Inception Report

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 Local Infrastructure Development and Agricultural Roads (DOLIDAR)

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 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

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 | DoLIDAR District Baseline

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

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)

Total Code Description 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)

Total Black All Fair Code Description length Top Gravel Earthen weather 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,

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

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

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

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;

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

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’ Coittees eig etesiel used for ipleetatio ad aiteae 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

ID Name Infrastructure Reason/s for inclusion type 1 Kaligandaki Bridge It is a very important project as it provides uninterrupted Bridge at traffic flow to Jomsom-Ghoktan Road sector. It is a large Jomsom scale and complex structure for DDC/DTO and it will be an appropriate example to assess the capacity of DTO. 2 Kagbeni-Ghaite Road Although this is a strategic road, it is being implemented Section of by DDC/DoLIDAR. This is the most important road of the Jomsom- district. The road lies beyond Himalaya which is a unique Ghoktan Road case for Nepal. The lessons learnt on CC effect from this Section. road will be very useful for other roads in similar regions. 3 Bank protection Protection Long concrete walls are being constructed to protect the works at Kagbeni structures 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.

2 MUSTANG: ASSET BASELINE

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.

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

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.

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

Bridge Site (Jomsom)

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 Barren Bush Cliff Cultiv Forest Glacier Grass Orcha Pond Sand Snow Water Total Types Land ation rds body Area 1916 70 3.65 45.76 17.81 53.34 943.84 0.13 2.41 82.95 11.1 1.33 3148 (Sq. km.)

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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.

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

 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

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

Budget (1000 rupees) SN Budget Head 2012/13 2011/12 (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 Cottage and Small Industry Development 14 3,296 0 Committee Total 47313 47028 Economic (Agriculture) Committee 15 District Agriculture Development Office 17,250 15,204 16 District Vetnary Service Office 12,392 13,048 Temperate Horticulture Development Center, 17 19,168 18,234 Marpha 18 Agriculture Development Bank 30,000 44,000 19 Nepal Food Corporation 2,390 21,53 Cottage and Small Industry Development 20 0 3,645 Committee 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 Beyond Himalaya Disadvantaged Development and 24 620 415 Empowerment Council

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

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

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

ANNEX B: NAMES & POSITIONS OF MUSTANG DTO 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

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

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.

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

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.

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

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.

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

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.

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

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.

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

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.

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

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.

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

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.

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

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.

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

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

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

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.

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

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

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

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.

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

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’ Coittees ore tha 80%eig etesivel used for ipleetatio ad aiteae 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

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

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 Reason/s for inclusion type 1 Suspended Bridge across Pedestrian The site as well as design of the bridge was DoWA Khola (Planned) Bridge changed due to deposition of large amount of debris by Dowa Khola in July 2012. 2 Beni-Darbang-Dhorpatan Local Road This road fall in the priority of the district. The road was frequently closed by (Road Code: 43A001R) landslide at Lampata (km 15). DDC is adopting several measures to stabilize the landslide.

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

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

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

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

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

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.

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

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.

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

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

ANNEX A – MAP OF MYAGDI DISTRICT

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

ANNEX B: YEARLY IMPLEMENTATION CALENDAR

Intervention F.Y.2064/ F.Y.2065/ Transport Linkage Total Length F.Y.2063/64 65 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

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

Total for New Construction Program 299.5 121.5 35140 14 56475 22.5 77810 31 82830 33 82830 33 Routine Maintenance for New 14.0 36.5 1407.0 construction 0.00 0.00 0.00 196.00 0 511.00 0 945.00 67.50 0 100.50 76140. 14.0 74671. 36.5 78321. 67.5 83775. 84237. Grand Total 00 0 00 0 00 0 00 100.50 00 133.50

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

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 200 72500 Maintenance Project 8 Local Governance and Community Development 34261 96103 Program (LGCDP) 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 19005 0 Development Program (RRRSDP) 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

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

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

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

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

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.