Mustang and Myagdi Districts

Technical Assistance Consultant’s Report

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 Roads (DOR) Mustang and Myagdi Districts

Prepared by ICEM – International Centre for Environmental Management

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.

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

TA – 7984 NEP October, 2013

Mainstreaming Climate Change Risk Management in Development 1 Main Consultancy Package (44768-012)

MUSTANG DISTRICT BASELINE: DEPARTMENT OF ROADS (DOR)

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 | DoR District Baseline

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

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

TABLE OF CONTENTS ABBREVIATION ...... II 1 MUSTANG DISTRICT ...... 4 1.1 Introduction ...... 4 1.1.1 Location ...... 4 1.1.1 Road Network ...... 4 1.2 District Master Plan ...... 6 1.3 Sector Budgeting and Staff ...... 6 1.3.1 Budgeting ...... 6 1.3.2 Staff ...... 6 1.4 Sector Trends and Issues ...... 6 1.4.1 Trends ...... 6 1.4.2 Issues ...... 7 1.5 Past Extremes in the District ...... 7 1.6 Linkages to Other Sectors ...... 7 1.7 Priority infrastructure in Mustang District ...... 8 1.7.1 Prioritization process ...... 8 2 MUSTANG: ASSET BASELINE ...... 8 2.1 Asset 1: Washed away Road Section at Marpha (km 72) ...... 9 2.1.1 Asset Description ...... 9 2.1.2 Adaptation audit ...... 12 2.2 Asset 2: Road Damage by Kaligandaki River at Tukuche ...... 13 2.2.1 Asset Description ...... 13 2.2.2 Adaptation audit ...... 16 2.3 Asset 3: Road Damage by Lanslides at Lete ...... 16 2.3.1 Asset Description ...... 16 2.3.2 Adaptation audit ...... 18 ANNEX A: ANNUAL BUDGET OF POKHARA DIVISION ...... 1 ANNEX B: NAMES & POSITIONS OF POKHARA DIVISION STAFFS ...... 2 ANNEX C: PHOTOGRAPHS ...... 4 ASSET 1: ROAD DAMAGE BY PODKYU KHOLA AT MARPHA ...... 4 ASSET 2: ROAD EROSION AT TUKUCHE ...... 8 ASSET 3: LANSLIDES AT LETE ...... 11

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

1 MUSTANG DISTRICT

1.1 Introduction 1.1.1 Location 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 in the whole district is very low. As per DHM the total rainfall in Mustang in 2008 is 312 mm. This is about 5 times less than the national average. The location map of the district is given in Fig. 1.

MUSTANG

Fig.1: Location Map 1.1.1 Road Network The total road network in Mustang District is 207 km. The main road of the district; from Pairothapla- Jomsom was constructed by the Nepal Army. At present this road is in the form of motorable track. Condition of the above road and other roads in the district is very poor. It is to be noted that Pairothapla-Jomsom-Muktinath road section falls within the north-south road corridor (highway) linking India and China and is classified as future national highway. There are only three strategic roads in the district. Their details are given in Table 1.

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

Table 1: Road Network in Mustang District.

S.N Name of Road Class Ref Link BT GR ER Total UC PL No Code

1 Pairothapla-Jomsong FRN F042 F04209 0.00 0.00 59.00 59.00 0.00 0.00

2 Jomsong-Ghoktang1 FRN F042 F04210 0.00 0.00 122.00 122.00 0.00 0.00

3 Kagbeni-Muktinath FRO F166 F16601 0.00 0.00 26.00 26.00 0.00 0.00

Total 0.00 0.00 207.00 207.00 0.00 0.00

1. This road section is not fully operable. Source: Nepal Road Statistics, DoR

The road network in the district is shown in Fig. 2.

Source: Nepal Road Statistics, DoR

Fig 2: Road Network in Mustang District

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

1.2 District Master Plan The strategic roads in the Mustang District fall under the jurisdiction of Pokhara Division of DoR. Pokhara as well as other 24 divisions of DoR are required to prepare Annual Road Maintenance Programs (ARMP). GoN/DoR allocates yearly budget to a division only after approval of the plan. The basic objective of the ARMP is to identify and prioritise and plan the maintenance of the roads in order to keep them in adequate condition by optimum utilisation of available funds. This will help the Roads Board and DoR to achieve a need based allocation of scarce resources towards the maintenance & upkeep of these national assets- the roads. It is to be noted that the Pairothapla-Jomsong and Jomsong-Ghoktang road sections which lie in Mustang District are the end sections of one of the north-south road corridor identified by DoR. Hence GoN is giving high priority for construction of these road sections. As informed by the technical staffs of Pokhara Division, GoN plans to start the North-South road corridor within 2-3 years. Similarly, DoR is also planning to upgrade Kagbeni-Muktinath Road. 1.3 Sector Budgeting and Staff 1.3.1 Budgeting The annual budget of the Pokhara Division for the Financial Years 2010/11 and 2011/12 is 666,668,000 rupees and 687,768,000 rupees respectively. Out of the total, the budget provisioned for Baglung-Beni-Jomsom Road in FYs 2011/12 and 2012/13 is 4,140, rupees and 64,700 rupees respectively and is meant for construction of small bridges, cross drainage structures, routine maintenance and emergency maintenance.

The budget details of Pokhara Division are given in Annex A. 1.3.2 Staff Pokhara Division Office is headed by a senior divisional engineer (gazetted 2nd class officer). The other staffs in the division are: engineers (7 nos.), sub-engineers (6 nos.), account officer (1 no.), section officer (1 no.) and other support staffs (19 nos.). The list of Staff working in the division is presented in Annex B. 1.4 Sector Trends and Issues Pokhara Division is one of the 25 divisions of DoR and covers several districts including Mustang. Although the main task of the division is to maintain the roads (routine, periodic, emergency, recurrent etc.) it also executes small to medium road and bridge projects. 1.4.1 Trends The current trend of the DoR is as follows: Planning Planning of works is done by the respective divisions. The division is required to prepare annual road maintenance plan (ARMP) for each year. After approval of the plan by Ministry/DoR, yearly budget is provided to divisions. Without ARMP, the division will not be able to receive the yearly budget. Design Design works of roads and bridges, in general, are carried out by local consultants. For big projects, (especially WB, ADB funded) DoR hires foreign consultants. Construction Almost all the construction and maintenance works of roads and bridges are done by using local/national contractors. The present trend in construction has shifted from manual to machines.

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

Construction equipments such as excavator, paver, dozer, roller etc. are being used more frequently at present. Although Pokhara Division is mainly responsible for the maintenance of roads, it is also handling medium scale construction works. For example it is executing small bridges along Maldhunga-Beni section. Similarly, it is rehabilitating/upgrading several roads under its jurisdiction. Supervision of Works 1. For small works, division staff carryout supervision works; 2. For medium scale works the division hires local consultants also; 3. For large contracts, especially for donor funded contracts, both national and foreign consultants are hired. Monitoring Monitoring is done on the following aspects: 1. Programme 2. Cost 3. Quality 4. Progress 1.4.2 Issues General 1. Approved Budget funds are not released on time 2. Programmes are not approved on time 3. Very low bids are submitted by the contractors 4. Contractors receive mobilization advance but do not execute the work on time.

Specific 1. The number of projects in budget head 337107 (construction of district roads) is high. The present work force is not sufficient to execute these works. Therefore, these projects should be handed over to District Development Committees (DDCs); otherwise quality control work cannot be maintained. 2. To keep the strategic road networks in good condition, sufficient budget is required for specific maintenance and road rehabilitation too. The recurrent works at urban area should be executed by forced account method. 3. Tendering and contract agreement process of Road Sector Development Project (RSDP) of DoR for periodic reseal works is very slow resulting in time and cost overruns.

1.5 Past Extremes in the District The past extreme events in the district is presented in Annex C

1.6 Linkages to Other Sectors The DoR at present is co-operating with the following agencies in the district:

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

DDC, Municipalities, DoLIDAR, DoI, DWSS, DWIDP, NT, NEA, Department of Transport (DoT) 1.7 Priority infrastructure in Mustang District 1.7.1 Prioritization process The key criteria for prioritisation for infrastructure to be included in this project are:  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 new infrastructure The consultant, in consultation with the division chief, prepared a final list of the priority infrastructure assets of the district to be included in the baseline study for Mustang following the above criteria. The priority list is given in the table below.

Table 2: Prioritized Assets

ID Name Infrastructure Reason/s for inclusion type 1 Road section Road In July 2013 there was extensive rain at/ around Marpha damaged by area. The heavy rain caused flooding in Podkyu Khola. The Podkyu Khola at flood washed away about 250m long road sections. Such Marpha (km 72). incident will be more with CC and should be properly studied. 2 Road section Road About 1.5 kilometer of road is located very near to eroded by Kaligandaki River. Due to poor geology, the river is eroding Kaligandaki River the road and at one location it has washed away 40m long at Tukuche (km section. This issue is very important as substantial road 65). length falls under this threat. With CC this threat will aggravate and hence is included for this study. 3 Road damaged Road The road sections at both sides of Lete Khola are by landslides frequently blocked due to landslides. Because of weak near Lete Khola geology along major sections, blockage of traffic by (km 42) landslides is common. Such incident will more frequent after CC if not addressed properly.

2 MUSTANG: ASSET BASELINE

All the above assets lie on the Pairothapla-Jomsong section of Sunauli-Pokhara-Beni-Jomsom- Ghoktan Road, which is identified by GoN/DoR as an important north-south road corridor. The total length of the road corridor is 473 km and it can be divided into following sections:

Siddhartha Highway (Sunauli-Pokhara): This road section was constructed in mid seventies with the assistance of Indian Government. Its total length is 181 km. The road is blacktopped and its condition is good.

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

Pokhara- Baglung-Beni: The road section between Pokhara and Baglung was constructed with the assistance of Chinese Government. Its total length is 77 km and was completed in late eighties. The last road section Baglung (Maldhunga)-Beni was constructed by DoR and was completed few years ago only. The whole road section from Pokhara to Beni is black topped.

Beni-Jomsom: This section of the road was constructed by Nepal Army and is still in the form of motorable track. It is an earthen road and its total length is 80km. Out of the total length, 21 km long section lies in Myagdi District and the remaining 59 kilometer in Mustang District. Few bridges across Kaligandaki River and other small streams are already constructed along this section.

Jomsom-Ghoktan: This is the last section of the road corridor and is still not fully trafficable. Road section from Josmsom to Kagbeni (about 10km) was constructed by DDC/local bodies and is operable at present. Kagbeni -Jhaite Road section which is 38.8 km long was recently upgraded by DDC/DoLIDAR with assistance of ADB, DFID, GoN and is motorable at present. According to local people special trucks can reach to Lomathang which is main center of Upper Mustang. The road length from Jomsom to Lomathang is estimated to be 85 km. The remaining road section from Lomathang to Ghoktan is still not motorable.

2.1 Asset 1: Washed away Road Section at Marpha (km 72) 2.1.1 Asset Description In July 2013 there was extensive rain at/ around Marpha area. The heavy rain caused flooding in Podkyu Khola and washed away about 250 long road sections at both sides of the khola. In the mean time the flood deposited large amount of debris at/around the road side (see photo and sketch). Due to such incident the vehicles are unable to cross the Khola from the original road track. At present they cross the Khola from 400 m downstream. DoR is planning to construct temporary motorable crossing at the washed away location by constructing vented causeway.

Photo: Overall view of road damage and debris deposition. According to the local people, the Khola washed away substantial road length at both sides due to heavy flood in July 2013. The flood was caused by continuous rain for three days, which is a rare incident for that area

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

Fig. 3: Schematic diagram showing road damage by the Podkyu Khola

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

 Watershed Context

Podkyu Khola is a small stream. The length of the river from the origin to the road crossing (or Kaligandaki River) is about 6 km and the watershed area is 37 sq.km. In general it has small discharge. The flash flood which happened recently is an exceptional case. The land use map of the Podkyu Khola is in Fig.3.

Podkyu Khola

Kaligandaki River

Fig 4: Land use map of Podkyu Watershed.

As seen from on map, most of the watershed of the stream is barren land, bushes, grass and forest whereas the area under cultivation area is very few. The detail land use data is given in table 3

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

Table 3: Land use area of Kaligandaki Watershed at Asset.

Land Barren Bush Cliff Cultiv Forest Grass Orcha Sand Water Total Types Land ation rds body Area 15.3 1.46 0.82 0.19 7.81 11.16 0.15 0.25 0.04 37.20 (Sq. km.)

 Asset location The asset is located at km 72 from Beni along Beni-Jomsom Road. It is at a distance of 400m upstream from the confluence of Podkyu Khola with the Kaligandaki River. The area where the asset is located is the foothill. In addition to threat by Khola, the adjacent road sections are also vulnerable to erosion by Kaligandaki River. The whole area where the asset is located is barren land with little vegetations. The hill at the right side of the Khola consists of loose soils and is easily erodible by rainfall. Although the left side (towards Jomsom), the upper part of the hill is rocky and stable the lower portion from where the road passes is unstable.  Asset condition About 250 m long motorable track was completely washed away by debris. The condition of the adjacent road sections (at both sides of the khola) is also poor.  Asset design The road is in the form of motorable track and has very poor geometry. GoN/DoR is planning to upgrade the whole road to a national highway.

 Past extreme events and impacts Due to intensive raining for 3 days, there was a high flood in the Podkyu Khola in August 2013. The flood washed away the road as well as deposited large amount of debris on a very large area (see above sketch). The past extreme events in the district are given in Annex C.  Past adaptation responses There was not any structure before the damage. DoR is planning to construct a temporary crossing structure of vented causeway before 2014 monsoon.  Design appropriateness As mentioned earlier, the road is a motrable track. Detail design of road and allied structures is still not carried out.

2.1.2 Adaptation audit DoR has not constructed any protection structure after the damage. Hence the vehicles at present cross the Khola from 500 m downstream of the existing crossing. DoR is planning to construct ventage causeway as a temporary measure(until the road is upgraded to national highway). The design of the causeway is provided in a sketch below. The estimate cost of the vented causeway is 3.0 million rupees.

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

Fig 5:Sketch showing layout of adaptation measures at Marpha

The structure as proposed by DoR is temporary. It can withstand normal flood but it is very vulnerable to intensive rain. 2.2 Asset 2: Road Damage by Kaligandaki River at Tukuche 2.2.1 Asset Description

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

About 40m long section at km 65 of Beni-Jomsom Road (motorable track) was completely washed away in 2010 after 2 year years of its construction. After the incident, DoR realigned the road from the hill side (at about 10m away from the previous road alignment). There is not any damage to realigned road section. Photograph and sketch showing eroded section of the road is presented below.

Photo: The Kaligandaki River washed away about 40m long section of road at this location in July 2010. After the incident the road was realigned at about 10m towards hill side. Two persons can be seen walking along the realigned road.

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

Fig 6: Layout of damaged road at Tukuche

 Watershed context The asset lies inside the watershed of Kaligandaki River. The watershed area of Kaligandaki River at the asset location is about 3200 sq km. The Kaligandaki watershed receives very small amount of rainfall and hence the river discharge at this area is not very dependant of rainfall. However, the river discharge at this area is highly sensitive to snow melting. As a consequence the river discharge increases during April-June when snow melting will be high. Beside the threat by the river, the asset is vulnerable to landslide due erodible soils and little vegetations.  Asset location The asset is located at about km 65 of Beni-Jomsom Road. At this area about 2 km of road lies very near to Kaligandaki River. Due to poor geology, the right bank of the river from where the road passes is being eroded by the river and at some locations; they are highly vulnerable to washing away.  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).

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

 Asset design The road is in the form of motorable track and has very poor geometry. GoN/DoR is planning to upgrade the whole road as national highway.  Past extreme events and impacts In July 2010, 40m long section of the road was eroded by the Kaligandaki River. The other past extreme events in the district is presented in Annex C.  Past adaptation responses DoR has relocated the road through 10m hill side from the damaged location. There has not been damage to realigned road section. This indicates that the road should be located further from the river bank.  Design appropriateness The road geometry is poor. The road lacks minimum drainage and retaining structures. 2.2.2 Adaptation audit  Adaptation location After the washing away of the road, the road is realigned at about 10m away towards the hill side.  Adaptation condition The condition of realigned road section is satisfactory.  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 and impacts

Same as in section in 2.2.1.  Adaptation design Same as in section in 2.2.1.  Adaptation success The adaptation measure (realignment of road through hill slope) is generally successful but the road section could be more stable if adequate retaining, drainage and river protection works are provided.

2.3 Asset 3: Road Damage by Lanslides at Lete 2.3.1 Asset Description About 150 m long road sections at both sides of the Lete Bridge are frequently blocked by landslides during monsoon period. In monsoon 2013, there were several landslides at his section blocking traffic for few days. The major reasons of frequent landslides at this location are poor geology, steep slope and lack of retaining and drainage structures. The main area where the landslide is frequent is shown below.

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

Photo: Overall view of landslide at left bank.

Fig 7: Sketch showing the lay out plan of the landslide area at Lete (asset 3).

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

 Watershed context The asset lies in the watershed of Lete Khola. The watershed area of the Khola at this location is 15 sq.km. But the main cause of landslide is not the Lete Khola but the hill slopes of both sides of the bridge whose slope is very erodible and steep. The surface water accumulated at hill slopes is the main cause of landslides. Moreover the whole area lacks vegetations. This aspect also is aggravating landslides.  Asset location The landslide areas are located at km 42 of Beni-Jomsom Road. The whole area is mountainous with steep hill slopes. As mentioned above the hill slopes are steep and erodible. In addition to above there is some probability of toe erosion of the road area by Lete River which is about 20m below the road level.  Asset condition The condition of road at this area is very poor as very few protection and drainage structures are provided. Its condition will improve only after its upgradation when sufficient retaining and drainage structures will be provided.

 Asset design Same as for Asset 2.  Past extreme events and impacts The road is frequently blocked by landslides. In July 2013 also the road was closed for few days by landslides.  Past adaptation responses DoR is responding promptly when the road is blocked by landslides but has not constructed any protection works till now.  Design appropriateness Same as for Asset 2. 2.3.2 Adaptation audit  Adaptation location

There are not adaptation measures. DoR is planning to construct 35 m long breast walls towards Beni Side from Lete Bridge.

 Adaptation condition Not applicable

 Threat description The road is vulnerable to frequent landslides. In addition to it, the asset is also threatened by the toe erosion by Lete River. In order to minimize the threat sufficient protection and drainage structures should be provided at landslide areas.

 Past Extreme Events and impacts Closure of traffic by landslides is common phenomenon. Beside this, there are no extreme events.

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

 Adaptation Design There are no adaptation measures until now.  Adaptation Success Not applicable.

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

ANNEX A: ANNUAL BUDGET OF POKHARA DIVISION

FOR FYS 2011/12 AND 2012/13

S.No. Budget Activity Budget (NRs'000') Head FY 2011/12 FY 2012/13 1 337107 Central roads and roads connecting 185,800 112,525 two adjacent districts

337111 Baglung-Beni-Jomsom Road 4,140 64,700

337123 Local roads 82,950 50,300

337134 Mirdi-Kyakmi-Bhimad Road 9,822 10,000

337135 Putalikhet-Karkineta-Kushma Road 20,280 24,200

337148 Other city roads 41,700 71,000

337157 Bridge construction program 155797 107400

337158 Bridge and culverts maintenance 15,000 8,000 program

337163 Road safety, road encroachment and 0 0 road boundary security

337165 Road Board Nepal (RBN) 105,281 1,171,443

337302 Tourism roads 14,800 32,200

337320 Bridge construction program 31,098 0

337335 Mandalithan-Kebare Bhanjyang- 0 36,000 Chapakot-Garjarkot Road, Syangja

Total Cost (NRs'000') 666,668 687,768

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

ANNEX B: NAMES & POSITIONS OF POKHARA DIVISION STAFFS

SN Name Position

1 Prabhat Kumar Jha Division Chief

2 Mr. Subir Rai Engineer

3 Mr. Amrit Kumar Shrestha Engineer

4 Mr. Shyam Kumar Yadav Engineer

5 SMr. Kishor Kumar Shrestha Account Officer

6 Mr. Purushottam Kumar Gautam Engineer

7 Mr. Indra Prasad Pudel Engineer

8 Mr. Narendra Kumar Shrestha Engineer

9 Mr. Biswa Vijaya Lal Shrestha Engineer

10 Mr. Tulsi Prasad Baral Section Officer

11 Hum Nath Poudel Sub-Engineer

12 Mr. Gajendra Prasad Raut Sub-Engineer

13 Mr. Sagar Desar Sub-Engineer

14 Mr. Thakur Prasad Bhandari Sub-Engineer

15 Mr. Prakash Bahdur Khadka Sub-Engineer

16 Mr. Surendra Gautam Sub-Engineer

17 Mr. Mohan Raj Khatiwada Accountant

18 Ms. Babita Acharya Typist Nayab Subba

19 Ms. Parbati Thapa Lamichhane Typist Nayab Subba

20 Mr. Kali Das Baral Aa. A

21 Mr. Mani Prasad Regmi Aa. A

22 Mr. Guru Prasad Baral Lab assisstant

23 Mr. Prakash Sharma Kharidar

24 Mr. Shiva Prasad Adhikari Kharidar

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

25 Mr. Babu Ram Pahari Lab Assistant

26 Mr. Laxman Lamsal Lab Assistant

27 Mr. Khim Bahadur Malla Driver

28 Mr. Shiva Prasad Sapkota Driver

29 Mr. Nakul Kunwar Driver

30 Mr. Khadka Bahadur Gurung Office Assistant

31 Mr. Aai Bahdur Gurung Office Assistant

32 Mr. Narayan Prasad Sharma Office Assistant

33 Ms. Kopila Kumari Sharma Office Assistant

34 Mr. Karma Prasad Neure Office Assistant

35 Dhruba Sing Khadka Nayab Subba

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

ANNEX C: PHOTOGRAPHS

ASSET 1: ROAD DAMAGE BY PODKYU KHOLA AT MARPHA

Overall view of road damage and debris deposition. According to the local people, the Khola washed away substantial road length at both sides due to heavy flood in July 2013. The flood was caused by continuous rain for three days, which is a rare incident for that area.

Right bank of the Khola. As seen the soil is loose and there are very little vegetations. As a result the road side hill slopes are easily eroded even by small rainfall.

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

Photo of left bank This bank is rocky at the top but the soils at lower portion from where the road passes are loose and are not very stable.

View of the right bank. The whole mountain slope at this bank is made of loose, erodible and unstable slope.

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

Confluence of Podkyu Khola with Kaligandaki River.

Upstream view of Podkyu Khola from the confluence. Roads at both banks can also be seen on photo.

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

Timber bridge along the existing temporary crossing. Due to washing away of the road sections, DoR opened temporary road crossing at about 60m downstream of the previous road alignment.

View of road towards Jomsom side (left bank). The upper part of the hill is rocky and stable. However, the area from where the road passes is weathered and hence minor slips are common at this area.

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

ASSET 2: ROAD EROSION AT TUKUCHE

The Kaligandaki River washed away about 40m long section of road at this location in July 2010. After the incident the road was realigned at about 10m towards hill side. Two persons can be seen walking along the realigned road.

Washed away road section and upstream view of the Kaligandaki River. As seen on photo, the river is still eroding the bank. During field visit it was found that the 1.5 km of road is vulnerable to such erosion.

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

Spurs and gabion protection works are constructed at about 150m downstream of the washed away section. Similar protection works will be required at other locations or the road should be realigned.

About 200m long gabion walls are constructed at downstream of the spurs. These walls are constructed to protect the apple farm of that area. This shows that the whole section is very vulnerable to river erosion.

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

Photo of washed away road section. The photo was taken from adjacent road section. As seen the soil is very loose and erodible.

Hill slope at the road damaged area. The whole area from where the road passes is highly erodible. Hence it is highly vulnerable to landslides also.

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

ASSET 3: LANSLIDES AT LETE

Scar of landslide towards Jomsom side from the Lete bridge. According to DoR sub-engineer there was heavy rain in July 2013 which triggered several landslides at both sides of the Lete Bridge.

Photograph of valleys side of the landslide. The valley side slope is very steep. As seen on photo the Lete khola is very near to the road and the khola can erode the toe of the slope. A suspension bridge which was was built for crossing before the construction of motorable bridge can also be seen.

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

Motorable Bridge across Lete Khola. As seen on photo the whole area consists of alluvial soil and is very vulnerable to landslides.

Carriage way view of the bridge. It is a new Bailey Bridge and its condition is good.

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

Downstream view of the Khola from the bridge. DoR is planning to construct 35m long breast wall at right side (bank) to protect the road.

Overall view of landslide at left bank.

TA – 7984 NEP October, 2013

Mainstreaming Climate Change Risk Management in Development 1 Main Consultancy Package (44768-012)

MYAGDI DISTRICT BASELINE: DEPARTMENT OF ROADS (DOR)

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 | DoR district baselines

TABLE OF CONTENTS 1 MYAGDI DISTRICT ...... 3 1.1 District Sector Master Plan ...... 3 1.2 Sector budgeting and staff ...... 3 1.3 Sector trends and issues ...... 3 1.3.1 Trends ...... 3 1.3.2 Issues ...... 4 1.4 Asset Inventory ...... 4 1.5 Past extremes in the district ...... 4 1.6 Linkages to other sectors ...... 4 1.7 Priority infrastructure in Myagdi District ...... 4 1.7.1 Prioritisation process ...... 4 2 MYAGDI DISTRICT: ASSET BASELINE ...... 6 2.1 Asset1: Beni – Jomsom Road at Doba (km 17) ...... 6 2.1.1 Asset Description ...... 7 2.1.2 Adaptation audit ...... 8 2.2 Asset 2: Road Rehabilitation at Timure Bhir at km 16 on Beni – Jomsom Road...... 9 2.2.1 Asset Description ...... 9 2.2.1 Adaptation audit ...... 10 2.3 Asset 3: Bridge across the Kaligandaki River near Beni Bazar ...... 11 2.3.1 Asset Description ...... 11 2.3.1 Adaptation audit ...... 12 ANNEX A – MAP OF MYAGDI DISTRICT ...... 1 ANNEX B: ANNUAL BUDGET ...... 2 ANNEX C: NAMES & POSITIONS OF DISTRICT OFFICERS ...... 3 ANNEX D: ASSET INVENTORY - MYAGDI ...... 5 ANNEX E: PHOTOGRAPHS ASSET 1 ...... 6 ASSET 2...... 8 ASSET 3...... 10

MOSTE | Mainstreaming climate change risk management in development | DoR district baselines

1 MYAGDI DISTRICT 1.1 District Sector Master Plan

All the 25 divisions of DoR are required to prepare Annual Road Maintenance Program (ARMP). GoN/DoR allocates budget to the division only after the approval of the plan. The basic objective of divisional ARMP is to identify and priorities/plan maintenance needs of the road assets in order to bring the road Transport Cost to a minimum by optimum utilisation of available funds. This will help the RB and DoR for proper and need based allocation of scarce resources towards maintenance & up keeping of these national assets- the roads.

Following type of works (including road name, volume of works, budget requirement and completion date etc.) are covered by ARMP.

1. Routine Maintenance

2. Recurrent Maintenance Program

3. Specific Maintenance Works

4. Periodic Maintenance

5. Rehabilitation Works

6. Other Works Programme

6.1 Upgrading

6.2 Emergency Maintenance

6.3 Bio-Engineering

6.4 Road Safety

6.4 Road Inventory/Register

6.5 Bridge Minor Maintenance

1.2 Sector budgeting and staff Budgeting The budget of Pokhara Division for FY 2012/13 and 2013/14 (proposed) is presented in a table in Annex B. Staff The list of staff working in the Pokhara Division is presented in Annex C 1.3 Sector trends and issues Pokhara Division which also looks after the strategic road networks (SRN) of Myagdi District is one of the 25 divisions of DoR. Beside maintenance activities (routine, periodic, emergency, recurrent etc.) the division also executes small to medium road and bridge projects.

1.3.1 Trends The current trend of the divisions is as follows:

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

Planning Planning of works is done by the respective divisions. The division is required to prepare annual road maintenance plan (ARMP) for each year. After approval of the plan by Ministry/DoR, yearly budget is provided to divisions. Without ARMP, the division will not be liable to receive the yearly budget. Design & Construction Assessment of needs, planning, design and estimation for all type of maintenance works are carried out by the division staffs. However design works of new roads and bridges in general are carried out by local consultants.

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

Pokhara Division beside maintenance of roads and bridges, execute medium scale road and bridge projects. The division recently completed two bridges along Maldhunga-Beni Road and constructing two major bridges across Kaligandaki River.

Supervision of works is mainly done by division staffs. Monitoring The division mainly carries out the monitoring of : work programme, cost, quality and progress. 1.3.2 Issues Major issues/difficulties faced by the divisions are as follows:

1. Delay in program approval and budget release timely; 2. Insufficient budget; 3. Very low bid by the contractors; 4. Contractors receive mobilization advance but do not execute in time;

1.4 Asset Inventory The asset inventory for Myagdi is given in Annex E

1.5 Past extremes in the district Past extreme events in the district are given in Annex D 1.6 Linkages to other sectors The DoR at present is cooperating with the following agencies for implementation of RIWs:

DoLIDAR, DoI, DWSS, DWIDP, NT, NEA, Department of Transport (DoT)

Major Organization working in the District

World Bank is providing 10% of the maintenance fund to the division.

1.7 Priority infrastructure in Myagdi District 1.7.1 Prioritisation process The key criteria for prioritisation include:

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

 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 table below

Priority List

ID Name Infrastructure Reason/s for inclusion type

1 Beni-Jomsom Road Road The road was damaged due to deposition of the large Section at Doba amount of debris by Sunari Khola in July 2012. It is one of (km 17) the unique problem along Beni-Jomsom Road.

2 Timure Bhir along Road About 50 meter of road section was completely washed Beni-Jomsom Road away by the landslide. DoR realigned the road at this (km 16) location.

3 Under construction Medium During construction of abutments Kaligandaki River bridge across Bridge washed away right bank near the right abutment. At Kaligandaki River present , the gap between the right bank and the at Dowa abutment is 15m and water also flows through it. Due to this, the length of the previously designed bridge has become insufficient.

4 Bridge across Major Bridge The bridge lies near the Beni Bazar, which is heavily Kaligandaki River populated. Several protection measures are provided near Beni Bazar at/around the bridge. Similarly houses at/near Benibazar will be affected if the bridge is damaged.

5 Under construction Medium The contractor had erected all the formworks and had bridge across Lasti Bridge placed all the reinforcements and was ready to concrete Khola the superstructure within few days. In the mean time an instantaneous flood washed away all the formworks and reinforcements.

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

2 MYAGDI DISTRICT: ASSET BASELINE 2.1 Asset1: Beni – Jomsom Road at Doba (km 17)

Damaged section of the road. At present, DoR is constructing gabion wall to prevent the river from coming to the road. Sketch Plan of Site

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

2.1.1 Asset Description Beni-Jomsom road is one of the most important roads of Myagdi District. It provides motorable link to several important areas of the district as well as to Jomsom, the headquarter of Mustang District. Motorable track of this road was constructed by Nepal Army. Nepal Army handed over this road to DoR few years ago. At present, DoR is maintaining the road. DoR has still not any major improvement works and hence the condition of the road is poor. In July 2012, Sunari Khola which joins the Kaligandaki River at km 17, transported large amount of debris. The debris obstructed the waterway of the river at right bank. As a consequence, the river hit the road which located at the left bank and damaged about 80 m long section. DoR, at present is constructing protection wallsto maintain the vehicular traffic.  Watershed context The watershed of this road location is Kaligandaki River. Kaligandaki is the main river of the Myagdi and almost all the rivers/streams of the district join this river at different locations. Several kilometers of the Beni-Jomsom Road are located along steep bank of Kaligandaki River and hence the asset is vulnerable to flood and landslides.  Asset location Road protection works km 17 of Beni-Jomsom Road which is being constructed is considered as asset for the purpose of this study. The road at this location is constructed by cutting steep rocky area (see photos). Due to steep rocky slope, the main vegetations are barren land and bushes. Sunari Khola joins this river at the opposite side of the road. The debris of Sunari Khola is the main reason of road damage. The area where the road is located rocky and stable, there is a very little probability of slope failure  Asset condition DoR is constructing stone masonry, concrete and gabion walls at this location. The condition of these walls is satisfactory and any major damage to the asset was not observed. However, the condition of road is poor.  Asset design Stone masonry and concrete walls are already constructed at this location and about 20 long gabion walls are under construction and their design is adopted from standard design.

 Past extreme events and impacts In July 2012, the Sunari Khola deposited large amount of debris and obstructed the flow of Kaligandaki River at right bank. Due to obstruction at right bank, the river damaged the road which is located at left bank. As the road is located is frequently damaged by the river especially during high flood.

 Past adaptation responses As the road is newly constructed there were no earlier adaptation responses

 Design appropriateness

The adaptation measure seems adequate but it is not clear why the DoR is constructing three different types of structures (stone masonry, concrete and gabions) to protect of road from the same problem.

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

2.1.2 Adaptation audit  Adaptation location

The various adaptations are situated at different sites along the alignment

 Adaptation condition

As the walls, gabions etc are under construction their condition is good

 Threat description

The road and the adaptation work are threatened by increasing river levels and flow speeds due to increased rainfall in the catchment area.  Past extreme events and impacts

The high flood in 2012 caused increased sedimentation which obstructed the flow of the Kaligandhaki which damaged the road.  Adaptation design

The different types of structure being constructed to protect the road are yet to show their appropriateness under high flood conditions.

 Adaptation success

As the construction of wall is still not complete, it was not possible to assess the adaptation responses.

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

2.2 Asset 2: Road Rehabilitation at Timure Bhir at km 16 on Beni – Jomsom Road

Newly constructed road section at Timure Bhir. The elevation of the previous road alignment is about 5 meter lower than the existing one at the center of the landslide. 2.2.1 Asset Description There was a big landslide at Timure Bhir at km 16 of Beni-Jomsom Road in 2012. The landslide washed away about 50 long section. DoR reconstructed the road by shifting the alignment towards hill side. However, the new road has steep gradient and DoR is planning to improve it in near future  Watershed context

The watershed of this road location is Kaligandaki River. Kaligandaki is the main river of the Myagdi and almost all the rivers/streams of the district join this river at different locations. Several kilometers of the Beni-Jomsom Road are located along steep bank of Kaligandaki River and hence it is vulnerable to flood and landslides.

 Asset location

 Timure Bhir lies at km 16 of Beni-Jomsom Road. There are not any man made features such as walls, drainage structures etc.  The road at this location is constructed by cutting steep slope (see photos). The land area at/around the Timure Bhir is covered with bushes and trees.  The road is constructed by excavating steep area (of weathered rock) and hence there is high probability of ground instabilities.

 Asset condition

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

DoR has just opened the motorable track for traffic movement and requires several improvement works. It has steep gradient of more than 15 % at both sides and the road width at the gully is less than the standard width. In addition to it the cut slope is very steep and vulnerable to slope failure.  Asset design The road track was opened without any detail design.  Past extreme events and impacts About 50m long road section was washed away at this location in August 2012.  Past adaptation responses Prior to the flood in 2012 there had not been any adaptations carried out.  Design appropriateness The design of the road alignment to follow closely the river alignment along the bottom of a very deep and narrow valley has to be questioned although it has to be accepted that any alternative alignment would involve very difficult engineering work. 2.2.1 Adaptation audit  Adaptation location The adaptation is located at the site of a large landslide which occurred in 2012 demolishing 50 metres of road. The adaptation consists of a change of alignment of the road so that the road is moved up the slope of the mountainside and away from the river.

 Adaptation condition The completed work is in reasonable condition although the alignment is very steep both sides of the original landslide location.

 Threat description The threat to the road is from future increased floods due to increased rainfall in the catchment area and subsequent erosion of the hillside beneath the newly aligned road. There is also a threat of additional landslides from above the road due to increased intense rainfall.

 Past Extreme Events and impacts The only recorded extreme event is the landslide in 2012 which destroyed 50 metres of road.

 Adaptation Design No detailed design was carried out before carrying out the work. The new alignment is very steep both sides of the central landslide area and then passes through a very steep sided cutting which increases the likelihood of further landslides in the future as the intensity of rainfall increases.

 Adaptation Success The adaptation is successful in the short term.

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

2.3 Asset 3: Bridge across the Kaligandaki River near Beni Bazar

View of the bridge from the upstream left bank. Its condition is satisfactory and there are no major problems affecting the bridge stability at present 2.3.1 Asset Description

This is one of the most important bridge of the district as it links Myagdi District as well as Beni Bazzar with other parts of the country. It is a located at km 12+300 of Maldhunga-Beni Road (F133). The bridge has three spans and its total length is 76.4 meter. The substructures (abutments and piers) of the bridge are constructed of RCC and all the superstructure members except main beams of central span (which is constructed of steel) are also constructed of RCC.

DoR has constructed several protection structures at both upstream and downstream of the bridge. The overall condition of the bridge is good whereas the condition of protection works is satisfactory except at few locations.

 Watershed context

The watershed of this bridge location is Kaligandaki River. Kaligandaki is the main river of the Myagdi and almost all the rivers/streams of the district join this river at different locations. The bridge as well as the adjoining areas are vulnerable to flooding by Kaligandaki River.

 Asset location

The asset is located near the Beni Bazaar, the headquarter of Myagdi District. The left side of the bank near the river is steep hills. Main types of vegetation at this side are bushes, forests with and cultivated land. The right bank of the river is covered by the Beni Bazar. The slope of the bazaar is relatively gentle in comparison with other bank. Major concern at this sites is that the houses at left bank are very near to the steep slope and hence may collapse in case of slope failure.

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

The ground at both sides of the river near/at the bridge site is stable.

 Asset condition

The condition of the bridge is good. There is no damage to superstructure and substructures. However, the protection works which consist mainly of gabions are in damaged condition at several locations.

 Asset design The bridge is designed as a simply supported structure of three spans with a total length of 76 metres.  Past extreme events and impacts There has not been any significant event after the construction of the bridge.

 Past adaptation responses Gabion walls are provided for protection of banks and the bridge. The adaptation responses of these protection structures are satisfactory.  Design appropriateness The design of bridge and protection structures is appropriate. The bridge length is sufficient and the structure does not disturb the hydrological regime of the river. Similarly, circular RCC piers are designed in order to withstand the boulder impactAdaptation 2.3.1 Adaptation audit  Adaptation location Gabion protection works are provided to a sufficient length both upstream and downstream of the bridge.

 Adaptation condition The adaptations of gabion walls are in poor condition in several locations

 Threat description The threat to the bridge and the adaptation work is from increased high flood levels and flows due to intense prolonged rainfall in the catchment area caused by climate change. The damage to the gabions increases the threat posed by extreme weather events.

 Past Extreme Events and impacts There have been no recorded extreme events in the recent past.

 Adaptation Design The adaptation design is appropriate for present conditions.

 Adaptation Success The adaptations have succeeded in preventing the possibility of erosion threatening the stability of the bridge

MOSTE | Mainstreaming climate change risk management in development | DoR district baselines

ANNEX A – MAP OF MYAGDI DISTRICT

MOSTE | Mainstreaming climate change risk management in development | DoR district baselines

ANNEX B: ANNUAL BUDGET

Table M-1: Yearly Budget of Pokhara Division for FY (in 1000 rupees)

Budget Head Activity Allocation for current Proposed for next or Source of fiscal year 2012/2013 fiscal year 2013/2014 Funding in NC in NC RBN Routine Cost 17651 20,694.05

RBN Recurrent Cost 16324 27,065.27

RSDP/RBN Periodic Cost 0.00 55,400.00

RBN Specific Maintenance Cost 16100 84,837.13

RBN Rehabilitation Cost 28000 33,459.41

RBN Reconstruction Cost 0.00 0.00

RBN Upgrading Cost 0.00 23,578.13

RBN Emergency Maintenance 0.00 8,000.00

RBN Bio Engineering Cost 0.00 1,250.00

RBN Road Safety Cost 0.00 5,500.00

RBN Road Inventory/Register Cost 0.00 2,050.00

RBN Bridge Routine Cost 0.00 1,015.76

RBN Bridge Minor Maintenance 0.00 3,204.26

Total Cost (NRs'000 78,075.00 266,054.01

MOSTE | Mainstreaming climate change risk management in development | DoR district baselines

ANNEX C: NAMES & POSITIONS OF DISTRICT OFFICERS

Names and positions of district officers SN Name Position

1 Prabhat Kumar Jha Division Chief

2 Mr. Subir Rai Engineer

3 Mr. Amrit Kumar Shrestha Engineer

4 Mr. Shyam Kumar Yadav Engineer

5 SMr. Kishor Kumar Shrestha Account Officer

6 Mr. Purushottam Kumar Gautam Engineer

7 Mr. Indra Prasad Pudel Engineer

8 Mr. Narendra Kumar Shrestha Engineer

9 Mr. Biswa Vijaya Lal Shrestha Engineer

10 Mr. Tulsi Prasad Baral Section Officer

11 Hum Nath Poudel Sub-Engineer

12 Mr. Gajendra Prasad Raut Sub-Engineer

13 Mr. Sagar Desar Sub-Engineer

14 Mr. Thakur Prasad Bhandari Sub-Engineer

15 Mr. Prakash Bahdur Khadka Sub-Engineer

16 Mr. Surendra Gautam Sub-Engineer

17 Mr. Mohan Raj Khatiwada Accountant

18 Ms. Babita Acharya Typist Nayab Subba

19 Ms. Parbati Thapa Lamichhane Typist Nayab Subba

20 Mr. Kali Das Baral Aa. A

21 Mr. Mani Prasad Regmi Aa. A

22 Mr. Guru Prasad Baral Lab assisstant

23 Mr. Prakash Sharma Kharidar

24 Mr. Shiva Prasad Adhikari Kharidar

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

25 Mr. Babu Ram Pahari Lab Assistant

26 Mr. Laxman Lamsal Lab Assistant

27 Mr. Khim Bahadur Malla Driver

28 Mr. Shiva Prasad Sapkota Driver

29 Mr. Nakul Kunwar Driver

30 Mr. Khadka Bahadur Gurung Office Assistant

31 Mr. Aai Bahdur Gurung Office Assistant

32 Mr. Narayan Prasad Sharma Office Assistant

33 Ms. Kopila Kumari Sharma Office Assistant

34 Mr. Karma Prasad Neure Office Assistant

35 Dhruba Sing Khadka Nayab Subba

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

ANNEX D: ASSET INVENTORY - MYAGDI

List of SRN and Bridges in the Districts

List of SRN S.N Name of Road Class Ref Link BT GR ER Total UC PL No Code

1 Myagdi district FRN F042 F04207 10.00 0.00 0.00 10.00 0.00 0.00 border-Beni

2 Beni-Pairothapla FRN F042 F04208 0.00 0.00 21.00 21.00 0.00 0.00

Total 10.00 0.00 21.00 31.00 0.00 0.00

Source: DoR

List of Bridges S.No. Bridge Chainage Name of Type of Bridge Parameters Identification Bridge/Khola Bridge

1137 49/F042/019 81+093 Dhodino Khola RCC Slab 24.00 1 Bridge

1138 49/F042/020 89+300 Myagdi Khola Steel 60.60 2 composite deck

1139 49/F042/021 93+966 Galeshor steel Truss 38.50 1 Raganganga Khola

1140 49/F042/022 102+815 Beg Khola steel Truss 21.00 1

1141 49/F042/023 106+194 Kaligandaki steel Truss 48.00 1 Bridge

1142 49/F042/024 106+839 gharamadi Timer bridge 5.00 1 Khola

1143 49/F042/025 111+021 Pokhare Bagar steel Truss 54.40 1 kaligandaki Khola

1144 49/F042/026 117+135 Duwari Khola Timber 5.50 1 bridge

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

ANNEX E: PHOTOGRAPHS ASSET 1

At right side of the photo, the heap of gravels and boulders is the debris deposition by Sunari Khola. This deposition pushed the River towards left bank and is the main cause of the road damage at this location.

It is very difficult to realign the road towards left side due to very steep rocky slope.

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

View of debris deposited by Sunari Khola. According to the district technicians, the bed level of the Sunari Khola was raised by 2-3 meter after debris deposition.

Photo of reconstructed road section which is protected by stone masonry.

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

ASSET 2

The gradient of the road is about 15% at both sides from the main slide area. DoR is planning to improve the whole road section in near future.

Middle section of the realigned road. Road at this location required huge gully cutting. As seen on the photo, the side slope on both sides is very steep and may fail if proper protection works are not provided.

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

Previous road alignment. As seen on photo, there is no trace of previous alignment at the steep (rocky) area as the whole road section was washed away.

The whole soil material excavated during reconstruction of road is dumped at river. The dumped material is obstructing the river flow. Due to flow obstruction, the regime of the river has been disturbed and hence there is always possibility of damage at another location. The soil materials should have been deposited properly at a location.

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

ASSET 3

Photo of right bank showing gabion protection works, bus stand and Beni Bazaar. The condition of the protection works is good except at few locations.

A motorable road track is constructed at the right bank by constructing a very long gabion bank protection works. In order to construct this road the authorities have excavated the slope at hill side. This increased vulnerability to the houses located at the top of the slope.

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

As mentioned in the photo above, the houses seen on photo are very near the vertical slope. In case of slope failure, several houses will collapse.

Landless squatters have constructed houses at the left bank near the bridge. These houses may be damaged if there will be a big flood at Kaligandaki River.