Post on 25-Jul-2020
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
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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
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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
2.2.1 Asset Description
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.
Past extreme events and impacts
The road is recently upgraded. There are no extreme events after its construction.
Past adaptation responses
It is still early to assess the adaptation responses as the road is recently upgraded.
Design appropriateness
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
2.3.1 Asset Description
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.
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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.
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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.
Past extreme events and impacts
The right bank near the Kagbeni Bazaar is being continuously eroded. Similarly the Kag Khola is
frequently damaging the both banks near bazaar area.
Past adaptation responses
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.
Design appropriateness
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.
2.3.2 Adaptation audit
In this case, the adaptation measure and the asset are same.
MOSTE | Mainstreaming climate change risk management in development | DoLIDAR District baseline
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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
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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
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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
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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
MOSTE | Mainstreaming climate change risk management in development | DoLIDAR District Baseline
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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
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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.
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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
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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.
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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.
2.1.1 Asset Description
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
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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.
Past extreme events and impacts
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.
Past adaptation responses
The bridge is relocated to safer site.
Design appropriateness
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.
2.1.2 Adaptation audit
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
Adaptation condition
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
Past extreme events and impacts
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
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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.
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2.2.1 Asset Description
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.
Past extreme events and impacts
There was frequent landslides at this location which resulted closure of vehicular traffic.
Past adaptation responses
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.
Design appropriateness
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.
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2.2.1 Adaptation audit
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
Adaptation condition
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
MOSTE | Mainstreaming climate change risk management in development | DoLIDAR District Baseline
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ANNEX A – MAP OF MYAGDI DISTRICT
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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
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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
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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
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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
MOSTE | Mainstreaming climate change risk management in development | DoLIDAR District Baseline
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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.
MOSTE | Mainstreaming climate change risk management in development | DoLIDAR District Baseline
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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.
MOSTE | Mainstreaming climate change risk management in development | DoLIDAR District Baseline
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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.