Technical Assistance Consultant’s Report · F166 Kagbeni-Muktinath 26.00 - - 26.00 Total 207.00...

Technical Assistance Consultant’s Report

This consultant’s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents. (For project preparatory technical assistance: All the views expressed herein may not be incorporated into the proposed project’s design.

Project Number: 44168-012 Capacity Development Technical Assistance (CDTA) October 2013

Nepal: Mainstreaming Climate Change Risk

Management in Development

(Financed by the Strategic Climate Fund)

District Baseline Reports: Department of Local Infrastructure Development and Agricultural Roads (DOLIDAR) Mustang and Myagdi Districts Prepared by ICEM – International Centre for Environmental Management

http://uxerppd04.adb.org:8000/OA_HTML/OA.jsp?OAFunc=ADBPA_PROJ_OVERVIEW_VIEW&addBreadCrumb=RS&paProjectId=3258&retainAM=Y&_ti=1996868042&oapc=10&oas=l8eCy6ajbRwmD2idEel-HA..

MOSTE | Mainstreaming climate change risk management in development | DoLIDAR District baseline

i

TA – 7984 NEP

October, 2013

Mainstreaming Climate Change Risk Management in

Development

1 Main Consultancy Package (44768-012)

MUSTANG DISTRICT BASELINE: DEPARTMENT OF LOCAL

INFRASTRUCTURE DEVELOPMENT & AGRICULTURAL ROADS

(DOLIDAR)

Prepared by ICEM – International Centre for Environmental Management

METCON Consultants

APTEC Consulting

Prepared for Ministry of Science, Technology and Environment, Government of Nepal

Environment Natural Resources and Agriculture Department, South Asia

Department, Asian Development Bank

Version B

MOSTE | Mainstreaming climate change risk management in development | DoLIDAR District Baseline

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ABBREVIATION

ADB Asian Development Bank

CC Climate Change

DDC District Development Committee

DfID Department of International Development

DHM Department of Hydrology and Meteorology

DoI Department of Irrigation

DoLIDAR Department of Local Infrastructure and Agricultural Roads

DoR Department of Roads

DRCN District Road Core Network

DTMP District Transport Master Plan

DTO District Technical Office

DWIDP Department of Water Induced and Desaster Prevention

DWSS Department of Water Supply and Sewerage

GiZ German Technical Cooperation

GoN Government of Nepal

LDO Local Development Officer

LRBP Local Road Building P

PCU Passenger Car Units

RCC Reinforced Cement Concrete

RRRSDP Rural Reconstruction and Rehabilitation Sector Development Program

SDC Swiss Development Cooperation

TBSU Trial Bridge Support Unit

VDC Village Development Committee


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TABLE OF CONTENTS

ABBREVIATION ............................................................................................................................. II

1 MUSTANG DISTRICT .......................................................................................................... 4

1.1 Introduction .......................................................................................................................... 4

1.2 Road Network in the District ................................................................................................ 5

1.2.1 National Highways and Feeder Roads ............................................................................................. 5 1.2.2 District Road Core Network .............................................................................................................. 5 1.2.3 Village roads..................................................................................................................................... 6 1.2.4 Total Road Network ......................................................................................................................... 6

1.3 District Sector Master Plan .............................................................................................. 7

1.3.1 Conservation .................................................................................................................................... 7 1.3.2 Improvement .................................................................................................................................... 8 1.3 3 New Construction ............................................................................................................................. 9 1.3.4 Budget Requirement ........................................................................................................................ 9

1.4 Sector Budgeting and Staff ................................................................................................. 10

1.4.1 Budgeting ................................................................................................................................ 10 1.4.2 Sector trends ........................................................................................................................... 10 1.4.3 Issues and Constraints ............................................................................................................. 10

1.5 Past extremes in the district .......................................................................................... 11

1.6 Linkages to other Sectors ............................................................................................... 11

1.7 Priority infrastructure in Mustang District ..................................................................... 11

1.7.1 Prioritisation process ............................................................................................................... 11

2 MUSTANG: ASSET BASELINE ............................................................................................ 12

2.1 Asset 1: Kaligandaki Bridge at Mustang ....................................................................... 12

2.1.1 Asset Description ..................................................................................................................... 12 2.1.2 Adaptation audit ..................................................................................................................... 18

2.2 Asset 2: Road Upgradation of Kagbeni-Jhaite Road ...................................................... 18

2.2.1 Asset Description ..................................................................................................................... 18 2.2.2 Adaptation Audit ..................................................................................................................... 20

2.3 Asset 3: Bank protection works at Kagbeni ................................................................... 20

2.3.1 Asset Description ..................................................................................................................... 20 2.3.2 Adaptation audit ..................................................................................................................... 22

ANNEX A: ANNUAL BUDGETS OF MUSTANG DDC FOR THE FY 2011/12 TO 2012/13......................... 1

ANNEX B: NAMES & POSITIONS OF MUSTANG DTO OFFICE STAFFS ................................................ 3

ANNEX C: PHOTOGRAPHS ............................................................................................................. 4

ASSET 1: KALIGANDAKI BRIDGE AT MUSTANG ............................................................................... 4

ASSET 2: KAGBENI-JHAITE ROAD.................................................................................................... 8

ASSET 3: PROTECTION WORKS AT KAGBENI. ................................................................................ 11


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1 MUSTANG DISTRICT

1.1 Introduction

Mustang District is located in Dhawalagiri Zone; Western Development Region bordering with Tibet

at its north. The district, with Jomsom as it's headquarter covers an area of 3,573 km2. According to

2011 census, it has a population of 13,799 with growth rate of -0.82 %. The district straddles the

Himalayas and extends northward onto the Tibetan plateau. It is a hilly district with altitudes ranging

from around 2,000 to over 8,000 metres. Most of the district has rocky landscape and is virtually a

mountain desert, its harsh grandeur broken only by small oases, where villages have grown up

around a water source. The district is very famous for trekking. Out of several trekking routes,

trekking to Lomanthang, Annapurna circuit and Muktinath are few to mention. One of the

uniqueness of the Mustang District is that it lies at the north of Himalaya and hence its climatic

condition is very different from other districts. The most notable consequence is that the rainfall is

very less. As per DHM the total rainfall in Mustang in 2008 is 312 mm. This is about 5 times less than

the national average.

The district has 16 VDCs. The location of the district and district map is shown in Fig. 1.

Fig.1: Location Map and District Map showing VDCs


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1.2 Road Network in the District

1.2.1 National Highways and Feeder Roads

Mustang district has only 3 Feeder Roads (Pairothapla-Jomsom, Jomsom-Ghoktang and Kagbeni -

Muktinath) totalling 207 km. These roads are earthen and are managed by DoR's Pokhara Division

Road Office.

Table.1:National Highways and Feeder Roads (km)

Code Description

Total

length Black Top Gravel Earthen

F042 Pairothapla-Jomsom 59.00 - - 59.00

F042 Jomsom-Ghoktang 122.00 - - 122.00

F166 Kagbeni-Muktinath 26.00 - - 26.00

Total 207.00 0.00 0.00 207.00

1.2.2 District Road Core Network

Mustang DDC engaged GOEC Nepal Pvt. Ltd, a local consultant for preparation of DTMP. The

consultant completed the study and submitted the final report in July 2013.

As part of the preparation of the DTMP, District Transport Infrastructure Coordination Committee

(DTICC), District Development Committee (DDC) and the consultant jointly identified the District Road

Core Network (DRCN) following the GoN's guidelines. This DRCN is the minimum network that allows

all VDC headquarters to be connected with the strategic road network and the district headquarters,

either directly or through other VDCs. In the selection of the DRCN roads, account was taken of the

road conditions and the existing traffic levels. After detail analysis DDC, DTICC and the consultant

identified of 4 district roads with a total length of 27.34 km to be included in DRCN. All these roads

are currently earthen and are considered fair-weather only. The list of DRCN is given in Table 2.

Table 2: District Road Core Network (km)

Code Description

Total

length

Black

Top Gravel Earthen

All

weather

Fair

weather

42DR001 F042- Kunjo VDC Center Road 3.93 3.93 - 3.93

42DR002 F042- Jhong Road 9.16 9.16 - 9.16

42DR003 F042- Dhyekhola- DhiGaun Road 10.24 10.24 - 10.24

42DR004 F042-Thinger Chhonhup Road 4.01 4.01 - 4.01

Total 27.34 - - 27.34 - 27.34


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1.2.3 Village roads

The roads that do not form part of DRCN are classified as village roads and are under the

responsibility of the 16 VDCs in Mustang District. These roads are of lower importance and do not

form the main link between the VDC headquarters and the district headquarters or strategic road

network. Instead they provide additional access to other parts of the VDCs. The total length of the

village roads is 79.51 km.

As the total VDCs in the district is 16, each VDC will thus be responsible for 5 km of village roads on

average. DTMP has recommended that the VDCs organise maintenance workers to carry out the

emergency and routine/recurrent maintenance of these roads to ensure they remain accessible.

Upgrading or new construction of village roads are the responsibility of the VDCs.

Funding for village roads will mainly come from the VDC grants. Some district funding will also be

allocated to the village roads. However, this district funding will be mainly for maintenance,

especially emergency maintenance and routine/recurrent maintenance to keep the village roads

open.

1.2.4 Total Road Network

The total road network of Mustang district is estimated to be 314 kilometres (see table 3), including

207.00 kilometres of strategic roads managed by DOR and 107kilometres of rural roads managed by

Mustang DDC and the VDCs. All the strategic roads and all of the rural roads have an earthen surface.

Table 3: Total road length (km)

Road Class Total length Black Top Gravel Earthen

Strategic road network 207.00 - - 207.00

Highways -

Feeder roads 207.00 207.00

Urban roads - - - -

District road core network 27.34 - - 27.34

Village roads 79.51 - - 79.51

Total 313.85 - - 313.85


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Map of Mustang District showing total road network is given in Figure 2.

Fig. 2: Map Showing District Road Network

1.3 District Sector Master Plan

The DTMP has identified two major types of works for the next five years. They are:

1. Conservations

2. Improvement

1.3.1 Conservation

Conservation refers to the actions required to repair a road and keep it in good and passable

condition. Conservation activities include:

Emergency maintenance - Basic repairs aimed at removing landslides and repairing damage to the

road that inhibit the proper use of the road and make it impassable. This task is mainly carried out

during and after the rainy season.

Routine maintenance - General maintenance of the road aimed at preventing damage by ensuring

the proper working/maintaining of the different road elements (retaining walls, drainage system,


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carriageway, etc.) and cutting vegetation. This activity is carried out throughout the year on a more

or less continuous basis. Routine maintenance is required for entire road network of district.

Recurrent maintenance - Repairs of minor damage to the road surface and road structures to bring

them back to good condition. This is generally carried out once or twice a year. Recurrent

maintenance is required for the entire district road core network, whereby distinction is made

according to the surface type. The specific requirements for recurrent maintenance are determined

on an annual basis through the road condition survey and defined in the ARMP.

Periodic maintenance - Larger repairs to the road aimed at renewing the road surface through re-

gravelling, resealing or overlays falls under this maintenance type. It is generally carried out at several

years interval. Although periodic maintenance is only required for specific sections of the district road

core network, a lump sum allocation is made for the entire district road core network based on

average annual requirements, distinguishing between different surface types. The specific periodic

maintenance requirements are determined on an annual basis through the annual road condition

survey and defined in the ARMP.

1.3.2 Improvement

The DTMP identified the following works under this heading.

1. Rehabilitation - Significant repairs required to bring a very poor road back to a maintainable

standard. This does not include any changes to the original surface type.

2． Gravelling - Placement of a gravel layer to make it all-weather and ensure that the road

remains passable during the rainy season.

3． Cross drainage - Placement of suitable cross-drainage structures with the aim of making the

road all-weather and ensuring that the road remains passable even during the rainy season

4． Protective structures - Placement of retaining walls and lined side drains to avoid excessive

damage to the road during the rainy season and bring it to a maintainable standard.

5． Blacktopping - Placement of a blacktop layer in roads with traffic volumes exceeding 50

passenger car units (PCU) to reduce damage to the road surface

6． Widening - Increased width in roads with traffic volumes exceeding 500 passenger car units

(PCU) to ensure the proper flow of traffic.

The tasks identified by DTMP for the above works in five years time are described below.

1. Rehabilitation

DTMP has not envisaged rehabilitation of any rural road.

2. Gravelling

Entire district road core network (27.34 km) of the district are planned to be gravelled within five

years.

3. Cross drainage

Cross drainages identified by DTMP are:

- 540 m long total bridge length;

- 12 m long slab culvert and

- 6m total length of cement concrete causeway


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4. Protective structures

Based on the road survey carried out in Mustang, 1,380cu.m. of gabion walls and 7.5 km long lined

drain are required for the DRCN.

5. Widening

Widening of the district road core network in Mustang is required only in specific locations to bring it

up to the minimum standard and to ensure sufficient space at the curves. Due to very low traffic the

total length of road requiring widening is 760m only.

6. Blacktopping

Analysis of the traffic data for the different roads shows that no roads are eligible for blacktopping.

1.3 3 New Construction

New construction of DRCN is not required as the existing roads provide access to all the VDC

headquarters of Mustang.

1.3.4 Budget Requirement

Conservation

Annual conservation costs are estimated at NPR 8.2 million based on the first year, and will be

updated as per actual annual maintenance needs as determined in the annual road condition survey.

For the full five-year period the total conservation cost is estimated to be NPR 41 million.

Improvement

During DTMP preparation an analysis was made to identify the need of improvement works on all

the DRCN roads in order to bring them to a maintainable all-weather standard and provide them with

a proper road surface in light of existing traffic volumes. The required improvements and their

estimated costs are listed below.

Table 4: Improvement Cost as estimated by DTMP.

Sn Improvement type Requirement Cost (NPR)

1 Bridges 540 m 367,740,000

2 Slab culverts 12 m 2,040,000

3 Causeways 6 m 690,000

4 Hume pipes 0 units -

5 Masonry retaining walls 0 m3 -

6 Gabion retaining walls 1380 m3 6,292,800

7 Lined drains 7500 m 18,750,000

8 Widening 760 m 18,240,000


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9 Rehabilitation 0 km -

10 Gravelling 27.34 km 73,818,000

11 Blacktopping 0 km -

12 New construction - km -

Total 487,570,800

The total costs for the conservation and improvement come to NPR 528.5 million.

1.4 Sector Budgeting and Staff

1.4.1 Budgeting

The annual budgets of the DDC for the Financial Years 2010/11 and 2012/13 are 894,553,000 rupees

and 802,265,000 rupees respectively. Out of the total, budgets for Physical Infrastructure

Development for FY 2010/11 and 2012/13 are 364,607 rupees and 377,903 rupees respectively. The

full budget details are given in Annex A.

Staff

District Technical Office (DTO) of the district is responsible for execution of all types of infrastructural

works including rural transport system. At present 9 staffs are engaged in Mustang DTO and is

headed by a district engineer. The full list of DTO staffs is presented in in Annex B

1.4.2 Sector trends

Several rural infrastructure works, especially roads and bridges, are being constructed/upgraded at

present. The trends and issues of infrastructure works in Mustang District are similar to other hill

districts and are described briefly in the following section.

Planning

DoLIDAR has just completed inventory of roads, bridges, trails and suspension bridges in all 75

districts. Similarly, several districts have prepared DTMP. Mustang district also finalized the DTMP in

July 2013. The DTMP is the main basis for implementation of whole rural transport in the district.

Design

Design works of construction roads and bridges in general are carried out by local consultants.

Construction

All the construction and maintenance works of roads and bridges are done by using local contractors

and Users' Committee. The present trend in the construction has shifted from manual to machines.

For example at present construction equipment such as excavator, paver, dozer, roller are being used

more frequently.

1.4.3 Issues and Constraints

The major issues and constraints for development of rural road infrastructure are summarized below.

a) Roads are constructed on ad hoc basis without completing the existing ones;

b) Large number of projects

c) Very poor condition of the constructed roads due to distribution of budgets;


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d) Very little technical manpower. The district has one engineer and two sub-engineers for

supervision and monitoring of all type of infrastructure works in the whole district.

e) Weak Institutional Capacity/Arrangements of DDC/DTO. The DDC technicians are required to be

involved in several woks such as planning, design, procurement construction supervision and

monitoring of roads, bridges, protection works, irrigation schemes, water supply systems etc. But

the technicians are not capable to carry out all above type of works

f) High financial irregularities;

g) Too many parallel committees in the district (DTICC, DRRMC, LRUC, RMUC, etc.) delaying the

decision process.

h) Lack of coordination between the donors;

i) Users’ Co ittees ei g e te si el used for i ple e tatio a d ai te a e ith poor accountability.

j) Relationship between DTO and local development officer (LDO) unclear complicating

implementation of approved budget;

k) Insufficient budget allocation for maintenance;

Because of the above problems, all types of infrastructure works are affected resulting the

followings;

a) The projects are not completed in time;

b) Difficult to maintain quality and progress due to large number of projects.

c) Very poor condition of constructed works/roads. It is estimated that 55 % of the constructed

RRs are not motorable;

d) Extensive deterioration of constructed roads due to absence of proper maintenance;

1.5 Past extremes in the district

Record of the past extreme events is presented in Annex C.

1.6 Linkages to other Sectors

The DDC/DTO at present is cooperating with the following agencies:

DoR, DoI, DWSS, DWIDP, GiZ, SDC, TBSU (Helvetas), LRBP (SDC)

Major donor working in the district on rural transport:

RRRSDP which was the major project (funded by GoN, ADB, DfID, OFID, SDC) until the last fiscal year

and was providing fund to Mustang District for upgradation of Kagbeni-Ghaite section of Jomsom-

Ghoktan Road other infrastructure works. Although it is a strategic road, it was implemented under

DDC because DoR has not still not started any upgradation activities for this very impoertant road.

1.7 Priority infrastructure in Mustang District

1.7.1 Prioritisation process

The key criteria for prioritisation include:

Infrastructure of national strategic importance

Infrastructure of district strategic importance

Infrastructure that has been impacted by past extreme events


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Infrastructure located in areas prone to past extreme events

At least one planned infrastructure

The consultant in consultation with the DDC/DTO stafss prepared a final list of the priority

infrastructure of the district. The list was prepared following the criteria set out above. The priority

list is given in table 5.

Table 2: Prioritized Assets

2 MUSTANG: ASSET BASEL INE

2.1 Asset 1: Kaligandaki Bridge at Mustang

2.1.1 Asset Description

The proposed structure is a RCC bridge across the Kaligandaki River. It is located very near to Jomsom

Bazar. Construction works of this bridge was started one year ago after it was redesigned in

September 2012. This bridge as well as the protection works at Kagbeni is financed by Indian

Government and DDC/DoLIDAR are the main implementing agencies. At present the bridge is under

construction and until now the contractor has completed the foundation works of pier (see photo).

The estimated cost of the bridge is 29 million rupees. The amount includes cost of bridge, approach

road, bank protection works and other miscellaneous works.

ID Name Infrastructure

type

Reason/s for inclusion

1 Kaligandaki

Bridge at

Jomsom

Bridge It is a very important project as it provides uninterrupted

traffic flow to Jomsom-Ghoktan Road sector. It is a large

scale and complex structure for DDC/DTO and it will be an

appropriate example to assess the capacity of DTO.

2 Kagbeni-Ghaite

Section of

Jomsom-

Ghoktan Road

Section.

Road Although this is a strategic road, it is being implemented

by DDC/DoLIDAR. This is the most important road of the

district. The road lies beyond Himalaya which is a unique

case for Nepal. The lessons learnt on CC effect from this

road will be very useful for other roads in similar regions.

3 Bank protection

works at Kagbeni

Protection

structures

Long concrete walls are being constructed to protect the

Kachhuti Gumba, temple and houses at right bank. Such

protection works of concrete walls are rare because,

almost all the bank protection works along Kaligandaki

River are gabions. It can be a good example for alternative

type of protection works if it functions properly.


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Photo of pier of the bridge (under construction) from right bank. The contractor completed the pier

foundation but yet has not started other works

Watershed context

Kaligandaki is a snow fed river and the water discharge at the bridge site does not reduce drastically

during dry season also. The length of the river from the origin to the bridge site is about 100 km and

the watershed area is 3248 sq.km. The land use map of the Kaligandaki Watershed at the bridge site

is shown in Fig.3.


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Fig 3: Land use map of Kaligandaki Watershed at Asset.

As seen from on map, most of the area from where the river passes is barren and the cultivated area

is very few. The detail land use data is given in table 3.

Table 3: Land Use Area of the Kaligandaki River at Watersheshed

Land

Types

Barren

Land

Bush Cliff Cultiv

ation

Forest Glacier Grass Orcha

rds

Pond Sand Snow Water

body

Total

Area

(Sq.

km.)

1916 70 3.65 45.76 17.81 53.34 943.84 0.13 2.41 82.95 11.1 1.33 3148

Bridge Site (Jomsom)


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Asset location

The asset is located at km 80 of Beni-Jomsom Road. It is at a distance of 100m upstream from the

bazaar end and Jomsom Airport. The river is almost straight at the bridge site. In order to reduce the

bridge cost, the site is selected where the river width is drastically reduced. The river width at

upstream is about 500m and only 30m at downstream. Due to above phenomena, the river is

vulnerable to damage if there will big flood due to natural damming at upstream. The general lay out

of the bridge site is shown below.

Fig.2: Lay out of bridge site.

Asset condition

The bridge is still under construction.

Asset design

The asset is designed as a simply supported RCC structure on open foundation. As the bridge lies

along the future national highway it is designed with two lanes.


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The salient features of the bridge design are given in table 4.

Table 4: Salient Features of the Kaligandaki Bridge

Description Data

1. Location (District) Mustang

1.1 Name of River Kaligandaki

1.2 Location (Chainage): Km 80 of Beni-Jomsom Road

1.3 Geographical Location:

- Latitude: 280 32'

- Longitude: 830 44

- Elevation 2740 amsl

2. Hydrological Data

2.1 Maximum Discharge: Not available

2.2 Mean Scour Depth Not available

2.3 Highest Flood Level: 2746.94 amsl

2.4 Lowest Bed Level: 2741.94 amsl

Vertical Clearance: 1.6m

2.6 Skew Angle: Perpendicular to river flow.

3. Design Data

3.1 Type of Superstructure:

Perpendicular to river flow.

3.2 Length of Bridge:

53 m

3.3 Type of Foundation Open

3.4 Number of Span: 2

3.5 Width of Bridge: 7.2m

3.6 Carriageway width: 6.0m

The estimated cost of Bridge Including protection Works and approach road is 29 million rupees


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Design drawings of the plan and profile of the bridge is shown in Fig. 4.

Fig 4: Plan and Profile of the Bridge

Past extreme events and impacts

Past extreme events at/near the bridge site are not recorded.

The past extreme events in the district is given in Annex C.

Past adaptation responses

The bridge is under construction

Design appropriateness

The bridge length is more than the existing water width and hence seems OK. But the main issue is

that the river width is very high at upstream. The bridge as well as Jomsom Bazar and Airport are

vulnerable to flooding. During flooding the river may overtop the bank and change its course

damaging Jomsom Bazar, airport and the bridge.

The vertical clearance of the bridge is 1.6m and is sufficient for design life of the bridge.


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2.1.2 Adaptation audit

Bridge protection structures are yet to be constructed. Hence the adaptation response to the asset is

not known. However, various agencies have constructed gabion bank protection walls at both banks

extending from the bridge site to the downstream of Jomsom Bazar and Airport. The length of the

walls (at both banks) is about 400m-500m.The structure is functioning satisfactorily except damage at

some locations.

2.2 Asset 2: Road Upgradation of Kagbeni -Jhaite Road


Kagbeni-Jhaite Road is 38.8 km long section of Jomsom-Ghoktan Road. This road is identified as one

of the north-south road corridor between India and China and falls under the jurisdiction of DoR. As

DoR has still not started this road, the DDC Mustang decided to upgrade this road through RRRSDP.

The Mustang DDC/DTO invited the bid on September 2009 from national bidders by dividing the

whole road (Kagbeni-Jhaite) into 4 sections. The estimated cost of upgradation was about 180 million

rupees. The upgrading works were completed one year ago.

The Jomsom-Ghoktan Road is the most important of the district because it passes through most of

the major settlements of district. Before the upgradation, the road alignment was a foot trail.

Watershed context

The asset lies inside the watershed of Kaligandaki River. The whole section of the road passess

through the right side/bank of the Kaligandaki River. Several rivers/strams join Kaligandaki between

Kagbeni-Jhaite. The rainfall intensity in the whole district is low and hence the damage to road due to

heavy rainfall is not high. But the road is vulnerable to river erosion where it is located in the

proximity of the river.

The geology of whole mountain area from where the road passes is steep and unstable. Moreover

there are no vegetations. As a result landslips are common throughout the road length. However,

major landslides were not observed in the present context. It is to be noted that if the duration and

intensity of rainfall increases due to CC, the vulnerability of the asset to the landslide will

substantially increase.

Asset location

The starting point of the asset is Kagbeni which is located 10 km from Jomsom. This location is the

confluence of Kagkhola with Kaligandaki River and is considered very holy place of Hindus. Beside the

asset (Kagbeni-Jhaite road section) another road linking Muktinath also starts from Kagbeni.

The whole section of the road lies at the right side of the Kaligandaki River and it passes through the

major settlements of the district. At some stretches it runs very near to Kaligandaki River. The road

starts to ascend from Kagbeni (altitude 3000 amsl) and continues up to Jhaite (altitude 3820 amsl)

The average longitudinal gradient of the road from Kagbeni to Jhaite is found to be 2 %.

The whole area where the asset is located is mountainous divided by the several rivers

The area from where the road passes is characterized by the high altitude, cold climate, semi-desert

environment and rain shadow of Dhaulagiri and Annapurna. Due to very small amount of rainfall,

most of the area is barren. Although the asset is safe from disasters resulting from high rainfall

intensity, it is vulnerable to landslips and river erosion. A photo showing road section of the asset is

shown below.


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Photo of a section of the asset. As seen on photo, the whole area is the alluvial deposits of

Kaligandaki River. The deposits are in the loose condition and the whole road section is vulnerable

to landslips.

Asset condition

The condition of road at this area is very poor as not a single protection and drainage structures are

constructed. Its condition will improve only after its upgradation when sufficient retaining and

drainage structures will be provided (or when it will be upgraded to national highway).

Asset design

The road is in the form of motorable track and has very poor geometry. Although it is recently

upgraded the asset lacks several basic requirements of a motorable road.


The road is recently upgraded. There are no extreme events after its construction.


It is still early to assess the adaptation responses as the road is recently upgraded.


The road geometry is poor. However, it is adequate for the present traffic which is very low. It is

envisaged that the design of the road will be appropriate while upgrading it.


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2.2.2 Adaptation Audit

Adaptation location

The whole section of the road is upgraded.

Adaptation condition

The condition of the upgraded road section is satisfactory except minor slips and river erosion at few

location.

Threat description

There is a continued threat of river erosion at/around the assets due to proximity of the road

alignment with the Kaligandaki River and poor geology of the area.

Past Extreme Events in the District

There are no extreme events after its construction.

Adaptation design

The adaptation design is adequate for the existing traffic.

Adaptation success

It is still early to assess the adaptation responses as the road is recently upgraded.

2.3 Asset 3: Bank protection works at Kagbeni


DDC Mustang is constructing concrete walls at Kagbeni for protection of bazaar area and the

confluence of Kaligandaki River and Kag Khola. This confluence is considered as one of the holiest

places of Hindus in that area. The protection wall is constructed at right bank, where the river is

eroding at present. The length of the wall at upstream and downstream of the confluence is about

120m and 20m respectively. The protection walls are also provided at Kag khola. Photo and layout

sketch of the asset are given below.


21

Concrete walls are provide at left bank for about 120m at upstream and 20 m downstream from

the confluence to protect Kagbeni settlement, Kagchhuti Gumba (yellow building ) and the temple

at the confluence.

Fig 4: Sketch showing the lay out plan of the asset.

Watershed context

The asset lies in the watershed of Kaligandaki and Kag Khola. The watershed area of Kaligandaki River

and Kagkhola is 3,000 and 45 sq.km respectively. The geology and vegetations of the Kaligandaki

River is same as for asset 1 and 2. The watershed characteristics of Kagkhola catchment is also

similar.


22

Asset location

The asset is located at right bank of the Kaligandaki River near its confluence with Kag Khola. At this

area, Kaligandaki River changes its direction to the right side. This is the main cause of bank erosion.

The topography of the area where the asset is located is the flood plain developed by Kaligandaki

River. It is very near to Kagbeni Bazaar and Kagbeni-Jhaite Road.

Asset condition

The asset is under construction.

Asset design

The protection structure is designed of RCC wall. Its average height is 2m above the ground.

According to the DTO staffs, its foundation depth ranges from 0.7m to 1m. Although the structural

design of the wall seems satisfactory it is very difficult to envisage its stability against the scouring by

Kaligandaki River.


The right bank near the Kagbeni Bazaar is being continuously eroded. Similarly the Kag Khola is

frequently damaging the both banks near bazaar area.


DDC and users committee of the Kagbeni bazaar have constructed gabion walls at several locations of

Kaligandaki River and Kag Khola to protect the Kagbeni Bazaar area from flooding. These walls are

functioning adequately (are protecting bazaar) although they are damaged at several locations.


Selection of type of structure and its structural design seems appropriate for the given site condition.

It is to be noted that most of the river bank protection works in Nepal are gabions. If this type of

structure works give better performance, then it can be replicated at other locations.


In this case, the adaptation measure and the asset are same.


1

ANNEX A: ANNUAL BUDG ETS OF MUSTANG DDC

FOR THE FY 2011/12 TO 2012/13

SN Budget Head

Budget (1000 rupees)

2011/12 2012/13

(Ceiling)

Physical Infrastructure Development Committee

1 District Development Committee (DDC) 286,407 292,003

2 North-South Motorable Road (Kaligandaki Corridor) 20,000 0

3 Western Irrigation Division , Baglung 44,500 49,900

4 District WATSAN 13,700 30,200

5 Swet Bhairab Power Supply P. Ltd. 0 5,800

Total 364,607 377,903

Health and Social Committee

6 District Aurbedic Health Center 33,815 4,373

7 District Education Office 158,275 153,057

8 District Health Office 78,265 81,014

9 Women and Children Development Office 6,051 6,657

10 District Sports Development Committee 2,000 3,000

Total 199,753 248,100

Industry, Forest and Environment

11 Annapurna Area Conservation Project, Jomsom 15,967 16,662

12 Annapurna Area Conservation Project, Lomathang 17,765 21,126

13 District Soil Conservation Office 10,285 9,420

14 Cottage and Small Industry Development

Committee 3,296 0

Total 47313 47028

Economic (Agriculture) Committee

15 District Agriculture Development Office 17,250 15,204

16 District Vetnary Service Office 12,392 13,048

17 Temperate Horticulture Development Center,

Marpha 19,168 18,234

18 Agriculture Development Bank 30,000 44,000

19 Nepal Food Corporation 2,390 21,53

20 Cottage and Small Industry Development

Committee 0 3,645

Total 81,200 96,284

Non-Government Organizations (NGOs)

21 Mustang Welfare Society 2,640 16,168

22 Nepal Red Cross Society, Mustang 2,856 576

23 Paila, Nepal 1921 845

24 Beyond Himalaya Disadvantaged Development and

Empowerment Council 620 415


2

25 Icog Agriculture cooperative Society, Mustang 145,603 0

26 Nutrition Program 0 14,765

Total 153,460 32,769

Grand Total 894,553 802,265


3

ANNEX B: NAMES & PO SITIONS OF MUSTANG D TO

OFFICE STAFFS

1 Mr. Chandra Prakash Subedi DTO Chief

2 Mr. Dabal Bahadur Tamang Sub- Engineer

3 Mr. Hari Thapa Sub- Engineer

4 Mr. Tej Bahdur Nepali Nayab Subba

5 Mr. Chin Bahdur Maurati Water Supply Technician

6 Mr. Ananta Bahadur Baral Water Supply Technician

7 Mr. Prem Prashad Panthi Kharidar

8 Mr. Shree Bahadur Pulami Office Assistant

9 Ms. Kamala B.Ka. Office Assistant


4

ANNEX C: PHOTOGRAPHS

ASSET 1: KALIGANDAKI BRIDGE AT MUSTANG

Photo of pier of the bridge (under construction) from right bank. The contractor completed the

construction of pier foundation but yet has not started construction of other works.

Upstream view of the Kaligandaki River from right bank.


5

Reinforcing bars of the bridge pier.

Right bank at upstream side of the bridge. About 100m long gabion bank protection works are

constructed at this bank.


6

Collapse of gabion protection works at right bank. Gabion walls at both banks are damaged at

several locations.

Upstream view of the river. The river width at this location is about 400m. But the river width is is

only 40m at the bridge site area and Jomsom Bazar which is located at downstream. If the bridge

site is not properly protected there is a probability of shifting of river course through right bank

during very high flood.


7

Pedestrian wooden bridge at the end of Jomsom Bazar. The river width is restricted to 20m by

constructing protection works at both banks.

View of the bridge site from the pedestrian bridge. As seen gabion walls are constructed at both

sides for a considerable length.


8

ASSET 2: KAGBENI -JHAITE ROAD

View of Kagbeni-Jhaite Road at km 2. The road passes through alluvial deposits of Kaligandaki River

At some locations, the soil is very erodible and formation of rills is a common phenomena.


9

View of hill side slope. The whole area from where the road passes is made of alluvial soil

containing rounded gravels, silt and sand and they are easily eroded by surface water. If there will

be more rain due to climate change, the road traffic will suffer from slips and landslides.

At some locations the road passes through rocky area. However the rocks are highly weathered

and hence rock fall is common.


10

View of road towards Jhaite side. As seen, the road is very near to the Kaligandaki River. As seen

on photo the whole area has little vegetations.

Gabion breast wall at km 2+400. As stated above, the hill slope from where the road passes is

highly erodible and hence such walls are required at regular interval especially at gullies.


11

ASSET 3: PROTECTION WORKS AT KAGBENI .

RCC walls are constructied at both banks to prtect the houses from flooding in Kagkhola. The walls

are still not completed and their condition is good.

Gabion walls were constructed at several locations but they were damaged in short time due to

high current of the khola. Observing the site condition, it is envisaged that the RCC walls will last

longer.


12

View of pedestrian bridge and protection works at both upstream and downstream. The bridge is

located at about 80 m from the confluence of Kagkhola with Kaligandaki River.

Confluence of Kagkhola and Kaligandaki River. This is a holy place for Hindus. Government of India

has provided finance to protect this area.


13

Concrete walls are provide at left bank for about 120m at upstream and 20 m downstream from

the confluence to protect Kagbeni settlement, Kagchhuti Gumba (yellow building ) and the temple

at the confluence.

Upstream view of the Kaligandaki River and protection works of concrete wall at right side.


14

Reinforcing bars are exposed at the bottom of the wall. If not protected in time the reinforcements

will corrode within short time.

Overall vies of the protection works at Kaligandaki River and Kagkhola.

i

TA – 7984 NEP

October, 2013

Mainstreaming Climate Change Risk Management in

Development

1 Main Consultancy Package (44768-012)

MYAGDI DISTRICT BASELINE: DEPARTMENT OF LOCAL

INFRASTRUCTURE DEVELOPMENT & AGRICULTURAL ROADS

(DOLIDAR)

Prepared by ICEM – International Centre for Environmental Management

METCON Consultants

APTEC Consulting

Prepared for Ministry of Science, Technology and Environment, Government of Nepal

Environment Natural Resources and Agriculture Department, South Asia

Department, Asian Development Bank

Version B


2

TABLE OF CONTENTS

1 MYAGDI DISTRICT ............................................................................................................ 1

1.1 District Sector Master Plan ............................................................................................. 1

1.2 Sector budgeting and staff .............................................................................................. 1

1.3 Sector trends and issues ................................................................................................. 1

1.3.1 Trends ....................................................................................................................................... 1 1.3.2 Issues& Constraints .................................................................................................................. 1

1.4 Past extremes in the district ........................................................................................... 2

1.5 Linkages to other sectors ................................................................................................ 2

1.6 Priority infrastructure in Dolakha District ....................................................................... 3

1.6.1 Prioritisation process ................................................................................................................ 3

2 MYAGDI DISTRICT: ASSET BASELINE ................................................................................. 4

2.1 Asset1: Proposed Pedestrian Bridge across Sunari Khola ............................................... 4

2.1.1 Asset Description ...................................................................................................................... 4 2.1.2 Adaptation audit ...................................................................................................................... 5

2.2 Asset 2: Beni – Darbang – Dhorpatan Road .................................................................... 6

2.2.1 Asset Description ...................................................................................................................... 7 2.2.1 Adaptation audit ...................................................................................................................... 8

ANNEX A – MAP OF MYAGDI DISTRICT ......................................................................................... 1

ANNEX B: YEARLY IMPLEMENTATION CALENDAR .......................................................................... 2

ANNEX C: ANNUAL BUDGET ......................................................................................................... 4

ANNEX D: NAMES & POSITIONS OF DISTRICT OFFICERS ................................................................. 5

ANNEX E: PHOTOGRAPHS ASSET 1 ................................................................................................ 6

ASSET 2........................................................................................................................................ 7


1

1 MYAGDI DISTRICT

1.1 District Sector Master Plan

All the districts are required to prepare District Transport Master Plan (DTMP). Myagdi District had

prepared DTMP in 2007 for the period 2007-2011. The period of the DTMP has already expired.

However, DDC has still not updated until now. According to the DTO Chief, DDC is planning to update

it in near future. As the roads selected by the existing DTMP are important, most of them will be

included in new DTMP also. The roads, types of works, budget allocation etc. Included in existing

DTMP is presented in Annex B.

1.2 Sector budgeting and staff

Budgeting

Budgets of DDC for the FY 2011/12 to 2012/13 are presented in Annex C

Staff

The names of DTO Staffs are presented in Annex D.

1.3 Sector trends and issues

1.3.1 Trends

Planning

Planning of rural roads and bridges in the district is done by preparing DTMP. The Myagdi District has

prepared DTMP in 2007 for the period of 2007-2011. Now the district has mobilized the consultants

to update it.

Design

Design works of construction roads and bridges in general are carried out by local consultants and

district technicians.

Construction

All the construction and maintenance works of roads and bridges funded by DDC are done by using

local contractors (10%) and Users' Committee (80%). However in donor funded projects such as

DRILP, the share of local contractor is much more than UCs.

The present trend in the construction has shifted from manual to machines. For example at present

construction equipment such as excavator, paver, dozer, roller are being used more frequently.

1.3.2 Issues& Constraints

The major issues and constraints for development of RRs in Myagdi Distirct are summarized below.

A. DTMP is not updated timely

Effects:

a) Roads are constructed on ad hoc basis without completing the existing ones;

b) Several new roads are selected without competing the existing ones;

c) Very poor condition of the constructed roads due to distribution of budgets;

Causes:

1. Difficult to update DTMP due to lack of proper road inventory such as total length, types of

surface, condition of roads, type and location of structures etc.


2

2. Poor Planning Mechanism

- Sharing of funds between parties – many small projects (100-300 per district);

- No strategic targets for upgrading.

B. Weak Institutional Capacity/Arrangements

Effects:

a) Delay in planning, execution and maintenance;

b) Very poor condition of existing RRs;

c) High financial irregularities.

Causes

- Ownership of roads between DoR, DDC and VDC not clear;

- Weak technical capacity of DoLIDAR and DDCs;

- Too many parallel committees in the district (DTICC, DRRMC, LRUC, RMUC, etc.);

- All party mechanism has influence but no accountability; not following rules and procedures for

personal/party benefits;

- Weak absorbing capacity of districts;

- Weak checking and monitoring mechanism due to absence of elected bodies;

- Financial rules and regulations bypassed taking advantage of transition period.

C. Poor performance in implementation and maintenance

Effects:

a) The projects are not completed in time;

b) Very poor quality of constructed roads; approximately 55 % of the RRs are not motorable;

c) Extensive deterioration of constructed roads due to absence of proper maintenance.

Causes:

- District engineers are weak in contractual aspects;

- Lack of laboratory testing materials in the districts;

-DDC and DoLIDAR technicians are weak in design, construction supervision and maintenance

aspects;

- DDC and DoLIDAR technicians do not give due attention to quality of works;

- Poor mechanism to check corruption;

- Insufficient budget allocation for maintenance;

- Very weak technical capacity in maintenance;

- Users’ Co ittees ore tha 80% ei g e te sivel used for i ple e tatio a d ai te a e with poor accountability.

1.4 Past extremes in the district

The past extreme events in the District are given in Annex E

1.5 Linkages to other sectors


3

Cooperation with other sectors

The DDC/DTO at present is cooperating with the following agencies for implementation of RIWs:

DoR, DoI, DWSS, DWIDP, TBSU (Helvetas), LRBP (SDC)

Major Organization working in the District:

DRILP which is being funded mainly by ADB and GoN is the major donor agency for development of

rural roads and suspension bridges in the district.

1.6 Priority infrastructure in Dolakha District

1.6.1 Prioritisation process

The key criteria for prioritisation include:

Infrastructure of national strategic importance

Infrastructure of district strategic importance

Infrastructure that has been impacted by past extreme events

Infrastructure located in areas prone to past extreme events

At least one planned infrastructure

The consultant in consultation with the division chief prepared final lists of the priority structures of

the district. The list was prepared following the criteria provided in District Office Report. The

priority list is given in the table below.

Table : List of Prioritized Structures

ID Name Infrastructure

type

Reason/s for inclusion

1 Suspended Bridge across

DoWA Khola (Planned)

Pedestrian

Bridge

The site as well as design of the bridge was

changed due to deposition of large

amount of debris by Dowa Khola in July

2012.

2 Beni-Darbang-Dhorpatan

(Road Code: 43A001R)

Local Road This road fall in the priority of the district.

The road was frequently closed by

landslide at Lampata (km 15). DDC is

adopting several measures to stabilize the

landslide.


4

2 MYAGDI DISTRICT : ASSET BASELINE

2.1 Asset1: Proposed Pedestrian Bridge across Sunari Khola

Photo of new bridge site. As seen on photo, substantial amount of debris at this location also.

However, the bridge height at this location is kept more than 5m as required by the norms.


DDC had planned to construct a pedestrian (suspended) bridge across Sansari Khola. The selected

bridge site was about 50m upstream from its confluence with Kali Gandaki River. The bridge was

designed of 60 m length. While the DDC was about to start its construction, a big flood at the Sansari

Khola transported large amount of debris and deposited at/around the bridge site in July 2012 and

the river bed level was raised by about 2.5-3m. Due to increase of bed level, the minimum vertical

clearance was reduced and became less than required by the norms. Hence DDC selected new

bridge site at about 200m upstream from that location and designed a bridge of 108m length.

Watershed context

The area where the bridge is proposed lies within the watershed area of Sunari Khola and very near

to its confluence with Kaligandaki River. The Sansari Khola is a medium stream with a catchment of

about 20 km2. The length of the stream is about 5km and its average gradient is 16%. However, the

gradient of the stream near the bridge location is less. Due to steep gradient the major problem is

bank erosion, landslides and transportation of debris.

Asset Location

The previous proposed location of the bridge is very near to Kaligandaki River (50m upstream from

Kaligandaki River) and the new location is about 200m from it. There are very few manmade


5

structures within the watershed. Most of the watershed is covered by bushes, forests and barren

lands (mainly at steep slopes). The area of the cultivated land is small.

Majority of the watershed area consists of steep slope. The slopes are loose and fragile and hence

landslides are common.

Asset condition

The asset (pedestrian bridge) is not constructed yet.

Asset design

A 108 meter long suspended type bridge is designed at new location. The design of the bridge is

adopted from the typical design drawings developed by Suspension Bridge Division. According to the

technical personnel of the DDC, both the towers are proposed of stone masonry and steel ropes for

cables.


The Sunari Khola transported a large amount of debris in July 2012. The debris is deposited to about

500 m stretch (from confluence with Kaligandaki River to upstream of the Khola) and the river bed is

raised by about 2-3m. It was a rare and catastrophic event. Observing the nature of the event it is

envisaged that the Khola was blocked for a long period due to big landslides at the upstream. When

the stream dislodged the landslide, the stream carried large amount of debris with it and deposited

near the Kaligandaki River due to obstruction.


The bridge is relocated to safer site.


Drawing of the bridge was not available. The design should be appropriate because it is adopted

from standard designs developed by the Suspension Bridge Division.


Adaptation location

The location of the new bridge has been moved upstream by about 200m so that it will be about

250m from the confluence of the Sunari Khola with the Kaligandaki River


The adaptation (pedestrian bridge in new location) is not yet constructed

Threat description

The threat is for high debris flows due to flash flood which will reduce the clearance under the bridge


In 2012 a flash flood following a landslide blocking the Sunari Khola caused a large debris flow which

raised the bed level at the original bridge site by 2.5 to 3.0 metres

Adaptation design

The decision to move the site for the bridge is appropriate

Adaptation success

The bridge is not yet constructed


6

2.2 Asset 2: Beni – Darbang – Dhorpatan Road

Photo showing landslide area. The road seen at the upper location is the existing alignment and

the lower one is the new one. Small part of Myagdi River and protection wall can be seen on the

right side of the river.


7


This road starts from Beni and runs along the left bank of Myagdi River. It passes through Darbang,

Bhim, Lulang and terminates at Dhorpatan. The total length of this road is 51.5 km and its initial 19

km section starting from Beni is motorable.

Construction of this road was started by DDC about 10-12 years ago. In the beginning this road was

only a motorable track. Later this road was upgraded/improved by DRILP.

For the past few years the road was frequently closed by landslide at km 15 (Lampata). Observing

the site condition it seems that the main reason of landslide is the toe cutting of the slope by the

Myagdi River. At present DDC/DoLIDAR is constructing a stone masonry wall at the Myagdi River

Bank and is realigning about 80 meter long section of the road.

Watershed context

This road starts from Beni and runs very near to Myagdi River up to Darbang. It crosses Dukhu Khola

and several minor streams in between. At Darbang it crosses Myagdi. Except Myagdi, other streams

which lie along the road are small. As the road alignment is located very near to Myagdi River,

several sections of the road area are vulnerable to landslides/erosion.

Asset location

The road passes through several highly populated settlements. The watershed of the road is covered

with cultivated land, bushes and forests with barren rocks in between. Soil types varies from hard

rock to loose soil mixed with boulders. The road passes through several unstable locations

(especially where the road is located very near to Myagdi River).

Asset condition

In general the condition of road section (up to km 15) is fair. Majority of this section is graveled and

the condition of structures especially retaining/breast walls is satisfactory except in few cases.

Asset design

The road is designed as a district road. Similarly, gabion breast walls and retaining walls are

constructed adopting standard designs.


There was frequent landslides at this location which resulted closure of vehicular traffic.


At present DDC is constructing retaining wall at the toe of hill slope to protect bank erosion by the

Myagdi River. Similarly, DDC is realigning the 80m section of road through lower portion of the

landslide.

The responses of these structures will be known only after few years.


Construction of stone masonry retaining wall to protect the slope from toe erosion is an appropriate

solution. This will drastically reduce the probability of further landslide. But realigning the road does

not seem necessary. The DDC should have waited for some time to see if there will be landslide after

construction of the retaining wall. Realigning the road could be done only in case the if retaining wall

did not prevent landslide.


8


Adaptation location

The adaptation consisting of a realignment of the road and a gabion toe wall in the river at the foot

of the landslide


The adaptation is not yet completed

Threat description

The threat is higher river flows due to climate change induced increased rainfall which will increase

the erosion at the foot of the hillside

Past Extreme Events and impacts

There have been frequent landslides caused by high flows in the river and rainfall destabilising the

soils on the hillside

Adaptation Design

It is not clear whether the realignment of the road is necessary if the gabion toe walls are successful

in reducing the risk of landslides

Adaptation Success

It is not possible to say at this time if the adaptation is a success


1

ANNEX A – MAP OF MYAGDI DISTRICT


2

ANNEX B: YEARLY IMPLEMENTATIO N CALENDAR

Transport Linkage Total Intervention

Length F.Y.2063/64 F.Y.2064/

65 F.Y.2065/

66

Length Length Budget Km Budget Km Budget Km Budget Km Budget Km

District Road KM. KM.

Upgrading Program

Beni-Durbang-Lulang-Jaljala Road 51.5 24 18000 12 18000 12

Rehabilitation Program

Ratnechour-Bhakimli-Ruma-Okharbot

Road 87 8 8000 8

Arthunge-Pakhapani -Kuine Road 42 9 9000 9

Arthunge-Pulachour-Kuhu- Bima Road 46 6 6000 6

Ghumaunetal-Piple-Dagnam-Chimkhola-

Ghyaskharka Road 27 3 3000 3

Sub Total 253. 50 41000 35 18000 12

New Cosntruction Program

District Road

Beni-Durbang-Lulang-Jaljala Road 51.5 20 5020 2 7530 3 12550 5 12550 5 12550 5

Ratnechour-Bhakimli-Ruma-Okharbot

Road 87 18 2510 1 7530 3 10040 4 12550 5 12550 5

Arthunge-Pakhapani -Kuine Road 42 15 5020 2 7530 3 10040 4 10040 4 5020 2

Arthunge-Pulachour-Kuhu- Bima Road 46 20 5020 2 7530 3 12550 5 12550 5 12550 5

Ghumaunetal-Piple-Dagnam-Chimkhola-

Ghyaskharka Road 27 10 2510 1 5020 2 12550 5 12550 5 22590 9

Durbang-Marangkhola-Khamla Road 11 11 5020 2 5020 2 5020 2 7530 3 5020 2

Sub-total 286 108 27610 11 45180 18 70280 28 75300 30 82830 33

Village Road

Beni-Lamagara-Saremare Road 3.5 3.5 2510 1 6275 2.5 0 0 0

Handibhir-Bagarphat-Surkemela-Pokhare

Road 10 10 5020 2 5020 2 7530 3 7530 3 0

Sub Total 13.5 13.5 7530 3 11295 4.5 7530 3 7530 3 0 0


3

Total for New Construction Program 299.5 121.5 35140 14 56475 22.5 77810 31 82830 33 82830 33

Routine Maintenance for New

construction 0.00 0.00 0.00 196.00

14.0

0 511.00

36.5

0 945.00 67.50

1407.0

0 100.50

Grand Total

76140.

00

14.0

0

74671.

00

36.5

0

78321.

00

67.5

0

83775.

00 100.50

84237.

00 133.50


4

ANNEX C: ANNUAL BUDGET

DDC Budget for FY 2011/12 to 2012/13

SN Budget Head Budget (1000 rupees)

2011/12 2012/13

(Ceiling)

1 DDC Grant 30330 50233

2 Internal Income 1453 1920

3 Revenue Distribution 17380 17400

4 DTO Office (Reconstruction and rehabilitation) 15000 20000

5 Local Transport Infrastructure Sector Program 15550 6637

6 DRILP 94300 96103

7 Local Level Suspension Bridge Construction and

Maintenance Project

200 72500

8 Local Governance and Community Development

Program (LGCDP)

34261 96103

9 Rural Water Supply and Sanitation Program 5260 5160

10 Social Security 70250 75065

11 VDC grant 79000 79000

12 Rural Reconstruction and Rehabilitation Sector

Development Program (RRRSDP)

19005 0

13 Western Nepal Water Supply Program 64715 42735

14 Road Board Nepal 1320 1500

15 Rural road maintenance fund 0 6637

16 Small irrigation program 3350 3450

17 Dalit Upliftment Program 400 440

18 Indigenous Janajati Program 0 260

19 National Volunteer Program 700 0

20 Election Area Development Program 3000 3000

21 Tourism Infrastructure Development Program 550 20000

TOTAL 456025 438121


5

ANNEX D: NAMES & POSITIONS OF DISTRICT

OFFICERS

Names and positions of district officers

1 Mr. Harsha Bahdur Gurung DTO Chief

2 Mr. Krishna Bahadur Bogati Engineer

3 Mr. Narayan Bahadur Karki Nayab Subba

4 Mr. Yogendra Bahdur Baniya Typist Nayab Subba

5 Mr. Suresh Das Shrestha Sub-Engineer

6 Mr. Chandra Dev Raya Yadav Sub- Engineer

7 Mr. Chet Nath Subedi Water Supply Technician

8 Mr. Nara Bahdur Chokhal Support Staff

9 Mr. Surya Bahadur Subedi Support Staff


6

ANNEX E: PHOTOGRAPHS ASSET 1

Photo of previous bridge site. The bed level is raised by about 2.5-3 m at this location. The main

reason of debris deposition is due to the obstruction of the Khola by Kaligandaki River which is

about 50 m downstream from this location.

Axis of the proposed bridge at new location. This site is about 200m upstream from the previous

axis. The bridge at this location is designed of 108m length.


7

ASSET 2

General view of landslide and existing road. DDC is planning to abandon this road alignment.

DDC is constructing a new road at this location. The alignment of the new road is about 15m down

from the existing alignment.


8

Photo of Myagdi River from the road. At this location, the river constantly hits the left bank and

erodes it. It seems that the main reason for landslide is due to this phenomenon.

This is the location where the Myagdi River hits the banks and causes landslide. DDC has

constructed stone masonry wall and at present is constructing a gabion wall above the rock at

downstream.

Technical Assistance Consultant’s Report · F166 Kagbeni-Muktinath 26.00 - - 26.00 Total 207.00...

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