacts on local residents’ daily lives and work.
d. Construction workers should respect local minority customs.
PMO,
contractor, etc.
During
construction
Feasibility
study budget
200,000 RMB
a. Construction safety and pollution
control measures
b. Feedback and comments on the
construction process and workers
3. Strengthening
information
disclosure and
public participation
a. Disclose information on the Subproject through government
websites, TV stations, notices, leaflets and brochures;
b. Disclose employment information through government websites, TV
stations, notices, etc., including unskilled workers at the construction
stage, and cleaners and highway maintenance workers at the operation
stage.
PMO, transport
bureau,
transport
administration
bureau,
contractor, etc.
During and
after
construction
Feasibility
study budget,
special funds
of agencies
concerned
150,000 RMB
a. Disclosure of subproject information,
including means, times and venues
b. Disclosure of employment
information, and employment of local
residents
c. Information level of local residents,
and their comments on disclosure
4. Strengthening
education and
publicity on traffic
safety
a. Establish traffic safety publicity teams to conduct publicity;
b. Conduct traffic safety publicity for local residents at appropriate times
and in vivid ways; ensure the participation of groups short of traffic
safety knowledge, such as women, old people and children;
c. Pay attention to the traffic safety knowledge examination and training
of motor vehicle drivers (especially coach and truck drivers).
PMO, traffic
police brigade,
transport
bureau, coach/
bus companies,
schools, etc.
During and
after
construction
Feasibility
study budget,
special funds
of traffic
police brigade
250,000 RMB
a. Work of traffic safety publicity teams;
b. Public participation in and comments
on traffic safety publicity;
c. Change in traffic safety knowledge
and awareness of residents (especially
motor vehicle drivers) after publicity
5. Paying attention
to the
management and
maintenance of
the completed
roads
a. Recruit maintenance workers from local residents, and establish
highway maintenance teams;
b. Develop duties, examination measures and subsidy measures for
highway maintenance teams;
c. Highway maintenance teams should be responsible for the
management and maintenance of the subproject roads.
PMO, transport
bureau, etc.
After
construction
Feasibility
study budget,
special funds
of transport
bureau
300,000 RMB
a. Establishment and composition of
highway maintenance teams, and their
duties, and examination and subsidy
measures
b. Work of teams and self-evaluation
c. Residents’ comments on team work
6. Providing
livelihood support
to affected
residents
a. 30% of the temporary or permanent unskilled jobs generated by the
Subproject should be first made available to local women and the poor.
b. Encourage local residents, especially women and the poor, to
develop tourism services along the subproject roads, and provide
PMO, poverty
reduction
office, etc.
During and
after
construction
Feasibility
study budget,
special funds
for poverty
a. Employment of residents (especially
land-expropriated farmers, women and
the poor)
b. Supporting policies for employment
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preferential policies;
c. Provide skills training to land-expropriated farmers, women and the
poor in the subproject area so that they can get employed or
reemployed more easily;
d. Develop preferential policies to encourage local enterprises to make
jobs first available to affected residents (especially land-expropriated
farmers).
reduction
500,000 RMB
and business startup
c. Skills training, and participation of
residents (especially land-expropriated
farmers, women and the poor)
d. Feedback from residents (especially
land-expropriated farmers, women and
the poor)
7.2 Public Participation Plan
The following information disclosure and public participation plan has been developed through participatory observation. See Table 7-2. Table 7-2 Information Disclosure and Public Participation Plan
Stage Activity Mode Implemented by Participants Topics covered Funding source
Pre
para
tion
Subproject
information
disclosure
TV, broadcast, notice,
banner, brochure, etc. PMO, transport
bureau
Local residents (incl.
vulnerable groups),
village committees
Disclosing basic subproject information
Collecting comments and suggestions from residents
Answering residents’ questions
Feasibility study
budget 100,000
RMB
Feedback of needs
and suggestions
from local agencies
and residents
FGD, interview,
questionnaire survey PMO, SA team,
RAP preparation
agency
Local agencies,
residents, especially
those affected by LA
and/or HD
Soliciting needs and suggestions from local agencies
and residents;
Collecting comments from women and other vulnerable
groups, and ensure open and fair implementation
Feasibility study
budget 200,000
RMB
Constru
ctio
n
Participation in
construction
Offering unskilled jobs to
local residents PMO, contractor
Local residents
(especially vulnerable
groups)
Making 30% of unskilled jobs under the Subproject first
available to local residents;
Providing job opportunities to local residents
Participating in construction quality supervision
Contractor
200,000 RMB
Public opinion
feedback
Supervision hotline and
public opinion survey PMO
PMO, contractor, local
residents
Minimizing negative impacts of construction;
Taking safety measures to ensure the personal and
property safety of local residents
Respecting local minority customs
Contractor
100,000 RMB
Supervision of
environmental
impacts
TV, notice, public
supervision
Environmental
protection
bureau, PMO
PMO, environmental
protection bureau,
local residents
Supervising dust, noise and solid waste pollution during
construction
Feasibility study
budget 150,000
RMB
Opera
tion
Establishment of
highway
maintenance teams
Notice, village congress
PMO, transport
bureau
PMO, transport
bureau, local residents
Conducting road management and maintenance,
stopping bad practices, and reporting damages
Road maintenance
funds of transport
bureau 200,000
RMB
Establishment of a
traffic safety
education
mechanism
Paper publicity (brochure,
leaflet, calendar, gift card,
etc.), electronic publicity
(panel), on-site publicity by
PMO, traffic
police brigade
PMO, traffic police
brigade, local
residents
Giving traffic safety to local residents (especially
women, old people, children and other groups short of
traffic safety knowledge) so that they observe the traffic
rules self-consciously, and traffic accidents are reduced
Feasibility study
budget, special
funds of traffic
police brigade
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traffic police, safety meeting 150,000 RMB
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8 Grievance Redress and M&E
8.1 Grievance Redress Procedure
An effective grievance redress mechanism has been established to address
issues arising from the Subproject at the preparation, construction and operation
stages, and ensure adequate information disclosure and extensive public
participation:
Stage 1: If any right of any affected person is infringed on during subproject
implementation, he/she may file an appeal to the village committee or township
government. Such appeal should be solved within two weeks.
Stage 2: If the appellant is dissatisfied with the disposition of Stage 1, he/she may
file an appeal to the district/county PMO after receiving such disposition, which shall
make a disposition within two weeks.
Stage 3: If the appellant is dissatisfied with the disposition of Stage 2, he/she may
file an appeal to the Wuwei PMO after receiving such disposition, which shall make a
disposition within two weeks.
Stage 4: If the appellant is still dissatisfied with the disposition of Stage 3, he/she
may escalate such appeal to the competent administrative authorities in accordance
with Administrative Procedure Law of the PRC after receiving such disposition for
arbitration.
Stage 5: If the appellant is still dissatisfied with the arbitration award, he/she may
file a suit in a civil court in accordance with the Civil Procedure Law of the PRC after
receiving such award.
8.2 M&E
M&E is an important means of fulfilling the subproject objectives, and
implementing the Social Management Plan, and information disclosure and public
participation plan of the Subproject properly, and also an important corrective and
participatory mechanism in the Subproject. For this purpose, the M&E mechanism of
the Subproject has been established, including internal monitoring and external M&E.
Internal monitoring on the implementation of the Subproject, Social Management
Plan, and information disclosure and public participation plan, fund use, etc. will be
conducted by the Wuwei PMO.
External M&E on the implementation of the Social Management Plan will be
conducted by an independent agency with M&E experience in Bank-financed projects
appointed by the Wuwei PMO. The external M&E agency will conduct periodic
follow-up M&E on the implementation of the Social Management Plan, give advice
accordingly, and submit M&E reports to the Bank.
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Appendix 1 Minutes of FGD with Liangzhou District Transport Administration Bureau
Time August 6, 2013
Venue Liangzhou District Transport Administration Bureau
Organizer Director Bao of the PMO
Participants Liangzhou District Transport Administration Bureau, SA team
Key points
Traffic conditions:
Local traffic is unobstructed, and bus service is available from the urban area to all
townships (fares: 6 yuan for 40km, not ore than 10 yuan per trip)
All roads leading to townships are cement-paved.
60% of townships have bus connections with villages (with 456 villages in total),
and 26.5% of these roads are cement-paved.
Highway management: This includes the routine and emergency maintenance of
bridges, culverts, drainage facilities, guardrails and signs, where routine
maintenance includes road cleaning and minor damage repair. Road facilities are
usually maintained 4 times a year, while major pavement repairs have to be
reported to superior authorities and cannot be conducted timely. Road cleaning:
The environmental sanitation bureau is responsible for road cleaning in the urban
area; in townships, road cleaning is done by cleaning workers assigned by the
transport bureau by mechanical means, or by local employees manually (paid
60-80 yuan/day).
Local roads are not affected seriously by sandstorms.
Traffic safety publicity: Traffic safety publicity is conducted in the following ways:
①posting slogans and signs; ②distributing leaflets to villagers; ③distributing
newspapers; and ④broadcasting by publicity vehicles in densely populated areas.
The transport administration bureau arranges a safety training session for drivers
annually.
Traffic issues: ①Branch roads are in bad condition and of low grade; ②These
roads have long periods of service; ③There are many residents along these roads,
and pedestrian and vehicular traffic is not separated; and ④These roads are
occupied for business purposes.
Road construction: The contractor should employ local workers with priority
during construction.
Photos
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Appendix 2 Minutes of FGD with Women in Gulang County
Time August 9, 2013
Venue Xitan Village, Tumen Town
Organizer Director Zhang of the PMO
Participants PMO, villagers of Xitan Village, Tumen Town, SA team
Key points
Woman’s interview
Basic information: Ms Ding, 40, does farm work at home mainly, with annual income of
800-900 yuan/mu. Her husband works outside in the slack season and returns home to
help with farm work in the busy season. She goes out to take her child to and from
school, or to purchase daily necessities in the town mainly. Her main traffic mode is
motorcycle.
Concerns: There are too many vehicles on the road, and motorcycles, tricycles and
private cars drive together, making her feel very unsafe. The road is rugged, making it
hard to drive stably.
Expectations: The new road is asphalt-paved. She expects the road to be serviceable
as soon as possible, and that supporting facilities are provided properly. After its
completion, she will go to the urban area in shorter times, and go to town more often for
shopping and visiting relatives.
Photos
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Appendix 3 Fieldwork Photos
August 2, road condition in Xinqiao Village,
Fengle Town, Liangzhou District
August 3, FGD in Xinqiao Village, Fengle
Town, Liangzhou District
August 4, bus stop in Ma’er Village, Gaoba
Town, Liangzhou District
August 4, road in Ma’er Village, Gaoba Town,
Liangzhou District
August 5, road in Wunan Town
August 9, Jinse Avenue-Huanghuatan New
Rural Community
August 9, Gan’en New Rural Community on
Jinse Avenue
August 9, Tumen Town, Gulang County
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August 10, FGD in Minquan Xiang
Urban and rural buses in Liangzhou District