Appendix A - Map

Transcription

Appendix A - Map

District Transport Master Plan
Table of Content
LIST OF FIGURES
LIST OF TABLES
APPENDIX A-LIST OF MAPS
APPENDIX B- LIST OF TABLE FOR DETAIL DATA ANALYSIS
III
III
IV
IV
LIST OF ABBREVIATIONS
1
CHAPTER I
INTRODUCTION
1.1
Background
1.2
Objective of the Study
1.3
Review on DTMP 2007
2
2
3
4
CHAPTER II
APPROACH AND METHODOLOGY
2.1
Approach
2.1.1 Bottom up approach
2.1.2 Participatory Approach
2.2
Methodology
2.2.1 Task 1: Preparatory Activities
2.2.2 Task2: Preparation of Indicative District Potential Map (IDPM)
2.2.3 Task 3: Preparation of District Inventory Map (DIM)
2.2.4 Task 4: Preparation of District Road Network
2.2.5 Preparation of District Transport Perspective Plan (DTPP)
2.2.6 Preparation of five year District Transport Master Plan (DTMP)
2.3
Limitations of DTMP/DTPP Study
2.4
Chronology of events
6
6
6
6
6
6
8
10
12
14
18
19
19
CHAPTER III
INDICATIVE DEVELOPMENT POTENTIAL MAP (IDPM)
3.1
Background
3.2
District Profile Analysis
3.2.1 Introduction
3.2.2 Physical Location & Geographical Characteristics
3.2.3 Socio-economic Characteristics
3.2.4 Service centers and facilities
3.3
List of Development Existing / Potential Area
3.3.1 Agriculture and Livestock Potential Area
3.3.2 Potential Area for Hydropower
3.3.3 Potential Area for Small Cottage and Agri-based Industries
3.3.4 Potential Area for Tourism
3.3.5 Pocket areas of Himalayan yew
3.4
Market Centre Analysis
3.4.1 Brief on Market Centre
21
21
21
21
21
21
22
25
27
27
29
29
30
30
30
34
CHAPTER IV
DISTRICT INVENTORY MAP
4.1
Existing Transport Situation
40
40
i
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
4.10
Existing District Road Classification
Traffic Trend Analysis
Brief on Road Network
Summary of Fair and All Weather
Existing Trail Bridge
Construction Approach
Road Assets Value
Remaining Works including River Crossing
District Inventory Map (DIM)
41
43
43
46
47
47
48
48
49
CHAPTER V
DISTRICT NETWORK PLANNING
5.1
Accessibility Situation
5.1.1 Zone of Influence Area
5.1.2 Delineation of Accessible Area
5.2
Inaccessible Area
5.2.1 Delineation of Inaccessible Area
5.3
Network Planning in inaccessible Area
50
50
50
50
51
51
51
CHAPTER VI
DISTRICT TRANSPORT PERSPECTIVE PLAN
6.1
Prospective Plan of District Rural Road Network
6.2
Scoring System for Prioritization of Proposed Linkage
6.3
Prioritization of District Road for New Linkage
6.4
Brief on proposed District Roads for New Linkages
6.5
Motorable Crossings for DTPP Road Network
6.6
Possible Inter-district Transport Linkages
6.7
Prioritized Existing Road Linkages for Rehabilitation
6.8
Prioritized list of Trail Bridge for New construction
53
53
53
54
55
59
60
60
61
CHAPTER VII
FIRST FIVE-YEAR DISTRICT TRANSPORT MASTER PLAN
7.1
Background
7.2
Past Three Years Budget
7.3
Five Year Projected Financial Plan
7.4
Sharing of Budget
7.5
Year- Wise Sharing Of Budget
7.6
Year-wise Targets
7.7
Prioritized Transport Linkage for DTMP
7.7.1 Prioritized District Roads
7.7.2 Prioritized Trail bridges
7.8
Accessibility-DTMP
62
62
62
63
64
66
66
69
69
72
72
CHAPTER VIII
CONCLUSION
8.1
Other Relevant Issues
8.2
Conclusion
74
74
74
74
APPENDIX
Appendix A - Map
75
ii
Appendix B- Detail Data Analysis
Appendix B- Photos
Appendix B- Questionnaires
List of Figures
Figure: 1.1 Review of DTMP 2007
Figure 2.1 Framework of Methodology
Figure 3.1 Ethnic Composition of Khotang district
Figure 3.2 Land Use Pattern
Figure 3.5 Classification of Settlement
Figure 4.1 Status of Road Network
Figure 3.4 Market Centre Grading
Figure 4.2 District Road Classification
Figure 4.3 Traffic Trend analyses
Figure 4.4 Status of Road based on fair/all weather
Figure 4.5 Road status based on Construction Approach
Figure 4.6, Road Network Status based on completion of Structural Work
Figure 7.1 Past Budget Trend in different Transport Sector
Figure 7.2 Projected Budget for First Five Fiscal Years
Figure 7.3 Sharing of Budget
List of Tables
Table 1.1 Review of DTMP 2007
Table 2.1 Scoring System for Prioritization of Proposed New Construction Road
Table 2.2 Scoring system for Prioritization of Rehabilitation for Existing Road
Table 2.3 Chronology of events in updating DTMP
Table 3.1 Demographic statistic of Khotang
Table 3.2 Summary of different Education institutes in Khotang
Table 3.3 Land Use pattern
Table 3.4 Major crops and their Production
Table 3.5 Livestock Population
Table 3.6 Livestock Production
Table 3.7 Post office Location
Table 3.8 List of Agriculture Service Centre
Table 3.9 Veterinary Service Centers/Sub-Centers
Table 3.10 Health Service Centers
Table 3.11 Potential Area with Extensive Agriculture
Table 3.12 Extensive Horticulture Potential Area
Table 3.13 Potential Area with Extensive Livestock
Table 3.14 Detail of Major Perennial rivers
Table 3.15 Potential Area for Small cottage and Agri-based Industries
Table 3.16 Potential Areas for Tourism
Table 3.17 Grading of Market Center
Table 3.18 Classification of settlement based on geographical position
Table 3.19 Market Centers connected to road network
Table 3.20 list of market centre with Hattiya
Table 4.1 Road Statistic of Khotang
Table 4.2 District Road Classification
Table 4.3 Summary of Road Inventory
iii
Table 5.1 Accessibility with respect to Area, Coverage and Population Coverage
Table 5.2 Inaccessibility with respect to Area, Coverage and Population Coverage
Table 6.1 Road Statistics-DTPP
Table 6.2 Prioritization of District Road
Table 6.3 List of Motorable Crossings along Planned Road Network
Table 6.4 Prioritized Lists of District Roads for Rehabilitation
Table 7.1 Summary of Past Budget
Table 7.2 Five years Project Financial Plan
Table 7.3 Projected Budget for First Five Fiscal Year 067/68 to 071/072, ‘000 NRs
Table 7.4 Year- Wise Sharing Of Budget, ‘000 NRs
Table 7.5 Year-wise Physical Targets
Table 7.6 Year Wise Target, Budget available and Projected Budget (Transport LinkageNew Construction)
Table 7.7 Year Wise Target, Budget available and Projected Budget (Transport LinkageRehabilitation)
Table 7.8 List of District Roads for New Construction
Table 7.9 DTMP Implementation Plan
Table 7.10 List of District Roads for Rehabilitation
Table 7.11 List of District Roads for Maintenance
Table 7.12 List of Prioritized Trail Bridge for DTMP
Table 7.13 Road Statistic, DTMP
Table 7.14 Accessibility situation of DTMP
Appendix A-List of Maps
Map A.1 Map of Nepal, Transport Infrastructure and location of district
Map A.2 Land Use Map
Map A.3 Indicative Development Potential Map (Market Centers with Agricultural Production and
Industries)
Map A.4 Indicative Development Potential Map Market Centers and Key Services)
Map A.5 District Road Inventory Map
Map A.6 District Road Inventory Map (Accessibility Analysis)
Map A.7 District Transport Prospective Plan (DTPP)
Map A.8 District Transport Prospective Plan (DTPP) (Accessibility Analysis)
Map A.9 Zone of Influence of DTPP Roads
Map A.10 District Transport Master Plan (DTMP) (Five Years Plan BS 2067/68-2072/73)
Map A.11 District Transport Master Plan (DTMP) (Accessibility Analysis)
Appendix B- List of Table for Detail Data Analysis
Table B.1 Demographic Detail for each VDC, Khotang
Table B.2 Market Centre Analysis- Centrality Index
Table B.3 District Road Inventory Detail
Table B.4 Traffic Count
Table B.5 Traffic Volume Calculation
Table B.6 Trail Bridge Inventory
Table B.7 Planned Road Network
Table B.8 Prioritization of New Linkage-Data Input Sheet
Table B.9 Scores of Proposed Planned Roads based on Population per unit Cost
Table B.10 Scores of Proposed Planned Roads based on Cultivated Land
Table B.11 Scores of Proposed Roads based on Population and Walking Distance
iv
Table B.12 Score of Proposed Roads based on Dalits and marginalized Janjatis/ethnic group
population (Social Issues)
Table B.13 Prioritization for Rehabilitation-Input Data Sheet
Table B.14 Scores of proposed Roads based on Traffic Unit
Table B.15 Scores of Proposed Roads based on Cost/km
Table B.16 Scores of proposed roads based on Market/Services Centers
Table B.17 Prospective Plan of Trail Bridge
Table B.18 Past trend of budget expenditure in transport sector
v
List of Abbreviations
amsl
DEO
DFID
DIM
DoLIDAR
DoR
DRCC
DTO
DTMP
DTPP
DVO
GPS
GoN
IDPM
LGCDP
MoLD
PCU
RAIDP
RAP
REDP
RTI
SDC
TBSU
VDC
ZoI
Average Mean Sea Level
District Education Office
Department for International Development
District Inventory Map
Department of Local Infrastructure Development and Agricultural Roads
Department of Highway
District Road Coordination Committee
District Technical Office
District Transport Prospective Plan
District Veterinary Office
Global Positioning System
Government of Nepal
Indicative District Potential Map
Local Governance and Community Support Programme
Ministry of Local Development
Passenger Car Unit
Rural Access Improvement and Decentralization Project
Rural Access Programme
Rural Energy Development Programme
Rural Transport Infrastructure
Swiss Agency for Development and Cooperation
Trail Bridge Support Unit
Village Development Committee
Zone of Influence
1
CHAPTER I
INTRODUCTION
1.1
Background
Khotang which is well known for the Halesi Mahadev (East Pashupati) lies in Sagarmatha
zone of Eastern Region of Nepal. It is situated between Bhojpur district in the east;
Okhaldhunga districts in the west, Solukhumbu district in the north and Udayapur district in
the south. It is one of the poorest, most remote and undeveloped district with in the eastern
region of Nepal.
The poverty and remoteness of the district is due to the limitation in mobility and
accessibility to the economic activities. Transport is one of the major components in
providing accessibility and hence increases the mobility for various requirements. Physically
it has rugged topography abraded by rivers and streams demanding high density of transport
infrastructure. With this geophysical complexity, large part of the district remains
inaccessible to road head. Only 56% of total area is within 4 hrs walking distance of which
only 36% are within 4 hrs walking distance from the motorable road head. This indicates a
large part of Khotang still untouched by the basic development and thus has high demand of
transport infrastructure.
The centrally located district headquarter Diktel is recently connected by motorable roads
directly to two abutting districts in the east and west by proposed Mid Hill Highway.
However there is no direct connection to the southern Terai region of Nepal. Apart from
Diktel, other major market centers such as Aiselukharka in North and Khotang bazaar and
Chisapani in south are inaccessible even within a day of walking distance from the road head.
Hence very urgent extension of road network from centre to northern and southern part of
Khotang is deemed necessary.
Even the district headquarters remains isolated from transport system for the whole period of
monsoon. During these periods goods are transported by porter and mules. This is due to the
fair weather roads and lack of crossing over the major rivers. One of the challenges faced by
the district is the presence of huge perennial rivers such as Dudh Koshi, Sun Koshi at its
boundary in east and Arun River on its way in west. Whole dry season is depended on the
fairy operated in crossing the rivers. In alternative to road transport, there are three earthen
airports mainly for passengers travelling for long distance. In case of emergency evacuation
such as sick people, helicopter which is very expensive is the only means to access
destination. This has been quite common in average two times a month.
Hence due to the lack of sufficient and seasonal means of transportation, the district has been
suffering from its socio-economical development. Provided basic connection to different
parts of major service centers of Khotang by transport infrastructure people are expected to
get their basic requirement in cheaper price. Moreover, approximately 88% of people in
Khotang depend on agriculture and livestock farming (District profile, 2007). However the
genuine problem is the lack of access to market centers to sell their goods. Farmers manage
in trading their products only in the local market Hattiya which is not well managed and does
not add much to the commercialization aspect of agriculture. Hence, agriculture being the
backbone of district economy, it would foster economically with accessibility to the potential
market outside the district. It has potential market in the Terai belt of Nepal and India for off
season, low volume but high value crop production.
2
District is thus facing a challenge of very high demand of all weather connection to existing
connected market centers and new construction to hinterland of Khotang district. This is not
possible to overcome by the present common practice of adhoc planning only during the few
days of district council. A scientific planning approach should be adopted. During the
planning process missing links should be identified in accessible areas where as road network
should be planned to extend in inaccessible area. Moreover, planning needs to address
maintenance of existing road in order to preserve road asset value and improve the present
mobility. Hence DTMP is prepared based on present transport accessibility situation of
district with consideration of identified Market Centers. With the identified list of transport
interventions such as road network and bridge, prioritization needs to be carried out. With the
limited supply of resources, list of prioritized demand needs to be matched up for
implementation.
In this context, bottom up approach has been adopted in planning. According to Local Self
Governance Act, 2055 and the Regulation 2056, the local government bodies such as DDC
and VDC are responsible for the planning and developing programs. With this authority,
local transport infrastructure such as roads, trail line, and Trail Bridge are under DDC
responsibility. However, air transport is under the authority of Nepal Civil Aviation.
Meanwhile, this transport infrastructure under the responsibility of DDC is very demanding
in investment which needs very scientific planning for the optimum use of resources. Hence,
both short term and long term planning are required as a basis for the development of
transport sector with meeting certain targets for the district (DTMP for five years, DTPP for
long term).
Process of using DTMP as a planning tool has been practiced in many districts of Nepal since
2001. While in Khotang, the first DTMP was prepared in 2007 based on DoLIDAR approach
for period of 2007-2012. This has envisaged an extensive road network for the district which
looks as an overambitious plan considering the capacity and possible resources that will be
available in the district. Planning should be matched with demand and supply characteristic.
Hence, its timely revision was realized both by the local government and donor agencies.
1.2
Objective of the Study
The objective of DTMP is to prepare the District Transport Perspective Plan (DTPP) and
prioritize the interventions for first five years transport planning of the district for a single
approach of transport infrastructure development. This comprises the development of the
overall road network which will provide access to all settlements according to the national
transport policy (within 4 hrs. walking distance) and various identified market centers.
The following are the specific objectives of the DTMP:
•
•
•
•
•
To review the existing DTMP
To Prepare District Inventory Map (DIM) and assess accessibility situation
To Conduct market Center analysis and prepare IDPM
To Prepare DTPP based on the accessibility policy and market centers.
To prepare the DTMP
3
1.3
Review on DTMP 2007
The first district DTMP was prepared in 2007 for the period 2007-2012. This was prepared
based on the DoLIDAR approach. According to the approach road network prepared based
on the demand collected from the different Illaka level workshop. These road networks have
been prioritized based on different parameters given by the guideline and listed in DTMP
and DTPP. The effort has also been taken in assessing the budget trend and projection for
coming year as a financial plan. However, there is no matching of the demand list of DTMP
and the supply list of financial plan in order to identify the gap.
Progress of DTMP 2007
According to DTMP 2007, the targeted length of road was 337 km for the first five years and
814 km as prospective plan (ref Table 1.1). The total existing road in 2007 was 129 km
while the present road network is 258 km considering the whole section of RAP II road from
Diktel to Khotang bazaar section which is approximately half completed.
Table 1.1 Review of DTMP 2007
S.N.
Description
Quantity
Unit
Road Data
Total road length, 2007
DTMP 2007 road length
DTPP 2007 road length
129
337
1151
Km
Km
Km
Total road length 2010
258.6
Km
Including under construction
section of Diktel Khotang Bazar
section (RAP II)
105
Km
50% progress of Diktel Khotang
bazar section
31.20
67.38
35.03
52.0
%
Km
Km
%
Road construction not from
DTMP 2007 list
21.5
Km
Lamidanda Rabuwa, Harelo
danda kharmi, Diktel Bamrang
Percent of road construction
not from DTMP 2007 list
6.82
%
based on road construction from
2007 to 2010
1
Total Progress from 2007-2010
2
Findings
Target achieved
Average annual target
Average annual achievement
Average annual progress
Source: DTMP 2007, Table 3.3
4
Remarks
Reference DTMP 2007
Including DTMP list
Figure: 1.1 Review of DTMP 2007
Figure 1.1 also illustrates the status of DTMP prepared in 2007. The net progress achieved
from 2007 to 2010 is 106 km which is approximately only 31% of the total target of 337 km
for 2012. From this trend of progress after 2007, in average 35 km road has been constructed
annually. This indicates average annual achievement of 52%. Hence, proper planning of
demand with the resource available is necessary.
In the past years, more or less DDC has followed up with the DTMP road list. Still about
6.75% of the road networks constructed is out to of the list. Similarly, some of the
constructed alignments are changed eg Diktel Patheka Bakshila section. This reminds, that
DTMP needs to be followed in order to avoid from deviation of target planning where only
52% has been achievable in practice.
5
CHAPTER II
APPROACH AND METHODOLOGY
2.1
Approach
Approach and Methodology adopted in preparation of DTMP was based on Interim Guideline
2010 by DoLIDAR.
2.1.1 Bottom up approach
Preparation of DTMP is based on the bottom up approach. Central level agencies mainly
Ministry of Local Development (MoLD) and DoLIDAR are responsible in providing the
basis of planning with transport policy and interim guideline. At the mean time District
Development Committee takes the ownership while all representative stakeholders in District
Road Coordination Committee (DRCC) are authorized for the sole decision in planning.
Similarly, during the planning stage workshops were arranged in Illaka level in order to
verify and address the need of road alignment remaining within the National Transport
Policy. Hence, this all planning and decision responsibilities at the local level bring to
strength of bottom up approach in preparing DTMP.
2.1.2 Participatory Approach
Participation of the sole users and direct beneficiaries are very important in planning stage.
This helps in getting the real potential and need for the socio-economic development. With
this requirement, community active participation has been highly involved during the
preparation of DTMP. Mainly their participation has been encouraged during the data
collection in preparing Indicative District Potential Map.
At the mean time, In process of preparing network, workshops have been conducted in
different parts of district. During the workshop proposal from each group was discussed,
verified and validated with policy and was then considered in the network if required. These
activities clearly illustrate the participatory approach in planning level.
2.2
Methodology
Preparation of DTMP was based on bottom up and participatory approach. The outline of
methodology adopted is illustrated in Figure 2.1. This methodology mainly includes
organizational setup, operational planning, and financial planning. Detail activities carried
out during preparation of DTMP are explained below.
2.2.1 Task 1: Preparatory Activities
a) Coordination with DDC/DTO
During the preparation of DTMP, the study team remained in close coordination with District
Development Committee (DDC) and District Technical Office (DTO) for consultation and
conduction of several meetings and workshops.
6
Preparation of
DTMP under the
Local Governance
Act-2055
Reformation of District Road
Coordination Committee (DRCC)
Preparation of Indicative Development Potential Map
(IDPM) of District
Preparation of District Inventory Map (DIM)
Preparation of District Road Network Plan
Prioritisation of District Transport Perspective Plan
(DTPP)
Synchronizing the Draft Perspective Plans of adjoining
districts (Preparation of Regional Perspective Plan of
Rural Road Network)
Prioritisation of District Transport Master Plan (DTMP)
Approval of DTMP/DTPP by District
Council/DDC Board
Yes
End of Planning Phase
Figure 2.1 Framework of Methodology
7
b) Facilitate reformation of District Road Coordination Committee (DRCC)
District Road Coordination Committee is the sub-committee under DDC, which is
responsible body at local level for overall transport planning in the district. This committee
was previously formed during preparation of DTMP in 2007. However, it has remained
passive since then. Hence DRCC was reformed with inclusive committee directed by the
guideline.
2.2.2 Task2: Preparation of Indicative District Potential Map (IDPM)
Planning of transport infrastructure depends on access to the existing and potential
development areas for the optimum use of resources. Hence, Preparation of Indicative
District Potential Map (IDPM) is the basic requirement in determining transport
interventions. Various potential developments such as the area having extensive agriculture,
horticulture, livestock, tourism and market/service centers were thus assessed.
a) Data and General Information Collection
Overview of district potentiality is very important during the planning stage. In order to get
the general picture of district, primary and secondary data were collected from different
sources within the district. These were mainly from annual report published by particular
district level offices such as DDC, DADO, DVO, DEO, Small Cottage and Industries office.
Further consultations were also made with stakeholders such as, local business entrepreneurs,
local community etc. Similarly, primary and secondary data were collected in field visit
carried out during different stages of planning. These field data were collected using PRRA,
consultation and observation methods (ref Appendix D for questionnaire).
Collection of data and information from various sources were mainly regarding area, location
and significance of development potential areas such as extensive agriculture, extensive
horticulture, livestock farming, high value cash crops, cottage and agro-based industries,
centre for business/commerce/markets, tourism area, hydro potential areas, and mining areas
including various service centers available in major market centre. Service centers include
facility such as hospital, health post, agricultural service sub-center, schools, industries etc.
District base map is required for the overlay of potential feature. For this, GIS base map was
collected from Survey Department.
b) District Base Map Preparation
District Base Map was prepared in 1:20,000 scales. The Base Map forms the basic overlay
map for the IDMP indicating all the potentiality of the district and detail of market centers.
From the raw data obtained from Survey Department, different features were overlaid. This
includes:
•
•
•
•
•
•
VDCs boundaries
Ward boundaries
Large settlements
National strategic roads, existing district roads (DIM) and trails;
Important water bodies (rivers, lakes, etc.); and
Important historic and religious places.
8
c) Market survey
Market Survey is very important in identifying relative importance of market/service centre.
Foremost is the selection of potential market centers. This was carried out with consultation
from DRCC meeting, previous DTMP and the general observation of settlements. Altogether
34 market centers were selected for the market survey.
Preliminarily, some of the information regarding service facilities were collected from
different district line agencies. These were further supplemented by field data collected using
questionnaire through P-RRA approach and was verified during the walkover survey
(ref Appendix D for questionnaire). Basically, economic activities, service centre facilities,
mobility and mode of transporting goods within the market centre were collected.
Meanwhile, for the evaluation purpose, economic related data such as number of business,
commercial and industrial centers and service centers related data such as number of
education, health, and various services providing offices and were collected. For the analysis
function indicates the type of economic and service centers. In addition, population data is
required in finding the weightage of each function and was collected from household survey
conducted by DDC this year.
Further Market Centre analysis was carried out using Centrality Index. This gives the relative
importance of each market centers in terms of economic facilities and service capacity.
The Centrality Index was calculated using following formula
Eq.(1)
Where,
Cj = Centrality Index of the jth market centre
Xij= Value of the ith function (number of establishments or shops at the jth market centre)
Wi = Weightage of the ith function
The weight of each function (Wi) was calculated by adopting the Median Threshold
Population Technique. The Median Threshold Population Technique calculates the weight as:
Eq.(2)
Wi = Median population of the ith function
Weightage was assigned to each function and they were finally aggregated with the numbers
of function for each market centers as given in Eq.(1). Based on the Centrality Index, market
centers were categorized in different grades. The bases of grading were:
Grade
A
B
C
Potential
Centrality Index
>100
50-100
25-50
<25
9
Market grading forms the basis during network planning in the inaccessible area, and
prioritization of rehabilitation of existing roads. The whole Transport Network depends on
hierarchy of market/service centers, so the market survey was conducted very cautiously with
data collection and verification in different stage of planning.
Preliminarily, geographical positions of market centers were taken from topography map.
Further their position was verified by GPS devise during the walkover survey.
d) Preparation of Indicative Development Potential Map
The collected information were plotted on the base map indicating their geographical
boundaries as accurately as possible. In additional to the prepared base map, all the market
centers with their grading were plotted as Indicative Development Potential Map (IDPM) of
the district. Existing road network were also overlaid after the finalization of District
Inventory Map.
e) Presentation of IDPM in DRCC
DDC arranged one day DRCC meeting. All the available members including some of the
invitee were invited. The main purpose was sharing of the data collection, market centre
analysis. After the sharing and discussions, feedbacks were collected.
2.2.3 Task 3: Preparation of District Inventory Map (DIM)
Khotang has been mainly depended on air and land transportation. Air transport is under the
authority of Civil Aviation which therefore has not been included in DTMP. Other transport
infrastructure such as road, trail bridge, trail lines are under the sole responsibility of local
authority i.e. DDC. The inventory of these transport infrastructure are very important in order
to find the accessibility and inaccessibility situation for planning transport infrastructure,
condition of existing infrastructure for rehabilitation, upgrading and maintenance. Hence,
District Inventory of transport infrastructure mainly road network was carried out in detail.
Inventory of Trail Bridge was collected from Trail Bridge Support Unit (TBSU).
a) Information Collection
Information about the existing rural roads, main trails and trail bridges were collected from
secondary information like DDC profile, Trail Bridge inventory from TBSU publication,
Rural Transport Infrastructure information available in DTO/DDC, previous DTMP report.
Information of road such as date of construction, funding mechanism was also collected
trough public consultation.
b) GPS Tracking/Inventory Survey of RTI
The inventory of existing roads was carried out in order to identify the position of alignments
and condition of infrastructures. Previously the spatial information used to be taken from the
topographical map. However, these are not updated with the construction of many new
networks recently. Hence, road inventory in particular was taken by Global Positioning
System (GPS) and tracking the road alignment throughout.
10
Meanwhile, information regarding surface type, traffic status, serviceability of road, surface
condition, types and condition of crossings were also noted with the spatial position from
GPS. Serviceability of road, traffic status helps in identifying the appropriate intervention to
be carried out in particular link such as rehabilitation, maintenance.
c) Traffic survey
Finding of traffic volume is very important in order to find out the importance road. Different
methods were used for the traffic survey. Manual traffic count data based on 16 hrs traffic
volume was available for the two longest road link i.e. Diktel-Chyandanda and DiktelJyaramghat section. For Diktel-Jyaramghat section police office records the daily movement
of vehicles. Similarly for Diktel-Chyandanda section, RAP carries 16 hrs traffic count once in
a month.
For other remaining road networks, Moving Observer Count (MOC) method was used for
each vehicle type with further support from data collected through rural participatory
appraisal. Detail calculation of MOC method is given by Eq (3). For the conversion of hourly
flow to daily flow Eq (4) was used. After getting daily vehicle flow for each type of vehicle,
further it was converted to equivalent of Passenger Car Unit PCU) as per the guideline.
Finally all the PCU for particular section was added representing the traffic volume for that
link.
HT = (x + y - z) / t
Eq (3)
DT = 16 x HT
Eq.(4)
Where,
HT = hourly traffic
x = vehicles travelling in opposite direction
y = vehicles5 overtaking the observer
z = vehicles overtaken by the observer
t = time in hours
DT = Daily traffic
d) Preparation of DIM
Road alignment of existing roads, main trail, trail bridges and other Rural Transport
Infrastructure (RTI) were plotted in the map. The tracked alignment from GPS was
downloaded in compatible software and finally imported to GIS application for finalization.
The important information such completed section of road, under-construction road; their
length has been clearly indicated in map either by legend or in tabular form.
After the preparation of DIM accessibility analysis was carried out in order to find the
coverage of accessibility within 4 hrs of walking distance as per the National Transport
Policy. This analysis was carried out by using GIS Model. This model also gives accessibility
with in 20 min, 2 hr, 4 hrs of walking distance from the road head.
11
e) Presentation of DIM in DTICC meeting to Finalize and approve DIM
DIM was shared in same meeting of DRCC meeting as IDMP sharing arranged by DDC. All
the existing networks were discussed and shared. Similarly, present accessibility situation of
district was presented. This clearly gave the picture of road network gap in the district.
2.2.4 Task 4: Preparation of District Road Network
Emphasis is given to develop road network theoretically sound and practically applicable.
The challenge in Khotang is with its geographical feature consisting of hilly and mountainous
terrain. The majority of settlements lie in ridge separated by rivers in between. This
geographical feature demands high density of road network to meet the basic need of
mobility. However, due to the constraint of resources present need is to meet fairly same
level of access to all the part of district. Accordingly, National Transport policy of access to 4
hrs walking distance is taken as the basis of planning the road network. In addition, a fixed
point system model is adopted for networking market centers have been taken as nodal
points.
a) Prepare GIS map of Nodal Points
The IDPM map with the position of market centre representing nodal points was used as Base
map. The grading of market centers were also clearly shown in map. All the existing road
alignment from the road inventory was overlaid on the GIS map. This map was then used as
the basic platform for developing the road network.
b) Delineation of Accessible area
From the guiding principle of planning road network 4 hrs walking distance on either side of
the road corridor was taken as the zone of influence (ZoI). The present status of accessibility
is very important to assess. Hence, accessibility coverage within ZoI of existing road network
was analysed using GIS model. This model delineates the accessible area to 20 min, 2 hr and
4 hrs walking distance by buffering along the left and right of existing road. This delineated
area has been considered as accessible area.
The delineation of walking distance is based on different feature such as slope of terrain,
existence of Trail Bridge, waterways. The GIS Model has made following assumption with
slope in delineating the walking distance.
‘It considers the steeper the slope the more the walking time. The assumption is: if
there is less than 12% slope a person can walk 4 Km per hour, if there is 12-24% it
takes double time to walk the same distance. Similarly for slope 24-36% three
times, for 36-48% four times, for 48-60% five times, for 60-72% six times, for 7284% seven times, for 84-96% eight times, for 96-108% nine times and for more
than 108% ten times’
c) Delineation of inaccessible area
After delineating the accessible areas, the un-served areas which are beyond the ZoI (as per
National Transport Policy) has been taken as inaccessible area. Delineated inaccessible area
clearly indicates the demand of road network for accessibility.
12
d) Preliminary road network plan for inaccessible area
Preliminary road network was planned for inaccessible area based on the market centers as
nodal points and covering the entire inaccessible are within 4 hrs of walking distance. For the
selection of road nodal points, reference was taken from the previous DTMP. Consultation
was also carried with DDC and DTO in district about the demands. Similarly, from the data
collection of market survey, settlements inter mobility was also studied. After the selection of
nodal points road corridors were proposed based on the topographical features of terrain.
Topographical map from Survey Department was used. As far as possible, trail lines have
been considered as this will be the most economical, less conflict generation in land
acquisition. The road corridor has been proposed with consideration of reduced no of bends,
river crossings to its most possibility.
Rural roads are categorized into two type of roads i.e. district road and village road. District
road also functionally is classified in two types, by Interim Guideline for DTMP. This is
namely district road RRA and district road RRB. District road which provides linkage to
identified market centers are only considered for the DTMP, while village road are under care
of VDC. All the preliminary road network were accordingly classified.
e) Synchronization of Preliminary Road Network Plan with DTPP of Adjoining
District
Mobility among the abutting district is very important during planning. Hence, in order to
synchronize the preliminary road network, different possibilities of interlinking the districts
were explored. Existing inter road linkage of districts were studied and future possibility of
connecting was noted with the available road linkage of abutting district towards the border
area of Khotang. Informal consultations were made with DRCC members, publics, DTO.
This was however verified from Illka level workshop.
f) Presentation of Proposed Preliminary Road network at DTICC meeting
Prior to disseminating information in cluster of Illaka level workshop, the preliminary road
network was presented in DRCC meeting. General scenario of district accessibility and
inaccessibility coverage was presented. Discussion was made on the proposed road network
and in return all the suggestions and feedbacks were collected and incorporated in
preliminary proposed road network plan.
g) Cluster of IIlaka level workshop
Based on the coverage of preliminary road network, geographical condition, centrality of
VDC’s mobility Illaka level workshops were planned by DRCC meeting. The workshops
were arranged by DDC. In total four market centers were selected for the workshop i.e.
Aiselukharka and Bakshila in the northern region and Khotang bazaar and Chisapani in the
southern region. Participants during the workshop were all stakeholders including VDC
secretary, representative of major political party members, businessman, social workers,
teachers, jobholders representatives from women, Dalit, Janjati, disables, local NGO, INGOs
and local line agencies and interested individual. Some of the DRCC members also attended
the workshop. The entire stakeholders were invited to attend the workshop in either of the
13
workshop. Invitation was disseminated through the FM announcement and DRCC members
from Illaka level.
Foremost, DTMP study team clarified the objective of DTMP and the process of its
preparation. Presentation was also made on IDPM, DIM, preliminary road network,
possibility of inter district connection for synchronization, Preliminary network plan was
presented and discussed in cluster of Ilaka level workshop to collect their views and proposal
for DTPP (on the basis of preliminary road network). Further planned network within
coverage of workshop areas was verified with each alignment. Road network planned was
thus finalised after completion of the all workshop.
h) Socio-economic and Technical Survey
Socio-economic data required for prioritization of road corridor were taken from the
Household level survey conducted by DDC for its updating of district profile. This data
included the population data with categorized into ethnic, dalit group in settlement and ward
wise; HH poverty status (<3 months, 3-6 months and >6 months food sufficiency).
During the course of conducting workshop, technical team conducted
reconnaissance/walkover survey almost travelling along the proposed road corridor.
Geographical complexities, trail lines were noted and tracked by GPS. Market centers
positions were accurately located by GPS during this visit. The team also noted the walking
distance from the proposed road corridor by experience as well as informal discussion with
the people around.
Tentative construction cost for new roads were allocated based on the topographical feature.
The proposed road corridors in the network were classified in to hilly, ridge,
ascending/descending alignment. Even with in the same corridor, length of different
alignment was identified. Study was made with past experience on the construction cost with
different nature of alignment and specified technical complexity. Also reference was taken
from similar roads constructed with in district such as RAP I.
Construction cost is slightly varying depending on the labour based or mechanized. Moreover
the different construction stage adopted and the status of road. For this study, indicative cost
for hilly, ridge and ascending/descending based on labour based and earthen surface roads
were considered.
2.2.5 Preparation of District Transport Perspective Plan (DTPP)
After finalizing the road network plan, socio-economic analysis as per guideline prioritization
was carried out for each proposed linkage on the following basis. Similarly, Prospective plan
for Trail Bridge was collected from TBSU.
a) Data Entry and Analysis
Data entry and analysis (in excel and using GIS applications wherever possible) of influence
area of proposed road corridor and existing road link was carried out for new construction
and rehabilitation respectively. The analysis differs with proposed new corridor and the
existing road link. For the proposed new road corridor data analysis was mainly with
population, cultivated land, estimated construction cost. At the mean time, for existing road
link analysis was mainly with traffic volume, functional index of market centers.
14
It is not possible to construct all roads or maintain at a time due to resource and time
constraint. Therefore each link in a network needs prioritization based on the different
indicators. At the level of planning it is not possible to conduct detail economic analysis in
evaluating in terms of Economic Net Present Value (ENPV), Economic Internal Rate of
Return (EIRR) and Economic Cost Benefit Ratio (ECBR). Hence, Cost Efficiency Analysis
(CEA) method was used for the analysis.
b) Scoring system for Prioritization of Road linkage
Scoring system for new construction road are rehabilitation are based on the indicators given
in Table 2.1 and Table 2.1 respectively.
Table 2.1 Scoring System for Prioritization of Proposed New Construction Road
S.N.
I
II
III
IV
Parameters
Population per unit cost
Cultivated land
Population* walking hour
Total Population of Dalits and
marginalized Janjatis.
Indicator
Population/cost
Cultivated land/length
Population * walking
hour/length
Population/length
Unit
No/100,000 NRs
Hec/Km
No*hr/Km
Score
55
15
20
No/Km
10
Source: Interim Guideline, DoLIDAR, 2010
Table 2.2 Scoring system for Prioritization of Rehabilitation for Existing Road
S.N.
I
II
III
Parameters
Traffic Unit
Cost
Market/Service centre
Indicator
PCU
Cost/km
Centrality Index
Unit
AADT
NRs/Km
no
Score
70
20
10
Source: Interim Guideline, DoLIDAR, 2010
Score for each indicator was allocated based on the following Eq (5) and Eq (6) for high
value ranking and low value ranking.
High Value Ranking
Eq (5)
For Low value Ranking
Eq (6)
Where,
d= Score
x= Original indicator value
Max = Maximum original indicator value
Min = Minimum original indicator value
For each area of investigation in high value ranking, the road link with the highest indicator
value‘d’ results in ‘1’multiplied by the highest score available under the relevant indicators.
Similarly for low value ranking the road link with the lowest indicator value‘d’ results in
15
‘1’multiplied by the highest score available under the relevant indicators. In order to avoid
possible confusion, the value of lowest transformed score, zero is transformed by relating it to
the value of second lowest transformed score using pro-rata distribution method.
c) Parameter and Indicators for Prioritization New Construction of Road Indicators
Four parameters have been proposed by the guideline for the prioritization of the new road
linkages. The indicators are broadly based on socio-economic and technical data related to
each individual road corridor; they are
Distance within 4 hrs waking time on either side i.e. left and right of the road corridor has
been taken as the ZoI. For the overlapping of ZoI, it is separated based on natures of terrain,
existence of rivers that determines mobility.
Population per unit Cost
Population per unit cost has been taken as an important parameter for prioritization of
linkage. Considering its importance, it has been given high score (55). To prioritize the
linkage from this parameter, population of influence area and cost of linkage are required.
The population within the ZoI has been taken as the beneficiaries of a proposed road.
Population per unit cost from total population divided by investment cost in lakh (hundred
thousand) rupees was used as the indicator. The road having the highest beneficiaries
population per investment cost was given highest score i.e. 55.
Cultivated land
It is very important that a road should be economically viable; however, the economic benefit
is a broader phenomenon that includes several economic activities which are difficult to
quantify. Therefore, cultivated land within ZoI as per the guideline has been taken as a one of
the parameter for prioritisation of proposed transport linkage.
Population × Walking Hour
The population and waking hour was also taken one of the parameter. 4 hrs waking distance
from each of the settlement was demarked using the GIS model. This walking time was
however verified during Illaka level workshop and walkover survey. Population of each
settlement with its walking distance was multiplied and aggregated for the whole ZoI for
particular road corridor. The Linkage having the highest per km number of populations get
the highest score i.e. 20.
Total Population of Dalits and marginalized Janjatis
The areas inhabited by dalits, janajati and marginalized people are consider as parameter for
prioritization of roads. In this regards, the population of poor, dalits and marginalized Janjatis
within the ZoI was sorted out from the House Hold (HH) survey conducted by DDC and
population per unit length of road corridor was taken as indicator. The road having the
highest beneficiaries population per km lenght was given highest score i.e. 10.
d) Parameters and Indicators for Prioritization for Rehabilitation and up-grading
Cost for Rehabilitation
Cost estimate is based on the surface condition. The surface condition was observed during
the survey during the walkover survey and estimated from the similar nature rehabilitation
16
and upgrading. The Linkage having the lowest per km cost was allocated the highest scores
i.e. 20.
Traffic Unit
Information of Traffic data were all collected from field data. Various types of vehicular and
Pedestrian traffic occupies the surface of rural transport linkage and imposes different loads
on the structure. Therefore, it is necessary to quantify the various traffic volumes in terms of
a standard traffic unit, called `Transport Unit (TU)’ or the `Passenger Car Unit (PCU)’. This
is defined as the traffic equivalent to impact caused by a normal car, light van, jeep or a pickup traveling at a speed of 40 km/h. The composition of traffic and the respective traffic
coefficients adopted as per guideline are adopted as given in Appendix B, Table B.5. Number
of Traffic Unit was used as the indicator. The linkage having the highest value of this
indicator was given highest score i.e. 70.
Market /service centre
Market centre along the road link is one the important parameter in determining the size of
economic activities generated. Those market centers which are likely to attract the economic
activities from particular road link were considered. Centrality Index of market center were
aggregated for each link which forms the basic indicator. The linkage having the highest
value of this indicator was given the highest score i.e. 10.
e) Prioritization of Proposed Trail Bridge
The prioritization of Trail Bridge was developed by TBSU. This is based on following
formula derived on the basis of a simulation model using ICIMOD indices, related poverty,
education, health etc. used by TBSU.
Prioritization Formula for New Construction
SSTB {(2.041 P+2.856 MP)×DG} × {{(12-RT)×(1+RF/100)}/12}
LSTB 0.3 × {(2.041 P+2.856 MP)×DG} × {{(12-RT)×(1+RF/100)}/12}
Prioritization Formula for Major Maintenance
SSTB 2 ×{(2.041 P+2.856 MP)×DG} × {{(12-RT)×(1+RF/100)}/12}
LSTB 1.2 × {(2.041 P+2.856 MP)×DG} × {{(12-RT)×(1+RF/100)}/12}
Prioritization Formula for Rehabilitation
SSTB 1 ×{(2.041 P+2.856 MP)×DG} × {{(12-RT)×(1+RF/100)}/12}
LSTB 0.3 × {(2.041 P+2.856 MP)×DG} × {{(12-RT)×(1+RF/100)}/12}
Where,
P = Population i.e. the beneficiaries population of the prospective bridge
MP = Marginalized population (total dalit + marginalized janajatis + total minority +
total poor from other caste)
DG = Distance Gained
RT = River Type (no. of months crossable without a bridge)
RF = Risk Factor (Percent of population that has died within the last five year.
17
f) After the prioritization of all the transport linkage and overlay in DIM, DTPP was
prepared.
g) Presentation of Draft District Transport Perspective Plan (DTPP) in DRCC and
finalization DTPP
Draft District Transport Perspective Plan was presented in DRCC meeting. Study team
presented the Interim Guideline for DTMP and explained the process of prioritization of
proposed transport linkages in detail. All the genuine demands from the workshops were
presented. After the presentation, in depth discussions were carried. Comment and feedbacks
were collected and incorporated for the finalization of DTPP.
2.2.6 Preparation of five year District Transport Master Plan (DTMP)
a) List all transport linkages given in the Perspective Plan
All the transport linkage included in Perspective Plan was listed under the following
categories.
• New construction
• Rehabilitation
• Maintenance
These lists were prepared separately for various classes of District Roads and Trail Bridges.
In case of Trail lines, budget has been allocated while this will be carried out in the need
basis.
b) Five Year’s Projected Financial Plan
Financial trend of previous three years was studied. This helps in analysing the sources of
fund and the amount of flow from each source. Then based on the past trend, Next Five
Year’s Projected Financial Plan was prepared by accounting all possible financial resources
of DDC. The plan also included the proportion in percent for each category of intervention
i.e. new construction, rehabilitation, upgrading and maintenance.
c) Five Year District Transport Master Plan
After the list of prioritized transport linkage as DTPP and year wise financial plan, Five Year
District Transport Master Plan was prepared. As DTPP consists of long list of linkage that
could take 10 or 15 years, the selection of road and trail bridges for DTMP is very important.
Hence, for the first five years plan in depth discussion was carried out in DRCC meeting with
reference to financial plan. Eventually DTMP was finalised. This was then submitted to DDC
for the approval.
d) Endorsement of the Five year District Transport Master Plan of District
DDC will submit the final District Transport Master Plan to District Council for approval.
DRCC with the support of planning team will brief the Council on the entire process of
preparation including scoring system for prioritization. The DTMP will be finally approved
by the District Council.
18
2.3
Limitations of DTMP/DTPP Study
Limitations of this study are:
1. Approximate construction cost has been assumed based on types of alignment. The
construction cost of particular road corridor was not possible in this planning level.
2. The budget to be received for the implementation of road projects has been prepared
after analyzing the historical trend of budgets. But there may be some changes in
allocation of budgets for the road sector in future.
3. The district road networks included in the DTMP is prepared based on the most
technically feasible alignment among the alternatives remaining on the national
transport policy and major market centers as nodal point and the optimum social
economic value within the zone of influence. However, the environmental and
economical feasibility remains out of scope, which is, however need to verify during
the project implementation.
4. Prioritization is based on the parameters within the ZoI in either sides of road
alignment, while it doesn’t take into account the some economical potential ahead
with the road connection
2.4
Chronology of events
Chronology of events in the course of updating DTMP is given below
Table 2.3 Chronology of events in updating DTMP
Date
Dec 6, 2009
Activity
District Technical team arrival in Khotang
Jan 13, 2010
Formation of DRCC
Jan 14, 2010
DRSP Khotang technical team orientation with
new approach of DTMP preparation
Jan 27, 2010
Selection of enumerators
Jan 25, 2010
Jan 31, 2010
Existing road inventory
Feb 04, 2010
May 28, 2010
May 13, 2010
May 15, 2010
May 23, 2010
Participants
DRSP Khotang
DDC
DRCC members
DRSP/PSU
DRSP Khotang
DRSP/PSU
DRSP Khotang
DDC
DRSP Khotang
DRSP Khotang
Orientation of enumerators and mobilization for
market survey data collection
• Sharing of finding from Market survey
• Sharing of preliminary district road network
• Discussion on district road network planning
and verification
Workshop at Eiselukharka
Workshop at Bakshila
Workshop at Chisapani
19
DRSP Khotang
DRCC
DDC
DRSP Khotang
DDC
DRSP Khotang
Date
May 24, 2010
Activity
Workshop at Khotang Bazaar
Participants
• Findings and preliminary district road
networks sharing
• Verification and adjustment of alignments
May 12, 2010
To
May 25, 2010
Walkover survey
DDC,
DRSP Khotang
July 7, 2010
Draft DTMP approved by DDC and DRCC
DDC,
DRCC
DRSP Khotang
Sept 15, 2010
DTMP approved by District Council and
endorsement
20
CHAPTER III
INDICATIVE DEVELOPMENT POTENTIAL MAP (IDPM)
3.1 Background
In planning the road network, it is very important to identify the major market/service centers
and various development potential areas within the district. Market/service centers
comparatively are expected to have good facilities for health, education, communication,
infrastructural development as well as have many opportunities. People residing in rural areas
often need to travel to these centers for getting those services. Hence a good transport system
is one of the basic needs for their accessibility to those exclusive facilities. Moreover,
potential areas such as extensive agriculture, horticulture and livestock farming areas, tourism
locations, historic and religious places, hydropower potential area in the district if connected
with basic transport system, then those untapped resource could be the huge potential for the
development. Hence in identifying the market centers with its service component, and
exploring the district’s potentials for planning the road network, primary and secondary
means of data collection were carried out. After the detail study of collected data, identified
market/service centers, development potentials has been indicated in Indicative Development
Potential Map i.e. Map A.2, Map A.3 and Map A.4.
3.2 District Profile Analysis
3.2.1
Introduction
Khotang district was a part of Khumbu region before the unification of Nepal. After the
political revolution part of this region was classified in eastern no. 3 Okhaldhunga and
eastern no. 4 Bhojpur being domain on the both sides. During the administrative
classification of country in 1962 AD into 14 zones & 75 districts, Khotang district emerged
as new district from part of eastern administrative domain of Okhaldhunga and western
domain of Bhojpur. Khotang bazaar became the district headquarter. The district headquarter
was then shifted to Diktel in 1964 AD under the leadership of Ex. & then Assistant Minister
Mr. Dilliser Rai. The vicissitude political map of Khotang district was finally completed in
1975 AD by compiling the 3 VDCs of Bhojpur in southeastern part and 12 VDCs from
Solukhumbu district in north of Rawa Khola.
3.2.2
Physical Location & Geographical Characteristics
Khotang district is one of the three hilly districts of Sagarmatha Zone in Eastern
Development Region of Nepal. This lies between 26º50' to 27º28' latitude and 86º26' to
86º59' longitude. This district is bordered by Udayapur in South, Bhojpur in East,
Solukhumbu in North and Okhaldhunga in West. There are seventy six VDCs, two
constituency areas and 11 Illka with the total coverage of 1591 Sq Km.
Khotang has physically diversified topography. Elevation ranges from 152 m in low land to
3620 m in high hills. The areas under low elevation are located in river valleys primarily
under two major river basins viz. Sunkoshi and Dhudhkoshi. Sunkoshi River forms a natural
boundary to the district with Udayapur in the south and Dudh Koshi River with Okhaldhunga
in the west. Similarly, there are high hills such as Maiyung (3206 amsl), Tyamke (3010
amsl), and Merung (3610 amsl) along the north and eastern border of Khotang.
21
3.2.3
a)
Socio-economic Characteristics
Demographic Features
Total population of Khotang district according to 2001 census is 230,898 which is
approximately 1% of country’s population. This consists of approximately 49% of Male and
51% female. The average growth rate of the district is 0.74 %. Based on 2001 population
census and growth rate, population of 2010 has been projected to 247,097 (ref Table 3.1).
Table 3.1 Demographic statistic of Khotang
Year
2001
Total
Population
230,898
2010
247,097
Male
Female
Household
112,352
(49%)
118,546
(51%)
42,859
120,281
126,816
Source: District Profile, Khotang, 2007; Appendix B, Table B.1
b) Ethnic Composition
Khotang is home for a numbers of indigenous as well as non-indigenous people such as Rai,
Chhetri, Bhrahmin, Newar, Kami, Tamag, Damai, Sarki,Gurung, Bhujel, Sherpa, Majhi etc.
However majority of the inhabitants are Rai which covers approximately 39% of the total
population as illustrated in Figure 3.1.
Figure 3.1 Ethnic Composition of Khotang district
Source: District profile, Khotang, 2007
c)
Education Status
The district’s literacy status is approximately 50.2% without considering the population under
six years old. This is however, different with male and female. Male literacy rate is 62.3%
while of female is only 38.80% (District profile, 2007). The major problem faced in the
22
education sector of Khotang is mainly lack of infrastructure, lack of education awareness,
lack of accessibility to education institutions and lack of monitoring and supervision. There
are altogether 522 education institutions at present, of which four are campus established
recently (ref Table 3.2). Approximately only one tength of the education institutions are in
direct linakge to road network.
Table 3.2 Summary of different Education Institutes in Khotang
Education Institution
Primary school
Lower secondary
Secondary
Higher secondary
Campus
Total
Total
No
361
56
82
19
4
522
No of Education Institutions according to
walk time from existing road
20 min 120 min 240 min
more than 240 min
42
100
70
149
9
12
12
23
12
17
10
43
5
4
2
8
2
2
70
135
94
223
Source: District Education Office Khotang, 2066; Digitized data DRSP, 2067
d) Land Use Pattern
Total area coverage of Khotang district is 1591 Sq Km. The land use pattern constitutes of
Forest, Grass/Shrub, Cultivated land and Barren land as given in Table 3.3. From Figure 3.2
cultivated land covers the large area comprising 48% then followed by Forest 42%,
Grass/Shrub 7%. 3% of total area is barren. The detail spatial coverage of land use pattern is
shown in Map A.2
Table 3.3 Land Use pattern
Land Use
Forest
Grass/Shrub
Cultivate land
Waste/Barren Land
Total
Area, Km2
666
118
758
49
1591
Source: Digitized data DRSP, 2067
Figure 3.2 Land Use Pattern
e)
Occupation Pattern
As per National census 2001 mentioned in District Profile 2007, out of the total population of
2,27,131, only 1,29118 representing 57% are economically active. Among these
economically active population approximately 89.85% are agriculture and forest based.
Similarly 4.01% are involved in business, 2.04% as entrepreneurs.
23
f)
Agriculture Production
Main cereal crops grown in the district are rice, maize, wheat, millet. Maize covers the largest
area of production of approximately 41000 hec. However, the wheat has the highest
productivity per hec (ref Table 3.4). Similarly, vegetable both seasonal and off seasonal are
produced widely which has comparatively about ten times the productivity of cereal crops.
This indicates that Khotang has high potential for vegetable production. Citrus fruits mainly
orange and lemon are also largely produced.
Table 3.4 Major crops and their Production
Area
S.N. Agriculture Production
(Hectare)
1
Rice
18659
2
Maize
41000
3
Wheat
5535
4
Millet
22500
5
Barley
550
6
Faper
720
7
Pulses
2720
8
Potato
NA
12 Oilseed
1050
Vegetable Hiude
1035
13 Vegetable Bharkhe
540
off-season Vegetable
130
14 Spices
15 Sugarcane
10
Total area of Orange
16
782
Varity
17 Total area of Hiude Fruits
223
18 All weather Fruits
395
19 Cafee- Total area
4.5
20 tea- Total area
3
21 Alaichi- Total Area
65
22 Marich
Production
MT
30097.3
73301
10451
24750
442
435
2967
NA
770
11902.5
5832
1300
Productivity per
hectare MT
1.61
1.79
1.89
1.10
0.80
0.60
1.09
NA
0.73
11.50
10.80
10.00
181
18.10
7161.5
9.16
1558
2958.5
13.5
0.6
30
6.99
7.49
3.00
0.20
0.46
NA
Source: District Agriculture Development Office, Khotang 2066
g)
Livestock Production
Livestock is an important component of farming system in Khotang district. Goat/Sheep is
the largest number of livestock population then followed by cattle and buffaloes (ref Table
3.5). Similarly, the livestock production mainly milk, meat, egg and wool are significantly
produced as given in Table 3.5.
Table 3.5 Livestock Population
S.N.
Livestock
Livestock Population
1
2
3
Cattle
Buffaloes
Goat/Sheep
93,455
66,186
1,14,799
Source: District Veterinary office Khotang, 2061/62
24
Table 3.6 Livestock Production
S.N
1
2
3
4
Livestock's Products
Milk
Meat
Egg (hen)
Wool
Unit
Annual Production
MT
MT
Thousand
Kg
19,975
3172
4826
5960
Source: District Veterinary office Khotang, 2061/62
3.2.4
Service centers and facilities
There are a numbers of governmental service centers established in different settlements of
Khotang. These centers include post office, telecommunication facility, agriculture service
centers, Veterinary service centers, Health facility etc.
a)
Post office
There are three categories of post office. Namely district post office in district headquarter,
Illaka post office in 11 VDCs and sub post office in rest of the VDCs. Table 3.7 shows the
types of post office and their located VDCs with the accessibility from the road head. Below
20% of the post office are in direct connection to road network.
Table 3.7 Post office Location
S.N.
1
Type of Post office
District Post Office
No
VDC/Municipality
1
Diktel
Baksila, Eaiselukharka, Jalpa,
Lamidanda, Halesi, Buipa,
2
Illaka Post Office
11
Mattim, Sap. Chhitapokhari,
Simpani, Khotang, Chisapani
All VDCs excluding above
3
Sub-Post Office
64
listed
Source: District Post Office, Khotang 206; Digitized data DRSP, 2067
No of post offices according to
Walking time from existing road
More
20min 120min 240min
than
240min
1
4
2
1
4
8
18
14
24
b) Telecommunication
There is 178 C-Dot exchange telephone lines, 21 Marts line and 22 VHF telephone lines in
rural area distributed. VHF telephone lines are available in following 20 VDCs: Diktel,
Buipa, Arkhaule, Haleshi, Jalpa, Aiselukharka, Simpani, Chhitapokhari, Dadagaun, Salle,
Lamidada, Dhitung, Barahapokhari, Ratanchha, Chyasmitar, Nunthala, Faktang, Khotang
Bazar, Dumre Dharapani, Kharpa. Similarly, Mobile communication system both the CDMA
and GSM are available in almost all parts of the district.
c) Agriculture Service Centre
There are eight agriculture service centers in Khotang. They are at Chisapani, Khotang
Bazaar, Mattim, Haleshi, Bakshila, Aiselukharka and Diktel. Table 3.8 indicates the location
of service center with their corresponding influencing VDCs.
Table 3.8 List of Agriculture Service Centre
25
S.N.
Location of Center
Influence VDCs
1
Chisapani
Bahrapokhari,
Diplung,
Chisapani,
Kahule,
Dambarkhusiwalaya, Likhuwapokhari, Bopung, Devisthan,
Pauwasera, Phaktang, Suntale, Saunechaur, Mauwabote
2
Khotang Bazar
Waplukha, Sawakatahare, Badakadiyale, Khotang Bazar,
Indrenipokhari, Simpani, Chipring, Lichkiramche, Batase,
Chhorombu, Dandagaun,Chhittapokhari, S. Chhittapokhari
4
Mattim
5
Haleshi
6
Bakshila
7
Aiselukharka
8
Diktel
Mattim Birta, Ratanchha, Khidima, Temma, Lafyang,
Yamkha, Nirmalidanda,Chyandanda, Chiuridanda, Nerpa
Mahadevsthan, Durchhim, Badahare, Chyasmitar,
Mangaltar, Dhitung, Dikuwa, Bahunidanda, Lamidanda,
Salle, Kharpa, Rajapani, Bijayakharka, Arkhaule, Buipa,
Nunthala
Sungdel, Bakshila, Phedi, Khartamchha, Sapteshwor,
Baspani, Patheka, Kharmi, Jalpa, Hauchur
Dipsung, Aiselukharka, Bakachola, Jaleshwori,
Maheshwori, Makpa, Kuvinde, Dharapani, Dubekol,
Jyamire
Khalle, Bamrang, Diktel
Source: Annual Report, District Agriculture Development Office, 2066
d) Veterinary Service Centre
There are six veterinary service centers and 6 sub veterinary service centers in the district.
The name of centers and their influencing VDC is given in Table 3.9.
Table 3.9 Veterinary Service Centers/Sub-Centers
S.N
Name of Centre
Veterinary Service Center
1
Chisapani
Influence VDCs
Barahapokhari, Diplung, Chisapani, Kahule,
Damarkhushivalaya, Likuwapokhari, Bopung, Devistha
Waplukha, Sawakatahare, Badakadiyale, Khotang
Bazar, Indrenipokhari, Simpani, Chipring, Lichkiramche
2
Khotang Bazar
3
Mattim
Mattimbirta, Ratancha, Khidima, Temma, Lafyang
4
Halesi
Halesi, Durchim, Badahare, Chyasmitar, Mangaltar,
Dhitung, Dikuwa, Bahunidanda
5
Baksila
Sungdel, Baksila, Phedi, Khartanchha, Sapteshwor,
Baspani, Patheka, Kharmi
6
Aiselukharka
Dipsung, Rakha Bangdel, Bakachol, Aiselukharka,
Jaleshwori, Maheshwori, Makpa
Veterinary Sub-service centers
1
Phaktang
2
Sapteshwor Chittapokhari
Pauwasera, Phaktang, Suntale, Mauwabote, Saunechaur
Batase, Chhorambu, Dandagaon, Yamkha, S
26
S.N
Name of Centre
3
4
Buipa
Nirmalidanda
5
6
7
Jalpa
Kuvinde
Lamidanda
Influence VDCs
Chhitapokhari, Chhitapokhari
Rajapani, Buipa, Bijayakharka, Arkhaule, Nunthala
Diktel, Khalle, Bamrang, Nerpa, Chyandanda,
Chiuridanda, Nirmalidanda
Jalpa, Hauchur
Kuvinde, Dumredharapani, Debekol, Jyamire
Lamidanda, Salle, Kharpa
Source: District Veterinary Office Khotang 2066
e)
Health
The detail of Health service centers is given in Table 3.10. There is only one hospital in
Diktel with fifteen beds. For the major and emergency cases, people travel to Kathmandu or
Biratnagar by Helicopter, which is very expensive, yet only the option. The district hospital is
accessible by district road, where as, other very few health service centres have the direct
linkage to road network.
Table 3.10 Health Service Centers
S.N.
Type of Health service
Number
1
2
3
4
5
6
7
District Hospital
District Ayarvedik Ausadhalaya
Primary Health Centre
Health Post
Sub-Health Post
Ayurvedik Area Centre
Private Clinic
1
1
2
8
65
2
1
No of Health services according to
walking time from existing road
more
20 min
120 min
240 min than 240
min
1
1
2
2
3
2
1
9
16
15
25
2
1
-
Source: District Health Office, Khotang, 2066; Digitized data DRSP, 2067
3.3 List of Development Existing / Potential Area
3.3.1
Agriculture and Livestock Potential Area
Khotang is an extensively agricultural based district. This is supported with Section 3.3.3
Occupation Pattern which explains that approximately 89.85% of the active populations are
involved in agricultural sector. The major production has also been discussed in agricultural
and livestock production section. With this involvement of large population and significant
production, Khotang is expected to have high potential for the agricultural production. The
spatial production areas for agriculture, horticulture and livestock production are given in
Table 3.11, Table 3.12, and Table 3.13 respectively. These are also indicated in Map A.3
27
Table 3.11 Potential Area with Extensive Agriculture
S.N.
Agricultural Product VDCs/Place
1
Cereals (Rice, Maize, Rice in low land,, maize and millet common in
Millet, Wheat)
many parts
2
Vegetables
3
Potato
4
Orange
5
Alaichi
6
Coffee
7
Tea
8
Chiretta
Diktel, Khalle, Bamrang, Nunthala, Lamidanda,
Buipa. Chisapani, Badkadiyale
Khidima,
Chiuridanda,
Hauchur,
Nunthala,
Waplukha, Aiselukharka, Jaleshwori, Dandagaun,
Patheka, Saunechor
Temma, Yamkha, Simpani, Mangaltar, Lamidanda,
Chyasmitar, Chhorambu, Batase, Ratanchha
Bakachol, Rakhabangdel, Chipring, Chyandanda,
Baksila, Waplukha, Sawakatahare, Indrenipokhari
Halesi, Badahare, Dikuwa
Diktel, Chyandanda, Nerpa, Dorpa, Nirmalidanda
Phedi, Bakshila, Chyandanda, Khartamchha,
Patheka,
Kharmi,
S.Chhittapokhari,
Batase,
Khidima, Temma, Dandagaun, Waplukha, Sungdel
Source: Groups Discussion/Workshop; Annual Report, DADO
Table 3.12 Extensive Horticulture Potential Area
S.N. Type of Production
VDCs/Place
Batase, Chhorombu, Chisapani, Chiuridanda
1
Citrus Fruits :
(Orange, Lemon,
Nirmalidanda Nerpa Durchhim, Diplung
Nibuwa, Jyamir etc)
Lichkiramche, Simpani Damarkhusivalaya
Dandagaun Kharpa Lamidanda Kubhinde Salle
Makpa Rajapani Temma Mangaltar Ratanchha
Yamkha Mahadevsthan Rakhabangdel
Temperate fruits.
Haunchur Kubhinde, Dubekol, Jalpa, Kharpa,
2
(Mango, pineapple,
Chisapani, Barahapokhari, Diplung, Pauwasera,
Jackfruits, Banana,
Devisthan, Faktang, Saunechaur,
pear, etc)
Mauwabote
Source: Groups Discussion/Workshop; Annual Report, DADO
Table 3.13 Potential Area with Extensive Livestock
S.N.
1
2
3
Livestock type
VDCs/Place
Buffalo
Goat
Pig
Diktel-1,3,4, Chiuridanda-2, Simpani-2
Rajapani, Barahapokhari, Bijayakharka-7,8
Sapteshwor-5,7, Maheshwori, Bamrang
Source: Groups Discussion/Workshop; Annual Report, DLSO
28
3.3.2
Potential Area for Hydropower
Khotang has a huge hydropower potential, which is yet to be explored for its production.
Major Rivers such as Sunkoshi, Dudha koshi are snow fed and hence perennial in nature.
Similarly, Rawa khola, Sapsu Khola and Tawa Khola which runs from the high hills are also
the potential source of hydropower. The average discharge and catchment area which gives
the direct measures of hydropower energy is given in Table 3.14. Similarly there are a
numbers of streams such as Mewa khola, Tuwa khola, Tap khola. Tawa khola, Buwa khola,
Chhepe khola, Dikhum khola, Beliya khola, Makhuwa khola, Rapuwa khola, Lapsekhola,
Kavrekhola and are expected to have high potential for micro-hydropower. Instead of these
huge potential of hydropower, this had not been significantly tapped. Recently few microhydropower schems have been initiated by REDP in the district.
Table 3.14 Detail of Major Perennial rivers
Average Discharge
S.N. Name of River
M3/sec
1
Dudhkoshi
223.5
2
Sunkoshi
2200
3
Rawa Khola
2.9
4
Sawa Khola
1.3
5
Sapsu Khola
1
Catchment A
Km2
4100
17600
269
69
Source: District Profile, 2007
3.3.3
Potential Area for Small Cottage and Agri-based Industries
Some of the potentials areas of small cottage have been listed in Table 3.15.
Table 3.15 Potential Area for Small cottage and Agri-based Industries
S.N.
Small Cottage Industries
VDCs/Place
1
2
Handicraft
Bakery
3
Nepali Kagaj
4
Candle
5
Soap Making
6
Dhaka
7
Furniture
Diktel,
Diktel, Lafyang
Diktel,
Indrenipokhari,
Patheka,
Khidima,
Badakadiyale, Sawakatahare,
Diktel, Lafyang, Chyandanda, Nirmalidanda,
Ratanchha
Diktel, Mattim, Kuvinde
Diktel, Chiuridanda, Durchhim, Khidima, Jalpa,
Mattim, Nerpa,
Diktel, Khidima, Khalle, Bijayakharka,
8
Leather product
Lafyang
9
Carpet/Radipakhi
Diktel, Chiuridanda, Chyandanda, Hauchur,
10
Bamboo Materials
11
Hojiyari
12
Fruits Refine Center
Kharmi, Nunthala
Diktel, Patheka, Durchhim, Chyandanda, Mattim,
Chhitapokhari,
Arkhaule, Nerpa, Kuvinde, Durchhim
Source: Groups Discussion/Workshop; Small Cottage and Industry Office
29
3.3.4
Potential Area for Tourism
Khotang is a very famous destination for religious visit both for Hindu and Budhhist due to
well known Haleshi at Haleshi Mahadevsthan. If this particular spot is well developed with
the well-maintained infrastructure and facilities, more tourists are expected to visit. Presently,
this is accessible by the fair weather road link. However, if this religious spot is connected by
all-weather road network, then the flow of tourist is expected to raise throughout whole year.
Similarly, there is a peak called Tyamke for a unique view to Mt. Everest, Terai, Ilam,
Taplejung, Bhojpur, Solukhumbu, Okhaldhunga which is however not easily accessible by
road head. Other potential areas for tourism include Baraha Pokhari a beautiful lake located
in Baraha Pokhari VDC, Rupakot danda, Mayau dada and Kalika devisthan (ref Table 3.16).
Table 3.16 Potential Areas for Tourism
S.N.
1
2
3
4
5
6
Place
VDC
Haleshi
Tyamke danda
Barahapokhari
Rupakhot danda
Mayau danda
Kalika Devisthan
Halesi Mahadev
Ratanchha
Barahapokhari
Arkhaule
Phedi
Diktel
Walking time from existing
road
20 min
240 min
More than 240 min
120 min
More than 240 min
20 min
Source: Groups Discution/Workshop/Report of DADO; Digitized data DRSP, 2067
3.3.5
Pocket areas of Himalayan yew
The Himalayan yew is a valuable herbal for curing the cancer and it is almost found in the
cold environment. With favorable climate in the northern hill areas of Khotang such as Phedi,
Khartamchha, Sungdel, Bakachol, Khidima, Rakha Bangdel, Rakha dipsung, Chiuridanda,
such herbals are found in significant amount.
3.4 Market Centre Analysis
Market Centre analysis was carried out in total 34 market centers as listed in Table 3.15. This
list of settlements represents the commercially key growth centers and service centers of the
district. For the comparison on size of each market centers analysis was carried out using
Centrality Index method. For this analysis the function which represents service centers,
industries, Business and commercial points, educational and health facilities were assessed in
number of each function. The weightage of each function was then derived from the median
of population (ref section 2.2.2). Then the Centrality Index was calculated for each market
centre based on the number of each function and the weightage of function. The detail of
Centrality Index of each market centers is given in Table 3.17.
Based on the Centrality Index, Market Centers have been categorized in to four categories
(ref Chapter II). From the analysis, Diktel is the highest ranked market centre, which
approximately covers 33% weightage of total Centrality Index. Based on the classification,
12% of the market centers lie in category A, 38% in B, 41% in C and 9% in potential
category (ref Figure 3.4).
30
Table 3.17 Grading of Market Center
S.
N.
Market Center
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
Diktel
Eiselukharka
Chisapani
Khotang bazar
Baksila
Jalpa
Lamidanda
Kharpa
Buipa
Simpani
Jayaramghat
Arkhaule
Nunthala
Dhartung
Kuvinde
Halesi
Chhapdanda
Panchami
Manebhanjyang
Buwajorghat
Dumredharapani
Rakha
Chhitapokhari
Bhandareghat
Chyasmitar
Bakachol
Sukrabare
Okhare
Regmitar
Dobela
Barahapokhari
Bijule
Raighat
Demletar
Centrality
Index
Ranking
Market Center grading
A(>100), B (50-100, C
(25-50) D (potential)
1023
239
155
135
98
95
92
85
78
77
77
74
68
59
58
53
52
49
48
47
46
39
37
35
34
33
30
28
28
27
26
19
13
7
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
A
A
A
A
B
B
B
B
B
B
B
B
B
B
B
B
B
C
C
C
C
C
C
C
C
C
C
C
C
C
C
D
D
D
Source: Annex B, Table B.; Digitized data DRSP, 2067
31
Walking time from
existing roads
20 min
More than 240 min
More than 240 min
More than 240 min
240 min
20 min
20 min
20 min
20 min
240 min
20 min
20 min
20 min
240 min
120 min
20 min
20 min
20 min
240 min
More than 240 min
240 min
More than 240 min
120 min
More than 240 min
20 min
More than 240 min
More than 240 min
20 min
More than 240 min
120 min
More than 240 min
20 min
240 min
More than 240 min
Figure 3.4 Market Centre Grading
Geographical locations of Market Centers are important for knowing general types of
alignments in network planning. The geographical position of market centers are categorized
as ridge settlement, hill slope settlement and low land settlement. From the observation, 44%
of market centers are ridge settlements, 32% hill slope and 24% are low land settlement (ref
Figure 3.5). Moreover, Table 3.18 indicates that all the A category market centers are ridge
settlement. In fact these ridge settlements are separated by physical barrier mainly river.
Hence, this clearly indicates the demand of large numbers of ascending and descending
alignment during planning.
Table 3.18 Classification of settlement based on geographical position
Market Centre
Grading
A
B
C
Potential
Total
Type of Settlement
Hill
Low
Ridge
Slope
Land
4
0
0
7
4
2
3
7
4
1
0
2
15
11
8
Figure 3.5 Classification of Settlement
Regarding the transport infrastructure, only few market centers have access to road network
and trail bridges in crossing the rivers. Table 3.19 shows list of market centers which have
direct connection to the road link. Only 38% of the market centers are connected directly by
road link. Among the four “A” category market centers, Diktel is only the one, which is
connected to road network (Table 3.17). All the other three “A” categorized market centers
i.e. Aiselukharka, Khotang bazaar, Chisapani linked to road head with more than a day of
walking distance. Movements of goods in those inaccessible areas are solely depended on
mules and porters raising the price of goods significantly. This has been thus adding more
burden to their poverty.
32
Table 3.19 Market Centers connected to road network
S.N. Market Centre Centrality Index Category
1
Diktel
1023
A
2
Jalpa
95
B
3
Lamidanda
92
B
4
Kharpa
85
B
5
Buipa
78
B
6
Jayaramghat
77
B
7
Arkhaule
74
B
8
Nunthala
68
B
9
Halesi
53
B
10 Chhapdanda
52
B
11 Chyasmitar
34
C
12 Dobela
27
C
13 Bijule
19
D
Source: Appendix B, Table B.2
Popularly well known local temporary market “Hattiya” is very common in market centers of
Khotang district. This usually takes place once a week. This practice of Hattiya provides a
very good opportunity for local farmers to sell their agricultural products such as rice, maize,
vegetables, fruits; livestock product such as chickens, ghee and buy the imported goods.
Table 3.20 shows the list of market centers, which have provision of Hattiya. Unlike other
centers Diktel has Hattiya twice a week. In total 12 market centers have provision of Haittya
which includes all the A category market centers.
Table 3.20 list of market centre with Hattiya
S.N.
1
2
3
4
5
6
7
8
9
10
11
12
Name of Market Centre
Diktel
Eiselukharka
Chisapani
Khotang bazar
Baksila
Jalpa
Buipa
Simpani
Arkhaule
Kuvinde
Panchami
Sukrabare
Hattiya day
Saturday, Wednesday
Saturday
Saturday
Saturday
Wednesday
Friday
Friday
Thurday
Monday
Thurday
Monday
Friday
33
3.4.1
a)
Brief on Market Centre
Market Centre A
Diktel
Diktel is the headquarter of Khotang District. Previously the district headquarter was in
Khotang Bazaar which was shifted to Diktel in 2020 B.S as a result of re- delineation of
district boundary. Being the district’s headquarter, several services and facilities are
available. It is ranked the top most in market center grading and covers the 33% of total
weightage of Centrality Index. There are a numbers of government offices, NGOs, clubs,
security forces, pharmacies, agrovetes, telecommunication office, hotel, lodges, photo
studious, boarding schools, and campus. Similarly, people in the district are entirely
depended on facilities such as hospital and banking available only in Diktel.
It is also the largest populated settlement as well as economic hub of district. There is
provision of Hattiya market twice a week i.e. on Wednesday and Saturday. Farmers bring
their products from different parts of district to sell their goods and make a good income.
Apart from the Hattiya, there are lots of shops, hardware, hotels. People from different parts
of district come for buying their basic needs. Moreover, this economic activity is highly
triggered with the road network connecting to Terai through abutting district Bhojpur and
Okhaldhung. Khanidanda airport is also only an hour walk from this market center. Diktel is
also famous within the district for the famous Kalika Devi temple located in south hill. This
temple is for Hindu piligrims.
Eiselukharka
This is the second key growth centre next to Diktel. This market center has long strip of
settlement on the ridge. Several service centers such as primary health center Illaka post
office, teashops, other shops, hotel-lodges, secondary school, and photo studios, different
furniture industries are available. There is also a camp of military force for security. Mainly
people from Makpa, Bakachola, Dubekoldanda, Rakhabangdel, Sapteshwor VDCs and
neighboring VDCs of Solukhumbu are benefited from this market centre. People visits
Aiselukharka mainly in Hattiya day which takes place in every Saturday. This market center
however is not connected by road infrastructure. People travel on foot and depend on mules
and porters for transportation of goods. Similarly, it is also not connected by national electric
grid line.
Chisapani
Chisapani which lies in the southern part of Khotang district is the main market center in its
vicinity and is categorized under “A” category. This is also a ridge settlement with
approximately elevation of 1800 m from sea level. This centre comprises various service and
facility centers such as P.C.O. veterinary office, Illaka post office, Illaka agriculture service
center, secondary school, teashops, hotel etc. The catchment area of this market center covers
from Sawa River up to the end of the district border. There is provision of Hattiya market
every Saturday. Mainly VDCs such as Barahapokhari, Diplung, Kahule,
Dambarkhushivalaya, Bopung, Devisthan, Likuwapokhari are directly benefited from this
34
centre. In spite of the potential key growth center, this center is still not connected by road
network.
Khotang bazaar
Historically, this place known by Khotang Kot, was the capital of Khote dynasty in the past,
which ruled almost entire Majh Kirant that covered Khotang, Bhojur and part of
Okhaldhunga, Solukhumbu and Udaypur. Over the years, Kot was removed from its name
and became well known by Khotang. Khotang was administrative center as well as judiciary
and land revenue collection center during the Rana regime. However, these have been shifted
to the district headquarter. This centre has various service and facility centers such as P.C.O.
veterinary office, Illaka post office, Illaka agriculture service center, secondary school, hotels.
There is an airport at Thamkharka just half an hour walk from this centre. This center is not
connected by road link.
b) Market Centre B
Baksila
This centre is a ridge settlement located on the northern part of the district called Baksila
VDC. It has numbers of tea shops, other shops, hotel, Illaka post office, higher secondary
school, agriculture service center etc. There is health post, Ilaka post office, hotels, teashops,
photo studios in this area. Sungdel, Baksila, Phedi, Khartamchha, Saptswor, Baspani, and
Patheka VDCs are directly benefited from this centre.
Jalpa
Jalpa is about 25 km north of Diktel. This is connected by Hurlung Jalpa fair weather road
link which is expected to extend to Bakshila. With this recent connection by road link,
mobility in terms of both the people and goods has been increased tremendously in Jalpa.
The key growth centers such as Aislukharka and Bakshila nowadays are benefited with this
market center and the transport infrastructure as it is only 25 km from Diktel. Apart from this,
most of the settlements in the northern region of Khotang are benefited from this market
centre and it is expected to grow more in future. There are schools, health post, NGOs hotel,
shops in Jalpa. Every Friday there is a provision of Hattiya market.
Lamidanda
Lamidanda is one of the gateways to Khotang district due to the airport facility. People in the
district depend on this airport for travelling in Kathmandu and Biratnagar. This is also
connected by Bijuli Lamidnda feeder road which links to Diktel Jayramghat road link. Hence,
this market center is well facilitated by transport infrastructure. It has been thus helping to
bring more religious tourist to Halesi. There are a numbers of hotel-lodges, schools,
pharmacy, photo studio, Illaka agriculture service center, area post office, health post etc.
Kharpa, Lamidada and Salle VDCs are benefited from this centre. The center is known for
orange production.
Kharpa
Kharpa is the neighboring market centre of Lamidanda. This is also recently connected by 7.1
km of lamidanda-Aiselukharka-Bakachol road link. However, transport still depends on
35
mules and porters due to the poor condition of road. People from Kuvinde, Lamidanda,
Hauchur VDCs are directly benefited from this centre.
Buipa
This is a potential growth centre which lies in Buipa VDC and is located in central part of the
district. This center has facilities such as Ilaka hulak, health post, Ilaka agriculture service
district center, PCO, high school, number of tea shops, other shops. Rajpani, Vijayakharka,
Arkhaule, Nunthala, Buipa VDCs are directly benefited from this centre. Hattiya takes place
in every Friday and people travel from parts of district to trade their goods. Mobility of Buipa
is greatly increased due to 10 km of fair weather road connection from Maure to Mala.
People nowadays carry their goods by truck.
Jayaramghat
This centre is located at the border of Okhaldhunga and Khotang district. This is also the end
station of Diktel – Jayaramghat road. It has good potentiality as a growth center mainly from
the prospective of entry gate to Khotang from the east. There are a numbers of various shops,
hotel-lodge, secondary schools, etc. This area is highly potential for agriculture and
horticulture. Bahunidanda and Badahare VDCs are the nearest benefited from this growth
centre.
Simpani
This market center lies the south west of Khotang Bazaar. This market is gradually
developing. There is campus, post office, higher secondary school, agrovete, pharmacy and
facility of hotel and lodge. People in this region mainly use the route through Simpani in
travelling to Terai region. Simpani is pocket area for buffalo farming, citrus fruit production.
Every Thursday Hattiya market takes place. VDCs such as Lichkiraramche and Indreni
pokhari are benefited by this center.
Arkhaule
This market centre is located along the Diktel Jayarmghat road link. Every Monday Hattiya
market takes place here. Road users and periphery settlement such as Bijuli, Halesi gets
benefited from the service and facilities available here.
Nunthala
This centre is located at the central part of Khotang district. It is a ridge settlement and lies
along the Diktel Jayaramghat road link. There are a number of various shops, hotel-lodge,
secondary schools, etc. This area is highly potential for agriculture and horticulture
production. Bamrang, Kharpa, Buipa, Kuvinde VDCs are benefited from this growth centre
Dhartung
Dhartung is which lies in Phaktang VDC, is the main market and service centre of this VDC.
There is higher secondary schools, health post, hotels, shops etc. People travel through this
route from Dhaplang to Chisapani area. Recently the construction of road link from Dhaplang
36
to Chisapani has been initiated though the progress is very low. In future this market centre is
expected to grow with connection by road link.
Kuvinde
This market centre is located in Kuvinde VDC and at the left bank of Rawa River. This center
has high potential for agriculture due to the plain formed by Rawa River. There are high
schools, few shops, hotels. People take goods by mules and porters to Aiselukharka, Makpa
through this market centre.
Halesi
Halesi well known for Haleshi Mahadev is popular by “Pashupatinath of East” all over
Nepal. It is located in Haleshi Mahadevsthan VDC approximately 34 km from Diktel. A lot
of Hindus and Buddhist pilgrims from different part of Nepal, India and Tibet regularly visit
this place. Gradually with its exposure this center is gradually turning into a most popular
tourist center in district. As a market center there are numbers of shops, service and facility
centers such as veterinary sub-service centre, agriculture sub-service centre, illaka health post
etc. People of Durchhim, Dikuwa, Chyasmitar, Mangaltar, and Salle VDCs are benefited
from this market centre.
Chhapdanda
This centre lies in Durchim VDC and is located in western part of district. This centre has a
number of service and facility centers such as various shops, hotel and lodges, school, photo
studios, Illaka health post, PCO etc. People of Badhare, Durchhim, Chyasmitar, Dikuwa,
Mangaltar, Bahunidanda VDCs are directly benefited from this centre. This area is potential
for lime stone.
c)
Market Centre C
Panchami
Panchami lies in Sapteshwor Chhittapokhari VDC. The main attraction of this center is the
Monday Hattiya market. People from the periphery settlement visit this place on this day for
trading the goods. This market center is expected to be accessed by the Diktel Khotang
bazaar road link by 2011.
Buwajorghat
Buwajorghat is the valley settlement which lies in Devisthan VDC and the southernmost part
of Khotang. This is located near the confluence of Buwajorkola and Sunkhoshi River. People
from Chisapani, Dambarkhu Siwalaya, Maubote, and Pauswaera use this short route through
Buwajorghat for travelling to Terai region. This is mainly potential from commercial aspect.
From Udayapur district side road network has already been constructed up to Bel Tar, one of
the very growing market centers in Udayapur district. There is a Trail Bridge across Sun
Koshi River and fairy operated for means of transportation.
Dumredharapani
Dumredharapani is situated in Dumredharapani VDC and on the ridge between Rakha River
and Dudhkoshi River. This is just lies in north of Lamidanda. Few service centers such as
schools, shops are available.
37
Manebhanjyang
This centre is located in Mattim birta VDC. There are numbers of shops, hotel-lodge,
secondary schools, illaka post office, police bit, medical shop, iIlaka agriculture service
center etc. This area is highly potential for agriculture and horticulture product. Mattim birta,
Ratanchha, Temma, Khidim, Yamkha, Chhitapokhari VDCs are benefited from this growth
centre.
Rakha
Rakha is situated in Rakhabangdel VDC which is in northern part of Khotang district. It has
very high potential for Alaichi and Amrisho farming, However, due to its remoteness, its full
potential has not been explored commercially..
Chhitapokhari
This market center is at the junction of Sapteswor Chhitapokhari and Chhitapokhari. It is a
ridge settlement and has very cool climate and good scenery view from this settlement. There
are few governmental service centers.
Bhandareghat
It is situated in Batase VDC at the bank of river Sunkoshi River. There is a suspension
bridges across Sunkoshi River for travelling to Laphagaun VDC of Udayapur. Very few
governmental service centers are available here. This area is famous for Goat farming.
Chyasmitar
Chyasmitar lies in Chyasmitar VDC and along the Diktel Jayaramghat road section. Due to
connection to road link, people travels or bring their goods by vehicles. Few governmental
service centers are available.
Bakachol
Bakachol is situated in northern most part of Khotang and it borders with Solukhumbu
district. It lies just north of Aislukharka and an hour walk from there. It is very potential for
Alaichi and Amrisho farming. People cultivate Alaichi in large quantity. However there is a
serious problem of bringing to market. At present people transport their goods by porters and
mules. There are only few governmental service centers.
Sukrabare
Sukrabare is in Phedi VDC at the bank of Tap Khola and borders Khartamchha VDC in east.
This center is important for the commercial purpose within the locality. Every Friday Hattiya
market takes place and people from periphery settlements bring their local goods for trading.
Moreover there are shops and hotels. Only few governmental services are available.
Okhare
Okhare lies in Dandagaun VDC. There are school, health post and very few service centers.
Diktel-Khotang Bazaar road alignment passes nearby this market center. Economic activities
are expected to grow after the operation this road in 2011.
38
Regmitar
Regmitar lies in Rajapani VDC and by its name it’s a low land settlement formed by Sapsu
River. It has high potential for rice production. Rice is cultivated twice a year. Mainly the
local rice in Diktel and Buipa are supplied from this area.
Dobela
This centre is located in Chiuridanda VDC and along the Diktel- Chyandada road section.
There are a numbers of various shops, hotel-lodge, schools, agriculture service center, health
post etc. This area is highly potential for agriculture and horticulture production.
Chiuridanda, Chyandanda and Nirmalidada VDCs are benefited from this centre.
Barahapokhari
Barahapokhari is one of the most beautiful lakes located in Barahapokhari VDC. This lake is
also the habitat of beautiful fish species (colourful). This lake has a high potential for tourist
destination.
d) Potential Market Centre
Bijule
Bijule is situated in Arkhaule VDC and at the Junction of Bijuli Lamidanda road and Diktel
Jayaramghat road section. Previously very few settlements resided here and there are very
few governmental service centers. However from the increase of mobility and high traffic
volume at this section, commercial activities are expected to grow more in future.
Raighat
Raighat is a low land settlement which lies in Dikuwa VDC. This is located on the bank of
Sunkoshi River. People of this region use this route in travelling to Terai. There is a trail
bridge across the river. From the Udayapur side, road network has been extended near its
boarder to Khotang. Comparatively very few service centers are available. Commercial
activities are also not so prominent. However, this is expected to increase after
synchronization or road network with Udaypur district.
Demletar
Demletar is ranked least in the market centre ranking. It is situated in Jaleshowr VDC and at
the bank of Sunkhosi River. By its grading, very few service centers are available.
39
CHAPTER IV
DISTRICT INVENTORY MAP
4.1
Existing Transport Situation
a) Road Transport
Khotang is depended on land and air transport for the means of traveling and transporting
goods. There are approximately 259 Km of earthen road sections of which approximately
67% are motorable, 13% non motorable and 20% under construction (ref Figure 4.1). This
also includes Diktel-Khotang Bazaar road section of 50 km which is the under construction
by RAP II. All the details of road inventory are given in Appendix B, Table B.3.
Accordingly, the total road density is 16.3 and motorable road density is 11.0 per 100 sq Km
of area (Ref Table 3.1) which is significant in context of rural roads of Nepal. However,
unlike in other districts, whole road network has been located in the central part of the district
with missing direct linkage through the southern part in connecting to the Terai region of
Nepal. In addition, apart from these significant networks in the district, proper vehicle
parking infrastructure has also been missing in the road network system.
Table 4.1 Road Statistic of Khotang
Item
Area coverage
Total road
Motorable road
Quantity
1591
258.7
174.5
Unit
sq km
km
km
Road density
16.3
km / 100 sq km
Motorable road
density
11.0
km / 100 sq km
Figure 4.1 Status of Road Network
Both the motorized as well as non motorized modes of transportation are adopted for
travelling of people and transporting goods in Khotang. Vehicles such as bus, jeeps, pickup,
trucks, tractors, and bikes are commonly used motorized mode of transportation in motorable
road sections. Bus and jeeps are basically used for the public transportation where as trucks
usually of medium class and the tractors are commonly used vehicles for freight transport.
Similarly mules and porters are the other alternative means of non motorized mode of
transportation especially during the monsoon season. However, this means of non-motorized
mode is only the option for transporting goods in region of inaccessible areas.
b) Air Transport
In addition to road networks, there are three airports in the district for the means of air
transportation. These are at Lamidanda, Thamkharka and Khanidanda and are indicated in
Map A.3. Lamidanda is connected by seasonal road link to district headquarter which is
approdimately within 5 hours of walking distance. Similarly, Khanidanda airport is connected
by partly motorable road link to Diktel. Thamkharka airport is accessible by only trail line
and is about an hour walk from Khatang Bazar. These means of air transpor is the only
convenient and reliable means of transportation for travelling people for long distance i.e.
Kathmandu and Biratnagar. It both saves both the time and money. However, the services are
40
limited. Regular service is only available from Lamidanda to Kathmandu and Biratnagar
while intermittent/seasonl services are available from other two airports.
In spite of these significant road networks and means of air transport, people within the
district are still facing with high transport cost and inconvenient mobility. Two road links
namely, Diktel-Jayaramghat and Diktel-Chyandanda section which has been proposed as Mid
Hill Highway connects to Terai region of Nepal for the regional market centers. These two
means of routes are however very long round to reach destination of regional markets. On
average, during dry season the freight cost is 10-14 NRs/kg and during monsoon 20-30 NRs
per kg which is comparatively high. Therefore, in order to reduce the overall transport cost,
there is an urgent need of direct road linkage to the Terai region. Similarly, two of the
airports are connected by seasonal road links while the other one is only accessible by trail
line. This further indicates the requirement of proper management of road assets for optimum
use of all available transport infrastructures.
4.2
Existing District Road Classification
Road classification is carried out based on Interim DTMP Guideline. This classification is
basically based on connectivity to market centers, strategic roads links, and coverage of
VDCs. This guideline is slightly modification from Nepal Rural Road. Accordingly, road
links have been classified into following categories.
I) Strategic Road
Highway
Feeder road
II) District Road
RRA
RRB
III) Village Road
According to the road inventory there are 258.7 km of road sections of which 46% of roads
are strategic roads, 52% are district road and remaining 2% are village road (ref Table 4.2 and
Figure 4.2). Strategic road comprises of DoR proposed Mid Hill highway which is Diktel
Chyandanda and Diktel Jayaramghat section and Feeder road from Bijuli to Lamidanda. The
details of each road with their classification are presented in Table 3.3.
Table 4.2 District Road Classification
Road Classification
Strategic Road
District Road
Village Road
Total Length
Length, Km
133.4
120
5.3
258.7
Source: Annex B, Table B.3
Figure 4.2 District Road Classification
41
District Transport Master Plan (DTMP)
Table 4.3: Summary of Road Inventory
S.N.
1
2
3
4
Ref No
H09 H18 H18 F178 Length
(km)
Name of Road Link
Maure- Phoksingtar
Diktel-Jayaramghat
Diktel-Chyandanda
Bijule-Lamidanda
Sub Total 10.0
65.0
48.1
10.3
133.4
5
6
7
8
9
10
13A004R 13A006R 13A008R 13A017R 13A023R 13A013R Lamidanda- Aiselukharka- Bakachol
Hurlung-Jalpa-Bakshila
Diktel-Patheka-Baksila
Diktel-Khotang bazar
Dhaplang-Chisapani
Diktel-Khanidanda
Sub Total 7.1
8.3
9.5
50.8
7.6
5.8
89.1
11
12
13
14
15
16
13B001R 13B012R 13B014R 13B015R 13B024R 13B011R Lamidanda-Rabuwa
Diktel Ratnapark-Hospital
Diktel-Dobela
Chyandanda-Dandagau
Rasuwaghat-Thalechaur (Indrenipokhari)
Diktel-Bamrang
Sub Total 10.1
3.2
3.8
5.6
2.2
6.1
30.9
17
13B010R Harelo danda-Kharmi
5.3
Sub Total Total
5.3
258.7
42
Required Intervention
Roadway
Width
(m)
Carriage
Way
Width
(m)
Pavement
Strategic Road
H09
10
H18
65
H18
48.1
F178
10.3
4.5
4.5
4.5
4.5
3
3
3
3
District Road (RRA)
RRA
6.5
RRA
8.3
RRA
3.3
RRA
0
RRA
0
RRA
5.8
4.5
4.5
4.5
4.5
4.5
4.5
District Road (RRB)
RRB
10.1
RRB
3.2
RRB
1.0
RRB
0.0
RRB
0.0
RRB
6.1
Road
Class
Vehicle
Operating
Length (Km)
Village Road
Village
0
road
Rehabilitation
Maintenance
Earthen
Earthen
Earthen
Earthen
7.00
3.00
2.10
0.00
10.0
65.0
48.1
10.3
3
3
3
3
3
3
Earthen
Earthen
Earthen
Earthen
Earthen
Earthen
3.53
8.28
6.20
U-construction
7.60
5.80
7.1
8.3
9.5
7.6
5.8
4.5
4.5
4.5
4.5
4.5
4.5
3
3
3
3
3
3
Earthen
Earthen
Earthen
Earthen
Earthen
Earthen
8.58
0.00
3.78
5.60
2.20
3.10
10.1
3.2
3.8
5.6
2.2
6.1
4.5
3
Earthen
5.30
5.3
4.3
Traffic Trend Analysis
Number of Traffic movement along a road link indicates level of its usability and importance.
Therefore traffic volume is used as one of the indicators for prioritization of rehabilitation.
For this traffic analysis has been carried out for the entire existing road network. Manual
traffic count was adopted for road section such as Diktel-Jayaramghat, Diktel-Chyandanda,
Bijuli-Lamidanda section with significant vehicle movement. However, for remaining
sections Traffic Move on Count and general information from participatory rural appraisal
was adopted. Figure 4.3 shows the average daily traffic volume for each link in PCU.
Reference code in x axis indicates the corresponding road link (ref Table 4.3). From the
analysis, Diktel Jayaramghat (H18-DJ) has the highest traffic volume then followed by
Diktel-Chyandanda (H18-DC) section.
Figure 4.3 Traffic Trend analyses
Source: Appendix B, Table B.4 and B.5
4.4
Brief on Road Network
Maure -Phoksingtar
This section is a part of proposed Sagarmatha Highway from Gaighat to Diktel. Strategically,
this route is very important as it provides a direct and shortest access from the Terai region to
the district headquarter. This proposed Highway was an initiation before the restoration of
Democracy in 1990. However, the majority of the portion of this Highway in Khotang district
remained incomplete.
This particular existing section is only 10 km in length which starts at Maure in Nunthala to
Mala in Rajapani. This section connects at the proposed Mid Hill Highway (Diktel
Jayaramghat) at Maure. It is an earthen and seasonal road. In general this has high grade and
some of the hairpin bends need improvement. Therefore, further rehabilitation is required for
this section.
43
Diktel- Chyandanda
This 48.1 km of road link is a part of proposed Mid Hill Highway by DoR which was
constructed under RAP I project. It starts at Diktel and passes through Nerpa, Chiuridanda,
Nirmalidanda and Chyandanda VDCs connecting Diktel and Dobela market center along its
alignment. This link indirectly connects the Terai region of Nepal through Bhojpur and
Dhankuta district. Apart from this long way, there is also seasonal problem in crossing the
river across Arun River at the boarder of Bhojpur and Dhankuta. Only ferry is available for
crossing which remains functionless during monsoon.
Regarding the condition of road, few sections in Sekhuwa has serious water drainage
problem. Moreover some of the curve sections don’t meet design standard of highway.
Hence, rehabilitation has been recommended for these sections. This link is widely used for
freight transport and has the highest load carrying vehicle movement among the road links.
Public transportation is very minimal along this section.
Diktel Jayramghat Diktel
This road link is also a part of proposed Mid Hill Highway by DoR. It was constructed under
Upper Sagarmatha Agricultural Project and completed later by RAP I. This alignment starts
at Diktel and passes through market centers such as Nunthala, Bijule, Arkhaule, Chyasmitar,
and Jayaramghat. At Jayaramghat crossing is required across Dudh Koshi River. There is
then further extension of road link in Okhaldhunga district and finally connects KatariOkhaldhunga Strategic road. It is approximately 65 km in length. In order to reach Terai, it
requires long way travel to Okhaldjunga in east and finally to the south. Major two rivers
Dudh Koshi and Sun Koshi are on its way where only ferry has been operated seasonally.
Hence, this section also remains closed during the monsoon.
Regarding the condition, it is also a fair weather road. The particular section from Arkhaule
to Halesi is a bit narrow and don’t have enough passing zones in between. Hence, this section
needs further improvement. This road link is widely used for the freight as well as passenger
transportation. Hence, it has the highest traffic movement among the road link (ref Figure
4.3).
Bijule- Lamidanda
This is only the all weather road link in Khotang that connects Bijuli to Lamidanda. This
section which is 10.3 km branches from proposed Mid Hill Highway i.e. Diktel Jayaramghat
section at Bijuli in Arkhaule VDC. This link provides access to airport at Lamidanda. Hence
this section is mainly used for passenger transportation for travelling long distance via air
transportation. Meanwhile, a lot of tourist uses this shortest route to visit Halesi Mahadev
from different part of the country.
Lamidanda-Rabuwa
This link mainly provides access to Dudh Koshi and Rawa River for the natural resource like
sand. Furthermore this link also provides inter district linkage with the Okhaldhunga district
where the road network has already extended not much far from the boarder. This section has
been constructed by excavator and retaining and cross drainage structure work are
incomplete.
44
Lamidanda- Aiselukharka- Bakachol
Road section under this link is approximately 7.1 km. It starts at Lamidanda and ends at
Kharpa passing settlements such as Simkharka, Biralibhanjyang, kafle, Jogidanda, Bhattarai
gaun, Ratamata, kalleri. Half of this section was constructed by labour based while rest was
completed by excavator. After the construction of this section goods are transported by truck
for all the northern regions.
The existing section from Hurlung to Jalpa is 8.3 km. It branches from proposed Mid Hill
Highway Diktel-Jayaramghat road link at Hurlung. It passes through settlement like
Chapkharka, Pokhari. With the construction of this section, Jalpa has rapidly grown in its
market activities. Majority of the northern region carry their goods to Jalpa by vehicles and
then carry from there to the destination by porters or mules. However, this section needs
further rehabilitation in order to bring to fair weather condition.
Harelo Danda-Kharmi
It is the only village road which is approximately 5.3 km. It has been recently constructed by
excavator. It starts at Harelo Danda of Nerpa VDC and passes through Phul Bisauna, Soti,
Barmali gaun, Sabru Gurung gaun and ends at Sabru in Kharmi VDC. Only the full track
opening has been competed without retaining and cross drainage structures.
This road link is mainly planned for connecting north eastern part of Khotang with district
headquarters and other transport infrastructures. This particular existing section is about 9.5
km and branches from proposed Mid Hill Highway Diktel-Chyandanda section at Diktel and
ends near Jungle of Patheka. Only one third of this section until Talkharka village is
motorable.
This section is a link road to Diktel-Khotang Bazaar section near hospital to rest of other road
links that join at Ratnapark of Diktel. Since, the linkage of roads network through the middle
of market is very difficult for smooth movement of vehicles, this section is very important. It
is approximately 3.2 km and was constructed during Upper Sagarmatha Agricultural Project.
Diktel-Dobela
This section is planned to connect Diktel to Dobela of Chiuridanda along the downhill of
Diktel. This existing section is approximately 3.8 km and its partly motorable. It passes
through the Acharya tole.
Chyandanda-Dandagau
This road link branches from proposed Mid Hill Highway Diktel-Chyandanda section at
Bajechyandanda and end Dandagau of Ratanchha. It is approximately 5.6 km and not
motorable due to the lack of road side structures and incomplete track opening.
45
This section is only 2.2 km in length at Rasuwa of Lichiramche VDC. It is planned to connect
to Diktel Khotang Bazaar road section at Thalechaur of Indrenipokhari VDC. Due to the lack
of proper structure and no connection to motorable link, this section is non-motorable.
Dhaplang-Chispani
This road link is mainly for connecting Chisapani with the shortest route to Terai. At present
only 7.6 km of earthen section is constructed which is however not motorable. Its starting
point is at Dhapalng and end point is at Cheketum. This section passes through settlement
such as Dhaplang Majhigaun, Sankhudhunga, Chhatretar, Sisner, Kimbukhola, Ghorinkga
and Cheketum. Half of the section has been constructed on labour based where as half of the
section is recently constructed by excavator.
Diktel-Khanidanda
This section is approximately 5.8 km in length and was planned to provide access from Diktel
to Khanidanda airport at Khalle. However, this section needs further rehabilitation with road
side structures and proper cambering of road surface for smooth pliable of vehicle.
Diktel-Khotang Bazaar
This road section is under construction by RAP II with financial support from DFID. This
link is approximately 50 km and is expected to complete by 2011. This section passes from
Diktel through, Laphyang, Temma, Yamkha, Dandagaun, Chhorombu, Chipring, Sap.
Chhitapokhari VDCs. This road link needs further extension of about 20 km to connect
Khotang Bazaar with Diktel. This link has been included for the accessibility analysis as this
is expected to complete in next year.
Diktel-Bamrang
This section is approximately 6.1 km and connects Diktel to Bamrang VDC. It starts at
Ratnapark in Diktel VDC. It is entirely constructed by excavator with remaining structural
works. It is partly motorable.
4.5
Summary of Fair and All Weather
Approximately 94% of motorable road sections are fair weather and only 4% are under all
weather category (ref Figure 4.4). There are mainly two reasons for being a large portion of
section under fair weather. Foremost is, all the road links are earthen pavement with almost
no attentions given to the side drains. These roads remain very difficult even with the four
wheeled mechanism during the monsoon. Next reason is the lack of crossing across the major
rivers namely Arun River at Leguwaghat, Sunkoshi River at Ghurmi and Dudhkoshi River at
Jayaramghat. Ferry service used in crossing these huge water bodies remains close during
rainy season. Hence, this provides next reason for seasonal operation of roads.
46
Figure 4.4 Status of Road based on fair/all weather
4.6
Existing Trail Bridge
Trail Bridge is also one of the important components of transport in hilly district like
Khotang. This helps in accessibility across the water bodies. In Khotang Trail Bridge is under
the programme RAIDP. The detail inventory of Trail Bridge is shown in Appendix B, Table
B.6. There are all together 121 Trail Bridges in different parts of district.
4.7
Construction Approach
Labour based approach generates both direct and indirect employment opportunities by using
the local resources such as local labour, local materials and thus creating a greater demand for
local materials. Issues of poverty in the rural region like Khotang are expected to recover
through this approach. This approach has been absolutely followed by the road constructed
under the RAP I. Consequently lots of local people were able to get the short term
employment. Similarly, section from Diktel to Jayaramghat and Bijuli to Lamidanda has also
been constructed by labour based approach under Upper Sagarmatha Agriculture Project.
During these days, excavator was not available in the district. Similarly Khotang-Diktel
section under RAP II is also under construction through labour based approach. Hence
application of labour based approach in Khotang looks very impressive unlike in other
district. Figure 4.5 indicates that approximately 79% of existing road is constructed by labour
based approach. However, recently the road construction using excavator has been
increasing. Though it covers less percentage, it is expected to grow in future.
Figure 4.5 Road status based on Construction Approach
47
4.8
Road Assets Value
Road assets value is the monetary value of the road infrastructure. This depends on the
serviceability of road such as section not passable, passable with difficulty and easily
passable. Based on the visual inspection total road asset value of road network of Khotang
has been estimated approximately NRs 966 million. However, this is expected to increase if
the road networks are maintained regularly with proper plan.
4.9
Remaining Works including River Crossing
As already discussed one of the reason for fair weather is due to the lack of crossings across
the major rivers. Mainly three major crossings are required across the Sun Koshi, Dudh Koshi
at the end point of Diktel Jayaramghat section and across Arun River on way forward from
Diktel Chyandanda section. However this particular bridge infrastructure demands a huge
amount for its construction. Initiation has been taken under RAP II programme for the detail
survey and design of motorable bridge at Leguwaghat across Arun River.
Similarly many roads are implemented by DDC don’t have or are with limited retaining
structures. Approximately 27% of road sections don’t have retaining structures (Ref Figure
4.6). In addition, almost entire road network lacks the side drain which also demands a large
amount. However, this is very important at least in high grade section in order to prevent
deterioration of surface during the monsoon.
Figure 4.6, Road Network Status based on completion of Structural Work
48
4.10 District Inventory Map (DIM)
49
CHAPTER V
DISTRICT NETWORK PLANNING
5.1
Accessibility Situation
Present road network structure in Khotang outlines the missing system with respect to the
direct connection to the strategic roads. At present condition, the long way destinations such
as Dharan, Biratnagar, Katari are the main market centers of Khotang. However, this facility
would be significantly nearer to the next growing potential centre Gaighat just in the south if
it is connected by the proposed Sagarmatha highway. Gaighat is well connected to East west
highway by paved road and is one of the regional market centers. Hence, present situation of
accessibility highly demands the construction of proposed Sagarmatha Highway.
5.1.1 Zone of Influence Area
According to the National Transport Policy, 4 hrs walking distance has been considered as
the zone of influence (ZoI) for the hilly terrain. Mainly influencing factors such as a) the
degree of hill slope, b) existence of rivers and c) existence of river crossing were used in
determining the ZoI.
There are in total 20 market centers namely Diktel, Nunthala, Buipa, Bijule, Arkhaule,
Halesi, Chhapdanda, Chyasmitar, Jayaramghat,Lamidanda, Dumredarapani, Bakshila,
Kharpa, Jalpa, Dobela, Manebhanjyang, Okhare, Panchami, Chittapokhari within ZoI.
However, only 12 of the centers i.e. Diktel, Jalpa, Lamidanda, Kharpa, Buipa, Jayaramghat,
Arkhaule, Nunthala, Halesi, Chhapdanda, Chyasmitar, Dobela are directly connected to the
road head (ref Appendix A, Map A.6).
5.1.2 Delineation of Accessible Area
Delineation of accessible within ZoI is carried out using the GIS Model is shown in Map A.6
in Appendix A. Diktel-Khotang Bazaar road section which is under construction has also
been considered for delineation of accessible area.
From the accessibility analysis, approximately two third of the areas coverage, population
and cultivated land are within ZoI. However, in regard of accessibility to motorable roads,
less than half of area, population and cultivated land are accessible. This indicates that at
present though the roads are there, only few areas are accessible to motorable roads.
However, this will significantly increases after the completion of Diktel-Khotang Bazaar 50
km section (ref Table 5.1)
50
Table 5.1 Accessibility with respect to Area, Coverage and Population Coverage
S.N.
Item
1
Area Coverage
2
Population
3
Cultivated land
5.2
Accessibility
(4 hrs, ZoI)
Accessibility
(2 hrs)
Accessibility
motorable roads
(4 hrs, ZoI)
89352
(56%)
157718
(63.8%)
47231
(62.3%)
54177
(34%)
108612
(43.9%)
32016
(42.2%)
57380
(36%)
101784
(41.2%)
29702
(39.2%)
Accessibility
motorable
roads
(2 hrs)
39116
(25%)
80658
(32.6%)
22717
(30%)
Unit
Hec
no
Hec
Inaccessible Area
A large part of area and market centers remains within inaccessible area. Except Diktel all the
remaining three market centers under “A” category are inaccessible to road network. In
addition to this fact, out of total 34 market centers, approximately two third for the market
centers are within inaccessible area. Socio-economic activities in these areas depend on foot
trails, animal pack for the means transport (ref Appendix A, Map A.6).
5.2.1 Delineation of Inaccessible Area
Excluding accessible area from the GIS model, all the remaining areas are delineated as
inaccessible area. Just reverse to the accessible area more than one third of the total area,
population and cultivated land are inaccessible to road head within ZoI. Moreover, in case of
inaccessibility to motorable roads, approximately two third of the total area, population and
cultivated land are inaccessible (ref Table 5.2).
Table 5.2 Inaccessibility with respect to Area, Coverage and Population Coverage
S.N.
Item
1
Area Coverage
2
Population
3
Cultivated land
5.3
Inaccessibility
(4 hrs)
Inaccessibility
(2 hrs)
Inaccessibility
motorable roads
(4 hrs)
69748
(44%)
89379
(36.2%)
28569
(37.7%)
104923
(66%)
138485
(56.1%)
43784
(57.8%)
101720
(64%)
145313
(58.8%)
46098
(60.8%)
Inaccessibility
motorable
roads
(2 hrs)
119984
(75%)
166439
(67.4%)
53083
(70%)
Unit
Hec
no
Hec
Network Planning in inaccessible Area
With the detail study of accessibility, network planning was carried out for further extension
of road network in inaccessible areas in meeting the National Transport Policy. Hence, road
network was planned such that at least 85% of the areas are within 4 hours of walking
distance. Moreover, road network were planned such that the identified market centers were
connected as the nodal points. Similarly, during the planning, possible synchronization of
road linkage with the abutting districts was carried out. These planned road network are only
the district road.
51
Market centers which are taken as a nodal point are geographical located in different position.
As discussed in Chapter III, about half of the market centers located at ridge, while these are
separated by numbers of rivers and streams. Hence majority of the planned alignments are
under the ascending and descending category. In total 407 km of district road network has
been planned in meeting the district transport policy and connecting market centers. Detail of
each proposed road corridor is given in Appendix B, Table B.7.
52
CHAPTER VI
DISTRICT TRANSPORT PERSPECTIVE PLAN
6.1 Prospective Plan of District Rural Road Network
This is a long term plan targeted to meet the transport strategic plan. Total 21 road corridors
with 407 km of new road sections have been identified for District Transport Prospective
Plan (DTPP). Among these, 10 links are extension of the existing linkage while 11 links are
the newly identified one (ref Appendix B, Table B.7). With average progress of 35 km per
year from the previous trend, this plan is expected to meet with in 12 years of time. With
these new sections of 407 km and 259 km of existing road network, road density is expected
to be 42 km per 100 sq km after the prospective plan. Moreover, after the target of DTPP,
more than 93% of populations are expected to be within ZoI and more than 85% accessible to
2 hrs of walking distance (ref Table 6.1).
Table 6.1 Road Statistics-DTPP
Items
Area coverage
Existing Road (DIM)
Planned Road
Total Expected Road
Quantity
1591
259
407
666
Road Density
41.8
Unit
sq km
km
km
km
km / 100 sq
km
Population coverage
(4 hrs, ZoI)
97
%
Population coverage
(2 hrs,)
85
%
Each of the existing road sections were visually inspected for the rehabilitation. Those
sections which cannot be maintained by routine and periodic maintenance are recommended
for rehabilitation. Mainly the road sections which have difficulty in passing require
reconstruction of road pavement and new structures, improvement of drainage system,
improvement of geometric design have been selected rehabilitation. The list of road sections
for rehabilitation is listed in Appendix B, Table B.13. There are in total 72 km of 14 links
identified for rehabilitation.
6.2
Scoring System for Prioritization of Proposed Linkage
Each of the road corridor identified in DTPP has been prioritized based on indicators such as
total population coverage, cultivated land coverage, population accessibility and population
coverage concerning socially disadvantaged and indigenous groups. Similarly for
rehabilitation indicators were traffic volume, cost incurred and weightage based on
connection to market centers. This has been explained in detail in Chapter II. Each indicator
has been assessed within ZoI of each proposed planned road corridor. However, for the
particular identified strategic road corridor Diktel-Phoksingtar and Regmitar-Diktel, ZoI has
been considered throughout the stretch of both existing and planned section.
53
6.3 Prioritization of District Road for New Linkage
Summary of prioritization of each proposed road corridor with their ranking is given in Table
6.2. Diktel-Phoksingtar section is the highest ranked followed by Regmitar-Diktel.
Chisapani-Dambarkhusiwalay, Khotang-Pandhare is the next ranked road corridor. However,
these corridors are extension from other lower ranked proposed road corridor. Hence, during
the selection of proposed road corridor for DTMP, these factors have also been taken in to
account in addition to its rank given by indicators.
Table 6.2: Prioritization of District Road
Total population of poor, Dalits
and marginalized Janjatis
(10)
Total Score (100)
Rank
Proposed New length
Total length
72
54.0
6.7
20.0
3.1
83.8
1
44
72.0
28
24
7.2
3.6
1.2
0.0
1.2
3.0
0.3
0.5
9.9
7.0
20
21
28
24
35.0
24.0
15
25
28
18
20
19
19
28
21.7
5.1
21.3
32.0
11.2
22.8
16.2
24.2
2.6
4.2
1.7
1.9
1.5
1.7
2.1
2.2
3.8
5.2
4.3
5.7
1.5
4.6
6.9
7.8
1.0
0.8
1.7
1.7
0.5
1.0
1.2
1.5
29.0
15.4
29.1
41.3
14.8
30.1
26.4
35.7
12
17
11
6
18
10
13
7
15
25
28
18
20
19
19
28
23.3
25.0
37.5
22.1
70.8
19.0
19.0
35.6
27
55.0
13.3
District Road (RRB)
8
19.2
1.0
17
22.8
2.0
3.6
10.0
81.9
2
17
27.0
5.1
5.5
0.8
0.0
26.2
30.2
14
9
8
17
8
17
Cultivated land
(15)
Name of Road Corridor
Population per unit cost
(55)
Ref Code
Analysis Length km
S.N.
Population*Walking hour (20)
Parameter Used for the Priorization of
Road Corridors and their
corresponding Scores
District Road (RRA)
1
H09
2
3
13A004R
13A005R
4
5
6
7
8
9
10
11
13A006R
13A007R
13A008R
13A016R
13A017R
13A020R
13A022R
13A023R
12
13A025R
1
2
13B002R
13B003R
Diktel-Phoksingtar (MaurePhoksingtar Section)
Lamidanda- AiselukharkaBakachol
Jalpa-Aiselukharka
Bakshila-Rakha-Bakachol
Chyandanda-Manebhanjyang
Khotang bazar-Chisapani
Buwajorghat-Chisapani
Dhaplang-Chisapani
Regmitar- Diktel (RegmitarLaphyang Section)
Dube-Dumredharapani
Aiselukharka-Demletar
Damalun (Sukrabare)3
13B009R
Thumku
4
13B018R Muldanda Panchami
5
13B019R Kotangbazar-Pandhare
Chisapani6
13B021R
Dambarkhusiwalaya
Rasuwaghat-Thalechaur
7
13B024R
(Indrenipokhari)
8
13B026R Raighat-Chyasmitar
9
13B027R Halesi-Mangaltar
Source: Appendix B, Table B.8-Table B.12
14
23.5
2.1
7.7
1.4
34.8
8
14
14
14
16
10.7
32.9
0.7
4.7
0.6
11.3
0.2
1.5
12.3
50.5
19
4
14
16
14
16
12
54.1
7.1
15.2
2.9
79.3
3
12
12
15
36.1
2.6
8.5
1.7
48.9
5
15
17.2
12
14
11.4
14.2
1.0
0.5
3.5
2.4
0.8
0.7
16.7
17.7
16
15
12
14
12
14
54
6.4 Brief on proposed District Roads for New Linkages
Diktel-Phoksingtar (Maure-Phoksingtar Section)
This section which is proposed as Sagarmatha highway by DoR starts at Phoksingtar and
ends at the Diktel the district headquarter and the largest market centre of the district. This
route is strategically important as it connects directly to Terai region in Udayapur through the
gateway Phoksingtar. Phoksingtar is just near the border of Udayapur at the bank of Sun
Khoshi River. This proposed corridor which passes through 8 VDCs is approximately 72 km
in its length. Approximately 28 km of this section from Diktel to Mala of Bijyakharka VDC
has already been constructed and it is vehicle pliable. Further, 44 km of new section has been
proposed for the new construction. This section is planned to construct from this fiscal year
067/68 under the DRSP programme with the fund from SDC, GoN, DDC. This proposed
highway will directly connect market centers such as Diktel, Nunthala, Buipa, Regmitar.
Total population of 67,545 and 19,015 hec of cultivated land is expected to get direct benefit
by this 72 km of section.
Proposed length for new section is 28 km while the total length of this whole stretch is 35
km. This link connects mainly to second largest market centre Aiselukharka to the feeder
road. There is 7 km of existing road section from Lamidanda to Kharpa. This proposed road
corridor passes through Kharpa, Hauchur, Dube, Makpa, Aiselukharka, and Bakachol. It
requires major crossing at Rawa River which would demand large amount of budget. This
corridor also provides accessibility to settlements of Jyamire, Jaleshwori, Maheshwori VDCs.
This particular road corridor was studied by RAP, although it was in dispute and did not
allow for construction. Approximately 5,396 of population and 2,577 of cultivated land are
expected for direct benefit from this 28 km of proposed section.
Jalpa-Aiselukharka
This is one of the alternative road corridors to connect Aiselukharka by road network. It is
approximately 28 km in length. In fact this will be the shortest route to Diktel with
approximately 43 km where as the other way could be approximately 61 km. This particular
section has been proposed strongly during the workshop in Aiselukharka. This section
connects Jalpa to Aiselukharka through the settlements such as Purano gaun, Kharbari,
Pikhum, Sabalun, Bakchuwa, Bebla, Chhuka and Aiselukharka bazaar. This proposed
alignment requires crossing across Rawa Khola. This is ascending descending alignment that
has to go down to Rawa khola from Jalpa and again climb up to Aiselukharka.
Approximately 3,354 of populations and 1,314 hec of cultivated land are expected to get
direct benefit by this particular section of 28 km.
This section which is 15 km in length is planned mainly to connect Jalpa to next market
center Bakshila in north. This is a further extension of 8.3 km existing section from Hurlung
to Jalpa. This proposed new section passes from Jalpa through Ghalegaun, Kothika, Nebhade,
Damthala, Barkhot, Masankha, Khatrigaun and end at Bakshila. This alignment crosses small
rivers such as lamiun khola, chheku khola, Tap khola. Approximately 6,221 of population
and 2,039 hec of cultivated land is expected to get direct benefit by this particular section of
15 km.
55
This proposed 25 km section is mainly planned to meet the accessibility requirement to areas
of Rakha bangdel, Rakha Sungdel and Bakshila VDCs with in 4 hrs of walking distance. The
topographical structure is very steep and many parts are rocky with a numbers of kholsis such
as kankha khola, rawa khola, dhanumane khola, chan khola, liina khola, Hume khola along
its alignment. Therefore this proposed section for sure will demand a very high investment.
This corridor passes from Bakshila through settlements such as pipaldanda, Biru danda,
Sungdel (Hasu), Dipsung, rumala, rakha, Bandel, Badel, Bakachola. Approximately 8,562 of
population and 4,636 hec of cultivated land are expected to get direct benefit by this
particular section of 25 km.
Diktel-Patheka-Bakshila
This section connects to North-eastern part of Khotang with the district headquarter. It is 28
km in length and total length is 37.5 km. This proposed new section passes through
settlement such as Patheka Nakham, Chimchima, Danda gaun, Damdi, Suwa Jun,
Chokhaune, Bhadaure, Namatem, Chiprun, Baspani and finally connects to Bakshila. This
alignment passes through rivers such as Nakha khola, dhobi khola, Tanmala Khola.
Approximately 10,965 of population and 3,041 hec of cultivated land are expected to get
direct benefit by this particular section of 25 km.
This section branches from Diktel Chyandanda road section at Bajechyandanda. The
proposed new section is 18 km, which is the continuation of existing 4.1 km. The existing
alignment has been slightly corrected by avoiding 1.5 km of the section for the shortest route
to Manebhanjyang which is one of the market centers. This alignment passes through
settlements such as Bajechyandanda, Talkharka, Mobu, Ratanchha, Surke, Sulapa,
Manbhanjyang, Naulokharka, Okhre, deuralidanda, Mattim birta, danda tole. Approximately
9,852 of population and 2,022 hec of cultivated land are expected to get direct benefit by this
particular section of 18 km.
Diktel-Khotang Bazaar
20 km of new section has been proposed for the extension of existing 50 km of Diktel
Khotang Bazaar road section which is under construction by RAP II project. It passes through
Khudurke, Upper Naran, Watikhum, Kulagun, Dandakharka of Sapteshwor Chittapokhari
VDC, Balache, Chiprin, Pokhareltol, Indrenepokhari of Chiprin VDC and Nalechaur,
Thalechaur, Kattike of Khotang Bazaar VDC. This alignment needs crossing at Chipring
Khola. Approximately 4,907 of population and 2,031 hec of cultivated land are expected to
get direct benefit by this particular section of 20 km this additional section.
Khotang Bazar-Chisapani
Khotang Bazar and Chisapani is one of the “A” categorized market centre, however, these
centers are not accessible to road network within 4 hrs of walking distance. This particular 19
km of proposed section provides direct connection with these two market centers. Settlements
mainly Khotang Bazaar, Musbari, Badaka, Khutta Bitalab, Chisapani are along its alignment
56
with Sawa khola lying in between. Approximately 8,132 of population and 2,028 hec of
cultivated land are expected to get direct benefit by this proposed link.
This proposed road section aims in connecting Chispani to Buwajorghat, one of the gateways
to Beltar of Udayapur for import and export of goods from inner Terai. Road construction has
already been extended toward the border Khotang from Udayapur. One of the difficulties is
the existence of Sun Koshi along the border line. Moreover, topographically this section is
difficult. The proposed section passes through Buwajorghat, Pauwasera, Mauwabote,
Diplung and connects to Chisapani. Apart from the Major Bridge required across the Sun
Koshi River two other crossing in Buwa khola, Ruwa Khola will be required. Approximately
6,881 of population and 2,303 hec of cultivated land are expected to get direct benefit by this
proposed link.
.
Dhaplang-Chisapani
In addition to Buwajorghat, Dhaplang is also an important gateway to southern region of
Khotang, especially for the settlement beyond the Sawa River. For the key purpose of
connecting to Terai belt this 28 km of section has been proposed with the extension of 7.6
km. This connects settlement like Dhaplang, Chhekethum, Phemadanda, Sisneri, Dhartung,
Sintang, Diplung, Chisapani. This particular 28 km of section is expected to cover 12,145 of
population and 3,428 hec of cultivated land.
Regmitar- Diktel (Regmitar-Laphyang Section)
In addition to the proposed section of Sagarmatha Highway, Diktel-Phoksingtar, it is one the
strategically alternative alignment that connects Diktel with Terai. The proposed new section
is 17 km which follows Sapsu River starting from Regmitar to end of Diktel Khotang section
in Lafynag. The total section from Regmitar to Diktel is 27 km. Regmitar is expected to be
junction of this particular link and Diktel-Phoksingtar section. This will also be the shortest
route from Phoksingtar to Diktel of approximately 46 km in length. 27 km of link from
Regmitar to Diktel is expected to cover 28,765 of population and 14,076 hec of cultivated land
Dube-Dumredharapani
This is approximately 8 km in
Dumredharapani being one of the
Lamidanda-Aiselukharka-Bakachol
Approximately 2,885 of population
benefit by this proposed link
length. This link is proposed mainly in connecting
market centers. This link branches from the proposed
proposed link at Dube and passes across Dube Khola.
and 699 hec of cultivated land are expected to get direct
This section is proposed in order to provide accessibility within 4 hrs of walking distance to
the region of Maheshwori a VDC at the extreme end of boarder and connect Demletar one of
the potential market centre. This is about 17 km in length and connects Aiselukharka,
Dhodre, Sigane, Mawagaun, Dandagaun, Demletar settlements. Approximately 8,182of
population and 1,962 hec of cultivated land are expected to get direct benefit by this proposed
link
57
Damalun (Sukrabare)-Thumku
This alignment is proposed in Phedi VDC basically for providing accessibility within 4 hrs of
walking distance. Moreover, this link also provides inter district linkage with Bhojpur district
where the road construction has already been initiated in its vicinity. This link has been
included from the strong demand from workshop in Bakshila. Settlements such as Damalun,
Phedi, Chinebari, Barkhe, Thumki are covered by this 14 km section. Approximately 5,865 of
population and 1,697 hec of cultivated land are expected to get direct benefit.
Muldanda Panchami
This section is approximately 14 km in length and connects Muldanda one of the gateway to
Bhojpur district in east to Panchami at Diktel Khotang bazaar road section. Half of the
section is along the ridge which has wide existing trail lines. Approximately 3,013 of
population and 1,073 hec of cultivated land are expected to get direct benefit by this proposed
link.
Kotangbazar-Pandhare
This proposed section is basically for the accessibility to the south eastern region of Khotang
district to Khotang Bazaar as an important market centre. It is also proposed to synchronize
the connection with Bhojpur district. It is about 16 km in length covering settlements such as
Khotang Bazaar, Thamkharka, Roksing, Bhirkharka, Muldanda, Seleme Danda and Pandhare
in bhojpur. Approximately 8,589 of population and 3,207 hec of cultivated land are expected
to get direct benefit by this proposed link.
Chisapani-Dambarkhusiwalaya
This proposed section is 12 km in length and connects Chisapani to the settlements like
Khiku, Arubote, and Bhanjyangkharka to the eastern part. This section is basically planned
for providing access within 4 hrs of walking distance. This proposed corridor covers a large
area of fertile land of approximately 3,322 hec within ZoI. Similarly 10,267 of populations
are expected for accessibility within 4 hrs of walking distance.
This proposed section of 15 km is planned for providing linkage from Phoksingtar Diktel
section at Rasuwaghat to Indreanipokhari passing Simpani as one of the important market
centers. This proposed section connects Rasuwaghat, Bastipur, Dhuseni, Tallo Lichke,
kubhinde, Mathilolichhki, Simpani, Musmusa and Thalechaur in Indrenipokhari VDC.
10,267 of population and 3,322 hec of agricultural land is expected to get direct benefit.
Raighat-Chyasmitar
This section from Raighat to Chyasmitar in the west is planned for providing accessibility
within4 hrs walking distance as well as for synchronizing road network with Udayapur
district at its boarder. This passes through Raighat, Okhlan, Bhutiyakholagaun, Chhordipa,
Chyasmitar settlements. It is approximately 12 km in length. Geographically a number of
slide exist which could bring technical challenges during construction. This section is
expected to benefit approximately 3,054 of population and 1,025 hec of cultivated land.
58
Durchhim-Mangaltar-Ghopatar
This section is approximately 14 km in length and connects settlements such as Khokselibest,
Mangatar, Gairi, Barbote, Durchhim. Apart from this just crossing the border of Khotang,
there is already road network constructed in Okhaldhunga side. Hence this proposed section
provides the inter district connection. Approximately 4,178 of population and 966 hec of
cultivated land is within 4 hrs of walking distance.
Other Road Corridors
Apart from the above listed road networks for DTPP, there are some other routes proposed by
DRCC such as Bhandareghat-Panchami, Khotang Bazaar-Badak-Sawa-likuwa,
Manebhanjyang-Pandhare, Rabuwa-Sungdel, Patheka_Sapsudhap-Chakhewa, BuwajorghatBopung-Balakha, Aiselukharka-Kaule, Diktel-Dumli-Ratanchha, Dumli-Dobela. However,
these corridors are of least importance compared to the above mentioned corridors in the
DTPP.
6.5 Motorable Crossings for DTPP Road Network
Table 6.3 indicates the list of motorable crossings required along the planned road networks.
Road networks were planned mainly considering the optimum requirement of crossings. In
total 24 motorable crossing with 5 major crossings and 19 minor crossings are required for
the DTPP road network within the district. Similarly, for the interlinkage of the district with
its abutting districts, three crossings are required in different locations of Sun Khoshi River.
Table 6.3 List of Motorable Crossings along Planned Road Network
S.N. Name of Road Corridor
Length
New Section
km
1
Diktel-Phoksingtar
44
2
Dube-Dumredharapani
8
3
15
5
28
6
25
7
8
9
20
19
16
10
19
11
12
13
Raighat-Chyasmitar
Jalpa-Aiselukharka
12
24
14
Major
Minor
Sawa Khola,
Tuwa Khola
Crossings for
Inter district
linkage
Sun Koshi
Dobekhola
28
4
No of crossings
Rawa khola
kalleri khola
lamiun khola, chheku
khola, Tap Khola
Nakha khola, dhobi
khola, Tanmala Khola
kankha khola, rawa
khola, dhanumane
khola, chan khola,
liina khola, Hume
khola
Chhiprin khola
Sawa Khola
dunchha khola
Buwa khola, Ruwa
Khola
Bhutiya khola
Sun Koshi
19
Sun Koshi
3
Rawa khola
Total Crossings
5
59
6.6 Possible Inter-district Transport Linkages
Road network has been planned with the possible interlinkage to its three abutting districts
Udayapur, Bhojpur and Okhaldhunga. Proposed three road alignments 1) Diktel-Phoksingtar,
2) Buwajorghat-Chisapani and 3) Dhaplang-Chisapani are proposed for ultimate connection
to the road network of Udayapur district. Similarly, 1) Damalun (Sukrabare)-Thumku, 2)
Kotangbazar-Pandhare, and 3) Chisapani-Dambarkhusiwalaya road corridors are proposed to
provide linkage with Bhojpur district in east. With the same concept, Durchhim-MangaltarGhopatar is also planned to provide connection with Okhaldhunga in the west.
6.7 Prioritized Existing Road Linkages for Rehabilitation
Summary for prioritization of 14 road linkage for rehabilitation is presented in Table 6.4.
Code
Name of Road Link
Market/Service
Centre
(10)
Total Score (100)
Rank
1
2
H09
H18
Maure Phoksingtar
Diktel-Jayaramghat
Strategic Road
10.0
7.0
65.0
3.0
45.67
70.00
20.00
20.00
8.65
10.00
74.31
100.00
4
1
3
H18
Diktel-Chyandanda
48.1
54.50
20.00
7.77
82.27
2
Length
km
S.N
Cost/km
(20)
Parameter Used for the
Priorization of Road Links and
their corresponding Scores
Traffic Unit
(70)
Rehabilitation length
Km
Table 6.4 Prioritized Lists of District Roads for Rehabilitation
2.1
District Road (RRA)
4
13A004R
5
13A006R
8.3
8.3
53.83
16.67
8.64
79.13
3
6
13A008R
9.5
6.2
34.81
16.67
7.43
58.91
6
7
13A013R
5.8
5.8
24.56
16.67
7.21
48.43
9
8
13A016R
Diktel-Khanidanda
ChyandandaManebhanjyang
5.6
5.6
1.28
16.67
0.13
18.08
14
9
13A023R
Dhaplang-Chisapani
7.6
7.6
43.42
16.67
1.23
61.32
5
7.1
3.5
26.80
16.67
3.15
46.62
10
District Road (RRB)
10
11
12
13
13B001R
13B010R
13B011R
13B014R
Lamidanda-Rabuwa
Harelo danda-Kharmi
Diktel-Bamrang
Diktel-Dobela
14 13B024R (Indrenipokhari)
Total
Source: Appendix B, Table B.13 to Table B.16
10.1
5.3
6.1
3.8
8.6
5.3
3.1
3.8
32.49
16.47
8.76
12.88
16.67
16.67
16.67
16.67
7.89
7.21
7.21
7.41
57.05
40.35
32.64
36.95
7
11
13
12
2.2
2.2
72.1
38.93
16.67
0.21
55.81
8
60
6.8 Prioritized list of Trail Bridge for New construction
Detail study on inventory and planning of Trail Bridge has been carried out by TBSU,
Kathmandu. 110 Trail Bridge are identified for the new construction. Prioritization of these
bridges has been carried out based on population coverage, Marginalized population
coverage, type of river and risk factors (ref Chapter II section 2.2.5). All the physical detail
with their ranking and estimated construction costs are given in detail in Appendix B, Table
B.17.
61
CHAPTER VII
FIRST FIVE-YEAR DISTRICT TRANSPORT MASTER PLAN
7.1
Background
The first five-year District Transport Master Plan (DTMP) is prepared for different transport
linkage based on projected financial plan and prioritized list of transport linkages. Effort has
been made to balance the supply and demand of the transport infrastructure.
7.2
Past Three Years Budget
The Summary of past three years budge trend is given in Table 7.1. Annual average budget in
road sector is more than 148 million which covers about 95% of total budget in transport
sector. The overall trend of budget is also illustrated in Figure 7.1. There is imbalance in
budget trend over the years, which is due to the present of RAP I project. Excluding the RAP
budget, the average annual budget is 42 million in road sector. Similarly, Trail Bridge
accounts about 4% of total budget and trail lines less than half percent. DoLIDAR, RAIDP,
DFID, SDC, LGCDP are the source these of budget.
Table 7.1 Summary of Past Budget
Budget, '000 NRs
Year
Road
Trail Bridge
Trail line
064/065
139,766
(95.8%)
6,150
4.2%)
0
(0.0%)
065/066
79,844
(94.6%)
4,161
(4.9%)
400
(0.5%)
066/067
226,343
(96.3%)
8,331
(3.5%)
387
(0.2%)
Annual Average
Budget trend
148,651
(95.8%)
6,214
(4.0%)
262
(0.2%)
Appendix B, Table B.18
Figure 7.1 Past Budget Trend in different Transport Sector
Source Appendix B, Table B.18
62
7.3
Five Year Projected Financial Plan
Budget for fiscal year 067/68 is based on the district council and for rest of the years, certain
percentage of increase in budget has been considered. Budget under some of the categories
are expected to increase. DDC block grant is planned for matching fund for the DRSP
programme. 10% of Parliament fund is expected to go for road sector as this has been
politically important for the contribution. RAP II budget for Diktel-Khotang Bazaar section is
also included in Table 7.2.
Table 7.2 Five years Project Financial Plan
DTMP Implementation year, '000 NRs
S.N. Source of Budget
067/68
068/069
069/070
070/071
071/072
1
DoLIDAR/MLD
11,000
12100
13310
14641
16105.1
2
3
4
Peples contribution 30%
MLD
RAIDP/MLD
3300
600
3,500
3630
600
0
3993
600
0
4392.3
600
0
4831.53
600
0
6
RBN
2,000
2200
2420
2662
2928.2
7
Peples contribution 25%
500
550
605
665.5
732.05
8
SWAP
6,000
6600
7260
7986
8784.6
9
DDC block grant,
development fund
6000
6000
6000
10
DDC, Internal Revenue
(tax and royalties)
200
200
200
200
200
11
DoR/MoPPW
6,500
6,500
6,500
6,500
6,500
12
Fund of Members of
Parliaments, 10%
700
700
700
700
700
13
VDC
16,118
17,730
19,503
21,453
23,598
14
15
RAP/DFID
RRN/DFID
138,779
300
300
16
LGCDP
6,000
6600
7260
7986
8784.6
900
990
1,089
1,198
1,318
116,659
319,056
116,659
181,359
116,659
186,099
68,984
75,082
17
18
LGCDP (15 % people
contribution)
DRSP/SDC
Grand Total
Remark
expected
increase of 10%,
Road
Road
Road
Trail Bridge
expected
increase of 10%,
Road
Road
expected
increase of 10%,
Trail bridge
matching fund
3% for MaureGaighat road
cost
expected
increase in
revenue from
sand and stone
collection
Road
Road, trail line,
10% of total
fund
Road (approx
10% increment)
Road/trail line
Road (expected
increase in
budget 10%)
Road
Table 7.3 shows the summary of budget in each sector of transport with year wise. This
summary excludes the RAP budget as this section has already been included in the
63
accessibility analysis of existing road network in Chapter V. General trend of budget is also
shown in Figure 7.2. For the first three years, presence of DRSP indicates high flow of
budget.
Table 7.3 Projected Budget for First Five Fiscal Year 067/68 to 071/072, ‘000 NRs
Year
Road
Trail Bridge
Trail line
067/68
170,477
(94.6%)
9,500 (5.3%)
300 (0.2%)
068/069
174,459
(96.2%)
6,600
(3.6%)
300
(0.2%)
069/070
178,839
(96.1%)
7,260
(3.9%)
0
(0.0%)
070/071
60,998
(88.4%)
7,986
(11.6%)
0
(0.0%)
071/072
66,298
(88.3%)
8,785
(11.7%)
0
(0.0%)
Average
Annual
Budget
Remarks
Excluding RAP II
budget for DiktelKhotang road
130,214
8,026
120
(94.1%)
(5.8%)
(0.1%)
Figure 7.2 Projected Budget for First Five Fiscal Years
Source, DDC, 2010
7.4
Sharing of Budget
Based on the above projected first five years budget, average annual budget has been
calculated for different transport sectors such as road, Trail Bridge, Trail line. Then with the
average annual available budget in each sector, this budget has been distributed for various
interventions such as new construction, rehabilitation and maintenance (ref Figure 7.3).
64
Figure 7.3 Sharing of Budget
Average Annual Budget ( NRs.'000)
138,360
(100%
District Road
130214
(94.1%)
Bridge
8026
(5.8%)
Trail Line
120
(0.1%)
New
construction
Rehabilitation
Maintenance
New
construction
Rehabilitation
Maintenance
New
construction
Rehabilitation
Maintenance
118495
91.0%
9115
7.0%
2604
2.0%
5618
70.0%
2007
25.0%
401
5.0%
12
10.0%
54
45.0%
54
45.0%
65
7.5
Year- Wise Sharing Of Budget
From the projected budget for each transport sector in Table 7.3 and sharing of budget for each
intervention components in Figure 7.3, year wise sharing of budge is calculated. It is shown in
Table 7.4.
Table 7.4 Year- Wise Sharing Of Budget, ‘000 NRs
Annual Average
Budget
7.6
118,495
Maintenance
New construction
Rehabilitation
Maintenance
6,650
4,620
5,082
5,590
6,149
2,375
1,650
1,815
1,997
2,196
475
330
363
399
439
30
30
0
0
0
135
135
0
0
0
135
135
0
0
0
Maintenance
155,134 11,933 3,410
158,758 12,212 3,489
162,743 12,519 3,577
55,508 4,270 1,220
60,331 4,641 1,326
9,115 2,604
Trail line
Rehabilitation
Bridge
New construction
2067/68
2068/69
2069/70
2070/71
2071/72
Rehabilitation
Year
New construction
Road
5,618
2,007
401
12
54
Year-wise Targets
From the experience of past years from 2065 – 2067 (2007 to 2010), approximately 35 km of
road section per year has been constructed in Khotang with DDC available source and donor’s
grant. This includes approximately 50% of progress of Diktel-Khotang Bazaar 50.8 km road
section under RAP II project. For the coming three years, DRSP will undertake the construction
of 44 km of Maure Phoksingtar section (Diktel-Phoksingtar link). With the past review of
achievements and intervention of DRSP and being a bit ambitious, approximately 50 km per year
i.e. total 254 km of road section has been proposed by DRCC for inclusion in DTMP. Moreover,
next 48 km of two corridors has also been listed for the expected grant from the other donors.
Budge has also been allocated for Bus Park which has been missing in the road transport system.
For the rehabilitation, approximately 7 m per year, i.e. 34.7 km has been planned for DTMP (ref
Figure 7.5).
Similarly, for Trail Bridge, five new bridges based on the prioritized list and 2 for rehabilitation
have been set as the target. However, for the trail lines, target has not been set. Most of these are
likely to be fixed in village level. Hence, regarding trail lines, this is planned as per the demand.
66
54
Year wise target and budget projected has also been given for each fiscal year and each
component of transport sector for new construction and rehabilitation in Table 7.6 and Table 7.7.
Table 7.5 Year-wise Physical Targets
Road
(Km)
Bridge
(no)
Year
2067/68
2068/69
2069/70
2070/71
2071/72
Total
New
Rehabilitation
construction
New construction
Rehabilitation
49
51
1 (Bus park)
53
55
44
254
7
5
2
7
5
2
7
7
6.7
34.7
5
5
5
25
2
2
2
10
67
Table 7.6 Year Wise Target, Budget available and Projected Budget (Transport Linkage- New Construction)
New Construction
SN
1
2
3
Types of
Transport
Linkage
District Road
Trail Bridge
Bus Park
Total
SN
Types of
Transport
Linkage
1
District Road
2
Trail Bridge
Total
2067/68
Budget
Estimated
Budget
Available
km
155134
6650
49
5
161784
182176
2070/71
km
Budget
Estimated
Budget
Available
171500
10676
Budget
Deficit
Budget
Available
km
16366
4026
51
5
1
20392
157458
4620
1,300
162078
Budget
Deficit
Budget
Available
2068/69
Budget
Estimated
178500
20209
198709
2071/72
km
Budget
Estimated
Budget
Deficit
Budget
Available
km
19742
15589
162743
5082
53
5
35331
167825
2069/70
Budget
Estimated
Budget
Deficit
185500
11601
22757
6519
197101
29276
Budget
Deficit
55508
55
190750
135242
60331
44
154000
93669
5590
61098
5
3709
194459
-1881
133361
6149
66480
5
7716
161716
1567
95236
Table 7.7 Year Wise Target, Budget available and Projected Budget (Transport Linkage- Rehabilitation)
Rehabilitation
SN
1
2
Types of
Transport
Linkage
District Road
Trail Bridge
Total
SN
1
2
Types of
Transport
Linkage
District Road
Trail Bridge
Total
Budget
Availabl
e
11933
2375
14308
Budget
Availabl
e
4270
1997
6266
km
7
2
2067/68
Budget
Estimated
10428
1000
11428
2070/71
km
Budget
Estimated
7
2
10428
1000
11428
68
Budget
Deficit
Budget
Available
km
-1505
-1375
12212
1650
7
2
-2880
13862
Budget
Deficit
Budget
Available
6158
-997
5162
4641
2196
6837
2068/69
Budget
Estimated
10428
1000
11428
2071/72
km
Budget
Estimated
7
2
10428
1000
11428
Budget
Deficit
Budget
Available
km
-1784
-650
12519
1815
7
2
-2434
14334
Budget
Deficit
5787
-1196
4591
2069/70
Budget
Estimated
Budget
Deficit
10428
1000
-2091
-815
11428
-2906
7.7
Prioritized Transport Linkage for DTMP
For the first five years planning as DTMP, list of prioritized road corridors and Trail Bridge from
DTPP was selected by DRCC.
7.7.1
Prioritized District Roads
DTMP road was selected based on the prioritization or road network and fund available by
DRCC. Table 7.8 shows the list of selected road corridor for new construction. The detail of
prioritization of each road corridor is explained in chapter VI. Implementation plan for each road
has been prepared in detail in Table 7.9. Similarly, Table 7.10 shows the list of road link for
rehabilitation.
Table 7.8 List of District Roads for New Construction
Total
Length
Km
DTMP
Output
(km)
Total
Score
100
DTPP
Rank
1
Diktel-Phoksingtar
(Maure-Phoksingtar Section)
72
44
84.80
1
2
Regmitar- Diktel (Regmitar-Laphyang)
27
17
64.42
2
3
12
12
62.14
3
4
16
16
40.26
4
5
15
15
37.61
5
6
18
18
31.40
6
7
Dhaplang-Chisapani
28
28
28.34
7
8
19
19
23.22
10
9
28
15
22.68
11
10
15
15
22.53
12
11
19
19
21.45
13
12
Raighat-Chyasmitar
12
12
13.60
16
13
Jalpa-Aiselukharka
24
24
6.49
21
Sub Total
Source of
Budget
DoLIDAR,
MLD,
DDC,
DRSP/SDC
etc
Ref Table
7.2
254
1
70
20
11.70
18
2
28
28
8.19
20
Sub Total
48
Source: Appendix B, DRCC Minute; Table 6.2
69
Expected
source of
fund from
donors
Table 7.9 DTMP Implementation Plan
DTMP Implementation Year
S.N. Road Corridor 1
2067/68
3
4
5
6
7
8
9
10
11
12
13
2069/70
15
15
2070/71
2071/72
9
8
Diktel-Phoksingtar (Maure-Phoksingtar
Section)
14
2
2068/69
Regmitar- Diktel (Regmitar-Laphayang Section)
Physical Output
Physical Output
Physical Output
Physical Output
Chyandanda-Manebhanjynag
Physical Output
Dhaplang-Chisapani
Physical Output
Physical Output
Physical Output
Physical Output
Physical Output
Raighat-Chyasmitar
Physical Output
4
4
4
4
4
4
4
5
3
3
2
5
4
4
5
7
7
4
3
7
9
10
4
4
4
3
4
3
4
4
4
4
5
6
3
3
3
3
6
4
4
4
6
49
51
53
Jalpa-Aiselukharka
Physical Output
Total Planned Section, Km
Source: Appendix B, DRCC Minute
70
55
44
Table 7.10 List of District Roads for Rehabilitation
S.N.
Name of Road Link
1
2
3
4
5
Diktel-Jayaramghat
Diktel-Chyandanda
Diktel-Phoksingtar
6
7
Lamidanda-Rabuwa
Diktel-Khanidanda
Total
Road
Length
km
65.0
48.1
8.3
10.0
9.5
10.1
5.8
Length for
rehabilitation
Rank
3
2.1
8.28
7
6.2
1
2
3
4
6
8.58
5.8
34.76
7
9
Source: Appendix B, DRCC Minute; Table 6.3
Based on the visual inspection, following roads have been listed for the maintenance. However,
implementation needs to be carried out based on the annual maintenance plan. Some of the
sections which are not significant in vehicle operation have been discarded.
Table 7.11 List of District Roads for Maintenance
S.N.
Ref No
1
2
3
4
H09 H18 H18 F178 5
6
7
8
9
13A004R 13A006R 13A008R 13A023R 13A013R 10
11
12
13
14
13B001R 13B012R 13B014R 13B015R 13B011R Length
(km)
Name of Road Link
Strategic Road
Maure- Phoksingtar
Diktel-Jayaramghat
Diktel-Chyandanda
Bijule-Lamidanda
Sub Total District Road (RRA)
Dhaplang-Chisapani
Diktel-Khanidanda
Sub Total District Road (RRB)
Lamidanda-Rabuwa
Diktel-Dobela
Chyandanda-Dandagau
Diktel-Bamrang
Sub Total Total Source: Table 4.3
71
10.0
65.0
48.1
10.3
133.4
7.1
8.3
9.5
7.6
5.8
38.3
10.1
3.2
3.8
5.6
6.1
28.7
200.4
7.7.2 Prioritized Trail bridges
Each year five Trail Bridges have been decided for the new construction. Accordingly, first 25
bridges ranked in DTPP is selected for the five years plan as given in Table 7.12.
Table 7.12 List of Prioritized Trail Bridge for DTMP
Rank
Bridge
River Name
Place Name
1
Dudhkoshi
Sisneri Dovan
Type
Suspended
2
3
4
5
6
7
8
9
10
11
12
13
Bokhuwa khola
Sawa khola
Sunkoshi
Mewa khola
Dikhuwa Khola
Rawa khola
Sawa khola
Sawa khola
Sunkoshi
Okhare khola
Buwa khola
Sunkoshi
Bokhuwa khola
Khola kheta
Kulle Ghat
Rithabote puchar
Dalle khola Dovan
Sidhathan thayamlu
Dhaumcha dovan
Piple
Kamphughat
Saunedovan
Aandelung
Buwajor Bangsila Gh
Suspended
Truss
Suspended
Truss
Suspended
Suspended
Suspended
Suspended
Suspended
Truss
Suspended
Suspended
14
15
16
17
Dikhuwa khola
Varlang khola
Sakuli khola
Kimbu/Valu khola
Sangkha puchar
Jaruwa pani
Sakuli
Kikhuwa dovan
Truss
Suspended
Suspended
Suspended
18
19
20
21
22
23
24
25
Tawa khola
Buktuwa khola
Buwa khola
Tuwa khola
Kharuwa khola
Langku khola
Dodesimle khola
Dudh Koshi
Pattradetar
Buktuwa
Lungkongkha
Chanadate
Majaubophalu bicha
Hattiaahal puchar
Dodhae simle
Hattitar
Truss
Suspended
Suspended
Suspended
Truss
Suspended
Suspended
Suspended
Span
95
66
32
250
25
110
120
250
113
209
27
77
348
17
58
50
47
32
38
49
25
62
30
150
Cost Estimation
‘000
NRs.
1,178,000
818,400
1,324,800
6,200,000
1,155,000
2,530,000
3,336,000
8,000,000
1,672,400
4,670,400
969,900
913,320
7,784,000
785,400
1,148,400
620,000
521,920
1,529,600
425,600
611,940
496,000
1,075,000
1,326,800
738,000
4,080,000
7.8
Accessibility-DTMP
For this achievement of five years plan of DTMP, DDC has to manage the deficit fund as shown
in Table 7.6 and Table 7.7 from some other source. If all the proposed roads are constructed,
then total road length will be approximately 513 km with road density 32 km/100sqkm. Similarly
88% of the total area will be accessible to road head within 4 hrs walking distance (ref Table
7.13, Table 7.14)
72
Table 7.13 Road Statistic, DTMP
Items
Quantity
Unit
Area coverage
1591
sq km
DIM road
DTMP road
258.7
254
km
km
Total expected road
after 5 years
512.7
km
32
km / 100
sq km
Road density
Table 7.14 Accessibility situation of DTMP
S.N.
Item
1
Area Coverage
2
Population
4
Cultivated land
Accessibility
from all road
based on 4
hrs
Accessibility
from all road
based on 2
hrs
1397
(88 %)
1048
(66 %)
sq km
232054
(76.9 %)
189956
(93.9%)
no
23
(77 %)
19
(96 %)
sq km
73
Unit
CHAPTER VIII
CONCLUSION
8.1
Other Relevant Issues
Traffic volume has been increasing in some of the motorable links such as Diktel-Jayaramghat
and Diktel-Chyandanda. With this increase in mobility, road accident is also becoming frequent
and causing several fatalities, injuries and loss of properties. This could be due to the immature
and untrained drivers or their negligence, or due to the physical condition of the road
infrastructure itself. Hence, proactive measure has to be taken in reducing such unwanted events
along the road sections.
Construction of road by excavator has been increasing in the recent days although the overall
percentage is low as a result of presence of donor funded projects. The reason would be due to
lower cost in track opening and requirement of less management compared to the labour based
approach. However, sustainability and local employment opportunity through labour based
approach should be given most priority. However, if the numbers of labours required are not
enough for meeting the target by this approach, then at least involvement of all the available
labours is recommended.
8.2
Conclusion
DTMP with its five years planning should come up with the practical physical implementation.
Every year, during the district council, DTMP should be the only reference documents for the
allocation of budget in transport sector. No new road section and trail bridge at least for the first
five years should be introduced for physical implementation. Moreover, in order to come up with
the deficit budget in DTMP, “one door approach for investment” in transport sector should be
strictly followed. Similarly, DDC and the stakeholders should seek for the possible source of
budget. Moreover, it is true that donors are likely to be convinced if the planning is strictly
followed by the district.
In regard of collecting more sources of fund, VDC development grant could be one of the best
sources if all the VDCs along the road corridor agree in contribution. For this DDC and DRCC
need to initiate and coordinate before allocating the budget for that particular corridor.
Along with the practical implementation, continue monitoring should also be carried out by
DRCC. Timely backstopping is necessary in order to stop misleading during implementations.
Similarly, Midterm review should also be carried out. After the period of five years, DTMP
needs further updating. In adherence to the DoLIDAR implementation directive, labour-based
approach should be strictly adopted for the physical interventions.
74
Appendix
Appendix A - Map
For Maps Visit www.dolidar.gov.np
Appendix B- Detail Data Analysis
Table B.1 Demographic detali for each VDC, Khotang
SN
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
VDC
Aiselukharka
Arkhaule
Badahare
Badakadiyale
Bahunidanda
Baje Chyandanda
Bakachol
Baksila
Bamrang
Barahapokhari
Baspani
Batase
Bijayakharka
Bopung
Buipa
Chhisapani
Chhitapokhari
Chhorambu
Chippring
Chiuridanda
Chyasmitar
Dambarkhaushivalaya
Dandagaon
Debekol
Devisthan
Dhitung
HH
Number
663
645
283
552
458
612
674
800
597
691
396
767
530
486
1010
879
420
498
275
1183
479
638
572
376
388
536
Population 2001 (Census)
Total
3457
3524
1688
2906
2698
3522
3412
4032
3120
3898
2048
4155
2769
2941
5381
4726
2617
2537
1391
6276
2572
3459
2996
1984
2184
3009
Male
1665
1693
809
1453
1340
1711
1639
1963
1480
1910
1031
2023
1310
1505
2550
2327
1304
1260
673
2938
1259
1717
1452
970
1075
1467
Female
1792
1831
879
1453
1358
1811
1773
2069
1640
1988
1017
2132
1459
1436
2831
2399
1313
1277
718
3338
1313
1742
1544
1014
1109
1542
Family Size
5.21
5.46
5.96
5.26
5.89
5.75
5.06
5.04
5.23
5.64
5.17
5.42
5.22
6.05
5.33
5.38
6.23
5.09
5.06
5.31
5.37
5.42
5.24
5.28
5.63
5.61
Growth
rate
%
-0.44
1.65
0.86
1.04
1.41
0.28
0.55
0.09
0.17
1.33
0.14
0.59
0.69
0.3
0.36
1.05
1.31
0.68
0.45
0.3
1.87
0.69
0.32
0.5
2.29
1.96
Population 2010 (Projected)
Total
Male
Female
3322
4083
1823
3190
3060
3612
3585
4065
3168
4390
2074
4381
2946
3021
5558
5192
2942
2697
1448
6447
3039
3680
3083
2075
2678
3583
1600
1962
874
1595
1520
1755
1722
1979
1503
2151
1044
2133
1394
1546
2634
2556
1466
1339
701
3018
1487
1827
1494
1015
1318
1747
1722
2122
949
1595
1540
1857
1863
2086
1665
2239
1030
2248
1552
1475
2924
2635
1476
1357
748
3429
1551
1853
1589
1061
1360
1836
SN
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
VDC
Diktel
Dikuwa
Diplung
Dumredharapani
Durchhim
Faktang
Hauchur
Indrenipokhari
Jaleshwori
Jalpa
Jyamire
Kahule
Khalde
Kharmi
Kharpa
Khartamchha
Khidima
Khotangbazar
Kuvinde
Lafyang
Lamidanda
Lichkiramchhe
Likuwapokhari
Mahadevsthan
Makpa
Mangaltar
Mattim
Mouwabote
HH
Number
1643
406
445
583
698
394
494
699
462
544
317
405
578
767
410
481
425
483
422
579
535
687
492
531
454
421
910
272
Total
Male
Female
Family Size
8406
2353
2462
3305
3974
2250
2623
3613
2318
2839
1638
2109
3208
4064
2290
2468
2456
2466
2246
3133
2892
3639
2672
2709
2238
2515
4986
1727
4197
1191
1225
1612
1970
1123
1246
1726
1120
1341
794
989
1538
1934
1140
1183
1244
1199
1098
1501
1385
1778
1294
1282
1083
1224
2412
887
4209
1162
1237
1693
2004
1127
1377
1887
1198
1498
844
1120
1670
2130
1150
1285
1212
1267
1148
1632
1507
1861
1378
1427
1155
1291
2574
840
5.12
5.8
5.53
5.67
5.69
5.71
5.31
5.17
5.02
5.22
5.17
5.21
5.55
5.3
5.59
5.13
5.78
5.11
5.32
5.41
5.41
5.3
5.43
5.1
4.93
5.97
5.48
6.35
Growth
rate
%
1.48
1.64
1.93
1.46
2.1
1.43
0.61
0.07
1.37
2.08
0.37
0.36
0.5
0.68
0.93
0.34
0.46
0.14
0.26
0.75
0.38
0.82
0.06
1.56
-0.96
1.75
-0.07
1.64
Total
Male
Female
9594
2724
2924
3766
4791
2557
2771
3636
2620
3417
1693
2178
3355
4320
2489
2545
2560
2497
2299
3351
2992
3917
2686
3114
2052
2940
4955
1999
4790
1379
1455
1837
2375
1276
1316
1737
1266
1614
821
1022
1609
2056
1239
1220
1296
1214
1124
1605
1433
1914
1301
1474
993
1431
2397
1027
4804
1345
1469
1929
2416
1281
1454
1899
1354
1803
873
1157
1747
2264
1250
1325
1263
1283
1175
1746
1559
2003
1385
1640
1059
1509
2558
972
SN
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
VDC
Nerpa
Nirmalidanda
Nunthala
Patheka
Pauwasera
Phedi
Rajapani
Rakhabandel
Rakhadipsung
Ratanchha
Ribdungmaheshwori
Salle
Sapteshwor
Sapteshworchhitapokhari
Saunechaur
Sawakatahare
Simpani
Sunngdel
Suntale
Temma
Waplukha
Yamkha
Total
HH
Number
652
402
339
790
400
766
675
574
194
597
520
371
487
509
458
614
713
603
360
780
499
611
42859
Average
source: District Profile appendix, census 2001
Total
Male
Female
Family Size
3456
2124
1792
4374
2455
3893
3938
2866
972
3221
2719
1883
2484
2927
2555
3297
3712
3059
2148
4075
2631
3416
230898
1592
1040
855
2123
1207
1925
1922
1383
492
1543
1353
928
1200
1490
1241
1609
1801
1528
1042
1978
1211
1649
112352
1864
1084
937
2251
1248
1968
2016
1483
480
1678
1366
955
1284
1437
1314
1688
1911
1531
1106
2097
1420
1767
118546
5.3
5.28
5.29
5.54
6.14
5.08
5.83
4.99
5.01
5.4
5.23
5.08
5.1
5.75
5.58
5.37
5.21
5.07
5.97
5.22
5.27
5.59
5.41
Growth
rate
%
-0.07
-0.87
1.09
0.58
2.51
0.43
1.43
-0.17
0.23
0.14
0.31
-0.25
0.11
0.34
1.33
0.8
0.32
0.75
1.65
-0.18
0.23
0.91
0.74
Total
Male
Female
3434
1963
1976
4608
3069
4046
4475
2822
992
3262
2796
1841
2509
3018
2878
3542
3820
3272
2489
4009
2686
3706
1582
961
943
2236
1509
2001
2184
1362
502
1563
1391
907
1212
1536
1398
1729
1854
1634
1207
1946
1236
1789
1852
1002
1033
2371
1560
2045
2291
1460
490
1699
1405
934
1297
1482
1480
1813
1967
1637
1282
2063
1450
1917
247097
120281
126816
Agro-based Industries
Bank
Agri. Service Center
Vetnery
Post Office
Telephone office
Electricity
Cooperative
00
0.0
00
0.0
00
0.0
10
1.0
10
1.0
10
1.0
00
0.0
00
0.0
20
2.0
0.0
1.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2.0
10.0
2.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
1.0
0.0
0.0
2.0
1.0
4
Jayaramghat
Bahunidanda
116.0
0.0
1.0
1.0
0.0
1.0
20.0
15.0
10.0
1.0
2.0
5.0
10.0
3.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
0.0
1.0
3.0
5
Bakachol
Bakachol
293.0
0.0
1.0
0.0
0.0
1.0
3.0
3.0
7.0
1.0
0.0
2.0
7.0
0.0
0.0
0.0
2.0
1.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
0.0
1.0
2.0
6
Baksila
Baksila
450.0
1.0
1.0
1.0
0.0
1.0
4.0
12.0
30.0
3.0
1.0
6.0
0.0
2.0
5.0
10.0
1.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
1.0
1.0
0.0
0.0
3.0
3.0
7
Barahapokhari
Barahapokhari
348.0
0.0
1.0
1.0
0.0
1.0
4.0
4.0
8
Bhandareghat
Batase
257.0
0.0
0.0
1.0
0.0
1.0
9.0
9.0
9.0
0.0
1.0
0.0
0.0
0.0
1.0
0.0
3.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
9
Buipa
Buipa
559.0
1.0
1.0
1.0
0.0
1.0
5.0
0.0
20.0
5.0
2.0
5.0
10.0
1.0
0.0
10.0
1.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
1.0
0.0
0.0
1.0
2.0
6.0
VDC
S. No.
50
5.0
10 0
10.0
3.0
1.0
2.0
0.0
0.0
0.0
0.0
10
1.0
0.0
00
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
0.0
1.0
NGO
0.0
3.0
10 0
10.0
Floor Mill
0.0
3.0
15 0
15.0
Water Mill
0.0
5.0
Hattiya
1.0
1.0
Electrical/
Mechanical Shop
0.0
0.0
Stationery
0.0
15.0
HH Goods
5.0
10.0
Fancy
100 0
100.0
5.0
5.0
Medical Shop
30 0
30.0
6.0
1.0
Hardware
50
5.0
0.0
0.0
Health Post
00
0.0
0.0
1.0
Hospital
10
1.0
1.0
1.0
Primary School
20
2.0
0.0
1.0
High School
10
1.0
0.0
599.0
Campus
10
1.0
201.0
Arkhaule
Population, 2067
1074 0
1074.0
Arkhaule
Arkhaule
Market Center
Ei
Eiselukharka
l kh k
Bijule
3
25 0
25.0
2
1.0
S. Chhitapokhari
120.0
0.0
0.0
1.0
0.0
0.0
3.0
1.0
5.0
0.0
0.0
0.0
20.0
0.0
0.0
10.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
11 Chisapani
Chisapani
715.0
1.0
1.0
1.0
1.0
0.0
7.0
20.0
30.0
2.0
3.0
30.0
30.0
10.0
0.0
0.0
2.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
1.0
1.0
0.0
0.0
1.0
1.0
12 Dobela
Chiuridanda
684.0
1.0
1.0
1.0
0.0
1.0
6.0
6.0
4.0
0.0
0.0
4.0
0.0
0.0
0.0
0.0
1.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
0.0
1.0
0.0
13 Chyasmitar
Chyasmitar
154.0
1.0
1.0
1.0
0.0
1.0
2.0
0.0
15.0
0.0
3.0
2.0
0.0
1.0
0.0
0.0
2.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
0.0
1.0
2.0
14 Okhare
Dandagaun
362.0
1.0
1.0
1.0
0.0
1.0
5.0
5.0
15 Buwajorghat
Devisthan
197.0
0.0
1.0
1.0
0.0
1.0
15.0
10.0
15.0
0.0
2.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
0.0
0.0
1.0
16 Diktel
Diktel
5197.0
1.0
4.0
13.0
1.0
0.0
25.0
30.0
200.0
20.0
2.0
300.0
200.0
7.0
5.0
10.0
5.0
0.0
2.0
2.0
1.0
0.0
0.0
2.0
1.0
1.0
1.0
1.0
1.0
5.0
50.0
10 Panchami
5.0
0.0
1.0
0.0
3.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
3.0
8.0
0.0
1.0
4.0
3.0
0.0
0.0
0.0
1.0
0.0
2.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
0.0
2.0
3.0
0.0
1.0
12.0
10.0
11.0
0.0
2.0
1.0
1.0
1.0
0.0
0.0
2.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
0.0
1.0
5.0
20 Demletar
Jaleshwori
204.0
0.0
1.0
1.0
0.0
1.0
0.0
0.0
3.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
21 Jalpa
Jalpa
503.0
1.0
1.0
0.0
0.0
1.0
9.0
13.0
17.0
1.0
1.0
5.0
1.0
7.0
0.0
10.0
2.0
1.0
0.0
1.0
2.0
1.0
1.0
0.0
0.0
1.0
1.0
0.0
0.0
5.0
1.0
22 Kharpa
Kharpa
473.0
1.0
1.0
1.0
0.0
1.0
12.0
15.0
15.0
0.0
1.0
1.0
15.0
5.0
0.0
0.0
4.0
1.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
0.0
1.0
5.0
23 Khotang bazar
Khotang
585.0
1.0
1.0
6.0
0.0
1.0
10.0
20.0
30.0
4.0
3.0
10.0
1.0
5.0
6.0
10.0
5.0
0.0
0.0
0.0
1.0
0.0
0.0
0.0
1.0
1.0
1.0
0.0
0.0
2.0
2.0
24 Kuvinde
Kuvinde
291.0
0.0
1.0
1.0
0.0
0.0
7.0
10.0
10.0
0.0
1.0
2.0
10.0
6.0
0.0
0.0
1.0
1.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
1.0
0.0
0.0
1.0
1.0
25 Lamidanda
Lamidanda
350.0
1.0
1.0
1.0
1.0
0.0
25.0
15.0
22.0
2.0
1.0
3.0
5.0
1.0
0.0
0.0
5.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
1.0
0.0
0.0
1.0
2.0
26 Halesi
Mahadevsthan
385.0
1.0
1.0
1.0
0.0
1.0
10.0
3.0
20.0
0.0
2.0
4.0
0.0
0.0
0.0
0.0
1.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
1.0
1.0
0.0
0.0
1.0
4.0
27 Manebhanjyang
Mattim
506.0
1.0
1.0
1.0
0.0
1.0
0.0
2.0
20.0
0.0
1.0
10.0
1.0
1.0
2.0
0.0
1.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
1.0
1.0
0.0
0.0
0.0
0.0
28 Nunthala
Nunthala
352.0
0.0
1.0
1.0
0.0
1.0
10.0
15.0
20.0
1.0
1.0
1.0
0.0
5.0
0.0
0.0
3.0
0.0
0.0
1.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
0.0
2.0
3.0
29 Dhartung
Phaktang
193.0
1.0
1.0
1.0
0.0
1.0
0.0
5.0
15.0
0.0
0.0
1.0
20.0
1.0
0.0
0.0
1.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
1.0
0.0
0.0
0.0
3.0
2.0
30 Sukrabare
Phedi
150.0
0.0
1.0
0.0
0.0
1.0
4.0
6.0
7.0
0.0
1.0
3.0
2.0
0.0
0.0
0.0
2.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
0.0
2.0
0.0
31 Regmitar
Rajapani
123.0
0.0
0.0
1.0
0.0
0.0
2.0
6.0
11.0
0.0
2.0
2.0
0.0
0.0
1.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
2.0
32 Rakha
Rakhabangdel
260.0
0.0
1.0
1.0
0.0
1.0
2.0
6.0
11.0
0.0
2.0
2.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
0.0
1.0
2.0
33 Chhit
Chhitapokhari
kh i
S Chhit
Chhitapokhari
kh i
103.0
103 0
0.0
00
1.0
10
0.0
00
0.0
00
0.0
00
55.0
0
44.0
0
77.0
0
11.0
0
22.0
0
33.0
0
55.0
0
33.0
0
00.0
0
00.0
0
00.0
0
00.0
0
00.0
0
00.0
0
00.0
0
00.0
0
00.0
0
00.0
0
11.0
0
11.0
0
11.0
0
00.0
0
00.0
0
00.0
0
00.0
0
34 Simpani
Simpani
400.0
1.0
1.0
1.0
0.0
1.0
6.0
5.0
14.0
0.0
4.0
4.0
14.0
2.0
0.0
10.0
2.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.0
0.0
1.0
0.0
0.0
0.0
0.0
18.0
33.0
48.0
5.0
24.0
238.0
298.0
725.0
47.0
48.0
446.0
373.0
74.0
31.0
90.0
54.0
11.0
13.0
43.0
102.0
1.0
4.0
1.0
0.0
2.0
0.0
4.0
4.0
1.0
2.0
29.0
1.0
1.0
Median Population
488
357
351
715
357
350
351
349
401
374
362
409
450
506
559
393
383
2,808
503
585
503
503
5,197
506
505
357
5,197
5,197
352
351
Weight
1.40
1.02
1.01
2.05
1.02
1.00
1.01
1.00
1.15
1.07
1.04
1.17
1.29
1.45
1.60
1.12
1.10
8.04
1.44
1.68
1.44
1.44
14.89
1.45
1.45
1.02
14.89
14.89
1.01
1.01
Source: Market Survey
6.0
0.0
1.0
0.0
1.0
0.0
0.0
0.0
1.0
1.0
0.0
0.0
1.0
0.0
1.0
0.0
1.0
0.0
0.0
1.0
1.0
0.0
0.0
0.0
1.0
0.0
0.0
0.0
1.0
0.0
0.0
0.0
1.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2.0
0.0
0.0
250.0
0.0
0.0
0.0
418.0
4.0
0.0
0.0
103.0
0.0
0.0
0.0
Dumredharapani
0.0
0.0
1.0
Dikuwa
0.0
0.0
0.0
Durchim
0.0
0.0
0.0
19 Chhapdanda
Total Functions
0.0
0.0
18 Dumredharapani
17 Raighat
0.0
8.0
Market Center grading
A(>100), B (50-100, C (25-50)) D
(potential)
Mechcanical Febrication
00
0.0
Eiselukharka
Ei l kh k
2
40
4.0
Ranking
Handycraft
10
1.0
Grocery Shop
00
0.0
1
30
3.0
239.66
239
19.2
74.8
77.3
33.9
98.2
26.7
35.0
78.2
49.5
155.5
27.8
34.3
28.8
47.3
1023.9
13.1
46.1
52.5
7.1
95.7
85.4
135.4
58.4
92.4
53.9
48.3
68.7
59.3
30.9
28.7
39.8
37 1
37.1
77.7
2
32
12
11
26
5
31
24
9
18
3
30
25
28
20
1
33
21
17
34
6
8
4
15
7
16
19
13
14
27
29
22
23
10
A
D
B
B
C
B
C
C
B
C
A
C
C
C
C
A
D
C
B
D
B
B
A
B
B
B
C
B
B
C
C
C
C
B
Service Center
Forest Based Industries
Industries
Textile & Leather
Commercial
Restaurant & Tea Shop
Health
Hotel Lodge
Educational
Centrality Index
Table B.2 Market Centre Analysis- Centrality Index
3 District Road Inventory
Table B
B.3
S.N Name of Transport Linkage:
Total Length
(km)
Types of
transport
Linkage
Route Description
Start point
End point
Name of Serttlements
Passess through
Gurung gaun, kami gaun,
Sharki gaun, Newar gaun,
Bada gaun, Panchadobhato,
Dhiwa, Mala, Mahabhir
Serviceability
Vehicle
Operating
g ((Km))
Length
Vehicle Reached Seasonal /All
Place
Weather Road
Detail
Survey
Date of
Construction
Construction
Method
10
Mala,
Bijayakharka
Seasonal
Yes
2065-2066
5 km labour
based,
5 km excavator
Labour
Based
Km
Excavato
r
Km
Funded by
5
5
VDC, DDC,
RRN,
Community
DDC, Users
committee, RRN
0
3
7.00
Rehab
Bends and grade not maintained
properly.
This road importance is foreseen as
the connection with in the hilly
region, Mid hill highway
Difficulty in passing in Halesi
Arkhaule section, 3 m width,
passing zone with in 1-1.5 km
Implemented by
easily Passable with
Impassable
Intervention
passable difficulty and
(KM)
Required
((KM))
risk ((KM))
Remarks
Maure- Phoksintar
10.0
H09
Maure
Mala,
Bijayakharka
Diktel-Jayaramghat
65.0
H18
Diktel,
Ratnapark
Jayaramghat
Chyasmitar, Halesi,
Naulapur, Arkhaule
Naulapur
65
Jayaramghat
Okhaldhunga
border
Seasonal
Yes
2056-2066
Labour based
65.00
0
ADB, DFID
USADP, RAP
0
62
3.00
Maintenance/
rehab in some
section only
Diktel-Chyandanda
48.1
H18
Diktel, Ratna
park
Chyandanda
Solma, Bhulke, Nerpa,
Dhikure, Kahule,
Thuwasung,
bajechyandanda
48.1
Bajhe
chyandanda
Bhojpur border
Seasonal
Yes
2063-2065
Labour based
48.10
0
RAP, DDC, 5
VDC
RAP
0
46
2.10
Maintenance/
Sekhuwa chyandanda, water
rehab in some
drainage not maintained properly
section only
Bijule-Lamidanda
10.3
F178
Bijuli
Lamidanda
Lekkharka, Bhadare,
Lamidanda
10.3
Lamidanda
All weather
Yes
2056-2066
labour based
10.30
0
ADB, DDC,
DFID
DDC, USADP,
RAP
0
10.3
0.00
Maintenance
Lamidanda-Rabuwa
10.1
RRB
Lamidanda
airport
Rasuwa
Lamidanda,Kamitol, Majhi
gaun, Rabuwa
10.1
Rasuwa
Seasonal
Yes
2066/67
Excavator
0
10.08
DDC, VDC,
Community
DDC, VDC
0
1.5
8.58
Rehab
7.1
RRA
Lamidanda
Kharpa
Simkharka
Simkharka,
Biralibhanjyang, kafle,
Jogidanda, Bhattarai gaun,
Ratamata, kalleri
6.5
Kalleri
Seasonal
Yes
2064-2066
3 km labour
based/4.09 km
excavator
3
4.09
DDC,
Community
DDC, Users
committee
0.6
3.56
2.93
Rehab
8.3
RRA
Hurlung
Jalpa
Chapkharka, Pokhari, Jalpa
8.28
Jalpa
Seasonal
Yes
2062-2066
Labour
based/excavator
4.2
4.08
VDC, DDC
VDC
DDC,
Community
VDC, DDC,
various users
committee,
0
0
8.28
Rehab
No structures, lack of cambering
Harelo danda-Kharmi
5.3
Village road
Ful Bisauna,Soti, Barmali
gaun, Sabru Gurung gaun
0
Yes
2066/67
Excavator
0
5.3
DDC,
Community
DDC
5.3
0
0.00
village roadrehab
and compaction
9.5
RRA
Diktel,
Ratnapark
Kharmi/patheka
Solma, Talkharka, Kharmi
jungle
3.3
Talkharka
Seasonal
Yes
2066/67
3 km labour
based/excavator
3
6.5
DDC,
Community
DDC
6.2
3.3
0.00
Rehab
3.2
RRB
Ratna park,
Diktel
Hospital, Diktel
Sharkigaun, Bhutedando
3.2
Diktel Hospital
Seasonal
Yes
2065-2066
Labour based
3.2
0
ADB, DDC,
DFID
USADP, RAP
0
3.17
0.00
Rehab
Diktel-Dobela
3.8
RRB
Hospital,
Diktel
Acharya tole,
Diktel
Ditktel Hospital, Acharya
tole
0.98
Acharya tole,
Diktel
Seasonal
Yes
2065-2066/67
Excavator
0
3.8
DDC,
Community
DDC, Users
committee
2.82
0
0.96
Rehab
Chyandanda-Dandagau
5.6
RRB
Bajechyandanda
Mahabhir
Bajechyandanda,
Dandagaun, Mahabhir
0
non motorable
Non
motorable
Yes
2065-2066/67
Labour based
0
5.6
DDC,
Community
DDC
5.6
0
0.00
villae roadrehab
No structures, track
N
k openedd ddoesnt
meet rural road standard in many
section
50.8
RRA
Hospital,
H
it l
Diktel
ap. Chhittapokha
Diktel, Laphyang, Temma,
Y kh Dandagaun
Yamkha,
D d
,
Chhorombu, Chipring, Sap.
Chhitapokhari
0
U d
Under
construction
Underconstruc
U
d
t
tion
Yes
2065-2067
Labour based
50.8
0
DFID
DDC, RAP
50.8
0
0.00
ongoing--
U d construction,
Under
t ti
planned
l
d to
t
complete in 2011
0
non motorable
Non
motorable
Yes
2065-2067
Labour
based/excavator
3.3
4.3
VDC, DDC
VDC
DDC,
ban samiti,
Community
VDC,DDC, user
committee
7.6
0
0.00
Rehab
1
2
3
4
5
6
7
8
Harelo danda
Sabru, Kharmi
(Nerpa)
non motorable Non motorable
9
10
11
12
13
Dhaplang-Chisapani
7.6
RRA
Dhaplang
Cheketum
dhaplang Majhigaun,
Sankhudhunga,
S
kh dh
chekethum,
h k th
chhatretar, Sisner,
Kimbukhola, Ghorinkga,
cheketum
(Indrenipokhari)
2.2
RRB
Ramailo,
Gaighat
Rasuwa
Ramailo, Gaighat
0
non motorable
Non
motorable
Yes
2066/67
Labour based
2.2
0
DDC, VDC,
Community
DDC, Users
committee
2.2
0
0.00
no significant
legth
Diktel-Khanidanda
5.8
RRA
Hatdanda
Khanidanda
Siddeshwori Mai,
Dandakharka
5.8
Khanidanda
seasonal
Yes
2062-2065
Labour based,
excavator for
maintenance
5.8
0
DDC,
Community
DDC, User
committee
0
0
5.80
Rehab
Diktel-Bamrang
6.1
RRB
Diktel,Ratnapark
Bamrang
Ratnapark, Bamrang,
6.1
Bamrang
seasonal
yes
2066/67
Excavator
0
6.1
DDC, VDC,
Community
DDC, VDC
0
3
3.10
Maintenance
204
55
81
136
42
14
15
16
17
Total
Source: Road Inventory Survey
259
178
Table B
B.4
4 Traffic Count
S.N
Ref No.
1
2
3
4
5
H09
H18-DJ
H18-DC
F178
13B001R
Name of Transport Linkage:
Maure- Phoksintar
Diktel-Jayaramghat
Diktel-Chyandanda
Bijule-Lamidanda
Lamidanda-Rabuwa
Lamidanda- Aiselukharka13A004R
6
Bakachol
7 13A006R Hurlung-Jalpa-Bakshila
8
13B010R Harelo danda-Kharmi
13A008R Diktel-Patheka-Baksila
9
10 13B012R Diktel Ratnapark-Hospital
11 13B014R Diktel-Dobela
13B015R Chyandanda-Dandagau
12
13 13A017R Diktel-Khotang bazar
14 13A023R Dhaplang-Chisapani
13B024R
15
(Indrenipokhari)
16 13A013R Diktel-Khanidanda
17 13B011R Diktel-Bamrang
Source: Traffic Count/RRPA, MOC
Pedestrian Porter
Average daily traffic volume
Car/ Jeep/
Pack
Bicycle Rickshaw
Motorcycle Carts
Van
Animal/Mule
100
210
75
150
100
0
10
22
6
25
4
5
0
0
2
100
160
20
6
1
9
100
5
1
150
250
75
10
0
3
6
2
1
10
200
200
0
10
15
0
1
7
100
150
40
50
2
3
7
2
1
0
0
1
0
0
0
1
3
1
12
10
6
4
10
2
7
7
10
2
Light
Truck
0
11
0
0
Median
Truck
7
2
12
2
2
Heavy
Tractor Minibus Bus
Truck
0
0
0
4
8
0
1
2
0
2
Remarks
1
0
0
2
5
non
motorable
non
motorable
5
non
motorable
2
5
Table B.5 Traffic Volume calculation
S.N.
Ref No.
1
2
3
4
5
H09
H18-DJ
H18-DC
H18 DC
F178
13B001R
Name of Road Link
Transport Unit (TU)
6 13A004R
7
8
9
10
11
12
13
14
13A006R
13B010R
13A008R
13B012R
13B014R
13B015R
13A017R
13A023R
15 13B024R
16 13A013R
17 13B011R
Maure- Phoksintar
Diktel-Jayaramghat
Diktel-Chyandanda
Diktel Chyandanda
Bijule-Lamidanda
Lamidanda-Rabuwa
Harelo danda-Kharmi
Diktel-Dobela
Chyandanda-Dandagau
Dhaplang-Chisapani
R
h t Th l h
(Indrenipokhari)
Diktel-Khanidanda
Diktel-Bamrang
Average daily traffic volume (PCU)
Car/ Jeep/
Light
Pack
Pedestrian Porter
Bicycle Rickshaw
Motorcycle Carts
Van
Truck
Animal/Mule
Median
Truck
Heavy
Total Traffic
Tractor Minibus Bus
Truck
Unit
0.2
20
42
15
30
20
0.4
0
4
8.8
2.4
10
2.0
8.0
10.0
0.0
0.0
4.4
0.5
0
0
0
0
0
1
0
0
0
0
0
1
1
0
0
1
0
0.5
6
5
3
2
5
2
0
0
0
0
0
1.5
0
16.5
0
0
0
3
21
6
36
6
6
4
0
0
0
0
0
1.5
0
6
12
0
0
3
3
6
0
6
0
4
4
0
0
0
0
63
96
75
47
45
20
8
2.8
0
0
0
1
0
0
6
0
0
0
0
38
32
20
30
50
15
2
40
40
2.4
2
4
0
1.2
0
4
6
18.0
2.0
11.0
3.0
2.0
0.0
2.0
14.0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
1
0
0
0
0
3.5
0
3.5
5
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
15
0
0
15
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
74
24
49
74
19
2
46
60
20
20
14.0
0
0
0
0
0
0
0
0
0
0
0
54
30
8
0.8
1.2
3.0
2.0
0
0
0
0
0
0
1
2.5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
35
14
Table B.6 Trail Bridge Inventory
1
Bridge
Number
Name
12 5 001 18 06 1 Hauchar Khola
2
12 5 003 18 06 1 Rawa Khola II
N
3
12 5 003 18 06 2 Kalleri
ST
4
12 5 004 18 06 1 Rabuwa
R b
D
M i
Main
Dh
Dharapani
i
L id d
Lamidanda
1995/1996
G N
GoN
5
12 5 004 18 06 2 Tindovan
ST
28
Langur khola
Local
Lamidanda
Lamidanda
2000/2001
USADP
6
12 5 004 18 06 3 Tindovan
D
61.1
Langur Khola
Local
Lamidanda
Lamidanda
2004/2005
DDC
7
12 5 008 18 06 1 Dasgatae Phedi
D
78.5
Tap Khola
Local
Kharmi
Baksila
2000/2001
USADP
8
12 5 008 18 06 2 Katike
D
45.3
Tap Khola
Local
Kharmi
Baksila
2003/2004
DDC
9
12 5 009 18 06 1 Damdipuchar
di h
S.N.
Type
D
VDC/Municipality
Left bank
Right bank
Kubhinde
Hangchur
Com.
FY
1996/1997
Main
Dharapani
Kubhinde
1985/1986
GoN
Local
Kharpa
Kubhinde
2000/2001
USADP
Span
River
30.2 Hauchar Khola
Trail
Local
110.2 Rawa Khola
32
Kalleri khola
116 4 Rawa
116.4
R
Kh
Khola
l
Coordinates
East North Source
27º-15' 86º-39'
Map
Funding Agency
Local
Foreign
DDC
SDC
D
30
di kh
l
Damdi
khola
Locall
h k
Patheka
Banspanii
1989/1990
10 12 5 009 18 06 2 Rati
D
60
Tap Khola
Local
Patheka
Banspani
1999/2000
USADP
11 12 5 010 18 06 1 Rawa Khola I
D
72
Rawa Khola
Main
Duwekoldanda Jalpapur
1977/1978
GoN
12 12 5 010 18 06 2 Tap Khola
D
39.5
Tap Khola
Main
Shapteshwor
Jalpapur
1985/1986
GoN
13 12 5 011 18 06 1 Walpher
D
54
Lamju Khola
Local
Jalpapur
Kharmi
2004/2005
DDC
27º-18' 86º-49'
Map
SDC
SDC
AA G
KAABGN
SDC
14 12 5 012 18 06 1 Damdipuchar
D
59.8
Tap Khola
Local
Patheka
Khatamchha
1997/1998
KAABGN
15 12 5 012 18 06 2 Kudung
D
56
Tap Khola
Local
Phedi
Khatamchha
1997/1998
KAABGN
16 12 5 012 18 06 3 Dhungri Khola
D
57.2
Tawa Khola
Local
Phedi
Khatamchha
1999/2000
DDC
SDC
17 12 5 012 18 06 4 Khupata
D
70.6
Tap Khola
Local
18 12 5 012 18 06 5 Khupatung
D
70.6
Tap Khola
Local
19 12 5 012 18 06 6 Tap Khola
D
69
Tap Khola
20 12 5 012 18 06 7 Tapdamdi
N
59.8
Tap Khola
21 12 5 013 18 06 1 Tap Khola II,
N
67
Tap Khola
22 12 5 013 18 06 10 Pipingphedi
D
65.3
Chamuwa Khola
Local
Phedi
23 12 5 013 18 06 11 Khokma
D
44
Tap Khola
Local
Phedi
24 12 5 013 18 06 12 Kudung
D
44
Tap Khola
Local
Phedi
25 12 5 013 18 06 13 Chammuwa
D
42.5
Chammuwa Khol
Local
Phedi
26 12 5 013 18 06 2 Kudung
D
35
Tap Khola
Local
27 12 5 013 18 06 3 Chyandanda
D
55
Sapsu Khola
Local
28 12 5 013 18 06 4 Patkaru
D
42.5
Chumuwa Khola
29 12 5 013 18 06 5 Kudungpuchar
ST
32
Dhungi Khola
30 12 5 013 18 06 6 Nakti Dovan
D
64
31 12 5 013 18 06 7 Piulung Phedi
ST
64.5
Khatamchha
Khatamchha
2003/2004
DDC
SDC
Khatamchha
Khatamchha
2003/2004
DDC
SDC
Local
Khatamchha
Khatamchha
1997/1998
KAABGN
Local
Khatamchha
Khatamchha
1997/1998
KAABGN
Main
Khatamchha
Phedi
1986/1987
GoN
Phedi
2003/2004
DDC
Phedi
1988/1989
KAABGN
Phedi
1988/1989
KAABGN
Phedi
1997/1998
KAABGN
Phedi
Phedi
1993/1994
KAABGN
Phedi
1993/1994
KAABGN
Local
Phedi
Phedi
1997/1998
KAABGN
Local
Khatamchha
Phedi
1997/1998
KAABGN
27º-18' 86º-52'
27º-19' 86º-58'
Map
Map
Taap Khola
Local
Phedi
Phedi
1997/1998
DDC
Chammuwa Khol
Local
Phedi
Phedi
1999/2000
USADP
SDC
SDC
32 12 5 013 18 06 8 Nakti Dovan
D
35
Tawa Khola
Local
Phedi
Phedi
1999/2000
DDC
SDC
33 12 5 013 18 06 9 Sawaryaksa
D
69.6
Taap Khola
Local
Phedi
Phedi
2000/2001
DDC
SDC
Bridge
Number
Name
34 12 5 015 18 06 1 Lamju Dobhan
S.N.
Type
D
Span
River
71
Taap Khola
Trail
Local
Tuwa Khola
Local
Kharuwa Khola
Local
Coordinates
East North Source
27º-4 ' 86º-49'
Com.
FY
1997/1998
Chipring
Shapteshwor
2005/2006
KAABGN
Shapteshwor
Shapteshwor
1992/1993
KAABGN
35 12 5 015 18 06 2 Tuwa Khola
D
53.5
36 12 5 015 18 06 3 Kharuwa
D
49
37 12 5 016 18 06 1 Godu Khola
D
55.7
Godu Khola
Local
Sungdel
Sungdel
2004/2005
38 12 5 018 18 06 1
D
70
Humle Khola
Local
Bakachol
Bakachol
1997/1998
27º-22'' 86º-52'
Map
VDC/Municipality
Left bank
Right bank
Jalpapur
Shapteshwor
Map
Funding Agency
Local
Foreign
DDC
SDC
DDC
39 12 5 018 18 06 2 Hume
D
70
Hume Khola
Local
Bakachol
Bakachol
1997/1998
40 12 5 019 18 06 1 Rawa Khola
D
99.4
Rawa Khola
Local
Hangchur
Makpa
1999/2000
DDC
41 12 5 022 18 06 1 Sillauri Ghat
D
28.3
Dudhkoshi
Local
Kuebhire
Jyamire
2000/2001
USADP
42 12 5 023 18 06 1 Liding Khola
D
107.8 Liding Khola
Main
Ainselukharka
Rakhawagndel
1986/1987
GoN
43 12 5 023 18 06 2 Pipicha-Sapteshwar
D
79.8
Local
Shapteshwor
Rakhawagndel
1999/2000
DDC
Rawa Khola
SDC
KAABGN
KAABGN
SDC
SDC
44 12 5 026 18 06 1 Nakhampuchar
D
30
Lungduwa Khola
Local
Patheka
1997/1998
45 12 5 026 18 06 2 Bhagu Khola
D
59.5
Bhagu Khola
Local
Patheka
Patheka
2000/2001
DDC
KAABGN
SDC
46 12 5 026 18 06 3 Chhiruwa Khola
D
61.8
Dekhum Khola
Local
Kharmi
Patheka
2000/2001
DDC
SDC
47 12 5 026 18 06 4
D
28
Kang Khola
Local
Patheka
Patheka
1989/1990
KAABGN
48 12 5 026 18 06 5 Khomma
D
40
Tap Khola
Local
Patheka
Patheka
1989/1990
KAABGN
49 12 5 026 18 06 6 Lungduwa
D
37
Lungduwa Khola
Local
Patheka
Patheka
1997/1998
KAABGN
50 12 5 027 18 06 1 Kiwa Dovan
D
55.5
Mewa Khola
Local
Nerpa
Nerpa
1998/1999
KAABGN
51 12 5 027 18 06 2 Mewa
D
56
Mewa Khola
Local
Nerpa
Nerpa
1998/1999
KAABGN
52 12 5 028 18 06 1 Chebbe/Miyan
D
45
Chebbe Miyan Kh
Main
Ditail
Cheuredadha
1983/1984
GoN
53 12 5 028 18 06 2 Runku Dovan
D
68.4
Sapsu
p Khola
Local
Ratamchha M
Cheuredadha
1999/2000
DDC
SDC
54 12 5 028 18 06 3 Setibhir
D
53
Jorlapse khola
Local
Nirmaledadha
Cheuredadha
2000/2001
DDC
SDC
55 12 5 028 18 06 4 Setibhir
D
34.5
Lapse Khola
Local
Nirmaledadha
SDC
56 12 5 029 18 06 1 Alaiche
D
60
Sapsu Khola
Local
Cheuredadha
2000/2001
DDC
Nirmaledadha
1999/2000
USADP
57 12 5 029 18 06 2 Piulung Devisthan
D
60
Sapsu Khola
Local
Nirmaledadha
2000/2001
USADP
58 12 5 030 18 06 1 Sapsu
p Khola I
N
74
Sapsu
p Khola
Main
Lafyang
y g
Matimbirta
1983/1984
GoN
59 12 5 030 18 06 2 Tap Khola
D
45
Tawa Khola
Local
Temma
Matimbirta
1998/1999
60 12 5 030 18 06 3 Sirubari
D
52.2
Tawa Khola
Local
Chittapokhari
Matimbirta
1999/2000
DDC
SDC
61 12 5 030 18 06 4 Sangutama
D
47.1
Makhuwa Khola
Local
27º-11' 86º-52'
Map
Ratamchha M
Matimbirta
2004/2005
DDC
SDC
62 12 5 030 18 06 5 Tawa Khola
D
57
Tawa Khola
Main
27º-08' 86º-32'
Map
Chittapokhari
Matimbirta
2004/2005
uw
63 12 5 031 18 06 1 Makhuwa
S
ST
20
uw Khola
o
Makhuwa
oc
Local
b
Matimbirta
c
/
Ratamchha
Maajj 2000/2001
US
USADP
64 12 5 031 18 06 2 Sila Papichakhu
D
39.1
Makhuwa Khola
Local
Matimbirta
Ratamchha Maaj 2000/2001
DDC
65 12 5 031 18 06 3 Sapsu
D
53
Sapsu Khola
Local
Ratamchha M
Ratamchha Maaj 1997/1998
KAABGN
66 12 5 033 18 06 1 Pungmayapuchar
D
40
Tawa Khola
Local
Chittapokhari
Khidima
1993/1994
KAABGN
67 12 5 033 18 06 2
ST
28
Tawa Khola
Local
Khidima
Khidima
1998/1999
KAABGN
KAABGN
KAABGN
SDC
Bridge
Number
Name
68 12 5 033 18 06 3 Tawa
S.N.
Type
D
Span
River
34.3 Tawa Khola
Trail
Local
Coordinates
East North Source
VDC/Municipality
Left bank
Right bank
Khidima
Khidima
Com.
FY
1993/1994
Funding Agency
Local
Foreign
KAABGN
69 12 5 035 18 06 1 Dikhuwa
D
106
Dikhuwa Khola
Local
Khalle
Bijayakharka
2003/2004
DDC
SDC
70 12 5 035 18 06 2 Sera Khola Dovan
D
63.4
Dikhuwa Khola
Local
Khalle
Bijayakharka
2006/2007
DDC
SDC
71 12 5 036 18 06 1 Dalle Dovan
D
28
Dikhuwa Khola
Local
Bamrang
Buyepa
1997/1998
72 12 5 036 18 06 2 Kusunkha
D
75.9
Dikhuwa Khola
Local
Khalle
Buyepa
2000/2001
73 12 5 036 18 06 3 Dikhuwa
ST
28
Dikhuwa Khola
Local
Buyepa
Buyepa
1997/1998
74 12 5 036 18 06 4 Bunwajor Ghat II
D
Main
Chaudandi
Buyepa
1995/1996
GoN
75 12 5 044 18 06 1 Dikhuwa Dobhan
LN
45
Dikhuwa Khola
Main
Rajapani
Ditail
1989/1990
DDC
76 12 5 044 18 06 2 Sanu Chepe
D
67
Sanu Chepe Kho
Local
Nerpa
Ditail
1998/1999
77 12 5 044 18 06 3 Devisthan
D
72
Chepe Khola
Local
Nerpa
Ditail
1999/2000
349.4 Sunkoshi River
KAABGN
DDC
SDC
KAABGN
KAABGN
DDC
SDC
SDC
78 12 5 044 18 06 4 Bhalu Khola
D
39.6
Bhalu Khola
Local
Ditail
Ditail
2000/2001
DDC
79 12 5 045 18 06 1 Dikhua Khola
D
79.8
Dikhuwa Khola
Main
Buyepa
Bamrang
1986/1987
GoN
80 12 5 046 18 06 1 Batophedi
D
63.3
Sapsu Khola
Local
Yamkha
Khalle
2006/2007
DDC
81 12 5 047 18 06 1 Dorungpuchar
D
30
Mewa Khola
Local
Lafyang
1993/1994
82 12 5 047 18 06 2 Kunai, Saapsu Khola
D
55.6
Sapsu Khola
Local
Matimbirta
Lafyang
1999/2000
DDC
83 12 5 047 18 06 3 Mewa Dovan
D
71
Sapsu Khola
Local
Matimbirta
Lafyang
2000/2001
USADP
SDC
KAABGN
84 12 5 047 18 06 4 Mewa
D
38
Mewa Khola
Local
Lafyang
Lafyang
1993/1994
85 12 5 048 18 06 1 Charuwa Dobhan
D
61.1
Sapsu Khola
Local
Dadhagaun
Rajapani
1995/1996
86 12 5 049 18 06 1 Dhunri
ST
28
Tukure Khola
Local
Yamkha
Yamkha
1998/1999
87 12 5 050 18 06 1 Tawa Khola
D
47
Tawa Khola
Main
Matimbirta
Temma
1983/1984
GoN
88 12 5 051 18 06 1 Mayangpa-Kharuwa
D
48.3
Kharuwa Khola
Local
Chorambo
Dadhagaun
2000/2001
DDC
USADP
SDC
KAABGN
DDC
SDC
KAABGN
SDC
89 12 5 052 18 06 1 Ghartung
ST
20
Ghartung khola
Local
Shapteshwor
Chittapokhari
2000/2001
90 12 5 052 18 06 2 Khik
D
43.6
Khik Khola
Local
Chittapokhari
Chittapokhari
1992/1993
91 12 5 053 18 06 1 Sapsu Dobhan
N
98
Sapsu Khola
Main
Rajapani
Batashea
1974/1975
GoN
92 12 5 053 18 06 2 Jyamire
y
D
70
Tuwa Khola
Local
Simpani
p
Batashea
1998/1999
DDC
SDC
93 12 5 053 18 06 3 Odare
D
50.3
Tuwa Khola
Local
Simpani
Batashea
2003/2004
DDC
SDC
94 12 5 053 18 06 4 Dhik Dobhan
D
55.3
DDC
Tuwa Khola
Local
Licchiramche
Batashea
2005/2006
49
Kharuwa Khola
Local
Chorambo
Chorambo
1992/1993
ST
24
Tuwa Khola
Local
Shapteshwor
Chipring
1999/2000
.
43.6
o
Khikuu Khola
oc
Local
d
po
Indranipokhari
o g Bazaar
Khotang
99 / 99
1992/1993
D
41.7
Khiku Khola
Local
Khotang Baza
Khotang Bazaar
2000/2001
95 12 5 054 18 06 1
96 12 5 055 18 06 1 Tuwa Khola
97 12 5 0577 18 06 1
98 12 5 057 18 06 2 Khiku Khola
99 12 5 057 18 06 3 Lache
KAABGN
SDC
KAABGN
USADP
G
KAABGN
DDC
SDC
SDC
D
81.8
Dumcha Khola
Local
Sawakatahare
Khotang Bazaar
2003/2004
DDC
100 12 5 058 18 06 1 Rasuwa Ghat
N
165
Sunkoshi
Main
Jyamire
Licchiramche
1981/1982
GoN
101 12 5 058 18 06 2 Tuwa Khola
D
63.2
Tuwa Khola
Main
Batashea
Licchiramche
1984/1985
GoN
Bridge
Number
Name
102 12 5 058 18 06 3 Bhorma Sawa Khola
S.N.
103 12 5 060 18 06 1 Khiku Khola
Type
D
D
104 12 5 061 18 06 1
VDC/Municipality
Left bank
Right bank
Barahapokhari Licchiramche
Com.
FY
2003/2004
Local
Khotang Baza
2005/2006
Sawa Khola
Local
Likuwapokhari Baadkadiyale
1998/1999
Span
River
90.8 Sawa Khola
Trail
Local
51.8
Khiku Khola
45.5
Coordinates
East North Source
Simpani
Funding Agency
Local
Foreign
DDC
SDC
DDC
SDC
KAABGN
79 12 5 045 18 06 1 Dikhua Khola
D
79.8
Dikhuwa Khola
Main
Buyepa
Bamrang
1986/1987
GoN
80 12 5 046 18 06 1 Batophedi
D
63.3
Sapsu Khola
Local
Yamkha
Khalle
2006/2007
DDC
81 12 5 047 18 06 1 Dorungpuchar
D
30
Mewa Khola
Local
Lafyang
1993/1994
82 12 5 047 18 06 2 Kunai, Saapsu Khola
D
55.6
Sapsu Khola
Local
Matimbirta
Lafyang
1999/2000
DDC
83 12 5 047 18 06 3 Mewa Dovan
D
71
Sapsu Khola
Local
Matimbirta
Lafyang
2000/2001
USADP
84 12 5 047 18 06 4 Mewa
D
38
Mewa Khola
Local
Lafyang
Lafyang
1993/1994
85 12 5 048 18 06 1 Charuwa Dobhan
D
61.1
Sapsu Khola
Local
Dadhagaun
Rajapani
1995/1996
SDC
KAABGN
SDC
KAABGN
DDC
86 12 5 049 18 06 1 Dhunri
ST
28
Tukure Khola
Local
Yamkha
Yamkha
1998/1999
87 12 5 050 18 06 1 Tawa Khola
D
47
Tawa Khola
Main
Matimbirta
Temma
1983/1984
GoN
88 12 5 051 18 06 1 Mayangpa-Kharuwa
D
48.3
Kharuwa Khola
Local
Chorambo
Dadhagaun
2000/2001
DDC
USADP
SDC
KAABGN
89 12 5 052 18 06 1 Ghartung
ST
20
Ghartung khola
Local
Shapteshwor
Chittapokhari
2000/2001
90 12 5 052 18 06 2 Khik
D
43.6
Khik Khola
Local
Chittapokhari
Chittapokhari
1992/1993
91 12 5 053 18 06 1 Sapsu Dobhan
N
98
Sapsu Khola
Main
Rajapani
Batashea
1974/1975
GoN
SDC
KAABGN
92 12 5 053 18 06 2 Jyamire
D
70
Tuwa Khola
Local
Simpani
Batashea
1998/1999
DDC
SDC
93 12 5 053 18 06 3 Odare
D
50.3
Tuwa Khola
Local
Simpani
Batashea
2003/2004
DDC
SDC
94 12 5 053 18 06 4 Dhik Dobhan
D
55.3
DDC
Tuwa Khola
Local
Licchiramche
Batashea
2005/2006
49
Kharuwa Khola
Local
Chorambo
Chorambo
1992/1993
ST
24
Tuwa Khola
Local
Shapteshwor
Chipring
1999/2000
43.6
Khiku Khola
Local
Indranipokhari
Khotang Bazaar
1992/1993
98 12 5 057 18 06 2 Khiku Khola
D
41.7
Khiku Khola
Local
Khotang Baza
Khotang Bazaar
2000/2001
99 12 5 057 18 06 3 Lache
95 12 5 054 18 06 1
96 12 5 055 18 06 1 Tuwa Khola
97 12 5 057 18 06 1
SDC
KAABGN
USADP
KAABGN
DDC
SDC
SDC
D
81.8
Dumcha Khola
Local
Sawakatahare
Khotang Bazaar
2003/2004
DDC
100 12 5 058 18 06 1 Rasuwa Ghat
N
165
Sunkoshi
Main
Jyamire
y
Licchiramche
1981/1982
GoN
101 12 5 058 18 06 2 Tuwa Khola
D
63.2
Tuwa Khola
Main
Batashea
Licchiramche
1984/1985
GoN
102 12 5 058 18 06 3 Bhorma Sawa Khola
D
90.8
Sawa Khola
Local
Barahapokhari
Licchiramche
2003/2004
DDC
SDC
103 12 5 060 18 06 1 Khiku Khola
D
51.8
Khiku Khola
Local
Khotang Baza
Simpani
2005/2006
DDC
SDC
45.5
Sawa Khola
Local
Likuwapokhari Baadkadiyale
1998/1999
oc
Local
Local
Local
o g Baza C
s p
Khotang
Chishapani
Damarkhushiw Likuwapokhari
Likuwapokhari Likuwapokhari
99 / 99
1992/1993
2000/2001
2004/2005
USADP
2000/2001
1979/1980
1997/1998
DDC
GoN
DDC
104 12 5 061 18 06 1
105 12 5 063 18 06 1
106 12 5 066 18 06 1 Khaptan Dovan
107 12 5 066 18 06 2 Likuwa Khola
(Mahabhir
108 12 5 068 18 06 1 Doktham Dovan
109 12 5 070 18 06 1 Bunwajor Ghat I
110 12 5 071 18 06 1 Mahabhir
D
ST
D
D
N
D
w Khola
o
54 S
Sawa
24 Likhuwa khola
64.5 Likuwa Khola
37.6 Sawa Khola
163.5 Sunkoshi
70.8 Rawa Khola
Local
Main
Local
27º-03' 86º-57'
Map
Shiddhipur
Sungdel
Sawakatahare
Devisthan
Diplung
KAABGN
G
KAABGN
KAABGN
SDC
SDC
S.N.
Number
111 12 5 071 18 06 2
112 12 5 071 18 06 3
113 12 5 072 18 06 1
114 12 5 072 18 06 2
115 12 5 073 18 06 1
116 12 5 074 18 06 1
117 12 5 074 18 06 2
118 12 5 074 18 06 3
119 12 5 075 18 06 1
120 12 5 075 18 06 2
121 125 066 18 06 3
Source: TBSU, 2010
Bridge
Name
Rawa Dhunge
Dandagaun
Chaplukha
Bhktuwakhola
Chiuribote
Betuwa Khola
B t
Betuwa
Dovan
D
Wachang
Dhaplang Ghat
Lamasoti
Sawa
Type
D
D
D
D
ST
D
D
D
D
D
D
Span
103.3
77.6
47.8
41.6
20
42
74 5
74.5
129.6
245.3
58
45.5
River
Rawa Khola
Sankh Khola
Ruwa Khola
Buktuwa Khola
Boya Khola
Pangre Khola
B t
Betuwa
khola
kh l
Wachang Khola
Sunkoshi
Okhare Khola
Sawa Khola
Trail
Local
Local
Local
Local
Local
Local
L l
Local
Local
Main
Local
Local
Coordinates
East North Source
VDC/Municipality
Left bank
Right bank
Baksila
Diplung
Diplung
Diplung
Devisthan
Mauwawotee
Mauwawotee
Mauwawotee
Pauwashera
Pauwashera
Phastang
Phastang
P
Pauwashera
h
Ph t
Phastang
Phastang
Phastang
Phastang
Saunechaur
Saunechaur
Saunechaur
Likuwapokhari Likuwapokhari
Com.
FY
1999/2000
2003/2004
1999/2000
2002/2003
2000/2001
1999/2000
2000/2001
2003/2004
1999/2000
2003/2004
1998/1999
Funding Agency
Local
Foreign
DDC
SDC
DDC
SDC
DDC
SDC
DDC
SDC
USADP
DDC
SDC
USADP
DDC
SDC
GoN
DDC
SDC
KAABGN
Table B. 7 Planned Road Network
Road
Class
Ref Code
Length
Total
New Section, km Length km
Name of Settlement Coverage
by New Road Section
1
Diktel-Phoksingtar
(Maure Phoksingtar)
H09
H09
44
72
Diktel, Nunthala, Maure, Buipa,
Gurung gaun, Panchedobhato,
Dhewa, mahabhir, Mala, Rajapani,
Kaule, Simpani, Chapleti,
Puranogaun,
Puranogaun Regmitar,
Regmitar Bhandare,
Bhandare
Ramailo, Tyamketar, Rasuwa,
Kalapani, Phokshintar
2
Dube-Dumredharapani
RRB
13B002R
8
8
Dube, Dumredharapani
3
Lamidanda- AiselukharkaB k h l
Bakachol
RRA
13A004R
28
35
Kharpa, Hauchur, Dube, Makpa,
Ai l kh k Bakachol
Aiselukharka,
B k h l
4
RRA
13A006R
15
23.28
5
Diktel
Patheka Baksila
RRA
13A008R
28
37 5
37.5
6
RRA
13A007R
25
25
No of crossings
Major
Minor
Ascending
Ridge Valley
Descending
T
Types
off
Alignment
0
29
15
Valley/Ascending/
descending
Dobekhola
0
0
8
Ascending/Descen
ding
kalleri khola
0
3
25
Valley/Ascending/
ddescending
di
Japla, Ghalegaun, Kothika,
Nebhade, Damthala, Barkhot,
Masankha, Khatrigaun
lamiun khola,
chheku khola,
Tap Khola
0
2
13
Valley/Ascending/
descending
Patheka (Nakham, Chimchima,
danda gaun, Damdi, suwa jun,
Chokhaune), Bhadaure, Namatem,
Chiprun, Baspani, Bakshila
Nakha khola,
dhobi khola,
khola
Tanmala Khola
0
0
28
Ascending/Descen
ding
Bakshila, pipaldanda, Biru danda,
Sungdel (Hasu), Dipsung, rumala,
rakha, Bandel, Badel, Bakachola
kankha khola,
rawa khola,
dhanumane
khola, chan
khola, liina
khola, Hume
khola
0
0
25
Ascending/Descen
ding
Sapteshwor Chittapokhari
(Khudurke, upper naran, watikhum,
kulagun, Dandakharka), Chiprin
(Balache, chiprin, pokhareltol,
(Nalechaur
Indrenepokhari (Nalechaur,
thalechaur, kattike), khotang bazar
Chhiprin khola
0
0
20
Ascending/Descen
ding
0
2
17
Valley/Ascending/
descending
0
0
28
Ascending/Descen
ding
7
RRA
13A017R
20
70.8
8
RRA
13A020R
19
19
Khotang bazar, Musbari, badaka,
(Sawa), khutta bitalab, chisapani
9
Dhaplang-Chisapani
RRA
13A023R
28
35.6
Dhaplang, Chhekethum,
Phemadanda, Sisneri, dhartung,
sintang, diplung, chisapanii
Sawa Khola,
Tuwa Khola
Types of Alignment
Rawa khola
Sawa Khola
Road
Class
Ref Code
Length
Total
New Section,, km Length
g km
Name of Settlement Coverage
byy New Road Section
Types of Alignment
No of crossings
Major
Minor
Ridge Valley
Ascending
Descending
Types of
Alignment
g
Rasuwaghat, Bastipur, Dhuseni,
Tallo Lichke, kubhinde,
Mathilolichhki, Simpani, Musmusa
0
0
15
Ascending/Descen
ding
12
Chisapani, Khiku, Arubote,
Bhanjyangkharka
1
0
11
Ridge/Ascending/D
escending
dunchha khola
4
0
12
Ridge/Ascending/D
escending
10
(Indrenipokhari)
RRB
13B024R
15
17.2
11
RRB
13B021R
12
12
RRB
13B019R
16
16
Khotang bazar, Thamkharka,
Roksing, Bhirkharka, Muldanda,
Seleme danda, (Pandhare in
bhojpur)
13
RRA
13A022R
19
19
Buwajorghat, Pauwasera,
Mauwabote, Diplung, Chisapani
Buwa khola,
Ruwa Khola
0
9
10
Valley/Ascending/
descending
14
Raighat-Chyasmitar
RRB
13B026R
12
12
g , Okhlan,, bhutiyakholagaun,
y
g ,
Raighat,
(Bhutiya khola), chhordipa,
Chyasmitar
Bhutiya khola
0
1
11
Valley/Ascending/
V
ll /A
di /
descending
15
RRB
13B009R
14
14
Damalun, phedi, Chinebari, Barkhe,
Thumki
0
14
Ascending/Descen
ding
16
Jalpa-Aiselukharka
RRA
13A005R
24
24
Purano gaun, Kharbari, Pikhum,
Sabalun, Bakchuwa, Bebla, Chhuka,
Aiselukharka
0
3
21
Ascending/Descen
ding
17
Regmitar- Diktel
(Regmitar-Lafyang)
RRA
13A025R
17
27
Regmitar, Simle, Takure, Diktel
0
17
0
Valley
18
Durchhim Mangaltar Ghopatar
RRB
13B027R
14
14
0
15
1.5
12 5
12.5
Valley/Ascending/
descending
19
RRA
13A016R
18
22.1
0
0
18
Ascending/Descen
ding
20
Muldanda Panchami
RRB
13B018R
14
14
8
0
6
21
RRB
13B003R
17
17
0
0
17
407
534.48
Total
Khokselibest, Mangatar, Gairi,
Barbote, Durchhim
Bajechyandanda, Talkharka, Mobu,
Ratanchha, Surke, Sulapa,
Manbhanjyang, Naulokharka,
Okhre, deuralidanda, Mattim birta,
danda tole
Muldanda, chhittapokhari,
panchami
Aiselukharka, dhodre, sigane,
Mawagaun, dandagaun, Demletar
Ridge/Ascending/D
escending
Ascending/Descen
ding
Table B.
B 8 Prioritization of New Linkage-Data Input Sheet
Ascendin
ng
descendin
ng
Ridge
Valley
Ascendin
ng
descendin
ng
Cultivated lland in ha
Population
n* waking
Hou
ur
Population
on of dalit,
poor, janaza
zati in ZOI
18
19
20
21
Valley
17
Ridge
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Diktel-Phoksingtar
(Maure-Phoksingtar)
Dube-Dumredharapani
Dhaplang-Chisapani
Raighat-Chyasmitar
Jalpa-Aiselukharka
Regmitar- Diktel
(Regmitar-Lafyang)
Muldanda Panchami
Total Pop
pulation
1
Road C
Class
N
off R
Road
dC
Corridor
id
S N Name
S.N.
Leng
gth
Km
m
Types of Alignment
72
H09
67545
22
29
21
2,500,000
4,000,000
3,000,000
19,015
172944
43126
8
28
15
28
25
20
19
28
15
12
16
19
12
14
24
RRB
RRA
RRA
RRA
RRA
RRA
RRA
RRA
RRB
RRB
RRB
RRA
RRB
RRB
RRA
2,885
5,396
6,221
10,965
8,562
4,907
8,132
12,146
9,099
10,267
8 589
8,589
6,881
3,054
5,865
3,354
0
0
0
0
0
0
0
0
0
1
4
0
0
1
0
0
3
2
0
0
0
2
0
0
0
0
8
1
0
3
8
25
13
28
25
20
17
28
15
11
12
11
11
13
21
2,500,000
2,500,000
2,500,000
2,500,000
2,500,000
2,500,000
2,500,000
2,500,000
2,500,000
2,500,000
2 500 000
2,500,000
2,500,000
2,500,000
2,500,000
2,500,000
4,000,000
4,000,000
4,000,000
4,000,000
4,000,000
4,000,000
4,000,000
4,000,000
4,000,000
4,000,000
4 000 000
4,000,000
4,000,000
4,000,000
4,000,000
4,000,000
3,000,000
3,000,000
3,000,000
3,000,000
12,500,000
3,000,000
3,000,000
3,000,000
3,000,000
3,000,000
3 000 000
3,000,000
3,000,000
3,000,000
3,000,000
3,000,000
699
2,577
2,039
3,041
4,636
2,031
2,028
3,428
2,011
3,322
3 207
3,207
2,303
1,025
1,697
1,314
5786
8057
8559
17740
18344
6409
12681
28732
16572
22344
22774
17485
6536
14168
3540
1831
3905
3758
10392
5688
3390
4800
9390
5564
6765
5491
5363
2678
4556
2110
27
RRA
28765
0
17
10
2,500,000
4,000,000
3,000,000
14,076
14949
47292
14
18
14
17
RRB
RRA
RRB
RRB
4,178
9,852
3,013
8,182
0
0
8
0
1.5
0
0
0
12.5
18
6
17
2,500,000
2,500,000
2,500,000
2,500,000
4,000,000
4,000,000
4,000,000
4,000,000
3,000,000
3,000,000
3,000,000
3,500,000
966
2,022
1,073
1,962
5786
14169
3079
13034
2934
6815
1719
6104
Unit Cost per km
Note:
Whole section (existing and new length) is taken for analysis of Diktel-Phoksingtar and Regmitar Diktel section for the inclusion of Diktel as a market centre
Transfermed
Score
18
19
20
21
Score (55)
17
Population /cost
in one '00,000
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Diktel-Phoksingtar
(Maure-Phoksingtar)
Dube-Dumredharapani
Diktel-Khotang
Dikt l Kh t
bazar
b
Dhaplang-Chisapani
Raighat Chyasmitar
Raighat-Chyasmitar
Jalpa-Aiselukharka
Regmitar- Diktel
(Regmitar-Lafyang)
Muldanda Panchami
Investment Cost
NRs
1
Population
Length
Km
Table B. 9: Scores of Proposed Roads based on Population per unit Cost
72
67545
234000000
29
54
54.0
8
28
15
28
25
20
19
28
15
12
16
19
12
14
24
2885
5396
6221
10965
8562
4907
8132
12146
9099
10267
8589
6881
3054
5865
3354
24000000
87000000
47000000
84000000
312500000
60000000
59000000
84000000
45000000
35500000
46000000
65000000
37000000
41500000
75000000
12
6
13
13
3
8
14
14
20
29
19
11
8
14
4
19
7
22
21
0
11
23
24
36
54
33
16
11
24
4
19.2
7.2
21.7
21.3
5.1
11 2
11.2
22.8
24.2
36.1
54.1
32.9
16.2
11 4
11.4
23.5
3.6
27
28765
98000000
29
55
55.0
14
18
14
17
4178
9852
3013
8182
43500000
54000000
38000000
59500000
10
18
8
14
14
32
11
23
14.2
32.0
10 7
10.7
22.8
Calculation
Score =
Orignal _ value − Min _ value
* Std _ value
Max _ value − Min _ value
18
19
20
21
Transformeed
Score
17
Score(15))
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Diktel-Phoksingtar
(Maure-Phoksingtar)
Dube-Dumredharapani
Dh l
Dhaplang-Chisapani
Chi
i
Raighat-Chyasmitar
Damalun (Sukrabare)
Thumku
(Sukrabare)-Thumku
Jalpa-Aiselukharka
Regmitar- Diktel
(Regmitar-Lafyang)
Muldanda Panchami
Cultivated
d
land in ha/k
km
1
Cultivated
d
land in ha
a
S.N Nme of Road Corridor
Length km
m
Table B.10: Scores of Proposed Roads based on Cultivated Land
72
19015
264
6.7
6.7
8
28
15
28
25
20
19
28
15
12
16
19
12
14
24
699
2577
2039
3041
4636
2031
2028
3428
2011
3322
3207
2303
1025
1697
1314
87
92
136
109
185
102
107
122
134
277
200
121
85
121
55
1.0
1.2
2.6
1.7
4.2
1.5
1.7
22
2.2
2.6
7.1
4.7
2.1
1.0
2.1
21
0.0
1.0
1.2
2.6
1.7
4.2
1.5
1.7
22
2.2
2.6
7.1
4.7
2.1
1.0
2.1
21
0.0
27
14076
521
15.0
13.3
14
18
14
17
966
2022
1073
1962
69
112
77
115
0.5
1.9
0.7
2.0
0.5
1.9
0.7
2.0
Calculation
Score =
orignal _ value − Min _ value
* Std _ value
18
19
20
21
Transformed Score
17
Score(20)
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Diktel-Phoksingtar
(Maure-Phoksingtar)
Dube-Dumredharapani
Dhaplang-Chisapani
Raighat-Chyasmitar
Jalpa-Aiselukharka
Regmitar- Diktel
(Regmitar-Lafyang)
Muldanda Panchami
Pop.*Walking
Hour/km
1
Population*Waking
Hour
S.N Name of Road Corridor
Length km
Table B.11 Scores of Proposed Roads based on Population and Walking Distance
72
172944
2402
20.00
20.0
8
28
15
28
25
20
19
28
15
12
16
19
12
14
24
5786
8057
8559
17740
18344
6409
12681
28732
16572
22344
22774
17485
6536
14168
3540
723
288
571
634
734
320
667
1026
1105
1862
1423
920
545
1012
147
5.11
1.24
3.75
4.31
5.20
1.53
4.61
7.79
8.49
15.21
11.32
6.86
3.52
7.67
0.00
5.1
1.2
3.8
4.3
5.2
1.5
4.6
7.8
8.5
15.2
11.3
6.9
3.5
7.7
3.0
27
14949
554
3.60
3.6
14
18
14
17
5786
14169
3079
13034
413
787
220
767
2.36
5.67
0.64
5.49
2.4
5.7
0.6
5.5
Calculation
Score =
* Std _ value
18
19
20
21
Transformed Score
17
Score(10)
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Diktel-Phoksingtar
(Maure-Phoksingtar)
Dube-Dumredharapani
Dhaplang-Chisapani
Raighat-Chyasmitar
Jalpa-Aiselukharka
Regmitar- Diktel
(Regmitar-Lafyang)
Muldanda Panchami
Population of dalit,
janazati in ZOI/Km
1
Population of dalit,
janazati in ZOI
Length Km
Table B.12 Score of Proposed Roads based on Dalits and marginalized Janjatis/ethnic group population
(Social Issues)
72
43126
599
3.07
3.1
8
28
15
28
25
20
19
28
15
12
16
19
12
14
24
1831
3905
3758
10392
5688
3390
4800
9390
5564
6765
5491
5363
2678
4556
2110
229
139
251
371
228
170
253
335
371
564
343
282
223
325
88
0.85
0.31
0.98
1.70
0.84
0.49
0.99
1.49
1.70
2.86
1.53
1.17
0.81
1.43
0.00
0.8
0.3
1.0
1.7
0.8
0.5
1.0
1.5
1.7
2.9
1.5
1.2
0.8
1.4
0.5
27
47292
1752
10.00
10.0
14
18
14
17
445
2934
6815
1719
6104
210
379
123
359
0.73
1.75
0.21
1.63
0.7
1.7
0.2
1.6
Calculation
Score =
* Std _ value
Table C.13 Prioritization of Existing Roads for Rehabilitation-Input Data Sheet
S.N. Name of Road Link
Length
km
Road
Traffic Rehabilitation Rehabilitation
Ref Code
Classification
Unit
Length
Cost/km
1 Maure-Phoksintar
2 Diktel-Jayaramghat
10.0
H09
H09
63
7.0
1,000,000
65.0
H18
H18
96
3.0
1,000,000
3 Diktel-Chyandanda
4 Lamidanda-Rabuwa
5 Lamidanda- Aiselukharka-
48.1
H18
H18
75
2.1
1,000,000
10.1
RRB
13B001R
45
8.6
1,200,000
7.1
RRA
13A004R
38
3.5
1,200,000
6 Hurlung-Jalpa-Bakshila
7 Harelo danda-Kharmi
8.3
RRA
13A006R
74
8.3
1,200,000
5.3
Village road
13B010R
24
5.3
1,200,000
9.5
RRA
13A008R
49
6.2
1,200,000
3.8
RRB
13B014R
19
3.8
1,200,000
5.6
RRA
13A016R
2
5.6
1,200,000
7.6
RRA
13A023R
60
7.6
1,200,000
2.2
RRB
13B024R
54
2.2
1,200,000
5.8
RRA
RRB
13A013R
13B011R
35
14
5.8
3.1
72.1
1,200,000
1,200,000
8 Diktel-Patheka-Baksila
9 Diktel-Dobela
10 Chyandanda-Manebhanjyang
11 Dhaplang-Chisapani
12 Rasuwaghat-Thalechaur
13 Diktel-Khanidanda
14 Diktel-Bamrang
Total
6.1
Table B.14
B 14 Scores of proposed Roads based on Traffic Unit
Length
(Km)
Cost
Traffic
Unit
Score
(70)
Transformed
Score (70)
1
Maure-Phoksintar
10.0
7000000
63
45.7
45.7
2
Diktel-Jayaramghat
65.0
3000000
96
70.0
70.0
3
Dikt
Diktel-Chyandanda
l Ch d d
48
48.1
1
2100000
75
54
54.5
5
54
54.5
5
4
Lamidanda-Rabuwa
10.1
10296000
45
32.5
32.5
5
7.1
4236000
38
26.8
26.8
6
8.3
9936000
74
53.8
53.8
7
Harelo danda-Kharmi
5.3
6360000
24
16.5
16.5
8
9.5
7440000
49
34.8
34.8
9
Diktel-Dobela
3.8
4536000
19
12.9
12.9
10 Chyandanda-Manebhanjyang
5.6
6724800
2
0.0
1.3
11 Dhaplang-Chisapani
7.6
9120000
60
43.4
43.4
12 Rasuwaghat-Thalechaur (Indrenipokhari)
2.2
2640000
54
38.9
38.9
13 Diktel-Khanidanda
5.8
6960000
35
24.6
24.6
14 Diktel-Bamrang
6.1
3720000
14
8.8
8.8
Calculation
Score =
* Std _ value
B 15 Scores of Proposed Roads based on Cost/km
Table B.15
S.N Name of Road Link
Length
km
Total Cost
Cost/Km
Score
(20)
Transformed
Score
(20)
1
Maure-Phoksintar
7
7000000.00
1000000
20.0
20.0
2
Diktel-Jayaramghat
3
3000000.00
1000000
20.0
20.0
3
Diktel-Chyandanda
2
2100000.00
1000000
20.0
20.0
4
9
10296000.00
1200000
0.0
16.7
4
4236000.00
1200000
0.0
16.7
6
Lamidanda-Rabuwa
8
9936000.00
1200000
0.0
16.7
7
Harelo danda-Kharmi
danda Kharmi
5
6360000 00
6360000.00
1200000
00
0.0
16 7
16.7
8
6
7440000.00
1200000
0.0
16.7
9
Diktel-Dobela
4
4536000.00
1200000
0.0
16.7
10
6
6724800.00
1200000
0.0
16.7
11
Dhaplang-Chisapani
8
9120000.00
1200000
0.0
16.7
12
Dhaplang-Chisapani
Rasuwaghat Thalechaur
(Indrenipokhari)
Diktel-Khanidanda
2
2640000.00
1200000
0.0
16.7
6
6960000.00
1200000
0.0
16.7
3
3720000.00
1200000
0.0
16.7
5
13
14
Calculation
Score =
Max _ value − Orignal _ value
* Std _ value
M _ value
Max
l − Min
Mi _ value
l
16 Scores of proposed roads based on Market/Services Centres
Table B
B.16
Market/Service Centre
Diktel, Nunthala, Buipa,
Raighat, Bhandareghat
Diktel Nunthala,
Diktel,
Nunthala Bijuli,
Bijuli
Arkhaule, Halesi, Chyasmitar,
Jayaramghat, Chhapdanda
Total
Centrality
Index
Score
(20)
Transformed
Score
(20)
1217
8.6
8.6
1400
10.0
10.0
1
Maure-Phoksintar
2
Diktel-Jayaramghat
3
Diktel-Chyandanda
Diktel, Dobela, Manebhanjyang
1098
7.8
7.8
4
Lamidanda-Rabuwa
Harelo danda-Kharmi
Diktel-Dobela
Dhaplang-Chisapani
(Indrenipokhari)
Diktel-Khanidanda
Diktel-Bamrang
Lamidanda, Diktel
Lamidanda, Kharpa, Kuvinde,
Aiselukharka
Diktel, Jalpa, Bakshila
Diktel
Diktel, Sukrabare
Diktel, Dobela
Manebhanjyang
Chisapani, Dhartung
1115
7.9
7.9
474
3.2
3.2
1216
1023
1053
1050
48
214
8.6
7.2
7.4
7.4
0.0
1.2
8.6
7.2
7.4
7.4
0.1
1.2
77
0.2
0.2
1023
1023
7.2
7.2
7.2
7.2
5
6
7
8
9
10
11
12
13
14
Simpani
Diktel
Diktel
Calculation
Score =
* Std _ value
Table B.17 Prospective Plan of Trail Bridge
Rank
Bridge No.
VDC / Municipality
1
12 5 020 18 06 3
Right Bank
Diyale
Left Bank
Dharapani
2
3
4
5
6
7
8
12 5 070 18 06 1
12 5 068 18 06 2
12 5 037 18 06 1
12 5 047 18 06 2
12 5 045 18 06 3
12 5 008 18 06 2
12 5 068 18 06 1
Devisthan
Sawakatahare
Lekhani
Lafyang
Buyepa
Rakhawagndel
Sawakatahare
9
10
11
12
13
12 5 058 18 06 1
12 5 074 18 06 6
12 5 075 18 06 2
12 5 065 18 06 1
12 5 073 18 06 5
14
15
16
17
River Name
Distance
Place Name
Gained
9 hrs
Dudhkoshi
Sisneri Dovan
Bokhuwa khola
Sawa khola
Sunkoshi
Mewa khola
Dikhuwa Khola
Rawa khola
Sawa khola
Bokhuwa khola
Khola kheta
Kulle Ghat
Rithabote puchar
Dalle khola Dovan
Sidhathan thayamlu
Dhaumcha dovan
3 hrs
4 hrs
10 hrs
4 hrs
4 hrs
2 hrs
Licchiramche
Saune
Saunechaur
Kaulea
Chaudandi
Chishapani
Likuwapokhari
Bahunidanda
Cheuredadha
Bamrang
Baksila
Damarkhushiwala
ya
Barahapokhari
Phastang
Saunechaur
Wopung
Pauwashera
Sawa khola
Sunkoshi
Okhare khola
Buwa khola
Sunkoshi
Piple
Kamphughat
Saunedovan
Aandelung
Buwajor Bangsila Gh
6 hrs
4 hrs
3 hrs
2 hrs
12 5 005 18 06 1
12 5 043 18 06 1
12 5 069 18 06 3
12 5 075 18 06 1
Nunthala
Mangaltar
Barahapokhari
Saunechaur
Bamrang
Badahare
Barahapokhari
Suntale
Sangkha puchar
Jaruwa pani
Sakuli
Kikhuwa dovan
4 hrs
4 hrs
2 hrs
18
19
20
12 5 033 18 06 2
12 5 072 18 06 2
12 5 064 18 06 1
Khidima
Mauwawotee
Balankha
Pattradetar
Buktuwa
Lungkongkha
3 hrs
3 hrs
21
22
12 5 053 18 06 1
12 5 051 18 06 1
Khidima
Mauwawotee
Damarkhushiwal
aya
Batashea
Dandagaun
Dikhuwa khola
Varlang khola
Sakuli khola
Kimbu/Valu
khola
Tawa khola
Buktuwa khola
Buwa khola
Licchiramche
Dandagaun
Tuwa khola
Kharuwa khola
Chanadate
Majaubophalu bicha
23
24
12 5 042 18 06 1
12 5 045 18 06 2
Dhitung
Bamrang
Rajapani
Khalle
Langku khola
Hattiaahal puchar
Dodesimle khola Dodhae simle
25
26
27
28
29
12 5 004 18 06 1
12 5 011 18 06 7
12 5 007 18 06 1
12 5 073 18 06 2
12 5 038 18 06 1
Tuluwa
Patheka
Mangaltar
Pauwashera
Ubu
Lamidanda
Kharmi
Salle
Devisthan
Chyeshmitar
Dudh Koshi
Dirkhumi Khola
Mahadev khola
Buwa khola
Dudhkoshi
Hattitar
Panchami
Mahadevbesi
Mainatar
Lamighat
5 hrs
4.66 hrs
4 hrs
1.5 hrs
2.8 hrs
4 hrs
4 hrs
4 hrs
4 hrs
7 hrs
5 hrs
4 hrs
6 hrs
Bridge
Road head
type
2 day
SuspenDed
Prelim. cost est.
span
95
NRs.
1,178,000
SuspenDed
Truss
SuspenDed
Truss
SuspenDed
SuspenDed
SuspenDed
66
32
250
25
110
120
818,400
1,324,800
6,200,000
1,155,000
2,530,000
3,336,000
8,000,000
SuspenDed
SuspenDed
Truss
SuspenDed
SuspenDed
113
209
27
77
day
day
day
day
Truss
SuspenDed
SuspenDed
SuspenDed
17
58
50
8 day
1 day
2 day
Truss
SuspenDed
SuspenDed
32
38
2 day
5 day
SuspenDed
Truss
4 day
6 day
SuspenDed
SuspenDed
3
2
3
1
2
SuspenDed
SuspenDed
SuspenDed
SuspenDed
SuspenDed
2
4
2
7
5
8
5
day
day
day
day
day
day
day
4 day
1 day
1 day
1.5 day
1 day
7
3
2
1
day
day
day
day
day
250
348
47
49
25
62
30
150
49
60
148
133
1,672,400
4,670,400
969,900
913,320
7,784,000
785,400
1,148,400
620,000
521,920
1,529,600
425,600
611,940
496,000
1,075,000
1,326,800
738,000
4,080,000
607,600
1,188,000
3,315,200
3,298,400
Rank
Bridge No.
VDC / Municipality
River Name
Distance
Place Name
30
31
32
33
34
12 5 039 18 06 1
12 5 052 18 06 2
12 5 011 18 06 6
12 5 074 18 06 3
12 5 013 18 06 8
Right Bank
Bashbote
Chittapokhari
Patheka
Phastang
Phedi
Left Bank
Durcheem
Chittapokhari
Kharmi
Phastang
Phedi
Sunkosi
Dhiplung khola
Dirkhuni khola
Gopini Khola
Tawa khola
Kaguni khoriya
Dhiplung tindovane
Tindhunge
Gopini Khola
Khola gau/Sirbandi p
35
36
37
38
39
40
41
42
43
44
45
46
47
48
12 5 016 18 06 3
12 5 048 18 06 1
12 5 028 18 06 1
12 5 047 18 06 1
12 5 026 18 06 5
12 5 023 18 06 1
12 5 033 18 06 3
12 5 074 18 06 1
12 5 016 18 06 2
12 5 073 18 06 4
12 5 073 18 06 1
12 5 008 18 06 1
12 5 074 18 06 4
12 5 012 18 06 3
Sungdel
Aarkhaule
Cheuredadha
Lafyang
Patheka
Rakhawagndel
Khidima
Phastang
Sungdel
Pauwashera
Pauwashera
Baksila
Phastang
Khatamchha
Sungdel
Rajapani
Cheuredadha
Cheuredadha
Patheka
Rakhawagndel
Khidima
Phastang
Baksila
Pauwashera
Pauwashera
Kharmi
Phastang
Khatamchha
Rawa khola
Laiku Khola
Labshe khola
Mewa khola
Lamjuwa Khola
Chakhu khola
Tawa khola
Lapuwa khola
Kangkhe khola
Hadi khola
Buewa khola
Tap khola
Chuniya khola
Tawa khola
Domdovan
Baireni Puchhar
Labshe khola
Korepa
Lamjuwa
Chakhu
Kharuwa dovan
Maina dovan
Kangkhe
Hadi khola
Tangwa phedi
Patidada
Chuniya
Kudung ttribenighat
49
12 5 032 18 06 4
Bajechihaandanda Rampuwa khola Dhare dhungga
50
51
52
12 5 026 18 06 3
12 5 013 18 06 7
12 5 031 18 06 2
53
12 5 016 18 06 1
Bajechihaandand
a
Patheka
Phedi
Ratamchha
Maajhgaun
Sungdel
Patheka
Phedi
Ratamchha
Maajhgaun
Sungdel
54
55
56
57
58
59
60
12 5 026 18 06 1
12 5 058 18 06 2
12 5 072 18 06 1
12 5 072 18 06 3
12 5 033 18 06 1
12 5 049 18 06 1
12 5 015 18 06 1
Patheka
Aaptar
Mauwawotee
Mauwawotee
Khidima
Temma
Shapteshwor
Patheka
Licchiramche
Mauwawotee
Diplung
Chittapokhari
Yamkha
Jalpa
Damdi khola
Tapa khola
Beliya Khola
Damdi puchhar
Tepucheman
Beliya
Chayarkhe
khola
Dabekha khola
Sunkoshi
Kira khola
Baladipe khola
Tawa khola
Tukure khola
Tap khola
Subuda
Dabekha
Ghumne
Bibawahut
Baladipa
Pungma dovan
Madale
Charukhet cheu
Gained
4 hrs
3 hrs
4 hrs
1.5 hrs
2 hrs
4 hrs
2 hrs
2 hrs
2 hrs
2 hrs
2 hrs
3 hrs
2 hrs
2 hrs
2 hrs
2 hrs
2 hrs
1 hrs
1 hrs
4 hrs
3 hrs
2 hrs
3 hrs
2 hrs
2 hrs
2 hrs
2 hrs
2 hrs
2 hrs
2 hrs
2 hrs
Bridge
Prelim. cost est.
Road head
0 day
5 day
5.5 day
2 day
8 day
type
SuspeNsion
Truss
SuspenDed
SuspenDed
SuspenDed
span
240
30
38
43
8 day
5 day
0.2 day
5.5 day
5.5 day
5.5 day
6 day
1 day
7 day
1 day
1 day
5.5 day
2 day
8 day
SuspenDed
SuspenDed
SuspenDed
SuspenDed
Truss
SuspenDed
Truss
Truss
SuspenDed
SuspenDed
Truss
SuspenDed
Truss
SuspenDed
70
70
40
45
30
75
25
13
70
35
30
110
30
4 day
SuspenDed
7 day
8 day
6 day
SuspenDed
SuspenDed
Truss
6 day
SuspenDed
6
2
1
1
5
4
7
SuspenDed
SuspenDed
SuspenDed
Truss
Truss
Truss
SuspenDed
day
day
day
day
day
day
day
75
110
56
55
55
30
95
45
220
95
24
25
32
80
NRs.
7,200,000
1,290,000
630,800
777,140
1,470,000
1,372,000
1,120,000
409,600
747,000
1,314,000
1,245,000
1,115,000
475,800
1,288,000
392,000
1,098,000
1,826,000
1,146,000
2,156,000
834,720
1,012,000
1,078,000
1,338,000
1,634,000
774,000
5,456,000
1,064,000
871,080
1,075,000
1,324,800
1,472,000
Rank
Bridge No.
VDC / Municipality
61
Right Bank
12 5 013 18 06 11 Phedi
62
63
64
65
66
12 5 028 18 06 2
12 5 013 18 06 9
12 5 019 18 06 1
12 5 011 18 06 2
12 5 051 18 06 2
67
68
12 5 069 18 06 1
12 5 032 18 06 1
69
70
71
12 5 011 18 06 1
12 5 010 18 06 3
12 5 052 18 06 1
72
73
74
75
76
12 5 003 18 06 1
12 5 013 18 06 10
12 5 045 18 06 1
12 5 020 18 06 1
12 5 024 18 06 2
77
78
79
80
81
82
River Name
Left Bank
Phedi
Distance
Place Name
Gained
Chammuwa
Khola
Cheuredadha
Cheuredadha
Labshe khola
Phedi
Phedi
Tapa khola
Makpa
Ainselukharka
Check khola
Kharmi
Jalpa
Lumjau
Dandagaun
Satyashwor
Kharuwa
Chittapokhar
mahadevist
Suntale
Luluwa khola
Barahapokhari
Bajechihaandand Bajechihaandanda Sawaju khola
a
Patheka
Kharmi
Dirkmo khola
Kharmi
Jalpa
Lumju khola
Chittapokhari
Temma
Dhiplung khola
Danda Phedi
3 hrs
Malukore mulbato
Khola gau sawaura
Check khola
Mahavir Thumko
Sachittapokhari
2 hrs
1 hrs
4 hrs
1 hrs
Luluwa khola
Sawaju khola
2 hrs
piskule pucher
Lumju
Dhiplung chahara ph
12 5 044 18 06 1
12 5 074 18 06 2
12 5 057 18 06 4
12 5 021 18 06 1
12 5 030 18 06 2
12 5 012 18 06 2
Hangchur
Phedi
Bamrang
Dharapani
Ribdungjaleshwo
ri
Diktail
Phastang
Khotang Bazaar
Duwekoldanda
Matimbirta
Khatamchha
Kubhinde
Phedi
Bamrang
Duwekoldanda
Ribdungmaheshw
ori
Nerpa
Phastang
Barahapokhari
Makpa
Temma
Khatamchha
Haucher Khola
Chamuwa khola
Simle khola
Dudhae khola
Mekhu khola
Ratmate Puchhar
Alaichi bari
Simle
Sawara kheta
Groktalung mekhu
Chepi khola
Lapuwa khola
Sawa khola
Howang khola
Tawa khola
Lwaing khola
Talkhark
Lapuwa khola
Thuli besi badhare
Howang khola
Devidovan
Tholo dhunipuchher
83
12 5 029 18 06 3
Nirmaledanda
Bajechihaandanda Sapharu khola
Sapharu
84
85
12 5 069 18 06 4
12 5 024 18 06 3
12 5 017 18 06 3
Suntale
Luluwa khola
Ribdungjaleshwor Simle khola
i
Ainselukharka
Bairang khola
Thaklekheta
Simpani kholsha dov
86
Barahapokhari
Ribdungjaleshwo
ri
Ainselukharka
Bandevir
3 hrs
2 hrs
2 hrs
1 hrs
2 hrs
4 hrs
1 hrs
4 hrs
2 hrs
4 hrs
1 hrs
2 hrs
4 hrs
2 hrs
2 hrs
1 hrs
2 hrs
2 hrs
4 hrs
1 hrs
Bridge
Prelim. cost est.
Road head
type
5 day
SuspenDed
span
6 day
8 day
6 day
5.5 day
4 day
SuspenDed
SuspenDed
Truss
SuspenDed
Truss
55
85
30
105
2 day
6 day
SuspenDed
SuspenDed
55
5 day
6 day
5 day
Truss
SuspenDed
SuspenDed
25
75
4 day
8 day
5.5 day
4 day
6 day
SuspenDed
SuspenDed
Truss
SuspenDed
SuspenDed
170
55
33
95
5.5 day
1 day
4 day
6 day
6 day
6 day
SuspenDed
Truss
SuspenDed
Truss
SuspenDed
Truss
45
28
240
32
75
6 day
SuspenDed
2 day
7 day
SuspenDed
SuspenDed
47
Truss
21
5.5 day
32
15
46
95
60
28
56
40
NRs.
512,000
946,000
1,666,000
1,338,000
2,499,000
621,000
1,001,000
791,200
1,075,000
1,290,000
1,520,000
5,032,000
1,078,000
1,445,400
1,406,000
1,032,000
747,000
1,032,120
7,104,000
1,427,200
1,290,000
1,248,800
963,200
582,800
1,048,000
919,800
Rank
VDC / Municipality
Bridge No.
River Name
87
12 5 019 18 06 3
Right Bank
Makpa
Left Bank
Makpa
88
89
12 5 074 18 06 5
12 5 026 18 06 6
Phastang
Patheka
Phastang
Patheka
90
91
92
12 5 073 18 06 3
12 5 029 18 06 1
12 5 013 18 06 4
Pauwashera
Nirmaledanda
Phedi
Phastang
Cheuredadha
Phedi
93
94
12 5 013 18 06 5
12 5 032 18 06 2
Phedi
Chamuwa khola Ribdala phedi
Bajechihaandanda Hayong khola
Dabruwa
95
96
12 5 013 18 06 3
12 5 032 18 06 3
97
12 5 031 18 06 1
98
99
12 5 013 18 06 2
12 5 020 18 06 2
Phedi
Bajechihaandand
a
Phedi
Bajechihaandand
a
Ratamchha
Maajhgaun
Phedi
Dharapani
100
12 5 026 18 06 2
101
12 5 031 18 06 3
102
103
104
105
12 5 013 18 06 6
12 5 071 18 06 1
12 5 019 18 06 2
12 5 025 18 06 1
106
107
108
109
110
Gained
Banchare Khola Banchare Khola
Lapuwa khola
Chimchima
Khola
Lapuwa khola
Sapun khola
Thado khola
Kali khola
Triya Dovan
Kali khola
Sirubari
Pipima Dhulodhunga
Phedi
Ratamchha
Maajhgaun
Mangaltar
Thade khola
Baisake phedi
Rampuwa khola Rampuwa khola
Phedi
Duwekoldanda
Raya khola
Duwekhola
Patheka
Patheka
Matimbirta
Phedi
Khotang Bazaar
Makpa
Ribdungmaheshw
ori
Bajechihaandanda
Nakhati khola
Sawa khola
Gaikhark
Tamelaji khola
Chemsune
Vanumati dovan
Banchare
Sikari dada tamewalji
12 5 029 18 06 4
Ratamchha
Maajhgaun
Phedi
Diplung
Makpa
Ribdungmahesh
wori
Nirmaledanda
Chimchima
Chide pakha
khola
Makhuwa khola Banuwa kholsi Dovan
Sapha khola
Vale sapha dovan
12 5 027 18 06 2
12 5 012 18 06 1
12 5 061 18 06 1
12 5 029 18 06 2
Nerpa
Khatamchha
Baadkadiyale
Nirmaledanda
Nerpa
Khatamchha
Sawakatahare
Bajechihaandanda
Kauche khola
Dhudi khola
Dhumcha khola
Sapharung khola
Kauche
Gara/wakwala
Ganeshachautara
Batung
source: TBSU, 2010
Distance
Place Name
Makhuwa Khola Banuwakholsi dovan
Gurashe dovan
Duwe khola kolesiran
2 hrs
3 hrs
1.5 hrs
2 hrs
1.5 hrs
1 hrs
1 hrs
2 hrs
1 hrs
1 hrs
1 hrs
1 hrs
1 hrs
1 hrs
1 hrs
1 hrs
3 hrs
2 hrs
2 hrs
1 hrs
0.88 hrs
1 hrs
1 hrs
1 hrs
Bridge
Road head
type
3 day
SuspenDed
Prelim. cost est.
span
45
0.5 day
5.5 day
Truss
Truss
27
0.5 day
6 day
8 day
Truss
SuspenDed
SuspenDed
27
53
6 day
5 day
SuspenDed
SuspenDed
60
6 day
5 day
Truss
SuspenDed
30
6 day
Truss
6 day
0 day
Truss
SuspenDed
8 day
Truss
2 day
Truss
6
5
5
6
day
day
day
day
SuspenDed
SuspenDed
SuspenDed
SuspenDed
6 day
SuspenDed
5.5 day
6 day
5 day
6 day
Truss
SuspenDed
SuspenDed
SuspenDed
31
60
43
46
30
15
75
13
30
48
140
30
45
52
24
45
120
47
NRs.
612,000
966,600
1,357,800
966,600
911,600
1,176,000
1,032,000
688,000
1,338,000
739,200
1,338,000
669,000
750,000
621,400
1,146,000
825,600
4,480,000
480,000
774,000
901,280
1,051,200
774,000
3,840,000
808,400
Appendix B- Photos
Photo 1:DRCC Meeting-Findings Sharing &Preliminary Road Network Planning,May 28-2010
Photo 2:DRCC Meeting-Findings Sharing &Preliminary Road Network Planning,May 28-2010
Photo 3: Workshop at Aiselukharka May 13, 2010
Photo 4: Workshop at Aiselukharka May 13, 2010, Participants
Photo 5: Workshop at Bakshila May 15, 2010, Participants
Photo 6: Workshop at Bakshila May 13, 2010, DDC representative
Photo 7: Workshop at Chispani May 23, 2010, Participants
Photo 8: Workshop at Chispani May 23, 2010
Photo 9: Workshop at Khotang Bazaar May 24, 2010, One of the DRCC members participating
Photo 10: Workshop at Khotang Bazaar May 24, 2010
Photo 11: Finalization of DTPP and DTMP by DDC and DRCC
Photo 12: Finalization of DTPP and DTMP by DDC and DRCC
Appendix B- Questionnaires
Questionnaire ‘A’
For Conducting Rapid Rural Appraisal Survey on Socio-economic Benefit
Of
Proposed Transport Linkage for New Construction
(This Questionnaire should be used for each proposed linkage separately)
A.
PROJECT IDENTIFICATION
1. Name of Transport Linkage: Rampur- Harinagar Road
2.
Type of transport Linkage:
3. (a) Route description
Start point
End point
( ) District Road (RRA)
( ) Village Roads (RRB)
(W.N including Settlement’s name.)/VDC within
the influence area (2 hours in terai/4 hours in
Hill/6 hour in mountain)
Directly connected to
another existing roads
(name of the road)
(b)
Map or sketch of the location and service area
•
Using PRA, draw a sketch in a separate page (or on the overleaf of this page) showing the route of
transport linkage, main settlements, important natural and man-made features in the influence area.
(Also mark these on a topographical map if available, preferably on 1:50,000 or 1:25,000 maps.)
B.
GENERAL SOCIO-ECONOMIC SITUATION OF THE INFLUENCE AREA
4.
Overview of settlements in the influence area influence area (2 hours in terai/4 hours in Hill/6 hour in
mountain)
Code
A
VDC
Rampur
VDC
Ward Number
(including
name of
settlements)
(W.N.-5
Ramkot
Village,
Krishnapur,
Hansapur, )
Population
Whole Ward
Pop= 1350
Dalit
(e.g.
Janajati
(e.g.
Pop=
2 50),
Pop=
1150),
Walking
Hours to
reach
proposed
road
2 hours
Cultivated land (ha.)
(1 ha. = 1.48 bigh
1 biga= 13 ropani)
30 ha.
B
C
D
E
F
G
H
Source of Information: VDC office/records of other VDC level offices ( e.g. Agri. Service sentre) or other key informants
from Illaka level workshop.
5.
Food Availability within the influence area
Food
Availability
Surplus
A
B
Code (settlement in ward align with the road), unit in HH Nos.
C
D
E
F
G
H
Sufficient for
Whole Year
Sufficient for
six months
Sufficient for
Three Months
Hand to mouth
Source of Information: VDC office/records of other VDC level offices or other key informants from Illaka level workshop.
6.
EXPECTED CHANGES DUE TO THE PROJECT
...................................................................................................................................................................................
...................................................................................................................................................................................
...................................................................................................................................
Name of the Surveyor
Date: ....................................................
......................................................
Signature
FORMAT ‘A’ (4)
Pre- feasibility Survey Data
Date:
Surveyed by:
District :
Name of Road:
Tentative Lenth of Road :
Proposed Type:
New constrution :
Topography
(tick any)
Slope
Chainage
Section From
To
Rehab:
Ridge
Ascending
and Decending
Extension:
Landslide Area ( tick and specify tentative area m2)
crossing Valley
Type of required cross drainage
Span of
cross drainage
Tentative length
of Rocky area
(If Any)
Midum Small Land Major Land slide landslide slide (less than ( 100 m2 to (more than 100 m2)
500 m2)
500 m2)
Complex landslide (with tentative area)
Remark FORMAT ‘B’
Validating Proposed Transport Linkage from Illaka Level Workshop
1.
Name of Illakas ( Illaka No.) validating the proposed Transport Linkage:
…………………………………………………………………………….
2.
Type of transport linkages proposed and respective Order-of-Priority (Indicate the class, if
known):
S.N.
1
2
3
4
5
Name of
Transport
Linkage
Length
Km
Passes
Through
Settlement/V
DC
(Tick
Type of Project
the appropriate box)
New
Upgrading
Rehabilitation
Questionnaire ‘B’
For Conducting Rapid Rural Appraisal Survey on Socio-economic Benefit
Of
Proposed Transport Linkage for Rehabilitation/Upgrading
(This Questionnaire should be used for each proposed linkage separately)
A.
PROJECT IDENTIFICATION
1.
Name of Transport Linkage:
2.
Total Length (km):…………………….
3.
4
Type of transport Linkage: ( ) District Road (RRA) ( ) Village Roads
Required Intervention: ( ) Rehabilitation ( ) Upgrading
5.
Route description
Start
End
Passes through
point
point
6
Vehicle
Operating
Length Km.
Vehicle
Reached
Place
(RRB)
Season
(Fair
weather/All
Weather
Serviceability: Impassable (KM) …………... easily passable (KM)……………….
Passable with difficulty and risk (KM) …………………….
B.
GENERAL SOCIO-ECONOMIC SITUATION OF THE INFLUENCE AREA
7.
Market/service centre within the influence area of transport linkage
S.N.
Name of Market
centres
Population
1
2
3
4
5
6
7
8
1
8. What are the average daily volumes of following mode of transport?
Mode of Transport
Remarks
(estimate annual volume and
indicate peak and slack periods)
Average Daily Volume
(passing/day, two way)
Pedestrian
Porter
Pack Animal/Mule
Bicycle
Rickshaw
Car/ Jeep/ Van
Motorcycle
Carts
Light Truck
Truck
Heavy Truck
9.
EXPECTED CHANGES DUE TO THE PROJECT
......................................................................................................................................................
......................................................................................................................................................
......................................................................................................................................................
......................................................................................................................................................
......................................................................................................................................................
......................................................
Date: ....................................................
Name of the Surveyor
......................................................
Signature
2
FORMAT ‘A’ (2.1)
Rural Road Inventory Form A (Road alignment)
(Existing)
Road Name:
Road class/code:
VDCs touched:
S.N.
Road section
To
From
Waypoint Odometer Waypoint Odometer
Note: Surface condition*: Good (G), Fair (F), Poor (P)
Start place:
End place:
Length
(m)
Earthen
Surface type
Gravel Blacktop
District:
Date:
Servicelability
All
Fair
weather weather
Surface Interventi Remarks
on
condition*
required
FORMAT ‘A’ (2.2)
Inventory of Rural Transport Linkages (Road structure)
(existing )
Road Name:
Road class/code:
S.N.
Structure
ID
Chainage
(Waypoint) (Odometer)
Note:
Structure
type*
Span/Leng Material
th (m)
type**
Structure type*: Slab culvert, Bridge, Causeway,
Structure Condition: Good (G), Fair (F), Poor (P)
District:
Date:
Structure Interventi Potentially required
Remarks
condition
on
Structure Span/Leng
*
required
th (m)
type
Material: Type**: Bridge: Wooden (W), Truss (T), RCC (R)
Causeway: Concrete (C), Masonry (M), Gabion (G)
FORMAT 'A' (3)
TRAFFIC VOLUME COUNT BY MOC METHOD
Daily Traffic Volume (no)
Type of Vehicle
X
Pedestrian
Porter
Pack Animal/Mule
Bicycle
Rickshaw
Car/ Jeep/ Van
Motorcycle
Carts
Light Truck
Truck
Heavy Truck
Tractor
Mini Bus
Bus
Y
Z
Remarks Average
Daily Traffic
Volume as per
key informants
Questionnaire ‘C’
Market Survey
For Group Discussion (Shop keepers, teachers, leaders, women, Socially Excluded Group,
Differently Able persons, Third Sex, Aged and youth group)
Interviewer:………………………Market Centre:……………………………………
Date:……………………………VDC………………………………………………
Time…………………………………………… Ward No:……………………….
Village……………………………..
Market Type: ( ) Weekly
1.
S.N.
Name of the road/trail
( ) Permanent ( ) Other Specify…………….
origin
Destination
Length of the
road/trails ( km)
Numbers of
days in year the
road/trail is
open to for
transportation
2. Which Month in a year, is access to this market very essential?
Month
Reason
Problem at that time
3. From which village do customers come for shopping?
Village
S.
VDC
Ward No.
Approx.
Distance
Required Time
(Hrs)
4. What are the transportation facilities available from here to go other parts?
Name of Place
Mode of
Number of
capacity
Transport cost
(Nrs)
Fare
Remarks
N.
1
From
To
Besishar
Kathmandu
Transport
Means of
Transportation
Bus
3
Passenger
(No)
Good
(kg)
Passenger/
head
Goods
/kg
55
2000
250
10
(winter or
rainy
season )
winter
5. Can you give information of existing and Potential services and infrastructures at the market/service
centre?
S. No.
1
1.1
1.2
1.3
2
2.1
2.2
3
3.1
3.2
3.3
3.4
Service/Infrastructure
Category
EDUCATION
Campus (no)
High School (no.)
Primary School (no.)
HEALTH
Hospital (no.)
Health Post (no.)
BUSINESS & COMMERCE
Hotels & Lodges (no.)
Restaurants & Tea Stalls (no.)
Grocery Shops (no.)
Hardware Shop (no)
Number of functions
Existing
Potential
S. No.
Service/Infrastructure
3.5
3.6
Category
Medical Shop (no)
Clothes/readymade shop (no)
3.7
3.8
4
4.1
4.2
4.3
4.4
4.5
4.6
4.7
5
6.1
6.2
6.3
6.4
6.5
6.6
6.7
6.9
Household goods
Stationery
INDUSTRY
Rice & flour Mills (no.)
Water mill ( no)
Textile (no)
Forest Best Industry ( no)
Handicraft (no)
Mechanical/Fabrication ( no)
Agro-based (no)
Offices
Bank (no.)
Agriculture Service centre no
Veterinary office (no)
Post office (no)
Telephone office (no)
Electricity office (no)
Cooperatives office (no)
NGO (no)
Number of functions
Existing
Potential

Appendix A - Map

Transcription

Similar documents

khotang - Central Bureau of Statistics

annex 1 list of village road core network