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Draft Environmental Impact Assessment

Project Number: 41193


July 2011

Mongolia: Western Regional Road Corridor Development


ProgramTranche 1

Prepared by SMEC Asia Ltd.

The environmental impact assessment is a document of the borrower. The views expressed herein do not
necessarily represent those of ADBs Board of Directors, Management, or staff, and may be preliminary in
nature. Your attention is directed to the Terms of Use section of this website.

DRAFT
ENVIRONMENTAL IMPACT ASSESSMENT REPORT
TA No. 7449-MON: Regional Transport Development Project
Western Regional Road Corridor Development Program
Bagga Ulaan Davaa Mankhan (103.3km)

CURRENCY EQUIVALENTS
(As of July 2011)
Currency Unit

Mongolian Tugrug (Tg)


100 Tg
=
$0.072
$100
=
137,500 Tg
The exchange rate of the Tg is determined under a floating exchange rate system. In this report, the rate used
is the rate prevailing at the above date.
LIST OF ABBREVIATIONS USED
ADB
ADT
AMa
AMi

cm
EIA
EMP
GOM
GRM
ha
km
km/h
KUNNP
m
MESC
MFF
3
mg/m
MLEIA
MLEP
MNET
MOF
MRTCUD
NAMHEM
NGO
NM
NP
NR
NSO
PIU
PRC
RP
SE
SPA
SPIA
USD
UNDP
TA
UB
WCS
WRRC
WWF

Asian Development Bank


Average Daily Traffic
Absolute Maximum
Absolute Minimum
Degrees of Celsius
Centimeter
Environmental Impact Assessment
Environmental management Plan
Government of Mongolia
Grievance Redress Mechanism
Hectare
Kilometer
Kilometers per hour
Khar-Us Nuur National Park
Meter
Ministry of Education, Science, and Culture
Multitranche Funding Facility
Milligrams per cubic meter
Mongolian Law on Environmental Impact Assessments
Mongolian Law on Environmental Protection
Ministry of Nature, Environment and Tourism
Ministry of Finance
Ministry of Road, Transport, Construction and Urban Development
National Agency of Meteorology Hydrology and Environmental Monitoring
Non-Governmental Organization
National Monuments
National Parks
Natural Reserves
National Statistical Office
Project Implementation Unit
Peoples Republic of China
Resettlement Plan
Supervising Engineer
Specially Protected Area
State Professional Inspection Agency
US Dollar
United Nations Development Program
Technical Assistance
Ulaanbaatar
World Conservation Society
Western Regional Road Corridor
World Wide Fund for Nature

(i)

NOTE:
In this report, $ refers to U.S. Dollars.

TABLE OF CONTENTS

1.

EXECUTIVE SUMMARY
1.1
Introduction
1.2
Critical Facts
1.3
Significant Findings
1.4
Recommendations

i
i
i
ix
xvi

2.

INTRODUCTION
2.1
Background
2.2
EIA Preparation
2.3
Associated Project Facilities
2.4
Report Structure

19
19
20
21
22

3.

POLICY LEGAL AND ADMINISTRATIVE FRAMEWORK


3.1
Environmental Policy
3.2
Environmental Law
3.3
Environmental Impact Assessment Requirements
3.4
Administrative Framework
3.5
Project Classification

24
24
25
29
32
36

4.

DESCRIPTION OF THE PROJECT


4.1
Type of Project
4.2
Description of the Proposed Actions
4.3
Bill of Quantities (BOQ) for the Project
4.4
Need for the Project
4.5
Project Location
4.6
Associated Project Facilities
4.7
Traffic Projections
4.8
Implementation Schedule

37
37
37
39
39
44
47
48
49

5.

DESCRIPTION OF THE ENVIRONMENT


5.1
Environment of Mongolia
5.2
Assessment Process
5.3
Definition of the Project Area
5.4
Physical Resources
5.5
Ecological Resources
5.6
Biodiversity
5.7
Economic Development
5.8
Social and Cultural Resouces

50
50
50
50
50
68
68
78
80

6.

ALTERNATIVES
6.1
Alternative Analysis
6.2
No-action Alternative
6.3
Location Alternatives
6.4
Technological Alternatives

93
93
93
93
93

7.

ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES


7.1
Screening of Potential Impacts
7.2
Anticipated Environmental Impacts
7.3
Physical Environment
7.4
Ecological Resources
7.5
Socio-Economic Impacts
7.6
Climate Change Impacts
7.7
Cumulative and Induced Impacts

95
95
96
97
105
109
111
114

8.

PUBLIC CONSULTATION AND INFORMATION DISCLOSURE


8.1
Stakeholder Workshops
8.2
Other Public Consultations
8.3
Consultations within the Project Area

115
115
117
118

9.

GRIEVANCE REDRESS MECHANISM


9.1
Introduction
9.2
Objectives of Grievance Redress Mechanism
9.3
Current Practice
9.4
Proposed Grievance Redress System
9.5
Responsibilities of the PCC

120
120
120
120
121
122

10.

ENVIRONMENTAL MANAGEMENT PLAN


10.1
Environmental Safeguards
10.2
Mitigation Measures
10.3
Implementation
10.4
Implementation Schedule
10.5
Environmental Cost Estimate
10.6
Institutional Arrangements
10.7
Capacity Building
10.8
Environmental Monitoring

124
124
124
128
129
130
130
132
133

11.

CONCLUSION

134

APPENDIXES
1.
Environmental Management Plan
2A.
Climate Variables and Air Quality Standards
2B.
Water Quality Standards
2C.
List of Flora and Fauna
2D.
Historical and Cultural Heritage

1.

EXECUTIVE SUMMARY

1.1

Introduction

1.
Purpose of the Project. The Government of Mongolia acting through its Ministry of Roads, Transport,
Construction and Urban Development (MRTCUD), has undertaken the upgrading of the Western Regional
Road Corridor (WRRC) with several funding arrangements. The 103.3 km road section from Baga Ulaan
Davaa to Mankhan (Tranche 1) is an integral part of the said road corridor. The development of the road
section Baga Ulaan Davaa to Mankhan (herein after referred to as the Project) has been identified for financial
assistance from the Asian Development Bank (ADB) under the Multitranche Financing Facility (MFF) extended
for the development of several sections of the WRRC.
2.
Scope of work. The scope of work for the preparation of the EIA consisted of; collection of existing
information related to the environmental conditions along the proposed road section, assessment of potential
location specific environmental impacts, development of preventive/mitigation measures for significant impacts,
evaluation of alternative alignments and alternative technologies, economic assessment of environmental
benefits and costs, preparing Environmental Management and Monitoring Plans, and public consultations.
1.2

Critical Facts

1.2.1

Legal and Administrative Framework

Legal framework
3.
Mongolias environmental legal framework is similar to international practices and is structured as
shown in Table 1.1 below.
Table 1.1: Key Environmental Legislation in Mongolia
Name of the Law
The Constitution of Mongolia
Law on Environmental Protection
Law of Land
Law on Land Cadastre and Mapping
Law on Land Fees
Law on Land Possession
Law on implementation of regulations related to Land Possession Law
Law on Geodesy and Cartography
Law on Special Protected Areas
Law on Buffer Zones
Law on Water
Law on Water and Mineral Water Resource Fee
Law on Forests
Law on Fees for Timber and Fuel wood Harvesting
Law on Prevention of Steppe and Forest Fires
Law on Reinvestment of Natural Resource Use Fees for Conservation
Law on Natural Plants
Law on Natural Plant Use Fees
Law on Protection of Plants
Law on Hunting
Law on Fauna
Law on regulation of export and import of endangered species of flora and fauna
Law on Hunting Reserve Use Payments and on Hunting and Trapping Authorization Fees
Law on Underground Resources
Law on Minerals
Petroleum Law
Law on Air
Law on Hydrometeorology
Law on Protection from Toxic Chemicals
Law on Environmental Impact Assessment

Year Adopted
1992
1995, revised in 2006
and 2008
Jun 2002
Dec 1999
Apr 1997
Jun 2002
Jun 2002
Oct 1997
Nov 1994
Oct 1997
Apr 2004
May 1995
Mar 1995
May 1995
May 1996
Jan 2000
Apr 1995
May 1995
Mar 1996
2000, 2003
2000
Nov 2002
May 1995
Dec 1994
1997, revised in 2006
1991
Mar 1995

Nov 1997
Apr 1995
1998, revised in 2002

Law on Tourism
Law on Solid Waste
Law on prohibiting export and transportation of Hazardous Waste
Source: UNDP. 2008. Institutional Structures for Environmental Management in Mongolia.

1998
Nov 2003
Nov 2000

EIA requirements
4.
The Project will be subject to the environmental requirements of both Mongolia and those of the ADB.
These requirements are as follows.
5.
EIA requirements of ADB. ADB Safeguard Policy Statement (SPS) sets out the policy objectives,
scope and triggers, and principles for environmental safeguards, involuntary resettlement safeguards, and
Indigenous Peoples safeguards. The objective of the Environmental Safeguards is to ensure the environmental
soundness and sustainability of projects and to support the integration of environmental considerations into the
project decision-making process and requires a screening process for each proposed project, as early as
possible, to determine the appropriate extent and type of environmental assessment so that appropriate
studies are undertaken commensurate with the significance of potential impacts and risks. Subsequent to the
screening process an environmental assessment should be conducted to identify potential direct, indirect,
cumulative, and induced impacts and risks to physical, biological, socioeconomic (including impacts on
livelihood through environmental media, health and safety, vulnerable groups, and gender issues), and physical
cultural resources in the context of the projects area of influence. Therefore, all projects considered for loans
and investments by ADB are subject to classification for the purpose of determining environmental assessment
requirements. The determination of the environment category is to be based on the most environmentally
sensitive component of the project. Within this system, projects are screened for their expected environmental
impacts and assigned to one of the following four categories: (i) Category A: projects with potential for
significant adverse environmental impacts - an environmental impact assessment (EIA) is required to address
significant impacts, (ii) Category B: projects judged to have some adverse environmental impacts, but of lesser
degree and/or significance than those for category A projects - an initial environmental examination (IEE) is
required to determine whether or not significant environmental impacts warranting an EIA are likely, (iii)
Category C: projects unlikely to have adverse environmental impacts - no EIA or IEE is required, although
environmental implications are still reviewed, and (iv) Category FI: projects are classified as category FI if they
involve a credit line through a financial intermediary or an equity investment in a financial intermediary - the
financial intermediary must apply an environmental management system.
6.
EIA Requirements of Mongolia. The EIA requirements of Mongolia are regulated by the Law on
Environmental Impact Assessment. The type and size of the planned activity determine whether the
responsibility lies with the Ministry of Nature, Environment and Tourism (MNET) or aimag government. There
are two types of EIAs defined in the Law: General EIA and Detailed EIA.
7.

ii

Figure 1.1 below provides a simplified diagram of the EIA procedure in Mongolia.

Figure 1.1: EIA Procedure in Mongolia

8.
To initiate a General EIA, the project implementer submits a brief description of the project to the
Ministry of Nature, Environment and Tourism or local authority, including the feasibility study, technical details,
and drawings. The General EIA will lead to one of four conclusions: (i) no detailed EIA is necessary, (ii) the
project may be completed pursuant to specific conditions, (iii) a detailed EIA is necessary, or (iv) project
cancellation. The General EIA does not inolve any cost to the proponent and usually takes up to 12 days.
9.
The scope of the detailed EIA is defined by the General EIA. The detailed EIA must contain the
following chapters: (i) environmental baseline data; (ii) project alternatives; (iii) recommendations for
minimizing, mitigation and elimination of impacts; (iv) analysis of extent and distribution of adverse impacts and
their consequences; (v) risk assessment, (vi) environmental protection plan; (vii) environmental monitoring
program; and (viii) opinions of residents on whether the project should be implemented. As per Mongolian Law
on Environmental Impact Assessment requirements MNET after a General EIA has determined that the WRRC
Project warrants a Detailed EIA which is similar in content and scope to an EIA required for an ADB Category A
Project.
Administrative framework
10.
Institutional Framework of the Ministry of Nature, Environment and Tourism. The Ministry of
Nature, Environment and Tourism (MNET) is the agency primarily responsible for the implementation of
environmental policy in Mongolia.
11.

MNET operates through the following departments and agencies:

iii

Department of Sustainable Development and Strategic Planning


Department of State Administration and Management
Department of Environment and Natural Resources
Department of Specially Protected Areas Administration and Management
Department of Tourism
International Cooperation Division
Division of Information, Monitoring and Assessment
Finance and Investments Division
Ecologically Clean Technologies and Science Division
National Agency for Meteorology, Hydrology and Environmental Monitoring
Water Authority
Forest Authority

12.
Aimag and soum governors are responsible for environmental management issues through individual
environmental departments, with the exception of protected areas management. Aimag level inspectors report
to the State Professional Inspectors Agency.
1.2.2

Description of the Project

13.
Type of Project. The proposed Project is a road upgrading and paving project. The project activities
will not include significant realignments or development of long sections of new alignments in previously
undisturbed areas.
14.
Description of the Proposed Actions. The entire road section between Baga Ulaan Davaa to
Mankhan will be developed as a 2-lane road. The following types of road improvement options have been
proposed:

15.

New construction: road upgrading on the existing alignment;

Pavement and shoulders: asphalt concrete overlay with an asphalt concrete regulating course,
selected fills, granular material in shoulders;

Blasting works (where required) in limited areas; and

Road safety: road markings, road signs, and guide posts.

Total earthwork quantities for the Project are shown in Table 1.2, below.

No
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00
9.00
10.00
11.00

Table 1.2: Estimated Quantities for the Project


Description
General
Site Clearance
EARTH Works
Excavation for Structures
Pipe Culverts and drainage Works (Culverts and Stone Pitching)
Passage of Traffic
Sub Base and Base
Bituminous Pavement Works
Concrete and Piling Works
Micellaneous Bridge Works
Road Furniture and Traffic Markings

Quantity
Various
167 Ha
1,845,537 m3
2,082 m3
3,063 m
36 km
592,985 m3
36,581 m3
557 m3
75 m
Various

16.
Need for the Project. The major goal of the Project is to contribute to the economic development and
regional trade and cooperation in the Western Region of Mongolia by providing continuity to the Western
Regional Road.
17.
Environmental Category of the Project. The Western Regional Road Corridor Development project
of which the present Project is a component, has been classified by ADB environmental category A.
18.
Project Location. The proposed road is within the Western part of Mongolia between Baga Ulaan
Davaa to Mankhan (Figure 1.2).

iv

Figure 1.2: Project Location

19.

Implementation Schedule. The proposed implementation schedule is presented below in Table 1.3.

Indicative Activities
A.
Design and Monitoring
Framework
A1: Road Construction Works
Tranche 1
A1.1: Contract Repackaging
A1.2: Procurement (3 Packages)
A1.3: Contract Award
A1.4: Civil Work (Package 1: Km
0 - 25)
A1.5 Civil Work (Package 2: Km
2575)
A1.6: Civil Work (Package 3 Km
75-103.3)
A2: Establish DOR Road
Maintenance Unit Tranche 1
A2.1: Confirm Equipment
Requirement
v

Table 1.3: Project Implementation Schedule


2011
2012
2013
2014
1 2 3 4 1 2 3 4 1 2 3 4 1 2

2015
1 2

DEFECTS

2016
1 2

Indicative Activities
A2.2: Procurement (for
Equipment)
A2.3: Contract Awarding
A2.4: Equipment take-over by
DOR
A2.4: Road Maintenance Training
to Unit

2011
1 2

2012
1 2

2013
1 2

2014
1 2

2015
1 2

2016
1 2

Source: Consultant TA No. 7449-MON.

1.2.3

Description of the Environment

20.
Definition of the Project Area. The proposed road traverses Khovd aimag (province) with a total
population of approximately 89,240 (2009). The soums within the Project Area include:

Mankhan soum which includes Botgon bagh,Tugrug gol bagh,Takhilt bagh and Bayangol
bagh.

Must soum including Bayankhairkhan bagh and Davst bagh.

Physical resources
21.
Topography. The project alignment will primarily follow existing roads that pass through mountain
areas, hills, canyons, valleys, and plains with elevations ranging from 1,300 m to 2,900 m above sea level.
22.
Geology. The project area is situated in the Mongol Altai high mountainous area. According to the geomorphological map of Mongolia, the terrain primarily includes excessive rolling ranges, medium rolling ranges
and mountains, slight rolling ranges of sloped structure, mountainous ravines, semi-level surfaces of mountain
skirts, glacial valleys, mountains with sharp ridged peaks, alluvial lake valleys, delluvial - prolluvial and
mountain river valleys.1
23.
Soils and Permafrost. In Bodonch Canyon and high-altitude parts of Mongol Altai soils are diverse
and range from semi-desert brown, desert gray brown, Govi brown, and light krasnozem (red soil) soils to high
mountain steppe raw humic soils, and soils of high mountain tundra. Both perennially and seasonally frozen
soils occur in the project area. High altitude parts of Mongolian Altai between exit of Bodonch Canyon and
Mankhan, present perennially frozen soil with the annual temperatures of 0 -50C and an active layer of 1.0
4.5 m.
24.
Seismic Characteristics. The project area resides in the Mongol Altai and Gobi Altai seismically active
zones where earthquakes with the magnitude of about 8 were registered in the past (1931 and 1957).
25.
Natural Disasters. Flashfloods (mudflows) and drifting snow are distinctive features of the project
area. Flashfloods are widespread near Baga Ulaan Pass. Drifting snow is characteristic of Bodonch Canyon.
26.
Climate and Air Quality. The monthly absolute maximum and minimum air temperatures observed at
meteorological stations along the road show that July is the warmest month and January or February is the
coldest. During the last ten years, the absolute maximum air temperature reached 39 oC at Bulgan soum in
Khovd Aimag in 2004 and the absolute minimum air temperature was -44 oC at Mankhan soum in 2005.
27.
Some 85.0 - 94.5 percent of annual precipitation falls between May and September. During the cold
season snowstorms can occur, causing the road to be closed. The stable snow cover formation date varies
from the middle of November to the beginning of December, with snow cover completely clearing up in March.
The dominant wind direction is from the west and northwest, with maximum wind speed varying from 18 to 28
m/s. Air quality is good and does not exceed maximum allowable concentrations except local dust pollution
1

vi

Government of Mongolia. 2007. EIA. Ulaanbaatar.

caused by vehicles.
28.
Hydrology and Water Resources. Water resources in the project area are represented by surface
water (rivers, springs and lakes) and groundwater. The largest rivers include Khovd and Buyant. Spring floods
in the rivers of the project area generally begin in the middle of April, with peak flow occurring in late June and
continuing for 110-150 days. The spring flood flow is 60 90 percent of total annual flow of Altai Mountain
Rivers. The groundwater resource distribution is uneven. Moving from north to south, groundwater resources
become more sporadic and mineralization increases. The water quality of all of the rivers and lakes of the
Project Area was assessed as very clean and clean.
Biodiversity
29.
Flora. Dominant flora in the project area is associated with specific conditions of the area. The
vegetation zones in the project area are High Mountain, Dry Steppe, Stepped Desert, Grasses-Undershrub
Desert. The lists of plants found in each of the zones are given in Appendix IIC (Table 1). Some 86 species of
plants listed in the Mongolian Red Book can be found in Khovd Aimag. Among these are Red Goyo, Saussurea
Involucrate, and Shining Water Lily.
30.
Fauna. The Mongolian Altai region is characterized by its rich fauna diversity. There are 360 species of
vertebrates, including 90 species of mammals, more than 250 species of birds, 11 species of reptiles, 123
species of insects, 10 species of fishes, and 1 species of amphibian. Some of the rare and endangered
mammals found in Khovd aimag are Asiatic wild dog, Snow leopard and Saiga. Some migrant birds that are
rare and endangered and commonly seen in these areas are Damatian pelican, Great white egret, White tailed
eagle and Swan goose. Detailed lists of the rare and endangered mammals and birds are presented in
Appendix IIC, Tables 2 and 3, respectively.
31.
Mankhan Nature Reserve (NR). This reserve (Figure 5.10) was established in 1993 in order to protect
the population of Mongolian Saiga. The total area of the reserve is 390,071 ha. It has ecological biodiversity
importance and provides the habitat for endangered rare mammal - Mongolian Saiga Antelope (Saiga tatarica
2
mongolica). The population of Saiga within Mankhan NR is decreasing the number was over 130 recorded in
1982, 70 in 1993, 44 in 1998, and, finally, in January 2007, the total population of this antelope was 15-17 as
was reported at the stakeholder meeting in Khovd. This is likely due to migration of the species to Dorgon
Khuren steppe located within KUNNP where about 200 Saiga were observed by rangers.
Economic Development
32.
Gross Domestic Product. The GDP of Khovd Aimag amounted to 44,033.6 million Tugrug (476,500
Tugrug per capita) in 2005. The most important sectors were agriculture, hunting and forestry (76.0 percent),
transport and communication (5.1 percent), and education (5.1 percent). The most important sectors were
agriculture, hunting and forestry (71.7 percent), education (6.5 percent), financial intermediation (5.8 percent),
and trade (4.5 percent).
33.
Agriculture. Animal breeding is the main economic sector in Khovd aimag. The contribution of the
sector amounts to 76.0 percent of aimag GDP (33.4 billion Tugrug) in Khovd Aimag. The number of livestock in
both aimags is constantly increasing. Crop production is of less importance in the agricultural sector of Khovd.
34.
Mining. Mining activity in Western Mongolia is associated with a number of mines operating and other
sites that are being planned for coal, gold, silver extraction.
35.
Water supply systems. The water supply system in Khovd provides centralized drinking water
distribution to office buildings and urban residential area. Daily water supply is 4,600 m3 water from 9
groundwater wells. Traditional dwellings (ger) in Khovd are supplied with water from 8 water distribution
stations, 4 deep wells and 3 hand water pumps. The water consumption is 388,300 m3 water per day. Some
2,133 wells are used for water supply in rural areas. Surface water is the main source of water for livestock.

Khar Us Nuur National Park Management Plan 2006-2010. KUNNP Administration & WWF, Hovd, p.37, 2006.

vii

36.
Electricity distribution systems. Khovd aimag is largely served with electricity from Russia, because
energy capacity at local level is limited. A 110 kV transmission line links Russia and Olgiy town of Bayan-Olgii
Aimag and Miyangad soum of Khovd Aimag. Khovd town, Duut and Erdeneburen soums of Khovd Aimag are
connected to this line with a 35 kV transmission line.
37.
Land Use. Agriculture has been the dominant land use in the aimag, occupying more than 77 percent
of the total land in each aimag. The land used for transportation and network occupies 0.31 percent of the
total territory in Khovd aimag. The proposed road would follow the existing earthen tracks, thereby slightly
reducing the land use for transportation and network.
Table 1.4: Land Area by Classification
Khovd Aimag
Area
Land classification
(,000 ha)
Agricultural lands
5,885,0
Cities, villages and other settlements
28,405
Transportation and network land
21,128
Forest resource land
464,851
Water resource land
43,117
State special use land
1,163642
Total area
7,606,038

Percent of total
(%)
77
0.3
0.2
6.1
0.5
15.2
100

Source: Land management report of Khovd and Bayan-Olgii Aimags, 2005.

38.
Tourism. Ecotourism dominates in the region. There were 19 tourist camp sites, visited by a total of
8,247 international and domestic tourists in Khovd Aimag, in 2006. A recreational center, spa-resort, and
childrens camp are attractions for several hundred tourists per year along with biological resources.
39.
Health Services. Khovd Aimag: Some 14 medical clinics, 2 intersoum medical clinics, and 6 hospitals
for families provide basic service to local residents and herders. A hospital in Khovd city plays a major role as a
regional hospital to serve patients from the western region. In total, there are 569 hospital beds. Additionally,
there are 16 private hospitals and 6 pharmacies. Some 128 physicians, 11 pharmacists, 235 nurses, and 115
medical assistants work in medical services of the aimag. On the whole, there are 14 physicians, 12 medical
assistants, 38 mid-level medical personnel, and 61 beds per 10,000 persons.
40.
Noise and Vibration. The road corridor runs largely through a remote area with almost no settlements
and the only sensitive area is the Mankhan Nature Reserve which may be affected by high noise levels during
construction.
Social and cultural resources
41.
Social Resources. The population of Khovd Aimag is 91,687, and the aimag center 32,351.
Population density in Khovd is 1.09. Mongols dominate the population in Khovd (82 percent).
42.
Historical and Cultural Heritage. Human settlement in the project area can be traced back to as early
as the Paleolithic and Neolithic eras as evidenced by the following sites: Petroglyphs, Deer Stones and
Khirigsuurs (stone-mound). However, the project road will not traverse across the sites.
1.2.4

Alternatives

43.
No-action alternative. Failure to develop the project road section (No Action Alternative) would result
in continued impediments to travel and transport of people, goods and a substantial constraint to future
improvements in the economy of local communities. Using multi-track earth roads will continue to affect pasture
lands and habitats, flora and deteriorate air quality with dust. Improving the accessibility to environmentally
sensitive protected areas located close to the road may result in increased poaching and transmission of
diseases. However, these adverse impacts can largely be avoided or mitigated by careful planning and
implementation of an environmental management plan. Accordingly, it has been determined that the No Action
Alternative is not a reasonable option.
viii

44.
Location Alternatives. Although the proposed road traverses through the Mankhan Nature Reserve
(MNR) the consultations at the Khovd Aimag Centre with the Deputy Governor, Head of Environmental
Department and Supervisor of Environment and Tourism Center and Biodiversity and Specially Protected Area
Specialist and the local office of the WWF discouraged the need for considering an alternative alignment that
bypasses the MNR. Their concerted view was that an alternative road to bypass the MNR would be a burden
considering the cost and it may also have potentially adverse impacts (vide item 9.2 under Section 9: Public
Consultation and Information Disclosure).
45.
Technical Alternatives. Given the projected traffic flow, sub-grade strength, and extreme climate
conditions, two road surfacing alternatives are possible: double bituminous surface treatment (DBST) or
asphalt concrete (AC). AC pavement has the advantage of strength and durability, with a longer design life of
more than 30 years with appropriate routine and periodic maintenance. DBST pavement is less strong and
durable and its application generally has a design life of up to 20 years with appropriate maintenance. DBST
pavement is vulnerable to the progressive loss of cover aggregate and the deepening and expansion of
potholes. Accordingly, the maintenance costs for DBST is higher than AC pavement.
46.
The decision on pavement selection will be made considering costs (capital and recurrent) and in
consultation with a cold climate pavement specialist.
1.3

Significant Findings

1.3.1

Anticipated environmental impacts

47.
It has been recognized that the most efficient and cost-effective way to ensure that construction works
are environmentally sound is to include these requirements in the construction contract provisions.
Physical environment
48.
Topographic Characteristics and Soils. Impacts: Impacts of the Project on land will be positive due
to reduced land degradation by diversion of traffic from earth tracks to a hard surface road. Provided erosion
prevention measures in the construction and operational phases are taken, no substantial adverse impacts on
soils are foreseen. No contamination of soil is foreseen during construction. Significant environmental impacts
on soils are not anticipated during the operation of the road. Mitigation: No mitigation actions related to
potential loss of agricultural soil and contamination of soil are warranted.
49.
Impact: Degradation of ice-rich permafrost due to natural causes or anthropogenic activities (road
construction) can trigger a process called thermokarst. Activities such as construction of roads and
removal/disturbance of vegetation cover in permafrost areas can severely affect the topography leading to
subsidence and disruption of engineering structures and modification of drainage patterns. Mitigation:
Contracts will contain provisions to avoid adverse impacts due to altered road embankments, borrow pits and
provisions for quarry operations. Adequate anti-erosion measures such as minimizing the area of soil
clearance, selection of less erodible material and good compaction, placement of gabions and riprap will be
implemented, as described below in Table 1.5. A preventive approach will be followed to avoid permafrost
degradation where possible. It implies detour of areas with poor cryogenic and hydrogeological conditions and
providing good engineering design measures.

Potential Erosion problem


Use of spoil and borrow pits
Location of borrow pits
Location of spoil and borrow
pits
Top soil from borrow pits

ix

Table 1.5: Erosion Control Measures


Mitigation Measures
All available spoil will be used for structural fill for access roads and
embankments before borrow pits are excavated
Borrow pits will be centrally located to serve more than one site
Spoil and borrow pits will be sited far from industrial, agricultural, residential,
historic and ecological sites
Top soil from borrow pits will be removed and set aside. When the Project is
completed the areas will be regarded, the top soil replaced and the area
reseeded. Intercepting ditches will be constructed on the high side of the
restored pit to minimize erosion

Potential Erosion problem


Spoil disposal
Soil disposal

Steep cuts
Natural watercourses

Mitigation Measures
Soil will be spread on the lowest yielding, least productive land available
When soil is spread on slopes for permanent disposal it will be buttressed at
the toe by a retaining wall. The surface of the slope will be stabilized with
shotcrete, riprap or laid rubble as necessary, prior to seeding
All steep cuts will be flattened and benched
Watercourses will not be blocked and temporary soil and rock stockpiles will
be designed so that runoff will not induce sedimentation of waterways

Source: Adapted from EIA 2007.

50.
Climate and Air Quality. Impacts: Potential moderate, temporary air quality impacts during the
construction stage of the Project can be anticipated due to fugitive dust generation. Minor increases in the level
of nitrogen oxides (NOx) and sulphur oxides (SOx) from construction plants and machinery are expected. No
significant environmental impacts on air quality are anticipated during operation of the road. Moreover, the
improved road would reduce dust emissions caused by driving on the earth tracks. No significant air quality
impacts warranting mitigating actions in the operational phase are anticipated. Mitigation: Contracts will contain
provisions to avoid adverse impacts on air quality such as: trucks carrying earth, sand or stone will be covered
to avoid spilling, operators will be required to install emission controls. Routine air quality monitoring will also
be required in areas of high potential impact (asphalt plants, construction camps) during the life of the Project.
51.
Surface and Groundwater Hydrology. Impacts: No impacts on water quality or the availability of
water for domestic or agricultural use are anticipated. As groundwater in the project area is relatively deep (> 5
m), no impacts on groundwater resources are anticipated in either the construction or operation phases of the
Project. No wells / hand pumps are located in the area of potential impact. There will be no net loss of water
access points. However, fuel and chemical substances used for road construction could contaminate
groundwater and surface water if they are not properly stored and disposed. Mitigation: The Contractor will
develop and implement contingency plans for control of oil and other dangerous substance spills (Spill
Management Plan); Fuel storage, maintenance shop and vehicle cleaning areas would be stationed at least
300 m away from the nearest water body; Stormwater drainage and retention basins would be constructed and
a silt trap (where a river/stream is nearby) would be installed prior to commencement of construction to control
runoff water and sediment and prevent entry of contaminants into a water body; Oil and grease are likely to be
discharged in the construction vehicle parking area, vehicle repair area, and workshops. All wastewater would
be directed into an oil interceptor prior to discharge; Mitigation measures for minimizing construction impact
should be considered for implementation during road maintenance, especially during major road maintenance.
52.
Noise. Impacts: Noise is not a significant problem along the route, since it does not intersect any main
town or fixed settlements. However, construction noise could adversely affect the Saiga population in the
Mankhan nature Reserve. Significantly high noise will be generated from blasting at Bodonch Canyon.
Mitigation: Noise impacts during the construction phase will be mitigated through the use of source controls,
site controls, and time and activity constraints.
Biodiversity
53.
Flora. Impacts: No threatened or endangered flora species are located within the right of way (ROW).
No adverse impacts to such species are likely to occur due to construction activities. Plant species present
within the ROW are native species, which are highly tolerant of grazing, compaction, and other physical
disturbances. Moreover, construction of the paved road will have moderate positive impact on flora by
excluding the use of multiple earth tracks that affect flora. Mitigation: None.
54.

Fauna. Impacts: Impacts were assessed in regard to the following issues:

Habitat Loss and Wildlife Migration Patterns. No significant habitat loss is anticipated;
moreover, habitat gain is anticipated as a result of construction of an asphalt road instead of
multiple earthen tracks running in parallel throughout the width of the alignment. Potential
wildlife crossing zones were identified by experts of Specially Protected Area Administration
Department in Bayan-Olgiy, WCS and WWF Mongolia Programme Office as shown in Figure
1.3 below. Discussions with experts of Specially Protected Area Administration Department in

Ulaanbaatar and Bayan-Olgiy, WCS and WWF and observations during field trips provide
evidence that the magnitude of adverse impacts to wildlife patterns will likely be insignificant
because:
o
The road alignment under development is an existing one that has been used
for many years. Although the traffic volume is presently low, the existing alignment has
multiple earthen tracks with widths up to 500 m which causes disturbance to a larger
area than the paved road will.
o
The projected volume of traffic is quite low: less than 700 vehicles per day by
year 2013 and a bit more than 2000 by year 2022. Such traffic intensity will have only
minor effects on fauna and migration patterns.
o
Construction activity will be short-term and mitigation measures will be
implemented, there will not be any substantial negative impacts.

Poaching. Poaching presents a threat to wildlife in the project area along with natural factors,
such as unfavourable weather conditions (severe winters and drought summers) and food
shortage. The WWF representative in Mongolia noted that the network of poachers and illegal
wildlife traders in the project area has been terminated. The activity of this network was
weakened by a new WWF project aimed at conservation of the Saiga Antelope. This has
assisted in arresting the poaching in the area. Currently WWF supports 8 rangers equipped
with radio-communication responsible for Saiga conservation. The rangers work in close
contact with two anti-poaching brigades also supported by WWF, whose duties include control
of poaching. The Customs officials at the Mongolian/Chinese and Mongolian/Russian border
reported no illegal trade cases over many years.

Aquatic Fauna. No substantial impacts on aquatic fauna are anticipated.


Figure 1.3: Migration Patterns of Wildlife in the Project Area

Source: Adapted from EIA 2007.

55.

xi

Site specific impacts:

Bodonch Canyon. Potential impacts on fauna in Bodonch Canyon may be linked to


construction activities. Intensive cut and fill and blasting operations makes this site a source of
physical disturbance for wildlife. Measures have been included in the EMP to mitigate the
impact of construction activities.

Mankhan Nature Reserve. The existing road traverses the Mankhan Nature Reserve.
Although the Mankhan Nature Reserve (MNR) was delineated to protect the habitat, the Saiga
population having moved towards the west of the reserve. The boundaries of the MNR should

be updated according to the WWF and Khovd Aimag officers responsible for the reserve. The
discussions with the concerned officers (vide item 9.2 under section 9) brought out the fact that
a bypass could not be justified as the Saiga are now adapted to motor vehicles since the road
has been in existence for a long period and the Saiga population has drifted to other areas.
Construction impacts will be temporary and confined to the ROW and operation impacts
insignificant due to the low volume of traffic. Further though there are legislative restriction for
industrial development which alters the environment road construction has not been specified
as a prohibited activity within the nature reserves.
56.

Fauna. Mitigation: Mitigation measures are as follows:

Habitat Fragmentation and Wildlife Migration Patterns. A number of prevention and mitigation
strategies have been considered to reduce habitat fragmentation and avoid wildlife migration
patterns.

Overpasses, underpasses and at-grade crossings were assessed as expensive or potentially


ineffective structures for the Project, at least in the initial stage of the Project operation. The
projected volume of traffic is low enough not to recommend these measures. For example,
Recommendations on Environment Protection Measures for Highways and Bridges of the
Russian Federation (1995) suggests installation of wildlife fencing and corridors in cases
where traffic volume exceeds 2,000 vehicles per day, a traffic volume that will be reached on
the Project Road after 2020. Therefore, the proposed structure of mitigation measures will
include:
o
Using warning signs and wildlife reflectors in the initial stage of the Project
operation phase;
o
Capacity building of the Administrations of Specially Protected Areas in Hovd
and Bayan-Olgiy aimags. They will be responsible for collection of additional
information on wildlife migration routes and behavior of animals to provide
recommendations on feasible mitigation measures when the traffic increases in close
cooperation with WWF and WCS; and
o
As traffic volumes increase, the database should be sufficient to provide a
framework to assess whether additional mitigation measures (e.g., overpasses,
underpasses, at-grade crossings) are warranted.

Anti-Poaching. Local environmental protection authorities and international organizations are


making a major effort to control poaching in the project area. However, their potential is still
limited. Improved accessibility as a result of road construction will require additional measures
to be taken. The mitigation measures will include two major options:
o

Strengthening anti-poaching units. This task is currently addressed by WWF


with assistance of other NGOs.

Preventing illegal trade. The capacity of Customs at the Russian/Mongolian


border and especially the Mongolian/China border should be strengthened to not
allow poachers and illegal traders to smuggle Saiga horns, skins of rare animals,
and similar articles. The training course for customs and border officers should be
organized as supplement to CITES and include such issues as the Saiga horn
illegal market, identification of Saiga horns, identifying and prosecuting illegal
traders and creating awareness.

Mankhan Nature Reserve: Preparation and implementation of a Protected area Management


Plan for Mankhan Nature Reserve would assist in mitigating impact of road operation on the
Reserve and saiga population in particular.

Socio-Economic impacts
57.
Relocation. No permanent structures including houses have been reported from the ROW or close to
the ROW. Stone structures that can be disassembled and rebuilt could be located close to the ROW in the
interim period between this report and construction. However, the impermanent nature of these structures
xii

facilitate these being relocated further back from the alignment without any significant impact.
58.

59.

Non-transport Infrastructure. Potential impacts to non-transport infrastructure include:

Water Supply Systems. The Project will have no direct impact on area water supply systems.

Sewerage Systems. The Project will have no direct impact on sewerage systems.

Energy Systems. The Project will have no direct impact on area energy systems. The
coordination with local authorities will be required where construction works can affect power
lines close to town areas.

Waste Disposal. Potential waste disposal impacts could occur due to the improper disposal of
construction waste, waste oil and solvents, and human waste from construction camps.

Mitigation. Mitigation related to potential non-transport infrastructure has been assessed as follows:

Water Supply Systems. Project contract documents will contain provisions requiring preconstruction monitoring of existing water quality to provide a baseline for the measurement of
impacts during the construction period. Routine water quality monitoring will also be required in
areas of high potential impact (river crossing sites, construction camps, and other areas with
potential to contaminate runoff) during the life of the Project.

Sewerage Systems. None required other than coordination with local officials.

Energy Systems. None required other than coordination with concerned officials.

Waste Disposal. Contractual requirements for the Project will include enforceable provisions
for the proper disposal of waste. Implementation and enforcement of the provisions will be the
responsibility of the Supervising Engineer.

60.
Site-Specific Considerations. No site-specific measures with regard to infrastructure beyond those
recommended for incorporation in the Project and detailed above are required.
61.
Potential Impacts on Transport Infrastructure. There will be some impact on road transport during
the construction period due to detours and traffic inconveniences. After construction, the primary transport
impact of the Project will be improving the performance of the transport sector and greatly facilitating the flow of
traffic, goods, and travellers.
62.
Mitigation. As included in the EMP care will be taken during the construction period to ensure that
traffic disruptions are minimized. No mitigation actions related to transport, other than those actions already
incorporated in the Project, are required.
63.
Potential Impacts on Historical and Cultural Heritage. Some impacts on archaeological and cultural
heritage locations could be encountered during the construction period, especially if new sites are encountered
during construction.
64.
Mitigation. The Contractor will prepare a Cultural Heritage Management Plan to manage any sites that
may be encountered during construction. If a historical, cultural, or archaeological relic is encountered along
the project alignment, all construction activities will halt and the established action plan will be implemented
(notification of soum/district governor, Institute of Archaeology, and local police). Work will recommence only
after appropriate measures have been taken as requested by the appropriate authorities and confirmation is
received that work may resume.
65.
Health Impacts. Human health risks associated with the Project during construction or operation
phases can include:

xiii

Facilitation of the transmission of diseases. During construction, there will be an increased risk
of work crews spreading socially transmitted diseases such as HIV/AIDS. Improvement of the

road section and the resultant increase in traffic densities would supply improved conduits for
the transmission of such diseases.

Contamination of local water supplies. Potential impacts to local water supplies include the
possibility of contamination by the water supply and wastewater disposal systems associated
with the labour camps during the construction period. Contract provisions to ensure that these
facilities are properly sited should be incorporated in all project bid documents.

Air quality decline. No significant impacts on air quality and consequently public health are
anticipated from the Project. The construction of the paved road will contribute to decreasing
dust concentrations in ambient air.

Noise Pollution. No significant impacts on sensitive receptors with health consequences are
anticipated.

Safety. Improved road will result in increased traffic speeds. Engineering efforts has been
undertaken to reduce the likelihood of accidents and users will be educated about the risks of
high speed. Traffic laws will be enforced.

66.
Impact on Livelihoods. It was established that the new road formation would not be a barrier to free
roaming of herds in pasturelands.
67.
Greenhouse Gas. The low volume of traffic is not expected to generate greenhouse gases to
adversely impact climate change.
68.
Construction Camp Impacts and Management. Potential effects of construction camps are
competition for local sources of water, sewerage facilities, energy systems; solid and liquid waste generation,
poaching and illegal trade, spilling of lubricants, hazardous materials, etc. Before the construction activities will
commence the Contractor will prepare and submit a Construction Camp Management Plan that will propose
preventive/mitigation measures for environmental impacts of the construction camp, construction yard including
fuel storage, filling station and vehicle washing sites.
69.
Safety. Impacts: The upgraded road will allow for increased speeds, which generally increases the
possibility of accidents and fatalities. Mitigation: It is recommended that the three Es be applied Engineering
to reduce the likelihood of accidents, Education of road users on the risks of high speeds, and Enforcement.
The road has already been engineered for accident prevention and warning signs and road markers will be
used as appropriate.
70.
Cumulative Impacts. Cumulative and induced impacts identified are associated with the development
of the mining industry and tourism. Synergetic impacts of global warming and anthropogenic effects to
permafrost areas such (road construction activities) can pose risks of accelerated permafrost thawing and
development of thermokarst processes.
1.3.2

Economic Assessment

Benefits
71.
Environmental benefits associated with the Project are related mostly with regaining pastureland,
decreasing the occurrence of erosion processes, reducing dust and noise, decreasing the number of vehicle
breakdowns, decreasing pollution of rivers due to avoidance of direct crossing of watercourses, and reducing
vehicle fuel use and emissions.
72.
Pastureland regained. Table 1.6 provides an assessment of the amount of pasture land regained as a
result of the elimination of earth tracks. The assessment is prepared for multi track areas of the road section.

xiv

Table 1.6: Assessment of Land Regained with Elimination of Multitrack

Section

Length
of
multitrack

Estimated
average
number of
tracks

Baga Ulaan Davaa 70


20
Mankhan
Note: With the assumption that the width of track is 5 m.

Average
width of all
tracks (m)

Land
regained
(ha/km)

Estimate of
total land
regained, (ha)

100

10

700

73.
Reduction in Erosion. As mentioned above, the presence of earthen multi-track leads to erosion of
pastureland and thermal erosion processes especially in areas with rolling topography or permafrost. Olonuur
(an area of many lakes between Khovd and Olgiy) is one of the identified areas where the elimination of multi
track can stop triggering erosion processes3. However, a quantitative assessment of this benefit has not been
attempted due to lack of data.
74.
Dust and Noise Reduction. A great quantity of dust in is generated by vehicles traveling on the earth
roads. Although, it is difficult to quantify the amount of dust generated by existing traffic, it is anticipated that the
paved road will significantly contribute to the reduction of dust generation. It is anticipated also that there will
also be some decrease in noise pollution per individual vehicle due to improvement of physical characteristics
of road surface and road geometry.
75.
Vehicle Breakdowns. It is anticipated that the number of vehicle breakdowns occurring along the
project road will decrease as a result of improved road conditions. A smoother road will reduce vehicle
operating costs and the availability of rest areas will avoid accidents due to fatigue.
76.
Vehicle Emission and Fuel Consumption Reduction. Decrease in vehicle emissions and fuel
consumption per vehicle are expected as a result of improving the physical characteristics of road surface and
road geometry. Travel times between locations will decrease, thereby lowering the overall amount of vehicle
emissions and fuel consumed.
Environmental Costs
77.
The environmental costs of the Project have been estimated as US$ 396,100. The costs include
mitigation measures, monitoring, collection of detailed information and capacity building.
1.3.3

Public Consultation and Disclosure

78.
Two rounds of public consultations have been held for the entire road corridor of the Western Regional
Roads Project during the preparation of the EIA in 2007.4 These consultations were conducted for the full 748.4
km length of the Western Regional Road Corridor. They were held mainly in Khovd and Oligii and included
public from the project affected area of the present project from Khovd to Buraatyn Davaa.
79.
During the preparation of this EIA the Consultants conducted public consultation and information
dissemination with stakeholders of the Baag Ulaan Davaa-Mankhan section. Discussions were also held with
the PIU, Aimag and local government authorities and WWF local branch.
80.
Community around the Mankhan Soum was consulted at a community meeting at the Bayangol Bagh
Center where 21 local residents including 06 women participated with Citizen Representative and Khural Head
PurevdashTserendorj in the chair. Ger community along the road and herdsmen were also consulted during
field visits in May, 2011.

3
4

Government of Mongolia. 2007. EIA. Ulaanbaatar.


Government of Mongolia. 2007. EIA. Ulaanbaatar.

xv

81.
The view of the community was that while they appreciated the benefits of road development the road
impacts on 46 ha of agriculture and pasture land should be avoided. The agricultural land are beside the
present alignment and the use of multi tracks has been adversely affecting the lands. It was explained that the
road formation narrower that the land take by the mutitracks would avoid the impact on their agricultural lands.
Further, as it is better to avoid natural risks such as road closing from heavy snow fall in winter time in the high
slopes of Baag Ulaan davaa area.
82.
At the meeting held at Khovd Deputy Governors Office where the Deputy Governor, Tumendemberel,
Head of Environmental Department, Ts.Gantulga, Supervisor in Environment and Tourism Center and A.
Nansalmaa Environmental officer and Biodiversity and Specially Protected Area Specialist participated, the
following observations were made.
83.
When queried the need for a new alternative alignment around the western boundary of the Mankhan
Nature Reserve they did not believe that an alternative alignment is required. Although the reserve boundary
was delineated for the purpose of protecting natural habitat of Saiga Antelope the Saiga population has moved
towards the West of the reserve and do not fully accommodate the current population distribution of Saiga
Antelope. Ts.Gantulga has been involved in Mankhan NR boundary defining process in 1993. The Saiga
population in the reserve is isolated from other populations in the region and is very small in numbers; roughly
estimated as 10-25 individuals. Further, the Saiga are already adapted to traffic movement and noise from
unpaved earth road existing in the area over 30 years. Saiga can be observed on both sides of current earth
roads. And during their breeding season saiga move to other places Tsagaan Burgasnii Saari and Taliin Khar
Uul area located outside of Mankhan NR.
84.
At the consultation with the Khovd Branch head of WWF, D.Tseveenravdan, it was pointed out that only
about 30 Saiga survive in the Mankhan Natural Reserve area now and they are adapted to crossing the road.
However, care should be taken to ensure that the road embankment height will not be a barrier for Saiga to
roam across the road freely in this area.
1.4

Recommendations

1.4.1

Environmental Management Plan

85.
The main objective in formulating the Environmental Management Plan (EMP) is to recommend a set
of environmental safeguard measures to address the adverse environmental and social impacts of the project.
In addition to establishing mitigation measures and implementation responsibility the EMP will also include
monitoring mechanisms to ensure compliance with EMP requirements and environmental regulations of the
country. The detailed EMP is included in Appendix I.
86.
Institutional Arrangements. Key players involved in environmental management of the project are as
follows:

xvi

The Ministry of Roads, Transportation, Construction and Urban Development (MRTCUD)


will be the Executing Agency for the Project and through its Department of Roads (DOR)
ensure that environmental management is implemented as required and report to the Steering
Committee and ADB.

The Steering Committee will include representatives of different Ministries and Agencies such
as Ministry of Finance, Ministry of Health, MNET, and MRTCUD. The Chairperson of the
Steering Committee is the State Secretary of MRTCUD.

The Project Implementation Unit (PIU) will reside within the DOR with on-site offices. The
PIU through the SE will be responsible for overall contract administration and day-to-day
project supervision including environmental management.

The Supervising Engineer (SE) will perform the following duties:


o

supervise site environmental management system of the contractors, and provide


corrective instructions;

review the EMP implementation by the contractors; and

87.

report EMP implementation status to the PIU/DOR on environmental inspection and


monitoring results.

The Contractor. In the technical specification for the civil works contract, activities to protect
environment will be described. During construction, contractors will strictly implement the
Contractors EMP and undertake self-check activities and fully cooperate with the external
environmental inspections.

Figure 1.4 below presents the implementing and reporting structure for the EMP:
Figure 1.4: Organizational Chart for Implementing the EMP

88.
Capacity Building. It was found that the capacity of PIU to undertake responsibilities for carrying
environmental management and monitoring is limited. There is little experience in the implementation and
management of EMPs and skilled technical staffs are not available at either the national or aimag levels. Thus,
it will be necessary to embody a program of institutional strengthening and training through the provision of
technical assistance and procurement of laboratory equipment and supplies. This will be considered in
combination with a proposal on new organizational structure.
89.
Environmental Monitoring. The monitoring framework for the Project is summarized in Appendix I.
Monitoring activities include site supervision, verification of permits, monitoring environmental impacts such as
noise, air and water pollution as well as wildlife migration routes.
90.
It is recommended that construction contracts include that instrumental monitoring of air quality, water
quality and noise levels should be carried out prior to commencement of construction to establish a baseline
against which impacts can be measured. The locations for baseline monitoring may be determined in
consultation with SE and MNET and local government environmental inspectors. Contingency provisions
should be included for additional air and water quality, as well as noise monitoring at the request of the
SE/MNET if warranted by events.
1.4.2

Grievance Redress Mechanism

91.
A grievance redress mechanism (GRM), consistent with the requirements of the ADB Safeguard Policy
Statement (2009) will be established prior to construction to prevent and address community concerns, reduce
risks, and assist the project to maximize environmental and social benefits.
92.
In addition to serving as a platform to resolve grievances, the GRM has been designed to help achieve
the following objectives: (i) open channels for effective communication, including the identification of new
environmental issues of concern arising from the project; (ii) demonstrate concerns about community
members and their environmental well-being; and (iii) prevent and mitigate any adverse environmental impacts
on communities caused by project implementation and operations. The GRM is accessible to diverse members
of the community, including more vulnerable groups such as women and youth. Opportunities for confidentiality
xvii

and privacy for complainants are to be honoured where this is seen as important.
1.4.3

Conclusion

93.
The Project will have some negative and positive, direct and indirect environmental impacts on
physical, ecological and socio-economic environment during the road construction and operation phases. Most
of the alignment traverse on or along existing tracks and it is on these tracks that the road construction will be
carried out. Further, the adverse impacts during construction are temporary and could be minimized by proper
planning, good construction practices and implementation of the proposed mitigation measures and monitoring
programs. Thus, these impacts are not expected to pose any threat to the environment.
94.
Assuming effective implementation of the mitigation measures and monitoring requirements as outlined
in the Environmental Management Plan (Appendix1), the Project is not expected to have significant adverse
environmental impacts.

xviii

2.

INTRODUCTION

2.1

Background

95.
Mongolias landlocked location between the Peoples Republic of China (PRC) and the Russian
Federation and its remoteness from developed international and domestic markets are major constraints
to international development. The Government of Mongolia has identified increasing investment in road
construction and rehabilitation as a means to reduce Mongolias isolation from world markets and improve
the accessibility of isolated communities within the country. This emphasis on road rehabilitation and
construction has been included as one of the main issues to be addressed in the Economic Growth
Support and Poverty Reduction Strategy.5 The improvement of the Western Regional Road Corridor will
be a large step forward in reducing geographical isolation within the region.
96.
The improvement of the Western Regional Road Corridor (WRRC) will assist the Government to
meet the objectives identified within its Comprehensive National Development Strategy for Mongolia that
is based on Millennium Development Goals. Among these objectives are: expanding and developing the
auto road network and connecting aimag and regional centers and the capital city by paved roads;
improving the care and maintenance of the national and local roads; and reducing the negative impacts of
automobiles on the surrounding environment, population, and traffic movements.6 These goals and
strategies are also in line with the transportation sector strategy for Mongolia developed with the
assistance of the ADB.7
97.
The Government of Mongolia, with the objective of improving its internal transport network and
increasing trade and transit links between Mongolia and its neighbouring countries, the Peoples Republic
of China (PRC) and the Russian Federation, has undertaken the upgrading of the Western Regional
Road Corridor through its Ministry of Road, Transport Construction and Urban Development (MRTCUD).
The 784.4 km WRRC connecting Yarant at the Mongolia/China border and Ulaanbaishint at the
Mongolia/Russia border (Figure 2.1) is strategically important for the socioeconomic and regional
development of Mongolia, as well as improving relationships with neighbouring countries.
98.
The outcome of the proposed project will be an efficient and safe regional transport route that is
developed in the Western Region of Mongolia, linking Xinjiang Autonomous Region in the PRC and the
Siberia region of the Russian Federation by way of Khovd and Bayan-Olgii aimags of Mongolia. WRRC
also includes a section of Asian Highway 4 (AH4), an internationally designated road by the United
Nations Economic and Social Commission for Asia and the Pacific (UNESCAP).
99.
The total road length of 784.4 km of WRRC has been divided into 9 sections for financing
arrangements, as shown in Figure 2.2. The section under consideration for ADB funding and examined in
this environmental assessment consists 103.3 km from Baag Ulaan Davaa to Mankhan. The project road
section is located within the western aimag of Khovd which has a population of approximately 89,240
(2009). The poverty incidence in this region was 51 percent in 2003, higher than the national average of
36 percent.

5
6

Government of Mongolia.2004. Economic Growth Support Poverty Reduction Strategy. Ulaanbaatar.


Government of Mongolia. 2007. Millennium Development Goals (MDGs)-based Comprehensive National Development
Strategy of Mongolia. (Draft) Ulaanbaatar.
ADB 2007. National Transport Strategy for Mongolia. Manila.

- 19 -

Figure 2.1: Western Regional Road Corridor

100.
Other sections are to be funded by the Mongolian Government, ADB, Peoples Republic of China
and ADB/ Government of Mongolia co financing.
2.2

EIA Preparation

101.
This Environmental Impact Assessment (EIA) has been prepared for the proposed road section of
103.3 km from Baga Ulaan Davaa to Mankhan (the Project). The EIA describes the baseline
environmental conditions, including physical, ecological and socio-economic resources along the road,
assesses the environmental impacts of the intended road development, and provides remedial/mitigation
measures. The EIA has been prepared in accordance with ADBs Safeguard Policy (2009) and Guidelines
for EIA, as well as Mongolian environmental impact assessment legislation.

- 20 -

102.
This EIA is a stand-alone document for the Project. The detailed design has been prepared for
the Project and is being reviewed by the Consultant.8 The Economic and Financial Analysis and Social
and Poverty Impact Assessment are also being updated by the Consultant.
2.3

Associated Project Facilities

103.
The total 784.4 km length of the road corridor alignment has been divided to 10 sections of
varying lengths and these are at different stages of development as presented in Figure 2.2. All these
sections together with the ADB proposed project consist the Western Regional Road Development
Project and were considered in the Environmental Impact Assessment9 prepared in 2007.
104.
Table 2.1 below presents the road section lengths and funding arrangements for the other
sections which are associated with the present Project identified for ADB funding.

Road
Section

Yarant
to
Bulgan
264 km

Funded
by

GOM

Table 2.1: Other Road Sections and Funding Sources


next next
Mankh Khovd
76km
Next
64
section up an to
to
section
section
km
to Baag
Khovd Buraatin after
of 30
Ulaan
85.3
Davaa
Buratiin km
147.9 km Davaa
Davaa
km
(north
110.8 km
of Olgii)
GOM GOM
PRC
ADB
PRC
GOM

Next 40
km
section

Last 25.8
km to
Ulaanbais
hint

GOM

Under
considerati
on by ADB

Consultant TA 7449-MON: Regional Transport Development Project Component 1-Prparing the Western Regional Road II
Project.
Government of Mongolia. 2007. EIA. Ulaanbaatar.

- 21 -

Figure 2.2: Road Sections of the Western Regional Road Corridor

Source: Adapted from EIA 2007.

2.4

Report Structure

105.
This Environmental Impact Assessment Report has been prepared by the Consultant on behalf of
the Government of Mongolia. It is based on the Environmental Impact Assessment10 of the project for
Preparing the Western Regional Road in Mongolia. This project EIA also includes work results of the
Consultant and the Detailed Design11 for the Baag Ulaan Davaa to Mankhan section of WRRC
development project.
106.
The EIA Report has been prepared following the Safeguard Policy Statement (2009), the
Safeguard Requirements 1: Environment. It also complies with Government of Mongolia requirements. In
addition, the first chapter - Introduction, has been included to provide background information and
location of the proposed project section in relation to the total road alignment of 784.4 km, and to
establish its importance in association with the development of the other sections of the alignment.
Accordingly, the report is organized as follows:

10
11

Goverment of Mongolia/ADB. 2007. Feasibility Study EIA Ulaanbaatar.


MCPC. 2008. Detailed Engineering Design for Olgii-Khashaat Pass Section and Khashaat Pass to Hovd Section. Ulaanbaatar.

- 22 -

Executive Summary.

Introduction. Section 2 establishes the location of the Project, the Project Proponent,
and an explanation of the purpose of the EIA. It also presents the organization of the
EIA, additional background information and an explanation of the extent of the EIA study.

Environmental Legal and Administrative Framework. Section 3 provides information


on the current environmental legislation of Mongolia specifically EIA requirements and
provides a brief description of the environmental administrative framework.

Description of the Project. In accordance with the ADB Guidelines Section 4 provides
the detailed description of the Project, need for the Project, Project location, magnitude of
operation, environmental category of the Project, and implementation schedule.

107.
Description of the Potentially Affected Environment. Section 5 provides a description of the
environment within the area potentially affected by the Project. The description is based on reviews of
available documentation, statistical data, meetings with experts in the field and field surveys and
investigations. The following four aspects of the environment have been addressed in detail:

108.

Physical Resources - topography, soils, geological characteristics, air quality;


Ecological Resources flora, fauna, nature reserves and unique habitats;
Economic Development industrial and agricultural development, land use, local
transportation network, non-transport infrastructure within the potentially affected
environment; and
Social and Cultural Resources - issues of health, public safety, recreational resources,
cultural resources and aesthetics.

Alternatives. Different project alternatives are considered and compared in Section 6.

109.
Potential Impacts and Mitigation. Section 7 provides an assessment of potential impacts of the
proposed road development in light of the existing conditions, together with recommended actions to
prevent and/or otherwise mitigate unavoidable impacts expected to be incorporated as integral parts of
the Project.
110.
Public Participation. Information on public participatory workshops and consultations with
experts and local administration is presented in Section 9.
111.

Grievance Redress Mechanism is presented in section 9.

112.
Environmental Management Plan is presented in Section 10 along with an Environmental
Monitoring Plan.
113.

Conclusion. Conclusions are drawn and recommendation made in Section 11.

- 23 -

3.

POLICY LEGAL AND ADMINISTRATIVE FRAMEWORK

3.1

Enironmental Policy

114.
Mongolia has enacted a comprehensive policy and legal framework for environmental
assessment and management. It has policies, legislation and strategies in place to manage the protected
estate, to satisfy its international obligations, and to protect the quality of the environment for the health
and well-being of its citizens. The hierarchy of policies and legislative provisions for environmental
management in Mongolia comprises five layers ranging from the Constitution to international treaties, and
to environment and resources protection laws.12
115.
The main policy documents are the National Environmental Action Plan of 1996, the State
Environmental Policy of 1997, the National Plan of Action to Combat Desertification, the Biodiversity
Conservation Action Plan, and the National Plan of Action for Protected Areas, all developed under the
Ministry of Nature Environment and Tourism (MNET) auspices, as well as the Mongolian Action Program
for the 21st Century with subordinated aimag development plans developed by the National Council for
Sustainable Development.13 The National Environmental Action Plan was updated in 2000 and the
National Action Plan for Climate Change was added in the same year. Several program documents (e.g.
National Water Program, National Forestry Program, Program of Protection of Air, Environmental
Education, Special Protected Areas, and Protection of Ozone Layer) were also completed at the turn of
the decade. State policy on Environmental Impact Assessment was in place in 1998. In addition, other
guidance documents with important environmental repercussions were developed under the auspices of
other ministries and these include the Roads Master Plan, the Power Sector Master Plan, the Tourism
Master Plan, and the Renewable Energy Master Plan.14 Other documents, such as the annual Human
Development Reports have increasingly incorporated environmental aspects.
116.
A fundamental principle of the Mongolian state environmental policy is that economic
development must be in harmony with the extraction and utilization of natural resources and that air,
water and soil pollution will be controlled. In April 1996, Mongolias National Council for Sustainable
Development was established to manage and organize activities related to sustainable development in
the country. The countrys strategy is designed for environmentally friendly, economically stable and
socially wealthy development, which emphasizes people as the determining factor for long-term
sustainable development.
117.
The health of Mongolia's natural ecosystems and populations of wild species is of both national
and global importance. The country forms an important part of the global ecosystem in the ecological
transition zone in Central Asia, where the great Siberian taiga, the Central Asian steppe, the high Altai
Mountains, and the Gobi desert converge. In recognition of its global responsibilities, Mongolia has
acceded to a number of international environmental conventions and the key ones are tabulated below.
Each of these conventions places obligations on signatory governments ranging from the provision of a
legislative basis for implementation, to adherence to the requirements and conditions of each convention,
to monitoring implementation performance on a regular basis, to reporting on a regular basis and to the
conference of parties.
Table 3.1: International Environmental Conventions Signed by Mongolia
Year of
Accession
Convention on Biological Diversity (CBD)
1993
UN Framework Convention on Climate Change (UNFCCC)
1994
Kyoto Protocol
1999
UN Convention on Combating Desertification (UNCCD)
1996
Convention on the Protection of Wetlands of International Importance (Ramsar) 1998
Convention

12
13
14

UNDP. 2008. Institutional Structures for Environmental Management in Mongolia. Ulaanbaatar and Wellington.
Ibid. p15.
Ibid. p15.

- 24 -

CONVENTION
Vienna Convention for the Protection of the Ozone Layer
Montreal Protocol (regulating substances that deplete the ozone layer)
Convention on International Trade in Endangered Species of Fauna and Flora
(CITES)
Convention on the Transboundary Movement of Hazardous Waste (Basel)
Rotterdam Convention on the Prior Informed Consent Procedure for Certain
Hazardous
Chemicals and Pesticides in International Trade
Stockholm Convention on Persistent Organic Pollutants (POPs)
World Heritage Convention

3.2

YEAR OF
ACCESSION
1996
1996
1996
1997
2000

2004
1990

Environmental Law

118.
The Government of Mongolia undertook a major environmental law reform in 1990 including the
law of the land, protected areas, water, forest, wildlife, and native flora resources. The legislation base is
extensive as evidenced by the following table of key environmental legislation.
Table 3.2: Key Environmental Legislation in Mongolia
Name of the Law
Year Adopted
The Constitution of Mongolia
1992
1995, revised in 2006 and
Law on Environmental Protection
2008
Law of Land
Jun 2002
Law on Land Cadastre and Mapping
Dec 1999
Law on Land Fees
Apr 1997
Law on Land Possession
Jun 2002
Law on implementation of regulations related to Land Possession
Jun 2002
Law
Law on Geodesy and Cartography
Oct 1997
Law on Special Protected Areas
Nov 1994
Law on Buffer Zones
Oct 1997
Law on Water
Apr 2004
Law on Water and Mineral Water Resource Fee
May 1995
Law on Forests
Mar 1995
Law on Fees for Timber and Fuel wood Harvesting
May 1995
Law on Prevention of Steppe and Forest Fires
May 1996
Law on Reinvestment of Natural Resource Use Fees for
Jan 2000
Conservation
Law on Natural Plants
Apr 1995
Law on Natural Plant Use Fees
May 1995
Law on Protection of Plants
Mar 1996
Law on Hunting
2000, 2003
Law on Fauna
2000
Law on regulation of export and import of endangered species of
Nov 2002
flora and fauna
Law on Hunting Reserve Use Payments and on Hunting and
May 1995
Trapping Authorization Fees
Law on Underground Resources
Dec 1994
Law on Minerals
1997, revised in 2006
Petroleum Law
1991
Law on Air
Mar 1995
Law on Hydrometeorology
Nov 1997

- 25 -

Name of the Law


Law on Protection from Toxic Chemicals
Law on Environmental Impact Assessment
Law on Tourism
Law on Solid Waste
Law on prohibiting export and transportation of Hazardous Waste
3.2.1

Year Adopted
Apr 1995
1998, revised in 2002
1998
Nov 2003
Nov 2000

Law on Environmental Protection

119.
The Mongolian Law on environmental protection is the umbrella law for all environmental and
natural resource legislation in Mongolia. It governs the land and subsoil, mineral resources, water
resources, plants, wildlife and air, and requires their protection against adverse effects to prevent
ecological imbalance. The environmental protection law regulates the inter-relations between the state,
citizens, economic entities and organizations, with a guarantee for the human right to live in a healthy and
safe environment. It aims for an ecologically balanced social and economic development, the protection
of the environment for present and future generations, the proper use of natural resources, including land
restoration and protecting land and soil from adverse ecological effects. There are provisions that enable
the development of state and local rights on environmental protection; environmental protection rights and
obligations of citizens; environmental carrying capacity; to specify the maximum level of natural resources
use; to provide for ecological training and education; to specify state environmental guidelines and
principles and to provide for environmental assessment, databases and research and financing. National
policy to protect ecologically significant aspects of the environment and to restore natural resources is
prepared under the Law on Environmental Protection.
3.2.2

Law on Air

120.
The purpose of this law is to regulate actions in order to protect air quality, particularly with regard
to issues related to the health of the countrys population and minimizing greenhouse gas emissions. The
following administrative bodies are primarily responsible for the Law on Air:

The Central Administrative Body responsible for Nature and the Environment: develops
an air protection national action plan and submits it to the Cabinet of Ministers for
approval; organizes air quality and monitoring measurements; and develops standards
and norms related to air protection and submits them to the appropriate institutions for
approval.

The Central Administrative Body responsible for Health Care develops the national
standards on permissible levels of air pollutants and has these standards approved by
the appropriate agency.

121.
Article 11 of the Law on Air describes the air protection requirements during construction.
Standards for permissible limits on the amount of air polluting substances and hazardous impacts shall
serve as the basis for the selection of the site, design and construction, commencement of operations,
and expansion or renovation of equipment and technology for any building for industrial, service or other
purposes.
122.
An Environmental Impact Assessment (EIA) shall be completed prior to construction of an
economic entity or organization engaged in activities which discharge air polluting substances or cause
hazardous impacts.
3.2.3

Law on Water

123.
The main purpose of this law is to prevent water pollution by prohibiting littering and
contamination through toxic components near estuaries of water bodies, riverbanks and protection zones.

- 26 -

3.2.4

Law on Water and Mineral Water Use Fees

124.
The Law on Water and Mineral Water Use Fees is designed to regulate fees for the use of water
and mineral water and incorporate these fees into the state budget.
125.
Mongolian citizens, foreign citizens, persons with no citizenship, economic entities and
organizations that use water, mineral water and/or riparian zones in Mongolia for any purposes, are
required to pay the fees.
126.
Fee rates for water use shall be determined by the Cabinet of Ministers, based on the limits set
out in Clause 1 of Article 6 of the law or determined by aimag or Capital City Citizens Representative
Khural based on Clause 2 of Article 6 of this law.
3.2.5

Law on Specially Protected Areas

127.
The purpose of this law is to regulate the use and procurement of land for state protection, to
foster scientific research, and to preserve and conserve the lands original condition in order to protect
specific characteristics, unique formations, rare and endangered plants and animals, historic and cultural
monuments, and natural beauty. The law establishes four protected area categories, each managing land
for a different purpose under a separate management directive. These include Strictly Protected Areas
(SPA), National Parks (NP), Nature Reserves (NR) and National Monuments (NM).
128.
Strictly Protected Area is the most restrictive category of the protected areas in Mongolia.
Strictly Protected Areas (SPAs) are classified further into three zones: Pristine Zone, Conservation Zone
and Limited Use Zone. Only conservational activities and research studies, such as observation, are
allowed in Pristine Zones. Activities such as digging, the use of explosives, extracting sand and stone,
harvesting wood or constructing a road are prohibited in Conservation Zones. According to Article 12.1 of
the Law on SPA, it is not prohibited to construct a road in Limited Use Zones.
129.
National Park is the second level of protected areas and has a more user-oriented designation.
National Parks (NPs) are classified into Special Zones, Travel and Tourism Zones and Limited Use Zones.
According to this law, NPs consist of areas that have relatively preserved natural features, historical,
cultural, educational and ecological importance. Only conservation activities, research studies undertaken
by means that do not negatively impact nature, rehabilitation of soil, creation of conditions to reproduce
plants and animals, and an elimination of damage from natural disasters are allowed in Special Zones.
Activities such as road construction are prohibited in Special Zones and Tourism Zones. According to
Article 17 of the Law on SPA, it is not prohibited to construct a road in a Limited Use Zone.
130.
Nature Reserve is the area taken under state special protection for the conservation,
preservation, and restoration of natural features, natural resources and wealth. Natural Reserves (NRs)
are classified into Ecological Reserves, Biological Reserves, Paleontological Reserves and Geological
Reserves. In any NR, it is prohibited to undertake activities for industrial purposes that change the natural
original condition or activities which are likely to have a negative impact on the environment such as
construction of buildings, excavation of land, the use of explosives, or exploration and mining for any
resources.
131.
National Monuments consist of land taken under state special protection for the purpose of
preserving the heritage of natural unique formation as well as historical and cultural traces in their natural
state. Natural Monuments are classified into Natural, Historical and Cultural Monuments. It is prohibited to
construct buildings, plow or dig land, use explosives, or mine natural resources within 0.1 km to 3.0 km of
Natural, Cultural and Historical Monuments.

- 27 -

3.2.6

Law on Buffer Zones

132.
The purpose of this law is to regulate determination of Specially Protected Area Buffer Zones and
activities therein.
3.2.7

Law on Fauna

133.
The purpose of the Law on Fauna is to regulate the protection and breeding of fauna, which
permanently or temporarily reside in soil, water or on land within Mongolia. Article 7 (Protection of Very
Rare and Rare Fauna) lists the very rare fauna as Asiatic Wild Dog (Cuon alpinus), Snow Leopard
(Uncia uncial), Eurasian Otter (Lutra Lutra), Gobi Bear (Uros Arctos gobiensis), Przewalski horse (Equus
przevalski), Wild Bactrian Camel (Camelus Bactrianus ferus), Musk deer (Moschus moschiferus),
Reindeer (Rangifer tarandus valentinae), Moose (Alces alces pfizenmayeri), Saiga Antelope (Saiga
tatarica tatarica), Mongolian Saiga (Saiga tatarica mongolica), Central Asian Beaver ( Castor fiber birulai),
Whooper Swan (Cygnus cygnus), Ring-necked Pheasant (Phasianus colchius), Hooded Crane (Crus
monacha), White-naped Crane (Crus vipio), Siberian Crane (Crus leucogeranus), Houbara Bustard
(Chlamydotis undulate), Dalmatin Pelican (Pelicanus crispus), Relict Gull (Larus relictus), Baikal Sturgeon
(Acipenser baeri baicalensis), Amur sturgeon (Acipenser schrenki), Tench (Tinca tinca), Amur Sculpin
(Mescottus haitej), and Emperor Moth (Etudia pavonia).15
134.
A list of rare and endangered fauna species is provided in the Mongolia National Red Book. The
aimag Citizen Representative Khural shall approve measures for protection of very rare and rare fauna
within their territory and exercise control over the implementation.
3.2.8

Law on Flora

135.
The Law on Flora coordinates activities related to protection, sustainable use and rehabilitation of
plants, excluding cultivated plants and forest. As part of this law, the Mongolian Government has created
a list of rare and endangered flora species.
136.
Article 8 of this law mandates that the use of plants for industrial use within 2 km of an estuary of
river, natural springs or riverbank or in the area where vegetation cover is degrading is strictly prohibited.
3.2.9

Law on Forest

137.
The Law on Forest regulates actions related to the protection and sustainable use of forest
resources. The forest area is classified according to its ecological and economic values as follows:

Special Forest Zone (alpine forest, pristine and conservation zones of SPA and special
zone of national park). Protection and use of this zone is controlled under the law of
Specially Protected Areas.

Protected Forest Zone (other forest areas of SPA, green belt area, saxsaul forest and
forest growing on 30 degree slope).

Forest Use Zone. Any forest area that is not included in the above zones.

3.2.10 Law on Protection of Cultural Heritage


138.
The purpose of this law is to coordinate all activities related to research of cultural heritage, and
registration, study and classification, valuing, preservation and protection, advertisement and renovation,
and issues related to ownership and use of cultural heritage.
15

Government of Mongolia. 2007. EIA.Ulaanbaatar.

- 28 -

139.
The law identifies a number of heritage relics, places and sites according to their scientific,
historical and cultural importance. Some ancient tombs/burial sites and calligraphy are also recognized as
heritage items.
140.
Article 17 of Chapter 6 of this law states that if subsoil exploration activity discovers any historical
and cultural heritage items, operations should stop and the governor and police of the aimag or soum,
along with relevant research institutes shall be informed. It is prohibited to move any historical and
cultural item without the permission of the Ministry of Education, Culture and Science.
141.
The investigation of cultural heritage shall be implemented by the Professional Inspection Agency,
state inspectors, or governors of aimag and soum. The State Professional Inspection Agency shall carry
out this investigation in accordance with various laws on protection of cultural heritage, norms, regulation
and standards.
142.
The Ministry of Education, Science and Culture (MESC) is responsible for determining the status
of historical, architectural and memorial sites of archaeological significance.
3.2.11 Law on Land
143.
The purpose of this law is to regulate the possession and use of land by citizens, economic
entities and organizations of Mongolia. The law contains a number of provisions which set substantive
and procedural land conservation requirements that prohibit activities that are harmful to human health,
environmental protection or environmental balance. The law allows local governments to use an
appropriate part of land fee revenues for land conservation activities.
3.2.12 Law on Hunting
144.
The purpose of this law is to regulate the hunting and trapping of game animals and the proper
use of hunting reserves. Hunting requires a special permit and can take place during prescribed seasons.
Contact permits and special permits for the hunting and trapping of game animals shall be issued by the
State Administrative Central Organization. Article 13 describes these issues. Article 14 lists the prohibited
hunting and trapping methods such as the use of chemical substances and explosives, digging pits,
placing triggered guns and arrows or other traps on animal paths.
3.3

Environmental Impact Assessment Requirements

145.
The Project will be subject to the environmental requirements of both Mongolia and those of the
ADB. These requirements are as follows.
3.3.1

Environmental Impact Assessment Requirements of ADB

146.
ADB Safeguard Policy Statement (SPS) sets out the policy objectives, scope and triggers, and
principles for environmental safeguards, involuntary resettlement safeguards, and Indigenous Peoples
safeguards. The objective of the Environmental Safeguards is to ensure the environmental soundness
and sustainability of projects and to support the integration of environmental considerations into the
project decision-making process and requires a screening process for each proposed project, as early as
possible, to determine the appropriate extent and type of environmental assessment so that appropriate
studies are undertaken commensurate with the significance of potential impacts and risks. Subsequent to
the screening process an environmental assessment should be conducted to identify potential direct,
indirect, cumulative, and induced impacts and risks to physical, biological, socioeconomic (including
impacts on livelihood through environmental media, health and safety, vulnerable groups, and gender
issues), and physical cultural resources in the context of the projects area of influence. Therefore, all
projects considered for loans and investments by ADB are subject to classification for the purpose of
determining environmental assessment requirements. The determination of the environment category is
to be based on the most environmentally sensitive component of the project. Within this system, projects

- 29 -

are screened for their expected environmental impacts and assigned to one of the following four
categories:

3.3.2

Category A: Projects with potential for significant adverse environmental impacts. An


environmental impact assessment (EIA) is required to address significant impacts.

Category B: Projects judged to have some adverse environmental impacts, but of a


lesser degree and/or significance than those of category A projects. An initial
environmental examination (IEE) is required to determine whether or not significant
environmental impacts warranting an EIA are likely. If an EIA is not needed, the IEE is
regarded as the final environmental assessment report.

Category C: Projects unlikely to have adverse environmental impacts. No EIA or IEE is


required, although environmental implications are still reviewed.

Category FI: Projects are classified as category FI if they involve a credit line through a
financial intermediary or an equity investment in a financial intermediary. The financial
intermediary must apply an environmental management system, unless all subprojects
will result in insignificant impacts.

Environmental Impact Assessment Requirements of Mongolia

147.
The Law on Environmental Impact Assessment stipulates the EIA requirements of Mongolia.
The purpose of this law is environmental protection, the prevention of ecological imbalance, the regulation
of natural resource use, the assessment of environmental impacts of projects and procedures for
decision-making regarding the implementation of projects.
148.
The terms of the law apply to all new projects, as well as rehabilitation and expansion of existing
industrial, service or construction activities and projects that use natural resources. Type and size of the
planned activity define responsibility which may be either MNET or aimag government (Local
Government).
149.
There are two types of EIAs defined in the Law: General EIA and Detailed EIA. To initiate a
General EIA, the project implementer submits a brief description of the project including the feasibility
study, technical details, drawings, and other information to MNET (or aimag government). The General
EIA may lead to one of four conclusions: (i) no Detailed EIA is necessary, (ii) the project may be
completed pursuant to specific conditions, (iii) a Detailed EIA is necessary, or (iv) cancellation of the
project. The General EIA is free and usually takes up to 12 days.
150.
The scope of the Detailed EIA is defined by the General EIA. The Detailed EIA report must be
produced by an authorized Mongolian company which is approved by the MNET by means of a special
procedure. The developer of the Detailed EIA should submit it to the MNET (or aimag government). An
expert of the organizations who was involved in conducting the General EIA should make a review of the
Detailed EIA within 18 days and present it to MNET (or aimag government). Based on the conclusion of
the expert the MNET (or aimag government) takes a decision about approval or disapproval of the
project.
151.
The cost for the Detailed EIA is covered by the project implementer and can amount to $50,000 in
the case of large projects. When the development of the detailed EIA is the most likely conclusion of the
General EIA then this EIA report can be used as a substantial basis for the Detailed EIA.
152.

The Detailed EIA must contain the following chapters:

Environmental baseline data;

Project alternatives;

- 30 -

153.

Recommendations for minimizing, mitigation and elimination of impacts;

Analysis of extent and distribution of adverse impacts and their consequences;

Risk assessment;

Environmental Protection Plan;

Environmental Monitoring Program; and

Opinions of residents on whether the project should be implemented.

Figure 3.1 below presents a simplified diagram of the EIA procedure in Mongolia.

- 31 -

Figure 3.1: Simplified Diagram of the EIA Procedure in Mongolia

3.4

Administrative Framework

3.4.1

Institutional Framework for the Ministry of Nature, Environment and Tourism

National Level
154.
The Ministry of Nature, Environment and Tourism (MNET) is the agency primarily responsible for
the implementation of environmental policy in Mongolia. The organization chart of the MNET is shown in
Figure 3.2. Under MNET, there are several government agencies involved in the protection of the
environment in Mongolia as outlined below.

- 32 -

Figure 3.2: Organization Chart of the Ministry of Nature, Environment and Tourism

Source: Ministry of Nature, Environment and Tourism.

155.
Department of Sustainable Development and Strategic Planning is responsible for the
elaboration of strategic and sustainable development policies, plans, programs and projects in areas
within the mandate of the Minister of Nature, Environment and Tourism. The departments functions
include developing principles and policies and creating a positive legal environment for the preservation
of ecological balance, in accordance with sustainable development objectives, by conducting policy
research and developing policy options, designing projects and programs, offering policy leadership, and
planning and initiating Mongolia's participation and actions with regard to major ecological issues at
regional and international levels.

- 33 -

156.
Department of State Administration and Management is responsible for administration and
leadership in the Ministry. Its functions include addressing human resource management and
development issues, providing legal advice, introducing best practices for administration in the Ministry,
developing systems of reporting and accountability, resolving appeals and complaints, and improving
organizational management. The department focuses on ensuring the continuity and stability of Ministry
operations by way of professional and disciplined departments staffed with capable public servants, and
on developing human resource policies and improving the effectiveness of their implementation.
157.
Department of Environment and Natural Resources is responsible for the planning and
implementation of actions to reduce environmental degradation and adverse environmental impacts, and
ensuring the appropriate use of natural resources. Its functions include implementing laws and
regulations, policy, programs and activities related to the conservation and appropriate use of natural
resources; restoring areas that have suffered from degradation; organizing and coordinating biological
conservation activities; conducting environmental assessments and maintaining the Environmental
Information Databank; and organizing training and public awareness activities related to environmental
conservation. Activities undertaken in this context include:

Organizing EIAs;

Monitoring the implementation of environmental monitoring programs, environmental


protection plans and rehabilitation programs of mines; receiving and reviewing annual
reports on the above activities; and issuing professional guidelines and recommendations
on required future courses of action;

Conducting environmental assessments and maintaining the State Environmental


Information Databank;

Maintaining a unified registry of very toxic, toxic and harmful chemicals, and issuing
authorizations for their manufacture and import;

Assuming responsibility for the export of cultivated plants, the gathering of wild plants,
and the import of vegetable matter;

Coordinating the implementation of policies on flora, forest and water resource


management;

Coordinating household and industrial waste management policy; and

Managing air pollution.

158.
Department of Specially Protected Areas Administration and Management has been
entrusted with the responsibility of implementing the laws and regulations concerning Specially Protected
Areas (SPAs). Its functions include coordinating activities related to the expansion of the SPA network and
the implementation of associated programs, projects and actions, as well as providing professional and
practical assistance to the administrative authorities of SPAs. It focuses on assuring the integration of
policies and actions promoting sustainable natural resource use and ecological balance. These
responsibilities are carried out by developing partnerships with all organizations engaged in policy
implementation, ensuring the effective allocation of resources, and organizing and coordinating their
activities in line with government policy, programs and plans.
159.
Department of Tourism. The Department of Tourism provides basic direction and policy to the
tourism sector of the country by giving priority to the activities of the National Tourism Center.
Implementing the complex objectives of millennium development is the main task of the National Tourism
Center established under the Ministry in May 2009.
160.
International Cooperation Division. The functions of the division include implementing and
coordinating policies for international cooperation in the environmental sector; developing, obtaining
funding for and ensuring the implementation of international projects; and implementing and improving the
outcomes of environmental-sector conventions and international agreements to which Mongolia is a party.

- 34 -

161.
Division of Information, Monitoring and Assessment is delegated the authority for monitoring
and assessing the implementation of laws, government policies and programs. Its functions include
monitoring and evaluating the implementation of government programs and resolutions concerning the
environmental sector, promoting the use of information technologies in this sector, compiling an
environmental information databank and providing data to end users, and establishing a system of
reporting and accountability.
162.
Finance and Investments Division is responsible for Administration and Finance and the
Accounting functions in the environmental sector; planning, allocating and disbursing budgetary funds
provided by the Parliament of Mongolia to the Minister of Nature and Environment; preparing financial
reports and organizing performance audits; consolidating fees and payments for the use of natural
resources; disbursing funds for environmental conservation and natural resource restoration, as well as
for the protection of Specially Protected Areas, natural resources and game wildlife; and creating,
administering and reporting on the "Environmental Protection Fund" of the Ministry of Nature and
Environment.
163.
Ecologically Clean Technologies and Science Division is responsible for developing and
promoting clean technologies in Mongolia by introducing cleaner production technology to all aspects of
production and services.
164.
National Agency for Meteorology, Hydrology and Environmental Monitoring is responsible
for managing a national, integrated hydrological, meteorological and environmental monitoring network;
ensuring preparedness for potential natural disasters or major pollution incidents; establishing conditions
to permit the full and complete use of meteorological and hydrological resources; continuously monitoring
radioactivity, air and water pollution and soil contamination levels; and providing essential hydrological,
meteorological and environmental data to state and government officials, businesses and individuals.
165.
Water Authority is the state organization responsible for implementing government policy and
decisions related to the sustainable use, protection and restoration of water resources in Mongolia;
signing and monitoring the implementation of contracts and agreements, in the name of the Ministry of
Nature and Environment, with relevant foreign and domestic organizations, companies and individuals;
collecting fees and payments for the use of water resources and allocating these according to the
appropriate procedures; and allocating and reporting on the use of funds for the conservation and
restoration of water resources.
166.
Forest Authority is responsible for the implementation of the National Forests Policy and the
"Green Wall" Program, as well as policies concerning forest conservation, reforestation, appropriate forest
resource use, the mitigation of insect and disease infestations and the prevention of forest and steppe
fires. Its functions include developing and improving forestry policy coordination. This unit's activities
focus on assuring an integration of policies and actions promoting sustainable natural resource use and
ecological balance. These responsibilities are carried out by developing partnerships with all
organizations engaged in policy implementation, ensuring the effective allocation of resources, and
organizing and coordinating their activities in line with government policy, programs and plans.
Aimag and Soum Level
167.
Aimag and soum governors are responsible for all environmental management at the local level
with the exception of protected areas management. They are also responsible for issuing local permits
and licenses and for natural resource management. Enforcement of regulations is the responsibility of
environmental inspectors at the aimag level and rangers at the soum level. Aimag level inspectors
function with guidance from the State Professional Inspectors of the General Agency for Specialized
Inspection under the Deputy Premier of Mongolia. Rangers continue to report to the soum government
while aimags have their own environmental protection department with about 3 to 5 staff members.

- 35 -

3.5

Project Classification

168.
Through site visits and review of available information the following potential adverse impacts
were identified for the Baga Ulaan Davaa to Mankhan road section:

Likely adverse environmental impacts on local flora and fauna, including potential impact on
endangered mammal species e.g. Mongolian Saiga Antelope (Saiga tatarica mongolica) in
Mankhan Area;
Extraction of mineral resources (e.g. sand and stone aggregates);
Risk to safety of herders and their livestock crossing the road; and
Increased poaching or hunting of wildlife and risk to wild life in crossing zones.

169.
As per Mongolian Law on Environmental Impact Assessment requirements MNET after a General
EIA has determined that the WRRC Project warrants a Detailed EIA which is similar in content and scope
to an EIA required for an ADB Category 1 Project.
170.
As per requirements of Law on Environmental Impact Assessment a Detailed EIA was carried out
on the WRRC Upgrading Project by a local company. This EIA was approved on 14 July, 2009, and is
valid for 5 years from that date. The road alignment of the 103.3 m section from Baga Ulaan Davaa to
Mankhan is the same as considered in the EIA 2009 for this section.
171.
Considering the ADB requirements for environmental assessment of the project, ADB has
classified Baga Ulaan Davaa to Mankhan road section development (Tranche 1 of the MFF) as Category
A requiring an EIA.

- 36 -

DESCRIPTION OF THE PROJECT

4.1

Type of Project

172.
The proposed Project, for which this EIA is addressed, is a road upgrading and paving project. As
currently proposed, the major activities under TA No. 7449-MON: Additional Works will be:

Feasibility study and other Project document review;


Complete road design review and due diligence;
Project estimate review and procurement documents;
Update economic and financial analysis; and
Update and prepare project specific EIA.

173.

The project specific EIA preparation has drawn from the above reviewing and updating.

4.2

Description of the Proposed Actions

174.
The road section between Baag Ulaan Davaa and Mankhan has been designed as a two lane
road. The improvements proposed for the project road section are identified as follows:

The road pavement edge shall be designed 0.6 m above the expected level of snow
cover as required for Category III roads;

New earth formations along the currently unformed sections, with geometric
characteristics that conform to Mongolian Road Design Standards;

Rehabilitating or maintaining existing bridges and culverts that are suitable to be retained;
reconstructing structures that are unfit to be retained and constructing new bridges and
culverts where necessary; and

Providing drains and slope stability measures.

175.
The Western Regional Road is designed as a part of the Asian Highway No.4 (AH4) and the road
section proposed for development under the Project has been designed according to Mongolian Road
Design Standards, at the recommendation of the Mongolian government. According to Mongolian
standards, the project road section is classified as a Category III Road, as seen in Table 4.1.

ROA
D
TYPE

ROAD
CATEGO
RY

CONVENTIONAL
HIGHWAYS

FREEWAYS
EXPRESSWAYS
I
II
III

Table 4.1: Road Category by Mongolian Standards


NO. OF
FUNCTIONAL
AADT EQUIVALENT
LANES
CLASSIFICATION
PASSENGER CARS
PER DAY/LEVEL OF
SERVICE
MULTI
ARTERIAL
B
ARTERIAL,
B
LANE
C
REGIONAL
HIGHWAY

TWOLANE
ROADS

IV

LOW VOLUME
ROADS

1-2 LANE

ARTERIAL,
REGIONAL &
LOCAL ROADS
REGIONAL &
LOCAL ROADS
LOCAL ROADS

DIVIDED OR
UNDIVIDED

C
C

DIVIDED
DIVIDED
DIVIDED/UNDIVI
DED
UNDIVIDED
UNDIVIDED

400-2000

UNDIVIDED

<200 MIXED TRAFFIC

UNDIVIDED

* Level of Service: A Highest; B High; C Average; D Low ; E - Very Low.


Source: Road Design Standard CNR 21-01-00.

- 37 -

176.

Figure 4.1 shows the proposed typical cross sections for the road.
Figure 4.1: Proposed typical cross sections
TYPICAL CROSSSECTION(1)
10.00m
1.50m

3.50m

3.50m

-2.00%

1.50m

-2.00%
-4.00%

-4.00%
1.0m

1.0m

-2.0%

-2.0%

0.5m

-4.0%

-4.0%

= 2.0m

= 2.0m

TYPICAL CROSSSECTION(2)
-4.0%

-4.0%

1.0m

1.0m

10.00m
-4.0%

-4.0%

18.0m

1.50m

1.0m

3.50m

3.50m

1.50m

1.0m

-4.0%

-4.0%

12.0m
6.0m

1.0m

1.0m

2.0m
-2.00%

-2.00%

-2.00%

-4.00%

-4.00%

0.5m

2.0m

1.0m
0.5m

-4.0%

1.0m

-2.00%

0.5m

0.5m

TYPICAL CROSSSECTION(3)
10.00m

1.50m

3.50m

3.50m

1.50m

CL
-4.00%

-2.00%

-2.00%

-4.00%

2.0m

1.0m
-2.0%

-2.0%

0.5m
-4.0%

.5
1:1

= 2.0m

Source: Department of Roads. 2011. Detailed Design for Road Section from Baag Ulaan Davaa to Makhan.

177.

Under the Project, the following types of road improvement options have been proposed:

Improvement Option 1
178.
In the section Baag Ulaan Davaa through Har Belchir davaa to Btogon Davaa the improvements
will be:

Blasting works (where required) to widen the existing road;

New construction: road embankment cuts and fills in order to implement the proposed
pavement composition; and

Road safety: road markings, road signs, and guide posts are required to be installed.

Improvement Option 2
179.

In all of the other sections (improved earth and earth road), the improvements will be:

New construction: road embankment cuts and fills in order to implement the proposed
pavement composition and alignment; and

Road safety: road markings, road signs, and guide posts are to be installed.

- 38 -

Bridges and Culverts


180.
Along the project road section, a total of 2 bridges and 167 culverts were identified from the
detailed design. Of the culverts, 165 are pipe culverts (1 m to 1.5 m diameter) and 2 are box culverts (2
m). There are 165 single pipe culverts and 2 twin barrel box culverts. The bridges are located Km 18.7 (30
m) and Km 56.8 (45 m).
Road Maintenance Centers
181.
The current road maintenance capability in the Project area is inadequate to cover the
requirements for proper servicing of the new road. To remedy this, road maintenance centers will be
established along the proposed road in Khovd and Olgii. The major duties of the maintenance centers are
the following:

4.3

Routine maintenance including pothole repair, crack patching etc.;


Removal of litter from roadside stopping areas and other locations; and
Emergency response activities such as accidents, snow removal, etc.
Bill of Quantities (BOQ) for the Project

182.
The detailed BOQ for the Project is being prepared and the current estimated quantities for the
Project are listed in Table 4.2.

No
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00
9.00
10.00
11.00

Table 4.2: Estimated Quantities for the Project


Description
General
Site Clearance
Earth Works
Excavation for Structures
Pipe Culverts and drainage Works (Culverts and Stone Pitching)
Passage of Traffic
Sub Base and Base
Bituminous Pavement Works
Concrete and Piling Works
Micellaneous Bridge Works
Road Furniture and Traffic Markings

Quantity
Various
167 Ha
1,845,537 m3
2,082 m3
3,063 m
36 km
592,985 m3
36,581 m3
557 m3
75 m
Various

Source: DOR Detailed Design 2011.

4.4

Need for the Project

183.
The major goal of the development of the WRRC is to promote the regional transport of freight
and passengers via the Western Road Corridor and increase economic development and regional trade.
The expected outcome of the WRRC Project is an efficient and safe regional transport route that is
developed in the Western Region of Mongolia linking the Xinjiang Autonomous Region of the PRC and
Siberia in the Russian Republic through Khovd and Bayan-Olgii aimags of Mongolia.
The Economy of Western Mongolia without the Road
184.
Mongolia, as a whole, has a low GDP per capita ($724) and the Western Aimags have a GDP per
capita that is less than half of the national average ($338 versus $724). This raises issues such as the
incidence of poverty given the low average income of all of Mongolia even in purchasing power parity

- 39 -

terms.16
185.
Western Mongolia has been growing more slowly than Mongolia as a whole during the 2002 to
2005 period. This is in spite of the fact since these years represent a recovery from the tough climatic
conditions of the 1999 to early 2002 period that resulted in heavy losses of livestock. Agriculture (mostly
livestock) makes up just over 20 percent of Mongolias economy, but over 60 percent of Western
Mongolias economy. There is hardly any industry with the exception of meat processing and some
mining, but all other industries are on a very small scale. A tourism and hospitality industry exists, but as
the aggregate numbers on the service sector show, it can hardly be flourishing.17
186.
In a business as usual scenario which the without the road base case represents, the
economic performance of the Western aimags will continue to lag because of structural weaknesses and
infrastructure shortcomings. Out-migration will continue both to Ulaanbaatar and to Kazakhstan. Xinjiang
(China) and parts of Siberia are also growing rapidly and will attract migrants from Western Mongolia.
Consequently, it is hard to see any significant population growth without improvements in infrastructure
and related policy, program and project changes. Therefore, the new paved road can be a key that
unlocks the development potential of the region.
187.
Table 4.3 below shows the without road population and GDP projections, which could be
optimistic. It is difficult to argue that real annual GDP growth will be higher than the estimated 3 percent
achieved in the 2001 to 2005 period when this was a period of economic recovery. However, some other
projects are being undertaken such as the small scale hydro power plants and the distribution line from
Olgiy City to Tsagaannuur, but it is difficult to see a bright future for the free trade zone (FTZ) there
without efficient transportation services.

Period
2006-10
2011-15
2016-20
2021-25
2026-30
2031-35

Table 4.3: Growth Rates Per Year Without Road (%)


GDP
Population
GDP/capita
3.5
0.0
3.5
4.0
0.2
3.8
4.5
0.3
4.2
4.5
0.4
4.1
3.0
0.0
3.0
3.5
0.2
3.3

Source: Consultant. TA 4785-MON: Preparing the Western Regional Road, June 2007.

The Economy of Western Mongolia with the Road


188.
Once the road is in place, the cost of transportation will be lower, and hence, business costs will
be lower, providing an on-going stimulus to the economy. The cost of imported goods will go down and
the net realization from exports will increase. In other words, the terms of trade for Western Mongolia will
improve. Moreover, as has been shown, this area of the country has very little industry and almost no
import competing industry. Hence, very few offsetting losses can be anticipated. As the ADB documents
Central Asia: Increasing Gains from Trade through Regional Cooperation in Trade Policy, Transport and
Customs Transit (2006) and Routes for Asias Trade and Statistical Appendix (2006) suggest, the
quantification of the gains from trade is problematic, but even if the exact magnitude is in doubt, they are
very real. Moreover, as models of the economy have shown, the growth rate of GDP and its components
(consumption, investment, and exports) will tend to increase.18

16

17
18

DOR 2007. Final Report Phase II, Volume 2: Economic and Financial Analysis. TA 4785-MON: Preparing the Western
Regional Road, June 2007.
Ibid.
DOR 2007. Final Report Phase II, Volume 2: Economic and Financial Analysis. TA 4785-MON: Preparing the Western
Regional Road, June 2007.

- 40 -

189.
The leakage into imported goods and services could dampen the growth rates of the main
economic indicators somewhat, but the major concerns would be the lack of complementary infrastructure
(electricity, heat, and water) and the absence of any potential in Western Mongolias economic base. In
this case, there would still be some stimulus from the new road, notably in services related to transport
such as fuel, food and accommodation, but this impact would be quite small although significant given the
small size of the Western Mongolian economy and the potential for transit traffic.19
190.
In terms of complementary infrastructure, the Ministry of Fuel and Energy has projects under way
that will ameliorate the energy situation in the Western aimags. Therefore, the challenges in the electricity
sector are more related to distribution (hooking up households and businesses) in a sparsely settled
region and the technical and nontechnical losses than to power generation per se. Other infrastructure
problems can also be overcome.20
191.
Like many developing regions of the world, Western Mongolia has relied on local cheap natural
resources as the basis for the little industrial activity that exists. Thus, an abundance of land became the
source of a livestock industry which in turn led to meat processing, fibre production (cashmere, wool) and
hides and skins. It is generally agreed that there is little opportunity for expanding the number of livestock
in the future because overgrazing and desertification already present problems. The new road would
improve matters somewhat since it would reduce the number of parallel dirt tracks that can reach up to
fifty on some stretches of the existing road and are highly destructive to vegetation in the sub-alpine
environment. Therefore, the challenge in the livestock sector is to move toward higher value-added
products and facilitate the development of an industry cluster through strengthening the forward and
backward linkages of the sector.21 In itself, the new road will not do this, but it does open up new
opportunities by providing access to the large and growing markets in Siberia, Kazakhstan, Xinjiang and
beyond.
192.
In addition to an industry cluster centred on livestock actually two clusters, one involving food
processing and the other cashmere, including eventually fashion goods Western Mongolia has the
potential for the development of three other clusters: tourism and hospitality; minerals and metals; and
construction and building materials.
193.
Above facts emphasizes the importance of infrastructure and especially transport infrastructure
for Mongolia as a whole, and especially in the case of Western Mongolia. If there is relatively little mining
activity in Western Mongolia and the action is taking place in central, southern and eastern Mongolia, then
this is partly due to absence of transport infrastructure. Further, it is known that Western Mongolia has
significant geological potential in coal, gold, tungsten, silver and perhaps petroleum. In summary, there
are significant opportunities to be realized in this and the other industry clusters with the appropriate
infrastructure in place.22
194.
The projections in Table 4.4 reflect the economic opportunity that exists and that can be realized
with the new road. The table should not be interpreted to mean that the new road alone will cause these
growth rates to happen, but rather that these growth rates are consistent with the scenario presented and
consistent from a modelling point of view. In the 2011 to 2015 period the effects of both road construction
and the cost reductions in transport are felt with growth in real GDP reaching 7.0 percent per annum.
Needless to say, activities in the industries noted above should also be increasing. As well, because of
employment opportunities, out-migration is expected to decline, and there is an annual rate of population
increase varying between 1.0 and 1.5 percent.

19
20

21

22

Ibid.
DOR 2007. Final Report Phase II, Volume 2: Economic and Financial Analysis. TA 4785-MON: Preparing the Western
Regional Road, June 2007.
Recently, the ADB and GTZ launched an Agriculture and Rural Development Project whose focus is precisely on higher value
added products in this sector.
DOR 2007. Final Report Phase II, Volume 2: Economic and Financial Analysis. TA 4785-MON: Preparing the Western
Regional Road, June 2007.

- 41 -

Table 4.4: Growth Rates Per Year Without The Road


Period

GDP

Population

GDP/capita

2006-10

4.5

0.0

4.5

2011-15

7.0

1.5

5.5

2016-20

6.5

1.2

5.3

2021-25

6.0

1.0

5.0

2026-30

7.0

1.4

5.6

2031-35

6.5

1.2

5.3

Source: Consultant. TA 4785-MON: Preparing the Western Regional Road, June 2007.

The Economy of Western Mongolia with the Road and Border Improvements
195.
In addition to the road development the border control positions at Yarant and Ulannbaishint are
expected to be developed to facilitate faster and efficient clearance of vehicles passing through. The new
paved road will bring cost savings through lower vehicle operating costs (VOCs) and through time
savings. Improvements on the border will also lead to time savings and will be especially important for
transit traffic.
196.
Domestic traffic benefits will accrue initially to transport operators, private vehicle owners, and
commercial and government entities that operate vehicles. The commercial vehicle operators can be
expected to pass along the VOC savings accruing to them through the market mechanism, given the
interest expressed by many commercial vehicle operators in making more journeys once the road is
improved. New entrants to the various travel markets in the PIA can also be expected, also exerting a
downward pressure on fares and tariffs. These benefits will likely be fairly evenly split between rural and
urban residents of the PIA.
197.
Domestic travel time benefits will accrue to companies, workers, self-employed herdsmen and
urban dwellers.
198.
With regard to induced Western Mongolian international trade, it should be possible for Mongolia
to participate equally with the other countries in this trade. Thus one could expect to see this benefit
divided three ways, with half accruing to Mongolia by virtue of its participation in all facets of the trade.
199.
Generated tourism benefits would initially accrue to tourist operators, but could be reinvested or
spent on consumption in the Western Region. There will be some leakage to Ulaanbaatar as tourist firms
from the capital play a significant role in the Western tourist trade.
200.
At a minimum, approximately half of the benefits will accrue to Mongolia with considerably more
possible depending on the nature of the Tripartite Agreement. Regarding the impoverished rural poor, up
to 20 percent of domestic traffic benefits would accrue to herding households, potentially raising
productivity.
201.
There are considerable business and employment opportunities likely to arise because of the
increased activity on the road. As well, all rural residents are likely to enjoy an increase in welfare
because aimags will find it easier to retain health and education staff in outlying areas. Health and
agricultural extension workers will also be able to significantly extend their coverage.
Secondary Benefits
202.
The development of trade, tourism, mining and increased agricultural production will lead
economic growth in the project area. This will result in further growth in the services sector, which is an
important driver of job creation. Table 4.5 shows the result of utilizing the GDP and population growth
rates. As the table indicates, the economy will be about 6.7 times larger in 2032 over 2005 levels, and the

- 42 -

population will increase about 36 percent. As a result, GDP per capita will increase 4.6 times over 2005
levels.
Table 4.5: Forecast GDP, Population and GDP Per Capita 2005-2032
2005
2010
2015
2020
2025
GDP (billion tugrigs)
75.8
99.1
145.6
213.9
307.1
Population (000s)
187.4
192.1
212.1
228.5
242.6
GDP per capita
404,482
515,622
686,198
935,919
1,265,837

2030
504.7
268.7
1,878,372

Source: Consultant. TA 4785-MON: Preparing the Western Regional Road, June 2007.

203.
The GDP per capita figure is key to poverty reduction. Currently, as estimated by the National
Statistics Office based on household surveys, the minimum subsistence level in the Western region is
about 300,000 Tg per year. At the 2005 level, the average GDP per capita was only about 25 percent over
that level. In other words, there were many poor or near-poor in the project area. However, as incomes
increase, it is clear that by 2032, GDP per capita is well above the minimum subsistence level. This
means that poverty would be greatly reduced to the point where it would be more of an isolated problem
instead of an impediment to development.
204.
The above GDP and population forecasts reflect the secondary impacts resulting from the road
upgrading. The upgrading of the road will result in a boost to the project area economy during
construction. However, the longer term growth (i.e., post-construction) will be even more impressive as
trade and transit traffic increase. This will trigger further investment in other services and production in the
project area.
205.
As noted above, mining and tourism will play leading roles in economic growth. For both the
mining and tourism industries, the western region of Mongolia has considerable resources that have been
largely undeveloped because of lack of access.
206.
With respect to mining, there is only an open pit tungsten mine (Khovd Gol) currently operating in
western Bayan-Olgiy. However, it is likely that this will change in the coming years as a relatively small
silver deposit near Tsagaannuur in northeastern Bayan-Olgiy is being evaluated and may be developed
within the next several years. The silver mine (Asgat) has a reserve of approximately 2,300 tons, but is
located in a remote area that is not easily accessible.
207.
Most promising is a coal deposit with an estimated reserve of 300 plus million tons, which is
located near Most soum in Khovd Aimag (Khusheet). Reportedly, over 1,000 people are being hired for
the construction, with drivers accounting for about half this number. Equipment is being shifted to the site
in preparation for development.
208.
Tourism is also likely to expand. Currently, there are few facilities and tourism infrastructure
remains limited. With improved access, this will likely change as travel becomes easier and more reliable.
The Altai eco-region is included in the Worldwide Fund for Nature (WWF) Global 200 list of virgin or little
changed eco-regions in the world. In addition, there are national parks, nature reserves, important bird
areas (IBA) and a Ramsar site (Convention on Wetlands) in the project area. Collectively, these resources
as well as a range of archeological sites will provide a basis for sustainable and low impact eco-tourism.
209.
The uniqueness of the Altai region and the project area will also provide attractions for more
conventional tourism that is based on hotels and tour operators. While there are some hotels scattered
throughout the project area, most will require upgrading in order to attract tourists.
210.
Thus, the upgraded road will directly facilitate development of these key industries, and generally
spur economic growth throughout the project area. The upgraded road will benefit the economy by
making travel easier and more reliable, and by enabling the reduction in transport costs for imports and
exports.

- 43 -

211.
Importantly, the upgraded road is likely to slow emigration and lead to a population increase in the
project area as a result of enhanced employment opportunities. This will be a further contribution to
economic growth. In addition, road upgrading will enable:

Quicker responses to the outbreak for crippling animal diseases;


Quicker responses to famine situations such as those that have occurred during the cold winters
over the last decade;
Quicker access to hospitals and medical centers for project area residents;
Better access to schools and other social services; and
Improved access to information including agricultural data that could lead to increases in
productivity and the value of production.

212.
The benefits of the road upgrading will be far greater than the benefits described earlier in this
section when all the secondary benefits are considered.
213.
To reap the benefits of the WRRC road development all its components will have to be developed
to ensure continuity of the road. Therefore, the proposed development of the 103.3 km project road
section is essential for the development of the Western Region of Mongolia.
4.5

Project Location

214.
The project road section is located in the western part of Mongolia within the Khovd aimag. The
proposed road will stretch approximately 103.3 km between Baga Ulaan Davaa and Mankhan as shown
in Figure 4.2.
Figure 4.2: Location Map

215.
From the exit of Bodonch to Mankhan (Figure 4.3), the road passes through Baga Ulaan and Har
Belchir Passes, Tavt hill and very deep valleys. In this section, the road passes through rolling hills and

- 44 -

mountainous areas. In the mountainous section, vertical gradients along the alignment reach about 12.0
percent, which exceeds allowable longitudinal slopes for Category III Roads. Perennially frozen areas
(permafrost) occur at higher altitudes.23

23

Feasibility. Study 2007. Environmental Impact Assessment, Preparing the Western Regional Road. Ulaanbaatar.

- 45 -

Figure 4.3: Road Alignment

Source: Consultant TA No. 7449-MON.

46

4.6

Associated Project Facilities

216.
Other Road Sections. As described in Section 2 (Introduction) there are other road sections which are
part of the WRRC from Yarant at the Chinese border to Ulaanbaishint at the Russian border. For the road
section from Baga Ulaan Davaa and Mankhan to generate the expected benefits, these other road sections
must also be developed. All these sections have funding arrangements (see Figure 4.3 above ) and several of
them are in various stages of development. The last section of the Western Regional Road from Tsagaanuur to
Ulaanbashint has also been considered by ADB for development assistance.
217.
Quarries and Borrow Pits. One of the main issues associated with road construction is exploration of
land and extraction of construction material. The locations of quarries and borrow pits and quality and
quantities of mineral resources to be extracted (gravel, sand, spoil) are important factors to the project cost and
the environment. Quarrying and restoration of quarries is also closely related to natural resource and
environmental protection. Only 2 quarries and borrow pits have been identified close to the project alignment.
218.
The location of quarries and borrow pits along the WRRC is shown in Figure 4.4 and the 2 borrow pits
closest to the Project are shown below in Table 4.6.
Table 4.6: Location of Borrow Pit and Quarries in the Project Area
Location of
Distance
borrow
Kilometres
from road
Location
Material of quarries
pit/quarry
alignment
Near the
Lightweight loam / clayey
BF-2
Baga Ulaan
242.3km
0.3km
Buhiin nahis hill
gravel
pass
Beginning the
BF-3
Havchigiin
281.5km
0.2km
Havchig hill
Sandy
am valley
Note: BF is abbreviation for Borrow Pits & Quarries.
Source: Consultant TA No. 7449-MON.

47

Figure 4.4: Location of Borrow Pits and Quarries along the road alignment

Source: Adapted from EIA 2007.

4.7

Traffic Projections

219.

Table 4.7 presents average daily traffic projection for the Bulgan-Khovd section which includes the

48

Project road section. The traffic projection has been extracted from the Feasibility Study forecasts of traffic,
measured in vehicles per day, in the with road plus border improvement case for the whole length of the road
corridor.

Year

Car

Bulgan Khovd
2006 28
2013 62
2017 107
2022 205
2027 371
2032 644

Table 4.7: Summary of Average Daily Traffic (ADT) Projections


Jeep
Light
Medium Heavy Minibus Medium/
Tractor
Truck
Truck
Truck
Heavy
Bus
82
183
313
601
1087
1,887

32
62
97
169
284
456

27
52
82
143
240
385

3
105
152
236
361
537

46
102
176
337
610
1,058

0
0
0
0
0
0

0
0
0
0
0
0

Motorcycle

16
36
61
117
212
368

Source: Adapted from EIA, 2007.

4.8

Implementation Schedule

220.
The implementation schedule is based on the amount of project work with due consideration to the
following aspects:

The project will secure the necessary funding subsequent to the completion of the review of the
detailed design;

Asphalt pavement work is limited to 5 months of the year (May to September) and earthwork is limited
to 6 months of the year (May to October) because of cold weather; and

Stockpiling of aggregates, pre-cast concrete structures and other preparatory works are conducted
throughout the year.

221.

An implementation schedule prepared by the Consultant is presented below.


Table 4.8: Project Implementation Schedule

2011
2012
2013
2014
2015
2016
Indicative Activities
1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
A. Design & Monitoring Framework
A1: Road Construction Works
Tranche 1
A1.1: Contract Repackaging
A1.2: Procurement (3 Packages)
A1.3: Contract Award
A1.4: Civil Work (Package 1: Km 0 - 25)
DEFECTS
A1.5 Civil Work (Package 2: Km 2575)
A1.6: Civil Work(Package 3 Km 75-103.3)
A2: Establish DOR Road Maintenance
Unit Tranche 1
A2.1: Confirm Equipment Requirement
A2.2: Procurement (for Equipment)
A2.3: Contract Awarding
A2.4: Equipment take-over by DOR
A2.4: Road Maintenance Training to Unit
Source: Facility Administration Manual: Mongolia: Proposed Multitranche Financing Facility for the Western Regional Road Corridor
Development Investment Program, June 2011.

49

5.

DESCRIPTION OF THE ENVIRONMENT

5.1

Environment of Mongolia

222.
Mongolia is a land-locked country situated between latitude 420 N and 52oN and longitude 880 E and
o
120 E and covers an area of just over 1.5 million km2 in North East Asia. The Mongolian environment is harsh
and experiences temperature extremes. The soils are poor, the growing season is short and rainfall is low. Its
ecosystems are extremely fragile.
5.2

Assessment Process

223.
The description of the potentially affected environment is organized under four major headings as given
below. The assessment process will consider Mongolian Standards. Mongolian standards on Air and Water
Quality are presented in Annex IIA and IIB.

5.3

Physical Resources climate and air quality, topography and soils, geology and seismic
characteristics, noise and vibration, surface and ground water;

Biological Resources - flora (plants), fauna (wildlife), nature reserves and unique habitats;

Economic Development industries, infrastructure facilities,


development, mineral development, and tourism facilities; and

Social and Cultural Resources population and communities, health facilities, education
facilities, socio-economic conditions, and physical or cultural heritage.

land

use,

agricultural

Definition of the Project Area

224.
The potentially affected environment associated with the current Project (generally referred to as the
project area) is defined principally in regard to two factors:

The nature and scale of the proposed action.

The sensitivity and circumstances of the environment in which the proposed action will occur or
issues of special concern.

225.
The nature of the actions proposed within the context of the current Project ranges from road
rehabilitation to new road construction, which includes road construction on the existing alignment including
road embankment cuts and fills. Although the physical and biological environment in which these actions will
occur will be limited largely to the project road section and immediately adjacent areas, socio-economic
impacts may occur over a wide area and not merely along the road itself. In addition, indirect and cumulative
impacts could take place over an appreciably larger area and the conceptual limits of the project area must be
expanded in accordance with the circumstances of the particular environmental attribute under consideration.
The Project area for assessing environmental impacts was an area of 1 km width on either side of the road
alignment while for social assessment Khovd Aimag and soums within the Aimag were considered as
appropriate.
226.
Administratively, Mongolia is divided into 21 aimags (provinces) and the capital city Ulaanbaatar.
Aimags are divided into soums which are further divides into baghs. Ulaanbaatar and big cities are sub-divided
into districts that are further divided into khooros. The proposed road section traverses through Khovd aimag
with a combined population of approximately 89,240 (2009). The soums within the project area include:

Mankhan soum which includes Botgon bagh,Tugrug gol bagh,Takhilt bagh and Bayangol bagh.

Must soum including Bayankhairkhan bagh and Davst bagh.

5.4

Physical Resources

227.

Geo-physical Environment. The Mongolian geo-physical environment is very varied and can be

50

divided into six zones desert, mountain, mountain taiga, mountain forest steppe, arid steppe and taiga. The
northern part of the country is covered by forest and mountain ranges and the southern part by desert, desert
steppe, and steppe areas with low mountains. The western part is dominated by the high snow-capped
mountain belt of the Mongol Altai and Khangai mountainous regions, with their perpetual snow and glaciers and
the eastern part by vast plains and wild heaths. About 81% of the country is higher than 1,000 meters above
sea level and the average elevation is 1,580 m. The highest mountain is Tavan Bogd in Bayan-Olgii aimag at
4,374 m and the lowest point is Khukh Nuur in the east at 560 m.
5.4.1

Topography

228.
Overview. The project area is located within the Altai Sayan Eco-Region that covers the territory of
Mongolia, China, Russia and Kazakhstan. Located in the far west of Mongolia along the Altai Mountains, which
stretch approximately 1,500 km, the average altitude of Khovd province is 2,230 m above sea level. The lowest
point is 1,350 m in Bayannuur soum, while the highest point is 4,650m, at the peak of the Altai Tavan Bogd
Mountain.
229.
The proposed Project alignment will primarily follow existing roads that pass through mountain areas,
hills, canyons, valleys, and plains, with elevations ranging from 1,300 m to 2,900 m above sea level as seen in
Figure 5.2.
230.
Multi track. A characteristic feature of the plain and hilly stretches of the road corridor is earth multi
tracks. Due to lack of a paved road, drivers have optimized their traffic routes within road corridors throughout
virgin lands for decades. After a new track is established by increasing numbers of drivers, it begins to erode as
a result of rainfall, snowfall, wind and other natural factors. Therefore, the tracks are constantly degrading and
drivers finding it difficult use these, create new tracks. At slopes, erosion processes triggered in this way
contribute further to rilling and gullying. In permafrost areas multi track contributes to thermal erosion
(thermokarst) of the terrain. The number of tracks may reach 10 and more and can be spread across the width
of the plain as seen in Figure 5.1. This leads to degradation of land, damage to flora, triggers erosion and
generates substantial amounts of dust.
Figure 5.1: Multi-Track Earth Road (Baag Ulaan DavaaMankhan)

231.
The project area. Topographic features vary substantially within the project section of the road. From
the exit of Bodonch Canyon to Mankhan, the road lies within high-mountain and steppe zones. It continues to
ascend at the exit of Bodonch (about 2,300 m above sea level) to the Baga-Ulaan Pass (2,871 m above sea
level, the highest point of the Project) and the Har Belchir Pass (2,840 m) and descends slightly to Botgon
hutul, with an altitude of about 2,500 m. The landscape changes from forbs feather grasses steppe to
51

mountain meadow and then back to steppe. Further, the road continues to descend to Mankhan. The altitudes
within the section vary from about 1,300 m in Mankhan to 2,871 m at Bagaa Ulaan pass (Figure 5.2).
Figure 5.2: Longitudinal Profile for the Project Road Section

Source: Feasibility Study EIA 2007.

5.4.2

Geology

232.
The project area is situated in the Mongol Altai high mountainous area. The geological setting of this
territory began to form in the Cambrian Period, when the rocks were folded and faulted as the Mongolian and
Siberian cratons collided in the Paleozoic and Mesozoic eras. Granite rocks dominate the high peaks. The Altai
Mountains were formed mostly by Paleozoic rocks of intrusive complex, comprised of granite-granodiorite,
granite. In Khovd Aimag, gabbro, granite, diorite, granodiorite rock deposits were found, along with a
metamorphic massif underlying the Bodonch Canyon Mountains.
233.
According to the geo-morphological map of Mongolia, the terrain primarily includes excessive rolling
ranges, medium rolling ranges and mountains, slight rolling ranges of sloped structure, mountainous ravines,
semi-level surfaces of mountain skirts, glacial valleys, mountains with sharp ridged peaks, alluvial lake valleys,
delluvial - prolluvial and mountain river valleys.24
234.
The Mankhan steppe area is covered by Kainozoic and quaternary sediments. In this area, the soil
contains a wide variety of continental and marine sedimentary rocks, some with fossils: conglomerate,
sandstone, mudstone, dolomite and limestone.
5.4.3

Soils

235.
The following soil types have been identified in Western Region of Mongolia where the Project is
located:

24

Mountain tundra ochro, peaty-gleye, and cryoturabated (destructed) soil is mainly spread out in
the area of Altai Mountain above 3,000-3,200 m. Sand, gravel and bare rocks mostly cover the
soil surface. In areas with sparse vegetation, the soil is dense and is formed by sediment of
moraine sand, gravel and cobble stone. The soil is very stony and the concentration of clastic
rock increases up to 80 percent at deeper depths.

Mountain meadow and meadow steppe soils are distributed in the humid area of the northern
portion of the MongolianAltai Mountain and in depths in the Altai Mountains.

Soil forming sediment is eluvial-diluvial gravel sediment and moraine rocky sediment. Thus, the
soil content is clastic rocky and plant roots are able to get into the soil between rocks. Because

Government of Mongolia. 2007. EIA. Ulaanbaatar.

52

it has moraine sediment, there is heavy loamy soil with huge cobblestones; below 70 cm depth
these huge cobblestones are mostly found.

Mountain steppe soils extend in the Altai Mountains area with an altitude between 2,400 m to
2,500 m and 2,900 m to 3,000 m. The soil surface is gravel floored with scattered vegetation
cover. From soil surface to a depth of 40-50 cm, the soil is sandy, gravelly, pebbly, and stony.

Mountain desert steppe and desert soils are spread in the southern border of the Altai
Mountains with altitudes between 1,500 m to 1,600 m and 2,400 m to 2,500 m. The soils are
semi-desert brown soil and desert gray brown soil.

236.
The rivers in the project area originate from the Altai Mountains. Thus, the upstream and midstream
areas are narrow valleys and canyons; flood plains are not formed in this area, but are clearly formed
downstream. Alluvial meadow gleyey soil is formed under the humid conditions of the main floodplain and one
of the water sources is permafrost thawing. Ground water is primarily located at soil depths of 90-160 cm, with
soil having 100 percent vegetation cover. As a result the mull-humic dominates in the soil.
237.
Soil characteristics vary substantially within the project road section and the following presents the
general types of soils:

5.4.4

In Bodonch Canyon and high-altitude parts of Mongol Altai soils are diverse and range from
semi-desert brown, desert gray brown, Govi brown, and light krasnozem (red soil) soils to high
mountain steppe raw humic soils, and soils of high mountain tundra. Thus, a mixture of forest
steppe and steppe and high-mountain and mountain soils are typical for the road that crosses
Mongol Altai Mountains.

Permafrost

238.
Permafrost is a part of upper layer of the Earth crust that is characterized by negative temperatures of
soils/rocks and occurrence or possible of occurrence of underground ice. There are two layers in the
permafrost: an active layer with seasonal thawing/freezing and a perennially frozen ground or cryolite zone.
Global warming and anthropogenic impacts intensify permafrost warming and thawing. Permafrost degradation
can cause substantial change in water hydrology, damage infrastructure and affect ecosystems. Thermokarst is
an uneven / hummocky terrain created by thawing permafrost.
239.
Khovd aimag is located in the Altai Mountain region, where permafrost is divided into five zones that
depend on altitude: (i) continuous, (ii) discontinuous, (iii) widespread island, (iv) rare spread island, and
(v) sporadic:

53

Continuous permafrost lies predominantly in mountain areas with altitude of more than 3,000 m
above sea level. The temperature of the permafrost ranges between -1.5 and -2.5 and its
thickness is between 80 and 150 m. The minimum temperature of the permafrost drops to -4
, and in some locations, permafrost thickness reaches 200-500 m.

Discontinuous permafrost is widespread in the Western part of the Mongol-Altai Range and in
some upper reaches of the Khovd River. The temperature of the permafrost ranges between 0.8 and -1.5 , with a thickness between 40 and 80 m. The maximum thickness of
permafrost is 200 m.

Widespread island permafrost is located in areas with elevations between 2,500 and 2,800 m
above sea level. The temperature of the permafrost is between -0.2 and -0.8 , with a
thickness ranging from 15 to 40 m. The maximum thickness of the permafrost is 100 m.

Rare spread island permafrost occurs throughout valleys of rivers and lakes with elevations of
2,000-2,500 m above sea level. The temperature of the permafrost is between -0.1 and 0.2, and the thickness between 5 and 15 m.

Sporadic permafrost occurs in the muddy soil of springs. The average temperature of the
permafrost is between -0.0 and -0.1, with an average thickness between 0.5m and 5.0 m.

240.
Minimum temperature of soil surface. The minimum temperature of soil surface should be
considered as well, as it is one of the major parameters that will influence road construction. The absolute
maximum of soil surface temperature ranged between 160C and 32 and absolute minimum value between 40 and -47 . The monthly absolute minimum value of soil surface minimum temperature is highest (around 0
) in June or August and the lowest is in February.25
241.
More specifically, permafrost characteristics (active layer for perennially frozen ground means depth of
thawing, while for seasonally frozen ground depth of freezing) in the project area (as shown in Figure 5.3) are
described below.
242.
High altitude parts of Mongolian Altai between exit of Bodonch Canyon and Mankhan, present
perennially frozen soil with the annual temperatures of 0 -50C and an active layer of 1.0 4.5 m.
Figure 5.3: Map of Permafrost in the Project Area

25

Government of Mongolia 2007. EIA. Ulaanbaatar.

54

Source: Geographic Atlas of Mongolia. Administration of Land Affairs, Geodesy and Cartography. Ulaanbaatar. 2004.

5.4.5

Seismic Characteristics

243.
Mongolia is divided into 6 active earthquake zones based on information on earthquakes that occurred
between 1900 and 1972. The area of the proposed project road falls within the Mongol Altai zone.
244.
Mongol Altai Zone. This zone includes the Mongol Altai mountain range. The largest earthquake in
this zone occurred near the Munhhairhan Mountain in August 1931. Its magnitude exceeded 8.0. Since then,
no quake with a Magnitude of 7.0 or greater has been recorded in this zone.
245.
Earthquakes in Mongolia have occurred primarily along mountain ranges situated in the west,
southwest and northwest of the territory. Figure 5.4 shows the locations of earthquake epicenters around the
project area.

55

Figure 5.4: Seismic Activity in the Project Area (1900-2000)

Source: Geographic Atlas of Mongolia. Administration of Land Affairs, Geodesy and Cartography. Ulaanbaatar. 2004.

56

5.4.6

Natural Disasters

246.
The topography and geology of the area, climatic conditions, and hydrologic regime of rivers define the
character of natural hazards such as rock falls, flashfloods and winter storms in the project area. Flashfloods
(mudflows) are a distinctive feature of the flood regime of the Mongolian mountain streams and rivers. Rockfalls
are widespread in canyons at high altitude sections of the road. However, there is no evidence of avalanches
or landslides in the project area.26 Table 5.1 below and Figure 5.5 provide an overview of the natural disaster
areas within the project alignment.
Table 5.1: Location and Length of Road Sections Prone to Natural Disasters
Type of natural
hazard

Location/Chainage

Length

Mitigation measure

Rock fall

Bodonch canyon

6.4km

2mx40cm Retaining Wall

Bodonch canyon

200m

grouted stone pitching

Khavchig canyon

1800m

grouted stone pitching

Baga Ulaan pass

300m

earthen fence

161.1km near Bodonch bag

2.5x2m

box culvert

162.4km in Bodonch canyon

2x2m

box culvert

164.1km in Bodonch canyon

3x3m

box culvert

165.8km in Bodonch canyon

2x2m

box culvert

171.5km in Bodonch canyon

2x2m

box culvert

172.7km in Bodonch canyon

3x2m

box culvert

195.0km in Bodonch canyon

2x2m

box culvert

Blowing and
drifting snow
Flashflood

Source: EIA, 2007.

247.
Among the other natural disasters that Mongolia is susceptible to, is the zud which is primarily the
result of weather phenomena and one of the most devastating. Under zud conditions, livestock cannot graze
and reach fodder and they die of starvation, often in their millions. The condition can be caused by a layer of
ice formed after a warm thaw in winter, through a lack of snow in the waterless regions, through too much
snow, or by the trampling and pugging of pasture in areas where there is too high a stock density.27

26
27

Government of Mongolia. 2007. EIA. Ulaanbaatar.


UNDP. 2008. Institutional Structures for Environmental Management in Mongolia. Ulaanbaatar and Wellington.

57

Figure 5.5: Location of Natural Disaster ZONES

Source: EIA 2007.

5.4.7

Climate and Air Quality

Climate
248.
Mongolia has a severe climate with a low annual precipitation averaging 200-220 mm and ranging from
38.4 mm per year in the extreme south (Gobi desert region) to 389 mm per year in some areas in the north.
Most precipitation occurs between June and August, and the driest months are usually from November to
March. Droughts in spring and summer occur on average once in every five years in the Gobi region and once
in every ten years over most other parts of the country. Mongolia has an average of 3,000 hours of sunshine
annually, which is well above the amount received by other countries in the same latitude.
249.
In establishing climatic conditions along the project road section, meteorological data from the nearest
meteorological stations from 1995 to 2005 have been analysed. Data from meteorological stations in Khovd,
Munkhkhairkhan, Mankhan, Must, and Bulgan of Khovd Aimag were used in this analysis.
58

250.
Climate change. Since 1940, the average annual air temperature in Mongolia has increased by 1.9 .
Locally, the warming trend is slightly higher in the mountainous areas (2.0-3.7) and lower in the Gobi desert
and steppe areas (0.7-2.0).28
251.
Due to this warming, surface evaporation has increased by 10 percent in last 40 years (10-12 percent
in forest-steppe and steppe areas and 7-9 percent in mountainous and desert areas), the duration of ice cover
on rivers and lakes has shortened by 2 weeks, the thickness of ice on rivers and lakes has decreased, the
number of days with stable snow cover has decreased, the stable snow cover has started to melt earlier than
usual, and glaciers and permafrost have melted. The lengths of cold waves have shortened, while heat wave
lengths have increased by 10-12 days in region of Mongol Altai Mountains. The date of soil melting in the
spring has moved forward 3-6 days and the date of soil freezing has been delayed by 4-8 days7.
252.
In 2003, a census of water bodies was taken. According to the census, there were a total of 5,097
rivers, 9,582 springs and 372 rivers of which 1,158 springs had dried up since last count.
253.
Air Temperature. The annual mean air temperature for the last 10 years ranges from -0.2oC to 1.3oC
in this region (see Appendix IIA). Monthly absolute maximum and minimum temperature of air, observed at the
meteorological stations along the road are shown in Appendix IIA. These figures show that July is the warmest
month and January or February is the coldest month. During the last 10 years, the absolute maximum air
temperature reached 39 at Bulgan soum of Khovd Aimag in 2004 and the absolute minimum air temperature
was -44 at Mankhan soum in 2005 (see Table 5.2).

28

WWF. 2004. In Mongolia, Freshwater System of the Great Lakes Basin, Mongolia: Opportunities and Challenges in the Face of
Climate Change. Ulaanbaatar.

59

Province

Hovd

Province
Khovd

Table 5.2: Meteorological Data Along the Proposed Road Corridor


Soum
Precipitation
Average
amount, mm
Maximum
Maximum
number
depth of
wind
of days
snow
speed,
with
MMin
Max
cover, mm
m/s
snow
Khovd
Mankhan
Munkhkhairkhan
Must
Bulgan
Soum
Khovd
Mankhan
Munkhkhairkhan
Must
Bulgan

880
229.2
11
660.8
169.2
16
445.4
136.4
6
339.1
208.4
5
226.4
128
21
Temperature of soil surface 0C
AMa
AMi
25
-44
22
-47
19
-40
16
-41
32
-45

26
15
22
11
28
14
27
9
18
10
Air Temperature 0C
AMa
AMi
22
-43
24
-44
21
-35
19
-40
23
-42

Average
number
of days
with rain
34
28
37
37
21

Note: AMa-absolute maximum, AMi-absolute minimum, Min-minimum, Max-maximum.


Source: Feasibility study EIA 2007.

254.
Precipitation and snow cover. As a consequence of the warming, occurrences of convective
phenomena such as thunderstorms, flash floods, and heavy rains have been increasing. The annual
distribution of precipitation is shown in Appendix II. The monthly maximum precipitation is commonly observed
in August. The majority (85.0-94.5 percent) of annual precipitation falls between May and September. During
the cold season, especially in the spring and fall, snowfalls of 5.0 mm per day or snowstorms can occur which
may cause the roads to be closed.
255.
The stable snow cover formation date varies from the middle of November to the beginning of
December, with snow cover completely clearing up in March. Snow cover that forms during the rest of the year
is short-lived and disappears due to late autumn warming and wind. The maximum snow cover depth at the
observation sites was between 5 and 21 cm in the last ten years.
256.
Table 5.3 shows that the number of days with snow is 9 -18 and the number of days with rain is 21-64,
meaning that that per month, 1-3 days have snow, while 4-12 days have rain.
257.
Wind. The dominant wind direction is from the west and northwest, with maximum wind speed reaches
up to 28 m/s in the project area (see Table 4.7). When wind speed reaches more than 12 m/s, dust storms,
snowstorms, or other severe weather phenomena are generally observed. The number of days with strong
wind (wind speed greater than 16 m/s) and dust/snow storms (wind speed greater than 12 m/s and visibility
less than 1,000 m) is seen in Table 5.3. Such phenomena mainly occur during the transitional season, but
during summer, dust storms occur prior to the convective phenomena listed above.

60

Table 5.3: Number of Days with Strong Wind and Snow, Dust Storms, 1995-2005
Aimag

Soum
Hovd city
Bulgan

Hovd

Must
Munhhairhan
Mankhan

Phenomena

1995 -2001

2002

2003

2004

2005

total

st. wind
s.& d. storm
st. wind
s.& d. storm
st. wind
s.& d. storm
st. wind
s.& d. storm
st. wind
s.& d. storm

4
3

4
2

4
1

3
1

5
1

1
1

1
1

17
7
0
2
5
2
11
4
2
5

2
2
3
3
2

Note: st. wind-strong wind, s. & d. storm snow and dust storm.
Source: EIA 2007.

258.
Air Pollution. The air quality and SO2 and NO2 concentrations are monitored at stations in each Aimag
center. The monitoring data from 2003 to 2005 (Table 5.4) indicate that the air quality has met the national air
quality standards.
Table 5.4: Annual Mean of SO2 and NO2, mg/M3 (2003-2005)
Khovd
Nitrogen dioxide
Year
Sulfur dioxide
NO2
SO2
2003
0.002
0.020
2004
0.002
0.028
2005
0.004
0.034
Source: Ministry of Nature Environment and Tourism, State of Environment 2003, 2005.

259.
The air quality at locations away from the towns is expected to be even better, but is affected by large
quantities of dust generated by vehicles driving on earth tracks. The large increase in nitrogen dioxide levels
from 2004 to 2005 may be due to increased numbers of vehicles in Khovd town.
5.4.8

Hydrology and Water Resources

260.
The hydrological environment in Mongolia does not appear unfavourable overall. Mongolia is well
endowed with surface and ground water resources. There are some 3,000 rivers in total with a combined length
of 67,000 km. There are also over 3,000 large and small lakes, 6,900 springs, 190 glaciers and 250 mineral
water springs.
261.
The Great Lakes Depression is a large semi-arid depression in the West and Northwest of Mongolia
bounded by the Altai, Khangai, and Tannu-Ola Mountains. It has an area over 100,000 km2 and the elevation is
from 750 to 2,000 m. It contains six major Mongolian lakes Uvs Nuur, Khar-Us Nuur, Khyargas Nuur, Khar
Nuur, Airag Nuur, and Drgn Nuur, as well as a number of smaller ones. The major rivers are Khovd, Selenge,
Kherlen, Zavkhan, and Tesiin. The Great Lakes Depression is also a major freshwater basin of Mongolia and
contains some of the important wetlands of Central Asia comprising a system of interconnected shallow lakes
with wide reed belts within a generally desert steppe.
262.
Water resources are one of the most valuable assets in Mongolia and needs protection and
management. According to estimates, the aggregate water resources in Mongolia amount to 599 km of which
500 km3 of water is contained in lakes, 62.9 km3 in glaciers, and 34.6 km3 in rivers and their underground
basins.29

29

Government of Mongolia. 2007. EIA. Ulaanbaatar.

61

263.
Water resources of the western part of Mongolia are represented by surface water (rivers, springs and
lakes) and groundwater. The project area belongs to the Central Asian Non-Outflow River Basin. Table 5.5
provides details of the water bodies in Khovd aimag identified in the census of water bodies conducted in 2003.
Table 5.5: Number of Rivers, Springs, and Lakes in Khovd and Bayan-Olgii Aimags
Name of
Rivers
Springs
Mineral water
Lakes
Province
Total
Dried
Total Dried
Total Dried
Total Dried
Khovd
214
7
468
10
9
201
4
Source: EIA, 2007.

264.
The water sources in the project area includes Shuragiin river, Hongio river, Shar lake Khovd river,
Buyant river and Uyench river and are shown in Figure 5.6.
Rivers
265.

The description of the major rivers in the project area is given below:

266.
Khovd River. The length of the river is 516 km and its general width is 100-120 m. The river originates
at south-east glacier of the Tavan Bogd, the highest peak of Mongol-Altai mountain, and the dominant source of
river flow is melted ice and snow. Within the Khovd watershed area of 58,000 km2, the tributary rivers are the
Tsagaan, Sogoot, Sagsai, and further downstream the Buyant River. The main lakes, which discharge their
excess water into Khovd River are the Tolbo, Dayan, and Achit. The waters of the Khovd River finally flow
through lakes Khar-Us and Dalai and the connecting Chonokharaikh River river into the Khar Lake. The annual
mean discharge of the river is 60.1 m3/s in its upper reach (at Olgii), 63m3/s in the middle reach (at
Bayannuur), and 90m3/s at its inflow into the Khar-Us Lake (at Miyangad). The absolute maximum discharge
was 284 m3/s on 5 May 2002 and absolute minimum discharge -14.2 m3/s on 25 May 1983 (at Olgii). The
water level reached 6 m in 1993 at Bayannuur post.
267.
Bulgan River. The river originates from southern slope of Mongol-Altai Mountain, crosses Bulgan
soum of Hovd aimag and flows into Urungu river of China. The source of river flow is melted ice and snow. The
length of the Bulgan River is 268km and its watershed area is about 9,180 km2 in Mongolian territory. The
annual mean discharge of the river is 6.13m3/s in its upper reach (at Bulgan soum of Bayan-Olgiy aimag) and
9.57m3/s in the middle reach (at Bulgan soum of Hovd aimag).
268.
Bodonch and Uyench Rivers. The rivers originate from slope of Altai Mountain and their water source
is ice and snow water. The length of Uyench River is 132 km and the Bodonch River is 167 km. The watershed
area of the Uyench is 2,841 km2 and 6,104 km2 for the Bodonch. The annual mean discharge of the Uyench
River is 1.24m3/s and the Bodonch 1.26 m3/s.
269.
Seasonal flooding. The rivers in the project area flow from the Mongol Altai Mountains. Spring floods
in these rivers generally start in the middle of April, with peak flow occurring in late June and continuing for 110150 days. The spring flood flow is 60-90 percent of total annual flow of Altai Mountain Rivers. The summer
becomes an overfull period because rainfall runoff combines with the spring flood of Mongol Altai Mountain
Rivers. Regardless, the main source of water remains water from melting snow and glaciers. Table 5.6
presents the maximum/minimum and average flow rates for major rivers in the project area.

62

Figure 5.6: Surface Hydrology of the Project Area and Monitoring Stations

Source: Adapted from EIA 2007.

63

Table 5.6: Flow rates of Rivers in Project Area


2001
2002
2003
2004
2005
Avg. Max. Min. Avg. Max. Min. Avg. Max. Min. Avg. Max. Min. Avg. Max. Min.
KhovdOlgiy
BuyantHovd
BulganBaitag
UyenchUyench

66.4 260 7.1 56.4 284

49.9 204

43.5 143 5.1 53.2 249 3.4

6.56 25.2 1.9 5.1 19.7 0

6.27 18.4 0

9.27 72.8 4.2 7.06 35.9 4

8.58 48.6 4.79 8.8 56.8 4.76 7.51 39.3 4.2

1.06 4

1.31 7.86 0

0.49 3.81 0

2000
2002
2004
Bodonch0.71 2.8 0 0.57 3.75 0 1.56 12.9 0
Bodonch
Avg
Max
= Maximum;
Min Min
= Minimum.
Avg==Average,
Average;
Max
= Maximum;
= Minimum

5.1 17.5 0

6.69 2.7

0.94 5.46 0 1.11 8.2


2005

2006

1.22 17.7 0 1.16 9.1

Source: EIA 2007.

Groundwater
270.
The groundwater of the region accumulates in rocks with different ages, and can be classified as
granular and fissure. Granular groundwater accumulates in the non-cemented sedimentary rocks and fissure
groundwater accumulates in sedimentary, igneous and metamorphic rocks with different ages.
271.
Granular groundwater in the Neocene and Paleocene rocks is mainly confined and hydraulic pressure
is relatively high, but fissure groundwater is mainly phreatic and is caused by the clastic rocks with different
age.
272.
The groundwater resource distribution is uneven. Moving from north to south, groundwater resources
become more sporadic and mineralization increases. This is primarily due to the climactic changes, including
the reduction of precipitation, and increase in air temperature and evaporation in the south. Precipitation,
condensation, and tectonic faults all play very important roles in recharging groundwater in the region.
Water Quality Monitoring
273.
The water quality of all the rivers and lakes of the project area was assessed as very clean and
clean as reported by the Environmental Laboratory, NAMHEM in 2005.30 Table 5.5 shows water quality in the
project area. An expert from the Environmental Laboratory has stated that water quality in this region is very
stable and does not change much. The sole exception was one year when the concentration of ammonium in
the Buyant River at the monitoring post in Khovd temporarily exceeded the maximum acceptable concentration.
274.
In Khovd and Bayan-Olgii aimags, water quality monitoring is being conducted at 14 posts located at 9
rivers and 1 lake. Of these, Khovd, Bulgan and Uyench are located in or close to the project area. Appendix IIB
shows the quality of water in these water bodies over the last 5 years.
275.
The water quality of water bodies are as presented in Table 5.7 below. The parameters monitored
include: pH, Ca2+,Mg2+, Na+, K+, HCO3-, SO42-, CI-, dissolved gases CO2, O2, biological/chemical oxygen
demand, permanganate value, biogenic elements NH4-N, NO2-N, NO3-N, PO4-P, and toxic elements Fe, F, Mn,
Cr-6+,Cu, and Mo.

30

Government of Mongolia. 2007. EIA. Ulaanbaatar.

64

No
1
2
3
4
5
6
7

Table 5.7: Water Quality of Water Bodies in Project Area in 2005


River/Lake (monitoring
Pollution index
Water quality
post)
Level
Class
Khovd River (Bayannuur)
0.23
I
Very clean
Khovd River (Miyangad)
0.30
I
Very clean
Buyant River (Hovd)
0.66
II
Clean
Bulgan River (Bulgan)
0.38
II
Clean
Bulgan River (Baitag)
0.34
II
Clean
Uyench River (Uyench)
0.51
II
Clean
Khar Us Nuur (Durgun)
0.45
II
Clean

Source: EIA 2000.

276.

Table 5.8 below presents the quality of water in the major rivers in Khovd Aimag.

277.
Mongolian water quality standards have been adopted as the norms in assessing the water quality
impacts in the project area. In this regard standards issued by the National Center of Standardization and
Metrology has been used and Mongolian standards for ambient water quality, and wastewater discharged into
water bodies and soil, respectively, are presented as Annex-11B.
Table 5.8: Concentration Variations of Major Ions and Other Water Quality Substances in Khovd and
Bayan-Oligii Aimag Rivers
(EC is in ~S/cm; hardness is in me/l; other parameters in mg/I)
Buyant-Hovd
pH
2003

7.56

2004

7.97

TEMP

EC

O2

BOD

182
183

SS

COD-Mn

Si

35.7

2.2

0.50

2.8

1.7

0.37

3.2

18.7

2005

12.6

9.25

1.8

2.3

2006

9.9

9.90

2.6

2.1

Ca

Mg

Na+K

S04

CL

HC03

TDS

HARD

Fe

2002

21.6

3.6

13.3

21.2

5.5

80.8

161

1.42

0.04

2003

21.4

5.1

8.7

28.4

3.4

68.5

134

1.51

0.02

2004

20.4

5.8

7.7

25.7

3.3

67.6

132

1.53

0.06

2005

20.8

5.1

11.4

29.7

5.8

68.9

142

1.46

0.07

2006

23.4

5.6

6.8

21.5

4.1

72.9

134

1.54

NH4

N02

N03

P04

2002

0.20

0.134

0.61

0.006

2003

0.04

0.008

0.39

0.003

2004

0.05

0.003

0.40

0.004

2005

0.18

0.011

0.30

0.064

2006

0.07

0.017

0.15

0.025

pH

TEMP

EC

O2

BOD

SS

COD-Mn

Si

2002

8.16

15.0

168

16.9

1.0

0.28

2.3

2003

7.31

10.4

135

6.9

1.9

0.20

2.5

2004

8.14

16.3

197

14.2

2.1

0.16

2.9

Bulgan Baitag

2005

11.9

1.8

2006

13.7

2.3

65

2002

Ca

Mg

Na+K

S04

CL

HC03

TDS

HARD

Fe

19.0

2.8

17.4

27.6

4.2

70.7

142

1.18

0.01

2003

21.1

4.2

6.4

21.1

4.5

66.5

124

1.40

0.05

2004

23.5

5.5

15.2

30.5

3.4

89.2

194

1.63

0.05

2005

21.5

4.1

7.1

23.8

5.2

65.3

130

1.41

0.05

2006

20.8

3.2

5.4

13.1

4.3

65.9

113

1.31

0.04

NH4

N02

N03

P04

BOD

SS

COD-Mn

Si

2002

0.02

0.004

0.24

0.007

2003

0.10

0.007

0.46

0.01

2004

0.11

0.008

0.42

0.038

2005

0.16

0.009

0.34

0.040

2006

0.07

0.011

0.17

0.011

TEMP

EC

O2

Khar Us-Durgun /lake/


pH
2002

7.98

233

12.3

3.6

0.52

1.1

2003

7.84

222

33.8

6.4

0.54

1.0

2004

7.85

222

2.6

1.0

5.1

0.56

2005

0.6

3.3

0.31

2006

10.8

4.5

Ca

Mg

Na+K

S04

CL

HC03

TDS

HARD

Fe

2002

24.0

6.1

17.9

20.1

6.9

114

192

1.70

0.02

2003

25.0

6.4

15.4

25.2

6.2

103

181

1.77

0.03

2004

25.3

6.6

15.0

27.0

6.5

101

181

1.80

0.03

2005

22.8

5.7

13.5

21.6

6.7

98.0

174

1.22

0.06

2006

23.0

5.4

9.2

18.4

6.8

74.1

130

1.59

0.05

NH4

N02

N03

P04

2002

0.05

0.002

0.04

0.007

2003

0.31

0.006

0.46

0.010

2004

0.17

0.005

0.18

0.009

2005

0.69

0.004

0.19

0.037

2006

0.46

0.013

0.17

0.046
0

278.
Potable Water. Data on potable water quality in the project area was not available. Tables 5.9, 5.10,
and 5.11 provide standards on potable water, namely characteristics, and the chemical composition of potable
water. These standards are used to monitor the quality of drinking water in wells and springs, in particular when
they may be affected by construction activities.

66

1
2
3
4

Characteristics
Taste
Smell
Color
Turbidity

Table 5.9: Characteristics of Potable Water


Unit
Score
Score
Gradius
Mg/l

Acceptable level
2.0
2.0
20.0
1.5

Note: When color and turbidity is less than 1500mg/l and hardness is less than 10mg.eq/l, water could be used for a
certain period, based on hygiene and sanitary assessment of authorized organization.
Source: National Center of Standardization and Metrology.

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21

Table 5.10: Chemical Composition of Potable Water


Composition
Unit
Acceptable concentration
Molybdenum (Mo)
mg/l
0.07
Barium (Ba)
mg/l
0.7
Boron (B)
mg/l
0.5
Copper (Cu)
mg/l
1.0
Calcium ion (Ca2+)
mg/l
100.0
Magnesium ion (Mg2+)
mg/l
30.0
Manganese (Mn)
mg/l
0.1
Sodium (Na)
mg/l
200.0
Phosphate ion (PO42+)
mg/l
3.5
Flourine (F)
mg/l
0.7-1.5
pH
6.5-8.5
Selenium (Se)
mg/l
0.01
Strontium (Sr)
mg/l
2.0
Sulphate oxide ion SO42+
mg/l
500.0
Hardness
mg.eq/l
7.0
Chlorine ion (Cl-)
mg/l
350.0
Arsenic (As)
mg/l
0.01
Hydrogen Sulfide (H2S)
mg/l
0.1
Chromium (Cr)
mg/l
0.05
Dehydrated remaining
mg/l
1000.0
Uranium (U)
mg/l
0.015

Source: National Center of Standardization and Metrology.

Table 5.11: Chemical Compositions of Potable Water Contaminated by Households and Industries
Compositions
Unit
Acceptable concentration
Non organic substances
1
Beryllium (Be)
mg/l
0.0002
2
Cadmium (Cd)
mg/l
0.003
3
Mercury (Hg)
mg/l
0.0005
4
Cyanide (CN)
mg/l
0.01
Organic substances
5
Benzene C6H6
mg/l
0.01
6
Xylene
mg/l
0.5
7
Acetic acid
mg/l
0.2
8
Methylene chloride CH2CL2
mg/l
0.02
9
2 chloride ethane
mg/l
0.03
10
3 chloride ethane
mg/l
0.07
11
4 chloride ethane
mg/l
0.04
12
Phenol derivatives
mg/l
0.002
13
Styrene
mg/l
0.02
14
Toluene
mg/l
0.7
15
Ethyl benzene
mg/l
0.3
Source: National Center of Standardization and Metrology.

67

5.5

Ecological Resources

279.
Mongolia's geographical position, size and topography have resulted in a range of ecological
conditions and a unique assemblage of ecosystems. The country ranges from the super-arid deserts in the
south to the comparatively moist taiga forests in the north and the wetlands of the Great Lakes Depression;
from the rolling steppe grasslands in the east to the alpine terrain and glaciated peaks in the west. This varied
terrain contains a wide array of ecotypes, many exhibiting unique characteristics found nowhere else on the
globe. This unique, varied, and substantially undisturbed territory supports a wide diversity of living organisms,
many of which are endemic to Mongolia. Each is valuable in its own right and for its contribution to the
Mongolian way of life and the well-being of its citizens. Each is considered vulnerable and each merits
protection and management.
280.
Ecological resources in the project area including flora, fauna and protected areas are presented below
focusing on biodiversity of Mongolia in general and Khovd aimag in particular.
5.6

Biodiversity

281.
The project area is entirely located within the AltaiSayan Eco-region. This region is characterized by
rich faunal and floral biodiversity ranging from mountain tundra of Mongolian Altai to Gobi Desert.
282.
Considering the diversity of fauna: Mongolia's fauna represents a mixture of species from the northern
taiga of Siberia, the steppe, and the deserts of Central Asia. There are 360 species of vertebrates, including 90
species of mammals, more than 250 species of birds, 11 species of reptiles, 8 species of fishes, and 1 species
of amphibia and numerous invertebrates.31 Mongolia harbours some of the last remaining populations of a
number of animal species and sub-species internationally recognized as threatened or endangered. These
include the snow leopard, Argali sheep, wild ass, saiga antelope, ibex, Bactrian camel, rock ptarmigan, Altai
snowcock, Gobi bear, musk deer, Przewalski's horse, Mongolian jerboa and white-naped crane.
283.
Mongolia's diverse and distinctive vegetation includes an important part of Asia's plant life. More than
3,000 species of vascular plants, 927 lichens, 437 mosses, 875 fungi, and numerous algae have been
recorded. Many other species, however, remain to be classified. Of those that have been classified, almost 150
are considered endemic and nearly 100 are relict species; and from another perspective, there are 845 species
of medicinal plants, 68 species of soil-binding plants, and 120 species of important food plants. There are also
over 100 plant species that are listed in the Mongolian Red Book as rare or endangered and these include the
dwarf Siberian pine and the white gentian.

31

WWF. 2001. Altai-Sayan Ecoregion: Ecoregion Climate Change Biodiversity Decline.

68

Figure 5.7: Location of the Altai-Sayan Ecosystem

Source: WWF.

5.6.1

Flora

284.
Latitudinal and altitudinal belts of vegetation are the most obvious feature of the Mongolian landscape.
In Khovd Aimag the vegetation types through which the project road traverses and are directly affected
comprises high mountain, dry steppe, stepped desert, and grasses undershrub desert, vegetation. Table 5.12
and Figure 5.8 present dominant flora species growing in the project area.
285.
Some 86 species of plants listed in the Mongolian Red Book can be found in Khovd Aimag. Among
these are Red Goyo, Saussurea Involucrate, and Shining Water Lily. Rare plant species growing in Khovd
Aimag as shown in Table 5.13 are listed in Mongolian Red Book. Field surveys and consultations with experts
established that there are no Red Book species located within the ROW.
Table 5.12: List of Dominant Plants in the Project Area
VEGETATION
ZONE IN
FIGURE 15
3

High Mountain

14

Dry steppe

24

Stepped desert

27

GrassesUndershrub desert

Source: EIA 2007.

69

ZONE NAMES

DOMINANCE
Festuca lenensis, Oxytropis oligantha, Potentilla nivea,
Stellaria pulvinata, Artemisia argyrophylla, Kobresia filifolia
Festuca lenensis, Agropyron cristatum, Krylovia
eremophylla, Peucedanum histrix, Allium edaurdii,
Potentilla sericea
Stipa glareosa, Caragana bundei, Euratia certoides,
Anabasis brevifolia, Artemisia xerophytica, Agropyron
nevskii
Anabasis brevifolia, Stipa glareosa, Arthemisia xerophytica,
A.hanthochroa, Ajania fruticosa, Zygophyllum pterocarpum,
Ephedra sinica

Figure 5.8: Flora in the Project Area

Source: Adapted from Geographic Atlas of Mongolia. Administration of Land Affairs, Geodesy and Cartography.
Ulaanbaatar. 2004.

70

Table 5.13: List of Rare Species of Plants in Khovd Aimag


English name
Mongolian name
Latin name

Juniper
Pseudosabina
Sabina Juniper

Forked Stitchwort

Stellaria dichotoma L

Least water lily

March Saxifrage

Roseroot

Rhodiola rosea L

Mongolian Milk-Vetch

Oxytropis mongolica

Mongolian Caryoperis

Caryopteris mongolica

Saussurea involucrate

Saussurea involucrate

10

Wild onion

11

Shining water lily

Allium altaicum
Nymphea candida C.
Presl
Gueldenstaedtia
monophylla
Oxytropis acanthacea

15

Gueldenstaedtia
monophylla
Prickly Milk-Vetch
Fragile-leaved MilkVetch
Red goyo

16

Halodendron salt tree

17

Tsengels Hedysarum

18
19

12
13
14

Juniperus pseudosabina
Juniperus Sabina

Nymphaea tetagona
Saxifraga hirculus L

Oxytropis fragilifolia
Cynomorium songaricum
Halimodendron halodendr

Squamarina pamirica

Ferula ferulacoides

Ferula ferulacoides

Hedysarum sangilanse
Squamarina pamirica

Source: EIA 2007.

286.
Forests. The total forest area of Khovd Aimag is 464,851 ha, of which 199,179.5 ha is forest trees, 37
ha is tree nursery, 13,401.5 ha is a logging area, and 25,138 ha is other forest area. The project road alignment
does not pass through the forest area.
287.
As the alignment crosses a number of altitudinal belts, flora varies substantially within the project area.
The vegetation types in the project area includes high mountain, stepped desert, dry steppe, and grasses
undershrub desert flora: Festuca lenensis, Agropyron cristatum, Allium eduardii, Krylovia eremophylla,
Peucedanum histrix, Potentilla sericea, Stipa glareosa, Stipa gobica, Allium polyrrhizum, Anabasis brevifolia,
Ajania fruticosa, Lagochilus ilicifolius, Artemisia xerophytica, Caragana bungei, Eurotia ceratoides, Anabasis
brevifolia, Agropyron nevski, Artemisia hanthochroa, Zygophyllum pterocarpum, Ephedra sinica.32
5.6.2

Fauna

288.
Mammals. The Mongolian Altai - Sayan contains rare and endangered mammals such as Snow
Leopard (Uncia uncia), Wild Sheep (Ovis ammon) or Argal, Siberian Ibex (Capra sibirica), Mongolian Saiga
(Saiga tatarica mongolica), Musk Deer (Moschus moschiferus) Pallas cat (Felis manul) or Manul, Black Tailed
Gazelle (Gazelle subgutturosa), Wild Boar (Sus scrofa nigipes), Stone Martin (Martes foina), Marbeled Polecat
(Vormela peregusna), Elk (Cervus elaphus) or Red Deer. It is also a habitat for steppe and semi-desert fauna
such as wolves, foxes, martens, weasels, marmots, corsac foxes, manul cats, and marbled polecat. There are
44 species of small mammals, including mice, squirrels, hamsters, voles, shrews, jerboas, rabbits, and
badgers, that are distributed throughout the area and dependent on the habitat. The Asiatic wild ass is found in
32

Administration of Land Affairs, Geodesy and Cartography. 2004. Geographic Atlas of Mongolia. Ulaanbaatar.

71

the southern Bulgan and Uyench soum areas.


Figure 5.9: Mammals in the Project Area

Source: Adminsitration of Land Affairs Geodesy and Cartography. 2004. Geographic Atlas of Mongolia. Ulaanbaatar.

289.
Amphibia and Reptiles. Four families and six species of reptiles including Toad-headed Agama
(Phrynocephalus versicolor), Mongolian Agama (Laudakia stoliczkana), Multi-cellated Racerunner (Eremias
multiocellata), Gobi Racerunner (Eremias przewalskii), Pallass Coluber (Elephe dione), and Central Asian
Viper (Aqkistrodon halys) has been reported from the Mongolian Altai - Sayan area. In 1987, sand lizards
(Lacerta agilis) were first discovered in Bayangol of the Altai Mountain range in Khovd Aimag, enriching the
taxonomy of reptiles in Mongolia.33
290.
Birds. There are 258 bird species found in the western region. The majority of these birds are
migratory and few are local inhabitants. There are a number of rare and endangered species of birds, including
Snowcock (Tetraogallus altaicus) or Altain ular, Cenereous Vulture (Aegypius monachus), Golden Eagle (Aquila
chrysaetos), Lammergeyer (Gypaetus barbatus), Spoonbills (Platalea Leucorodia), Dalmatian Pelican
(Pelecanus crispus), Great White Egrets (Egretta alba), Whooper Swans (Cygnus cygnus), Greet Blackheaded
Gulls (Larus ichthyatus), Black Storks (Ciconia nigra) and Swan Goose (Anser cygnoides). The important bird
areas (IBA) close the project area are Bulgan river and Har-Us Nuur which are addressed in the Protected
Areas section.
291.
Fish. A recent International Bank for Reconstruction and Development (IBRD)/World Bank (WB) report
states that a total of 76 native fish species are reliably recorded in Mongolias waters. Of them, 5 species are
unnamed.34 The project area largely belongs to Great Lakes watershed that is an aggregation of a number of
closed inland depressions. Some 10 fish species are reported to inhabit the water bodies and courses of the
watershed including endemic genus Oreoleuciscus (O.potanini, O.humilis, O.angusticephalus,
O.dsapchynensis,35 Mongolian grayling (Thymallus brevirostris), Siberian grayling (Thymallus arcticus), and
Stone loach (Barbatula toni).15
292.
Insects. This region is distinguished with the richest diversity of insect species. The dominant species
are steppe and semi-dessert insects of Orthoptera and Coleoptera orders. There are also 123 species of 7
orders of insects in the rivers and marshlands. For instance, 5 species of Odonata order, 9 species of
Plecoptera order, 18 species of Orthoptera order, 9 species of Heteroptera order, 66 species of Coleoptera
33
34
35

Govt of Mongolia 2007 EIA Ulaanbaatar.


Government of Mongolia. 2007 EIA. Ulaanbaatar.
Ibid.

72

order, 9 species of Lepidoptera order (butterfly), and 7 species of Trichoptera order.36


293.
Rare and Endangered Species. The Mongolian Red Book (1997) lists 30 species of mammals, 30
species of birds, 5 species of reptiles, 4 species of amphibians, 6 species of fish, 19 insects, 2 crustaceans,
and 4 mollusk species as endangered, vulnerable, or rare. The Mongolian Law on Fauna lists 12 mammals, 8
birds, 4 species of fish, and 1 species of insects as very rare (endangered), and 11 mammals, 21 birds, and 2
species of fish as rare. Additionally, 14 mammals, 71 birds, 8 plants, 2 species of fish, 1 species of insects, and
1 species of reptiles are included in Appendices I and II of the Convention on the International Trade of
Endangered Species (CITES). Some endangered and rare species habitats are included in the Protected Area
system.
294.
Rare and Endangered Species in Mongolian Altai-Sayan include such species as Snow Leopard (Uncia
uncia), Wild sheep (Ovis ammon) or Argal, Siberian Ibex (Capra sibirica), Mongolian Saiga (Saiga tatarica
mongolica), Musk Deer (Moschus moschiferus) Pallas Cat (Felis manul) or Manul, Black Tailed Gazelle
(Gazelle subgutturosa), Wild Boar (Sus scrofa nigipes), Stone Martin (Martes foina), Marbled Polecat (Vormela
peregusna), Elk (Cervus elaphus) or Red Deer, Snowcock (Tetraogallus altaicus) or Altain ular, Cenereous
Vulture (Aegypius monachus), Golden Eagle (Aquila chrysaetos), Lammergeyer (Gypaetus barbatus),
Spoonbills (Platalea Leucorodia), Dalmatian Pelican (Pelecanus crispus), Great White Egrets (Egretta alba),
Whooper Swans (Cygnus cygnus), Great Blackheaded Gulls (Larus ichthyatus), Black Storks (Ciconia nigra)
and Swan Goose (Anser cygnoides).
295.

1
2
3
4

5
6
7
8
9
10

The following rare and endangered mammals are reported from Khovd aimag (Table 5.14).
Table 5.14: Rare and Endangered Species of Mammals in Khovd Aimag
Potential occurrence in
English name
Mongolian name
Latin name
the Project Area
Asiatic Wild Dog*
,
Cuan alpinus
Bodonch Canyon
Southern part of
Asiatic Wild Ass

Equus hemionus
Bulagan soum
Wild Boar

Sus scrofa nigripes
Khar Us Nuur
Mankhan Nature
Saiga

Saiga tatarica tatarica
Reserve, Khar Us Nuur
National Park
Near Khar-Us Nuur
Mongolian saiga

Saiga tatarica mongolica and Mankhan Nature
antelope*
Reserve
Mankhan Nature
Goitered Gazelle

Gazella subgutturosa
Reserve
Wild mountain sheep

Ovis ammon
Nearby Bodonch river
Beaver*

Castor fiber birulai
Bulgan river

Khar Us Nuur National
Satunins Jerbao
Cardiocranius paradoxus

Park
Thick-tailed Pygmy
Khar Us Nuur National
Salpingotus crassicauda
Jerboa
Park

Note: *-are included on Appendices I and II of the Convention on the International Trade of Endangered Species
(CITES). Source: EIA 2007.

296.
Table 5.15 presents birds that can be observed in Khovd and Bayan-Olgii aimags and included in
Mongolian Red Book.

36

Ibid.

73

Table 5.15: List of Rare and Endangered Species of Local and Migrant Birds in Khovd Aimag
English name

Mongolian name

Latin name

1
2
3
4
5
6
7
9

Dalmatian Pelican
Great white Egret
Eurasian Spoonbill
Black stork
Whopper Swan
Bar-headed Goose
Swan Goose
White tailed Sea Eagle

Pelecanus crispus
Egretta alba
Platalea leucorodia
Cionia nigra
Cygnus Cygnus
Eulabeia indica
Cygnopsis cygnoides
Haliaeetus albicilla

10

Altai snowcock

11
12

Phasianus colchicus
Grus vipio

13

Ring necked Pheasant


Japanese White napped
crane
Houbara Bustard

14
15
16
17

Great Black-headed Gull


Hodgsona bushchat
Euroasian pinduline Tit
Hendersons Ground Jay

Chlamydotis
undulate
Larus ichthyaetus
Saxicola insignis
Remiz pendulinus
Podoces hendersoni

Tetraogallus altaicus

Source: Mongolian Red Book, 1997.

297.
Within the project area there are no habitats where rare or very rare species of mammals, birds and
reptiles have been reported. However, the possibility of wildlife crossing the road section at some locations is
indicated.
298.
Hunting. The maximum limits for wild animals hunting for domestic purpose are shown in Table 5.16.
These limits are regulated through the issuance of licenses.

Aimag

Hovd

Table 5.16: Maximum Limits of Hunting Wild Animals for Domestic Purposes for 2006
WhiteFish
Wild pig
Roebuck
Birds of marsh, forest,
Fox and
tailed
steppe & waterfowl
steppe fox
gazelle
10,000
120
-

Source: EIA 2007.

5.6.3

Specially Protected Natural Areas

299.
As mentioned earlier, the project area is entirely located within Altai Sayan Eco-Region that is included
in World Wide Fund for Nature (WWF) Global 200 list of virgin or little changed eco-regions in the world,
where more than 90 percent of the planets biodiversity is concentrated. It occupies nearly 1,065,000 km2 of
which about 29 percent is located in Mongolia as shown in Figure 5.7. Since 1998, WWF has been
implementing a project for long-term conservation of biodiversity in the eco-region. The establishment of an
ecological network of protected areas was one of the main tasks of this project.
300.
Mongolian Law on Specially Protected Areas (1994) distinguishes four types of specially protected
areas:

74

Strictly Protected Areas (including pristine zones, conservation zones and limited use zones);

National Conservation Parks (including special zones, travel and tourism zones, and limited
use zones);

Nature Reserves (divided into ecological reserves for the purpose of preserving unique virgin
ecosystems, biological reserves for the purpose of conserving rare and endangered plants and

animals, paleontological reserves for the purpose of preserving in a natural state the remains
of ancient animals and plants, and geological reserves for the purpose of preserving in a
natural state the lands unique formations, signs, and structures); and

Monuments (divided into natural monuments and historical and cultural monuments).

301.
National Conservation Parks consist of those areas taken under special protection whose natural
original condition is relatively preserved and which have historical, cultural, scientific, educational and
ecological importance. Construction activities are not permitted in special, and travel and tourism zones of
national parks, however allowed in limited use zones.
302.
Nature Reserves consist of areas taken under state special protection in order to create conditions for
the conservation, preservation, and restoration of certain natural features, natural resource and wealth. Any
activities for industrial purposes that change the natural original condition and likely to have adverse
environmental impacts are prohibited.
303.
Ramsar Sites. The Ramsar Convention (Convention on Wetlands of International Importance
especially as Waterfowl Habitat) defines wetlands as "areas of marsh, fen, peatland or water, whether natural
or artificial, permanent or temporary, with water that is static or flowing, fresh, brackish or salt, including areas
of marine water the depth of which at low tide does not exceed six meters". Currently there are 11 wetlands in
Mongolia included in the Ramsar list.
304.
Important Bird Areas (IBA) and Endemic Bird Areas (EBA). Important Bird Areas (IBAs) constitute
key sites for conservation identified by IBA Program of BirdLife International. Often IBAs are already part of a
protected-area network, but sometimes they are not protected officially. Endemic Bird Areas of BirdLife
International are places where unique biodiversity is concentrated. IBAs located in Khar-Us Nuur National Park,
Bulgan River and Tolbo Lake are not covered by the Law on Specially Protected Areas. Endemic Bird Areas in
Mongolia (Mongolian mountains) is classified as secondary area, i.e. it supports one or more restricted-range
bird species. This area is defined by the range of Mongolian Accentor Prunella koslowi, a poorly known species
which breeds in juniper scrub and grassland on dry mountain slopes (at approximately 2,000 m) in Mongolia.
305.
There are a number of protected areas in Khovd aimag. They include strictly protected area Khokh
Serkhiin Nuruu, national parks: Altai Tavan Bogd and Khar Us Lake, and nature reserves: Mankhan and Bulgan
River.
306.
The only nature reserve inside the project area is the Mankhan nature reserve which is located on
either side of the proposed road within Mankhan soum.
5.6.4

Nature Reserves

307.
Mankhan Nature Reserve (NR). This reserve (vide Figure 5.10) was established in 1993 in order to
protect the population of Mongolian Saiga. The total area of the reserve is 390,071 ha. It has ecological
biodiversity importance and provides the habitat for endangered rare mammal - Mongolian Saiga Antelope
37
(Saiga tatarica mongolica). The population of Saiga within Mankhan NR is decreasing the number was over
130 recorded in 1982, 70 in 1993, 44 in 1998, and, finally, in January 2007, the total population of this
antelope was 15-17 as was reported at the stakeholder meeting in Hovd. This is likely due to migration of the
species to Dorgon Khuren steppe located within KUNNP where about 200 Saiga were observed by rangers.
Typically, Mankhan Nature Reserve is mentioned in association with another nature reserve Sharga located
to south-east of Mankhan, outside the Project Area where substantially larger population of Saiga (over 2,500)
inhabit as discussed below.
308.
Conservation Society (WCS) has conducted studies of the Mankhan / Sharga populations and their
migration patterns using GPS technologies (GPS collars). One of the purposes of this project in 2006 was to
evaluate Saiga habitat use and behavioural responses to humans, roads, livestock and plant productivity. In
subsequent years, it is planned to provide specific recommendations on reassessment and redefinition of
existing protected area borders and new protected areas to include critical sites for Saiga survival if deemed
37

Khar Us Nuur National Park Management Plan 2006-2010. KUNNP Administration & WWF, Hovd, p.37, 2006.

75

necessary.38
309.
WCS believes that there is no any clear relationship between populations in Mankhan and Sharga and
the range of this isolated population is Mankhan Nature Reserve and Khar-Us Nuur National Park. WWF plans
to make a feasibility study on re-introduction Mongolian Saiga to a suitable habitat in the Great Lakes Basin.

38

Convention on Migratory Species. First Meeting of the Signatories to the Memorandum of Understanding Concerning Conservation,
Restoration and Sustainable Use of the Saiga Antelope (Saiga tatarica tatarica), Almaty, Kazakhstan, 25-26 September 2006.

76

Figure 5.10: Mankhan Nature Reserve and Existing Road

Source: EIA 2007.

77

5.7

Economic Development

5.7.1

Structure of Economy

310.
Khovd Aimag. The gross domestic product of Khovd aimag amounted to 94238.4 million tugrug
(1064.8 tugrug per capita) in 2009 as shown in Table 5.17. The most important sectors were agriculture,
hunting and forestry (66 percent).
Table 5.17: Gross Domestic Product of Khovd Aimag in 2009
Item
GDP, mln. Tug Percent
Agriculture, hunting and forestry 62197,3
66,0
Manufacturing
3110
3.3
Services
28931.1
30.7
GDP
94238.4
100
Source: Statistical Division of Khovd Aimag.

5.7.2

Agriculture

311.
Animal breeding is the main economic sector in Khovd aimag. The contribution of the sector amounts
to 75.2 percent of aimag GDP or 114216,9 million tugrug in Khovd Aimag. The number of livestock in this
aimag is constantly increasing. Table 5.18 illustrates the amount of livestock in the project area.

Khovd
Of which:
Mankhan

Table 5.18: Number of Livestock in the Project Area (2010)


Total
Camel
Horse
Cattle
Sheep
1,639,100
16,339
64,646
81,018
594,179

Goat
882,918

184,073

103,981

2,314

5,681

4,483

67,614

Source: Statistical Division of Khovd Aimag.

312.
Crop production is one of important sub-sector in the agricultural sector in Khovd aimag. This Aimag
produces crop as can be seen in Table 5.19.
Table 5.19: Crop Production in the Project Area (2010)

Aimag
Khovd
Of which:
Mankhan

Sown
Ha
2,654.4

Harvest
Ton
21,583

Cereals
Ton
609.1

Potatoes
Ton
12,095.9

Vegetables
ton
7,554.4

Fodder
crop
ton
1.323.6

360.8

50.0

110.0

20.8

180

Hey
harvest
Ton
67,612

Handmade
fodder
ton
2,661.9

4.700

320

Source: Statistical Division of Khovd Aimag.

5.7.3

Mining

313.

There is some mining activity in the project area related to deposits in Hkusheet coal mine.

314.
Husheet coal mine deposit (Khovd aimag). Husheet coal mine deposit is located in a high
mountanious area of the Altai mountain range, 210 km to south-east of Khovd City and 35 km West of Tsetseg
soum. The mine primarily contains brown coal and exploration began in 1972, but ceased in 1998 with its full
privatisation within the framework of Privatization Law. Ikh yam Co., Ltd., holding a 100 percent stake in the
mine, began its exploration in 2004 and has supplied 7,000 tons of coal to the local end-users. The company
has ambitious plans which includes construction of new coal fired power station with new grid to provide the
local end-users with the electricity, establishing cooking coal production plant, and exporting the coal to China.
5.7.4

Infrastructure

315.

Water Supply Systems. The water supply system in Khovd provides centralized drinking water

78

distribution to office buildings and urban residential area. Daily water supply is 4,600 m3 of water from 9
groundwater wells. Traditional dwellings (ger) in Khovd are supplied with water from 8 water distribution
stations, 4 deep wells and 3 hand pumps. The water consumption is 388,300 m3 of water per day. Some 2,133
wells are used for water supply in rural areas. Surface water is the main source of the water for livestock.
316.
Electricity Distribution Systems. Khovd aimag is largely served with electricity from Russia because
energy capacities at the local level are limited. A 110 kV transmission line links Russia and Olgiy town of
Bayan-Olgiy Aimag and Miyangad soum of Khovd Aimag. Altantsugts, Sagsai, Tsengel, Ulaankhus and Buyant
soums of Bayan-Olgiy Aimag, as well as Hovd town, Duut, Erdeneburen soums of Hovd Aimag are connected
to this line with a 35kV transmission line.
5.7.5

Land Use

317.
In general, agricultural land has been the dominant land use across the aimag, occupying more than
77 percent of the total land in the aimag. The land used for transportation and network occupies 0.31 percent
of the total territory in Khovd aimag. As the proposed road would follow the existing earthen tracks the land use
for transportation and network would be slightly reduced.
Table 5.20: Land Area by Classification
Khovd Aimag
Area
Percent of total
Land classification
(,000 ha)
(%)
Agricultural lands
5,885,0
77
Cities, villages and other
28,405
0.3
settlements
Transportation and
21,128
0.2
network land
Forest resource land
464,851
6.1
Water resource land
43,117
0.5
State special use land
1,163642
15.2
Total area
7,606,038
100
Source: Land management report of Khovd Aimag, 2005.

318.
Land Degradation. Land degradation is caused by two types of factors: natural and human activities.
Natural factors are water erosion, wind erosion, and desertification. Human activity factors are many branches
of earth track, overgrazing; and land deterioration due to mining and other similar activities.
5.7.6

Tourism

319.
Ecotourism dominates in this region, since Khovd aimag has diverse and distinctive flora and fauna,
which represents a mixture of species from the high mountains, steppe, and deserts. Numerous globally
threatened and endangered species inhabit this region. In addition to ecotourism, the following types of tourism
take place: viewing nomadic culture and lifestyle, visiting historical and cultural sites, fishing, mountain
climbing, hunting, bird watching, and adventure tours. Some Russian tourists come directly to Khovd aimag via
Ulaanbaishint.
320.
Khovd Aimag. There are 19 tourist camp sites, operated by 16 companies and the administration of
Khar-us Nuur National Park. The total number of tourists was 8,247 including 909 foreign and 7,338 domestic
tourists in 2006 and it is increasing yearly. Bayan Bulag Childrens camp provides services to about 570
children a year.
5.7.7

Health and Safety

Health Services
321.
Khovd Aimag. Some 14 medical clinics, 2 intersoum medical clinics, and 6 hospitals for families
provide basic clinic service to local residents and herders. A hospital in Khovd town plays a major role as a
79

regional hospital to serve patients throughout the western region. In total, there are 569 hospital beds.
Additionally, there are 16 private hospitals and 6 pharmacies. Some 148 physicians, 7 pharmacists, 251
nurses, and 120 medical assistants work in medical services of the aimag. On the whole, there are 18
physicians, 12 medical assistants, 38 mid-level medical personnel, and 61 beds per 10,000 individuals of the
population.
Noise and Vibration
322.
Mongolian noise standards have been established as indicated by Table 5.21. Excessively high noise
levels are a particular concern for sensitive receivers, i.e., recipients of sound for whom exposures to
excessive sound levels are detrimental hospitals, schools, or ecologically sensitive areas. In this instance,
sensitive receivers along the road corridors (if any) could be a concern during both the construction activities
and in regard to future traffic-generated noise.

2
3
4

6
7
8

In rooms of hospital and sanitarium, and surgery rooms


Daytime
53
48
40
34
30
27
25
23
Nighttime
55
44
35
29
25
22
20
18
In consulting room of hospitals
Daytime
63
52
45
39
35
32
30
38
In the classroom of all type of schools, lecturers rooms, library, and conference halls
Daytime
63
52
45
39
35
32
30
28
In residential area, rest homes, dormitories and kindergartens
Daytime
63
52
45
39
35
32
30
28
Nighttime
55
44
35
29
25
22
20
18
In rooms of hotels, and hostels
Daytime
67
57
49
44
40
37
35
33
Nighttime
53
48
40
34
30
25
25
25
In waiting halls of hotels, hostels and rest homes
Daytime
71
61
54
49
45
42
40
38
In cafs and restaurants
Daytime
75
66
59
54
50
47
45
43
In shopping centers, public service rooms, and waiting rooms of railway station
Daytime
79
70
63
58
55
52
50
49

Noise level and


noise equivalent
level /dba/

8000

4000

2000

500

250

125

63

Location and
time

1000

Table 5.21: Standard on Allowable Noise Levels at Domestic and Public Buildings
Noise pressure level (db) at different geometric average
frequencies

35
30
40
40
40
30
45
35
50
55
60

Note: If there is air conditioning, humidifier and air heater in a room, Noise pressure level (db) at different geometric
average frequencies must be the noise level less 5db.
Source: Standard UST 3826-85. Allowable Noise Levels in Domestic and Public Buildings.

323.
The project road section runs largely through a remote area with almost no settlements and there are
no sensitive receptors.
5.8

Social and Cultural Resources

5.8.1

Geopolitical Structure and Administrative Divisions

324.
Geography and its recent history largely define the current status of Mongolias socioeconomic
development. The countrys latitude in combination with the distance from the sea, high altitude and proximity
to Siberia has made it one of the worlds coldest countries, with mean winter temperatures approximating 20C. This has resulted in the average crop-growing season lasting only about 100 days. In addition, it is a very
80

dry country, with water resources abundant only in limited areas of the northern and western regions. The Gobi
Desert and adjoining steppe lands constitute a significant portion of the country, which means that nomadic
herding (and associated short-term cropping such as hay and other fodder) is the only currently viable
agricultural activity in a large portion of Mongolia.
325.
The project road is part of the western regional road, which cuts across two aimags (provinces). The
Western Regional Road connects the cities of Khovd and Olgii with China in the Southwest and Russia in the
North. The regions proximity to the border of these two large neighboring countries has a big influence to its
socioeconomic and cultural conditions.
326.
The Khovd aimag neatly brackets the project road section. Located in the far west of Mongolia along
the Altai Mountains, which extend over approximately 1,500 km, The western portion of Khovd aimag borders
the Peoples Republic of China (PRC) and Bayan-Olgii Aimag; the norther portion is adjacent to Uvs Aimag; the
eastern border is shared with Gobi-Altai Aimag; and the southern boundary is adjacent to the PRC.
327.
Mongolia, which is divided into 22 major administrative units comprises of 21 aimags and the capital
city of Ulaanbaatar. Aimag population ranges from 12,500 to 122,000 people. The aimags vary in size with the
largest covering as much as 165.4 km2 of territory. An aimag consists of up to 27 'soums' (district), including the
aimag centre. Soums in turn are comprised of 'baghs'. In Mongolia there are 329 soums and 1568 baghs. Also
the capital city, Ulaanbaatar, is subdivided into 132 districts called 'khoroos'.
328.
The aimag centre is the administrative seat of local government, and the home of the aimag's legal
bodies, theatres, hospitals, businesses, schools and industry. Most of the aimag population works in light
industry, services and small business enterprises. Bagh populations tend to work in agricultural and animal
husbandry. Baghs residents mainly lead a nomadic life. They migrate with their herds depending on season
and weather conditions. Typically their seasonal camps are located within the borders of their soum and baghs,
though droughts, zuds, and other natural disasters, can push them to different areas.
5.8.2

Human and Social Resources

Population and Community


329.
Mongolias population has increased from 2,735.000 in 2009 to 2,780,000 in 2010. The population
density of Mongolia is 1.75 persons per square kilometer, making it one of the most sparsely populated
countries in the world. The current natural population growth rate is estimated to be 1.016 percent, which is
comparable to the 2009-2010 rate. On the other hand, the population of the Khovd aimag in the project area
accounts for 3.2 percent of the national population with a landmass that constitutes 4.9 percent of the total area
of Mongolia. While about 63 percent (mostly in the Ulaanbaatar) of the population of the country is considered
urban, the situation is reversed in the Khovd aimag of the project area. About 67 percent of the population is
classified rural.

Mongolia
Khovd

Table 5.22: Comparative Population and Household Data, 2006-2010


Total
Household
Urban Household
Rural Household
2006
2010
2006
2010
2006
2010
2006
2010
2,594,800 2,735,800 632,500 742.300 372,300 463,400 260,200 278,100
88,500
82,200
19,900
20,300
6,600
7,058
13,300
13,241

Source: Mongolia Yearbook 2007, 2011 Ulaanbaatar.

330.
Some 14 different ethnic groups including Khalkh, Kazakh, Zakhchin, Torguud, Uriankhai reside in
Khovd aimag; with Khalkh being prevalent. Table 5.23 shows the ethnic population structure in the project area.

81

Mankhan

Oold

7,208
8,7

3,124
3,8

5,209
6.3

3,511
4,2

3,588
4,3

Others

Myangad

Zahchin
22,490
27.2
3800
95

Uriankhai

16,700
20,3

Dorvod

18604
22.6

Kazakh

82200
100
4001
100

Khalkh

Num
%
Num
%

Torguud

Khovd

Population

Project area

Unit

Table 5.23: Ethnic Minorities in the Project Area, 2010

1,766
2.0
201
5

Source: http://www.hovd.gov.mn.

331.
In Khovd aimag, birth rate is higher than the national average while death rate is lower; thus the rate of
natural increase of the population is higher. Life expectancy is slightly higher in Khovd compared to the national
average. The number of female-headed households (approximately 12.1 percent of the total households in
Khovd) is lower than the national average.
2

332.
The population density in 2010 Khovd was 1.08 people/ km . The gender ratio is shown in Table 5.24.
According to the data, women dominate in Khovd. Unemployment in project area was accounted as 1.6 percent
of total population.

Project area
Hovd

Gender
Man
49,6%

Table 5.24: Gender Ratio in Khovd


Number of
Number of
Woman
Deaths
Births
50,4%
473
2012

Unemployment
1,320

Source: Statistical Division of Khovd Aimag.

Education
333.
Based on 2010 Population and Housing Census, the literacy rate in the country of population fifteen
years old and above was 98.3 percent with the rate slightly higher for male than female at 98 and 97.5 percent,
respectively. The number of students and pupils in all types of educational institutions has reached (excluding
pupils studying in pre-primary schools) at 736.8 thousands and increased by 4.2 percent, compared with 20082009 school years. At the beginning of academic year of 2009-2010, the number of pupils in general
educational schools reached (excluding students studying abroad and pupils studying in schools with evening
classes) 522.1 thousand. The total number of students studying in universities, higher educational institutions,
colleges, technical and vocational schools had been increasing over the years and had reached 210.2
thousand in 2009-2010 academic year. Out of these, 63.8 percent studied in public educational institutions
while 36.2 percent studied in private educational institutions.
334.
The availability of educational facilities and personnel in the project area in comparison to the country
as a whole is quite favorable. In school year 2010-2011, the ratio of pupils to teachers and the numbers of
schools compared favorably to national averages given the population of the project area as a proportion of the
national population. Participation rate for children aged 4-19 in the educational system in the project area is
higher than the national rate.
Table 5.25: Selected Education Indicators, Mongolia and Project Area
Indicators (2010-2011) Mongolia
Khovd
No. of general
751
23
education schools
2010-11
Average No. of pupils
per teacher in gen ed
29.3
30
school 2010-11
No. of teachers in gen 26.358
944
ed schools 2010-11
General education
M
F
T
M
F
T
82

Gross Enrolment
Ratio 2010-11

93.3

97.6

95.4

96.9

98.7

97.8

Source: Mongolia Yearbook 2010, Ulaanbaatar 2011.

335.
The concentration of schools in the aimag centers reflects Mongolias increasing urbanization (57
percent of the population lived in urban centers in 2008 with average rate of urbanization (2005-2010)
estimated to be 1.2%. In less densely populated areas, as in other parts of the world, schools can be widely
scattered and lack a range of facilities and services.
Health
336.
The population health status in Mongolia dramatically improved over the years. Infant mortality had
decreased dramatically while maternal mortality had experienced an almost 100-fold decline, and
communicable diseases such as louse-born epidemic typhus, genital lymphgranulomatosis, smallpox and
poliomyelitis were eradicated, contributing to an almost four-fold increase in population number and a general
improvement in the health condition. Although such profound changes have been associated with a number of
socio-economic factors, they have been undeniably bound to the contemporary science-based health sector
development in Mongolia.
337.
Despite this improvement, however, the health sector still faces challenging problems related to the
deepened marginalization of some of the population, internal migration and the number of homeless people as
well as poor living conditions which are causing the increase of poverty-related diseases such as TB and STDs.
In addition, there are problems of unequal health status and access to health services between the rural and
urban populations, and between different income groups.
338.
A large portion of the health budget is still spent on curative services. There are weaknesses in hospital
services: inefficiency, patient dissatisfaction, outdated treatment protocols and equipment. Since January 2003
the government started to implement the Public Sector Management and Finance Act, a new phase of health
system organization and financing with output-based funding. The successful implementation of the new
regulations is an immediate challenge to increase cost-effectiveness and greater responsibility of health
organizations in the country. Investment in the medical sector increased and 33 hospitals were built in 20022003 on the state budget.
339.
The health sector comprises of 17 specialized hospitals and centers, 4 regional diagnostic and
treatment centers, 12 district and 21 aimag general hospitals, 323 soum hospitals, 18 feldsher posts, 233 family
group practices, and 536 private hospitals and 57 drug supply companies/pharmacies.
340.
Health service provision indicators for the project area show that the population of Bayan-Olgii and
Khovd is still poorly served compared to the national average as indicated by the following measures: number
of persons per physician and the number of persons per nurse. Table 5.26 below shows the ditribution of
physicians per 10,000 people.
Table 5.26: Key Indicators of Health Service Supply in Khovd, 2010
Number of Persons/
Aimag
Physicians
Physicians
Number of Persons/Nurse
Khovd
148
592
357
National
7497
368
300
Khovd as a % of
1.97
62
50.2
national
Source: Mongolian Statistical Yearbook, 2010.P-366-368.
341.
Khovd has 62.6 percent respectively, of its population living in rural areas. It is thus not surprising that
the ratio of population to health care providers as well as other services in Khovd is still much lower compared
to the national average. Most of the health providers and the facilities and services are concentrated in urban
areas. However, there is also a positive sign of improvement as shown by certain indicators as in higher
percentage of infants being immunized and lower mortality rate in the project area compared to national
average.
83

Social Services
342.
Since the 1960s, urbanization has rapidly taken place in Mongolia. Currently, 57 per cent of the
population lives in urban areas mostly in Ulaanbaatar while 43 per cent lives in the rural areas. Around 49.1 per
cent of the total population lives in around 265,500 apartments covering approximately 6,878 thousand square
meters while 50.5 per cent live in ger districts. The square per capita living in apartment is 6.7 quadrate meters
in Ulaanbaatar and 56 quadrate meters in rural areas, which are twice lower than the international standard.
Some 81.6 percent of households with apartments live in private houses and 16.6 per cent live in state-owned
apartments. Approximately 67.3 percent of the total Mongolian households, comprising 94.5 per cent of
Ulaanbaatar households and 34.3 per cent of rural households, are linked to the energy source while 44.4 per
cent of the total households who live in an apartment have centralized heating.
343.
In 2007, at the national level the housing stock reached at 8105.1 thousand sqm and increased by 13.7
percent compared with 2004, by 10.0 percent compared with 2005, and by 4.7 percent compared with 2006. In
2006, 446.6 thousand sqm of area were allocated with about 95.9 percent of total intended for private houses
and apartments.
344.
In 2007, the number of houses with plumbing reached 116.4 thousand and increased by 9.0 percent
compared with 2006. Likewise in 2007, the number of households, using distributed water reached 313.7
thousands, showing an increase of 5.9 percent households or by 17.5 thousands compared with 2006.
345.
In 2006, at the national level there were 393 public baths but in 2007 this number has reached 458
indicating an increase of 16.5 percent. In 2007, at the national level, 878 hotels have been constructed
compared to 2006 representing an increase of 10.6 percent.
346.
Other data is available to further shed light on the socioeconomic situation of the project area. Table
5.27 presents data on the ownership of various assets by households in the project area.
Table 5.27: Selected Social Indicators of Herdsman Households (2010)
Number of Households Owning
Electric Engine,
Motor
Television

Aimag
Khovd
National Totals

Vehicle

7355
6990
1,999
132.635
120.598
44.578
Source: Mongolian Statistical Yearbook, 2010 P-228.

Motorcycle

Tractor

3334
66.883

185
2.645

347.
Table 5.28 below presents communications data showing a lower rate of connectivity characterizing in
Khovd population, when compared with those of Mongolia as a whole.
Table 5.28: Number of Telephones per 1000 Persons (2010)
Telephones per 1000 Persons
2010
553
910
Source: Mongolian Statistical Yearbook, 2010.p-224.
Aimag
Kovd
National Totals

Customs and Traditions


348.
Mongolian customs and traditions are unique traditions formed during the development the central
Asian nomadic civilization, which has been passed on from generation to generation of Mongols over the
centuries. Mongolian customs and traditions encompassed all aspects of life including morality, ethics, science,
education, religious life and family relationships of the Mongols. Mongolian customs and traditions have their
own peculiarities and specific features, the likes of which are distinguished from other nations, and have been
researched and recorded by both Mongolian and foreign scholars. Since early times, the education and
84

upbringing of children in civilized ways have been considered in Mongolia to be an obligation of the state and
the people. This is why the linguistic association of the Mongolian word "humuujil" (educate, bring up) is related
to the idea of "humuun" (human) or "humuuniig hun bolgoh" (to bring up, make up a man). Along with a healthy
and normal physical upbringing, much attention is paid to the intellectual, moral and ethical development of the
child since inception. As such, Mongolian tradition strictly follow a code of conduct for dealing with pregnant
women to ensure that the unborn child is reared in a conducive environment which is then followed by
practices in child rearing which ensures the inculcation of beliefs and practices to foster cultural norms and
traditions.
349.
Another established norm is the practice of greeting and saluting each other with respect and honor.
Elders, distinguished and honored persons are greeted first and the young ones respond to them in wellwishing and respectable manner. Hand shaking when greeting another person is not desirable, as the touching
of the hand of an honored and respected person is considered impolite and a violation of tradition. It is
considered a rather shameful behaviour and an attempt to make others dirty and impure. The most venerable
greeting would involve a person tightly buttoning his clothes, tightening his belt, putting his hat on, extending
his right hand while bowing three times and touching his forehead with his fingers.
350.
Since ancient times, the Mongols deeply revered combining words of well-wishing with the words of
greetings. The traditional ceremony of greeting during the Tsagaan Sar is performed once a year. The
ceremony of greeting with a "hadag" (blue silk scarf) is a tradition inherited from ancient times. It is strictly
adhered to and is considered the highest and most revered form of greeting.
351.
This tradition has been strictly observed by the Mongols for centuries and has become a core value
and basis for the education and upbringing of children. For example:

It is forbidden to look suspiciously at ones mother, father, grandparents, and familiar or


unfamiliar elderly people. The offending person would be treated as a man disregarding the
law and considered worse than an animal.
It is forbidden to throw waste into rivers, lakes and spas, the offender would be punished for
spoiling the water - the source of all life.
Mongols do not beat horses, dogs and animals; it is equal to beating a close friend.
It is strictly forbidden to throw burning ash from the stove as the burning ambers might become
fire and endanger the lives of people and animals and damage nature.
It is forbidden to leave holes for rope and tether fastening unfilled with soil or stones. The soil
injured by a stake must be re-covered. Open holes may also injure the legs of animals.
It would be considered shameful to urinate towards the setting or rising sun. This way one
respects the holiness of the sun, which shines and illuminates the whole world.
Not feeding a guest is considered as a sign of ignorance and unfriendliness. This person would
be considered greedy and stingy who ignores the Mongolian tradition of hospitality.
It is forbidden to be unfair or inhuman, to be arrogant and rude, which insults the reputation of
the elders, of ancestors and of one's personal reputation.
The Mongols highly revere their reputation, which is evident from the proverbs "Muu
amidyavsnaas ner turtei sain ukh" (Better to die with a good reputation than be alive with a bad
one), "Ner khugarsnaas yas khugar n' deer" (Better the bone be broken than ones reputation).

352.
The Mongolian taboos, rules of restrictions and unwritten law, are traditions inherited not only from the
ancestors, but also from the teachings of Chinggis Khaan, and contained in the Code of Law of Great Mongolia
called "Ikh Zasag", home to customs and traditions of the Mongolian tribes and nationalities.
353.
These customs and tradition still predominate in Mongolian society and strongly influence the way of
life particularly in predominantly rural areas of aimags like Bayan Ogliy and Hovd.
Economy
354.
The economically active population in the project area is shown in Table 5.29. As indicated, the
unemployment rate is higher in the project area than the national level. As will be discussed below, the income
levels are lower in the project area than the national average.
85

Table 5.29: Economically Active Population and Employed/unemployed Persons


Economically
Active
Population
(000)
35.9
1001.2

Employed
Persons
(000)
32.6
1033.7

Aimag
Khovd
National Totals
Khovd as a % of National
3.6
3.2
Total
Source: Mongolian Statistical Yearbook, 2010.

Unemployed
Persons
(000)
3.3
113.4

Unemployed as a % of
Economically Active
Population (000)
9.2
11.3

3.0

N/A

355.
Poverty and unemployment has a direct correlation. Around 27.5 - 38.2 percent of the poor population
of employment age living in the aimag center is unemployed. In 2010 the number of unemployed people
reached 3300, of which 1320 were actively seeking jobs.
356.
The proportion of women in wage employment in the non-agricultural sector is close to the proportion
of male. While women are better educated than men, they are still under-represented in management and
decision-making positions. In 1992, the number of women members of the national parliament comprised 3.9
per cent of total legislators, 9.2 per cent in 1996 and 11.8 percent in 2000 showing a dramatic increase.
However in 2004, the percentage dropped to 6.6 percent indicating deterioration in women participation.
357.
With a relatively large land mass (about 1.6 million km2) and a small population (3.09 million), Mongolia
has one of the lowest population densities in the world, with most of the country having less than 1.6 persons
per km2. The low population density means that infrastructure and social services have a higher per person
cost because population concentrations are so low. As a result, the domestic market is too low resulting in its
inability to support a wide range of industries and services. Thus, aside from herding and some limited
industrial and service activities to support the domestic market, economic activity has been linked to
exploitation of timber in the north and the exploitation of some mineral resources including coal, copper, iron
ore, fluorspar, gold, molybdenum, zinc and oil.
Agriculture
358.
Topography and climate are key determinants of economic development in Mongolia, with the high
mountains and dry steppe and desert areas limiting the range of agricultural activities to seasonal grazing with
some crops grown for personal consumption or sale to local markets. The typically cold dry weather limits the
average crop-growing season to about 100 days. While these factors place limits on agricultural development,
the project area also includes a nature reserve which is home to a wide range of rare and endangered species,
as well as many beautiful vistas and other natural attractions. These characteristics indicate that the project
area has considerable potential for ecotourism.
359.
In general, agricultural land has been the dominant land use across both aimags, occupying more than
77 percent of the total land in each aimag. However, this should not be taken to mean that all of these areas
are arable for permanent agriculture. Rather, most of these lands including those in the mountainous areas are
grazing lands that are periodically used. Soils are stony in the mountain areas, with only meadow areas
suitable for grazing and limited agriculture. The land used for the transport network in Bayan-Olgiy, and Hovd
Aimags occupies 0.2 percent, and 0.31 percent of the total territory, respectively.
360.
About 60-70 percent of Bayan-Olgii constitutes high mountains and the rest, lowlands and
watercourses. Khovd also has a high elevation and stony soils. From the mountain areas to the border with
China, desert and steppe become common. Soils along watercourses are suitable for agriculture. Otherwise,
there is seasonal grazing.
361.
Land use in the project area is shown in Table 5.30. Arable/steppe lands constitute the largest form of
land use followed by the special protected areas. The main agricultural activity is livestock herding.

86

Table 5.30: Land Use by Classification


Khovd Aimag
Area
(,000 ha)
5,885,0

Percent of total
(%)
Land classification
Arable/Steppe lands
77
Cities, villages and other
28,405
0.3
settlements
Transportation and
21,128
0.2
network land
Forest resource land
464,851
6.1
Water resource land
43,117
0.5
State special use land
1,163642
15.2
Total area
7,606,038
100
Source: Land management report of Khovd, 2005.

Manufacturing/Industry/Mining Manufacturing/Industry/Mining
362.
The processing industry consists of wool, cashmere, leather, wood, metal, textile, and food production.
Over the past decade, industrial production has experienced a continuing decline due mainly to the shortage of
funds for the procurement of agricultural raw materials.
363.
Presently, there are over 1800 small and medium sized business entities engaged in the food industry.
Manufacturing and supply of meat, bread, beverages, flour products and salt has increased. Processing of
agricultural food products and raw materials is developing in Mongolia. Currently, many small and medium
factories and business entities manufacturing milk products are established in the aimag, towns and soums.
364.
There is a network of flourmills with a total capacity of more than 300.000 tons of flour per year. There
is also a network of 8 larger grain storage facilities with a total capacity of 250.000 tons of cereals. Mongolia is
producing one third of the total domestic consumption of flour. The total annual capacity of the ten biggest flour
factories is 163.0 thousand tons. Meat and meat product manufacturing has an important place in the food
sector and is considered to be the sector with the most potential for future development. There are 22 medium
and large slaughterhouses with a total capacity of about 62,000 tons of carcass meat per year. However, they
only use 29 per cent of their total capacity.
365.
In addition, there are many smaller slaughtering facilities in the aimag and soum centers. There are
over 60 small and medium enterprises that produce meat products. As far as food supply to the population is
concerned, local meat production meets the domestic demand totally and the extra produce of some meat
products are exported. Meat consumption per person has gradually increased up to 120 kilograms per year. In
2000-2003, eight meat-processing factories with an annual capacity of 60,000 tons of meat were established.
At the end of 2003 some 11,200 tons of meat and 756 tons of by-products were exported. During the last year,
meat- processing factories were certificated and 20 have received export licenses.
366.
Khovd is predominantly agricultural with livestock as the major produce, is the primary sources of raw
materials and products for the processing industry.
367.
Mongolia has rich mineral resources and exploitation of these has been increasing during the transition
from state controlled to market economy. There are over 8,000 deposits of 440 different minerals in Mongolia,
of which about 600 deposits and outcrops of resources have been determined. A total of 181 gold deposits, 5
copper molybdenum deposits, a lead deposit, 5 tin, 10 steel, iron, 4 silver, magnesium, mica, 3 gypsum, 3
asbect, 3 graphite, 2 bitumen, 42 coal and brown coal, phosphorus, 42 fluorspar, 12 salt, 10 sodium sulphate, 6
semi-precious stone, 9 crystal, about 30 underground water deposits and 205 construction materials, including
stone, sand, gravel, limestone, marble, plaster, cement and mineral pigment's raw materials are found.
Exploration works were conducted in about 70 percent of the deposits, and the resources of the deposits were
evaluated from an industrial mining point of view.

87

368.
Over 200 of the aforementioned deposits are being exploited now, of which 24 are non-ferrous metal
deposits, 111 are gold, 34 coal, 15 salt and about 50 mineral deposits. The joint Mongolian-Russian
Monrostsvetmet Company is exploiting four of the biggest mines, which have the capacity to extract 600,000
tons of fluorite a year, seven exploration parts, and a factory with the capacity to enrich and process 500,000600,000 tons of fluorite annually. A gold mine with 250 liters capacity in two floating drags, which have a power
to wash 1 million tons of sand a year, open mining with the annual capacity to extract 100,000 tons of coal and
a geological exploration group are among the operations of the company.
369.
However, in Khovd aimag, there are yet very few mining and chemical industries operating to
contaminate the water, soil, and air; thus, the natural beauty of the regions are yet preserved.
Household Income, Expenditure and Living Standards
370.
As per findings of the 2007 Household Socio-Economic Survey, monthly average income per
household has increased by 31.7 percent compared with 2006, including, comparative average income from
wages and salaries from 2006 and 2005 by 38.7 and 57.6 percent respectively at the national level and
average income from pensions and allowances increased by 76.2 percent in 2007 in comparison to 2006
figures and by 2.3 times compared to 2005 figures.
371.
For real increase adjusted by inflation, income from wages and salaries increased by 20.5 percent in
2007 compared to 2006 and 36.9 percent compared with 2005, and income from pensions and allowances
have increased by 53.1 percent in 2007 compared to 2006 and increased almost twofold compared to the 2005
figure. The household monetary income has increased by 65.9 percent in 2007 compared with 2004: in salary
and wages the increase was about 92.2 percent, in pensions and allowances by 2.6 times, in household
business income by 24.3 percent and other incomes increased, by 35.6 percent.
372.
At national level, the monthly average cash expenditure per household increased by 33.0 percent in
2007 from 2006 figures. Food is the highest item of expenditure. It increased by 33.5 and 55.9 percent in 2007
compared with 2006 and 2005 respectively, while the non-food expenditure has increased by 34.8 percent in
2007 compared to 2006 and by 57.8 percent compared with 2005.
Poverty and Quality of Life
373.
The National Statistical Office had conducted surveys that provide data on poverty including the 20022003 Household Income and Expenditure Survey (HIES) and Living Standards Measurement Survey (LSMS)
and the 1998 LSMS.
374.

From the results of these surveys, key characteristics of poverty include the following:

Incidence of poverty is lower in the eastern aimags, where only about one-third are poor
whereas in the more remote western aimags, about one-half are found to be poor. Overall,
about 43 percent of rural residents are poor, whereas only about 30 percent of urban residents
are poor.

Larger families in rural areas tend to have a higher incidence of poverty and have less access
to key social services.

Household heads with higher levels of education have lower incidence of poverty.

375.
Employment in livestock or agriculture is highly correlated with poverty, whereas those employed in the
service sectors are least likely to be poor. Employment with public and state companies is associated with
better living standards.
376.
Households with property generally have lower incidence of poverty. The main asset owned by the
population in Mongolia is livestock. The number of livestock owned by the poor is on average less than half of
that of the non-poor households. In rural areas, households with livestock experienced lower poverty incidence
than those without any livestock.
88

377.
The type of housing was highly associated with poverty status in urban areas. Those living in
apartments are least likely to be poor; while those living in gers are most likely to be poor. In rural areas, those
who live in houses are poorer than those living in gers. In urban areas, the poor had significantly less access to
water sources, sanitation facilities and electricity; while in rural areas the poor and non-poor had no significant
differences in access to these services.
378.
According to the findings of the 2006 HIES, 32.2 percent of total population of the country is poor.
Urban poverty is less than in rural areas. Poverty headcount is 27.9 percent in urban and 37.0 percent in rural
areas. From estimations of poverty indicators based on results of the HIES, the poverty headcount decreased
by 3.9 points, poverty gap has decreased by 0.9 points and poverty severity decreased by 0.2 points compared
with years 2002-2003. This shows a positive trend on poverty reduction.
379.
Table 5.31 shows the main characteristics of poverty households in the project area soums.
Approximately one-fifth of poor households is headed by a single parent and about 40 percent of the single
parent households is headed by females. According to the data, about 31 percent of the people in the project
area soums are poor. This is somewhat unexpected because the western region generally has higher
incidences of poverty. For poor households, there are 4.3 persons per household in the project area soums and
5.6 persons per household at the national level.
Table 5.31: Poverty Characteristics in the Project Area
Indicator
Khovd
No. of Poor
23,821
Poverty Households
5,461
No. of person per Poor Household
4.4
Single Parent Poor Household
1,992
Female Headed Poor household
1,079
No. of HH Poor in Agriculture
5,461
No. of HH poor in Livestock
226,321
Livestock per Poor Household
48.5

Cultural/Archeological, Recreational and Touristic Sites and Development


380.
The attractions and activities for tourists in Mongolia relate to the natural environment, historic features
and cultural heritage. Mongolia has diverse and distinctive vegetation and fauna including some rare species
such as the Argali Sheep, Przewalski Horse, Asiatic wild ass, wild Bactrian camels, snow leopard and ibex. The
remains of dinosaurs have been found in the Gobi desert. The historic heritage of Mongolia is mainly related to
Chinggis Khaan, the warrior-statesman, who in the 13th century united the Mongolian people into a strong
nation that controlled much of Asia. The traditional nomadic way of life based on livestock raising and living in
traditional gers, is of great interest to overseas visitors. The two major public holidays are Naadam, a traditional
festival celebrated each summer and displays three types of traditional games: horse racing, wrestling and
archery, and the Tsagaan Sar, the Mongolian Lunar New Year, which marks the end of winter and the beginning
of spring. These two festivals are the most visited events by tourists.
381.
The capital of modern Mongolia, Ulaanbaatar, is a city with a history over 360 years long. Distinctive
and original culture, the old-time hospitality of Mongols, a remarkable variety of scenery, and the rich animal
and plant kingdoms of Mongolia exert a fascination for tourists. Since Mongolia's transfer to the market
economy in 1990, the tourism sector has evolved into a critical part of the country's development. It has been a
major factor in Mongolia's union with the world trend of globalization.
382.
Around US$ 150 million is collected each year from travel and tourism, equal to 10% of the country's
GDR. The construction of more hotels, tourist camps, restaurants and reliable transportation networks which
are up to international standards will draw more tourists to Mongolia and increase the profits of companies
operating in the tourism sector. At the same time, Mongolia's transition to the market economy has resulted in
the emergence of private sectors that have started to operate in the tourism industry. The number of private
tourist companies has mushroomed nationwide. There are 495 tourism companies, 140 tourist camps and over
200 hotels. In accordance with the declaration of 2004 as the Discover Mongolia Year, the numbers of foreign
89

tourists have been increasing. As of the first six months of 2004, a total of 107,977 tourists visited Mongolia. At
the same time of last year, 74,365 tourists were welcomed to the country.
383.
Human settlement can be traced back in the project area as early as the Paleolithic and Neolithic eras.
Figure 5.11 and Annex IID provides details of archeological sites in the project area.

90

Figure 5.11: Location of Archaeological Sites along the Project Alignment

Source: Adapted from EIA 2007.

384.

91

The following describes evidence of ancient history in the area:

Petroglyph in Tsambagarav. It is located in the Tsambagarav Mountains of Erdeneburen


soum of Hovd Aimag. In the black rock of Tsambagarav mountain, there are many figures, and
the one of soldiers, engraved by tools with sharp tips, is the most interesting. Some of the
soldiers are wearing full suits of armor; some of them have broad shoulders, slim waists, and
no armor. All horses are fully suited with armor as well. Scholar M.Shinekhuu estimates that
these range in age from the 4th to 6th century AD.

Petroglyphs of Hongio River. Along the Hongio River, there are two rocky hills, Alag chuluut
and Ikher. There are petroglyphs in flat rocks on these hills. These were found by a MongolianRussian expedition in 1979. On flat rocks, figures of animals such as a single and herd of
ibexes, antelope, wolf, fox, camel, cow, and hunters with bow and arrow, who are walking and

riding camels, are engraved. Among them, the figures of two people leading something similar
to a plough, harnessed to two cows with big horns, is unique and dates back to the Bronze
Age.

92

Petroglyphs of Khushuut. It is located in Khusuut Mountain, and near the banks of the
Hongio River in Erdeneburen soum of Khovd Aimag. In rocks of this mountain, figures of a
single and several ibexes, and 9 hunters with arrow and bow, who are riding bareback on
horses and wearing boots with a cone-shaped toecap, are depicted. Scholars date it to the Iron
Age (7th -3rd century BC).

Deer Stones are Mongolian ancient megaliths carved with symbols. The name comes from
their carved depictions of flying deers. Their purpose and creators are unknown. To date,
archaeologists have recorded around 700 Deer Stones, of which 550 are located in Mongolia.
Deer stones probably were originally erected by Bronze Age nomads around 1000 BC. The
deer stone can be divided into three sections, representing the three worlds of ancient Central
Asian mythology: the sky, earth, and underground world of the spirits. The top part of the stone
is decorated with sun and moon, representing the sky; the center part shows deer or other
hoofed animals, representing the world of the living; and bottom part shows bow and arrows,
knives, swords, or other weapons, representing death and the underworld. The deer on the
monument is represented in silhouette with long snout resembling a birds beak, rearing up
with its legs folded under its belly. The deer is an important totemic symbol in Mongolian
society: ancient Mongols believed themselves to be descended from a deer and wolf, as stated
in the opening passage of the Secret History of the Mongols. Later cultures have often reused
the stones in their own burial mounds (known as khirigsuurs) and for other purposes. Some
rare stones do have a human face carved at the top. The tallest of the stones is 15 feet tall.

Khirigsuur or stone-mound is a type of monument found on Bronze Age sites in Mongolia.


Built by mobile pastoralists of Bronze and Iron age, khirigsuurs consist of a stone mound,
surrounded by a square or circular fence of surface stones. The khirigsuurs are less studied
compared to tombs because artifacts with research value can only be occasionally found,
since most of the khirigsuur were built for sacrificial or offering rituals.

6.

ALTERNATIVES

6.1

Alternative Analysis

385.
According to ADB Environmental Guidelines alternatives should be compared in terms of their potential
environmental impacts, capital and recurrent costs, suitability under local conditions, and institutional, training
and monitoring requirements. Accordingly, the alternatives that are to be considered include project
alternatives, location alternatives and technological alternatives. And it is imperative that the alternative
analysis is carried out very early in the project cycle.
386.
In general, the design process has considered the rehabilitation of the road alignment that was
recommended by the EIA 2007.39 As needed, minor changes in vertical or horizontal alignments has been
designed to improve the roads. Road widening has been considered only where essential to avoid land
acquisition and attendant social impacts.
6.2

No-action Alternative

387.
The No Action Alternative addresses the likely consequences of not undertaking the proposed action.
In this instance, failure to develop the road section from Khovd to Buraatyn Davaa would be an impediment to
travel and transportation of people along the Western Regional Road. Further, it would render the development
of the other sections of the Western Regional Road corridor a profligate exercise which in turn would also be a
constraint on future improvements in the economy of local communities.
388.
Further more, if the current practice of using multi-track earth roads is allowed to continue it will have
adverse impacts on pasture lands, habitats and flora, and deteriorate air quality through generation of dust.
389.
Conversely, if the road is improved, the increased accessibility may lead to an increase in poaching,
transmission of diseases, and also increase potential risk to safety of herders and their livestock crossing the
road. However, these adverse impacts can largely be avoided or mitigated by proper design and planning and
the implementation of an inclusive environmental management plan. Therefore, it can be safely determined that
the No Action Alternative will not be a reasonable option.
6.3

Location Alternatives

390.
Mankhan Nature Reserve. Although the proposed road traverses through the Mankhan Nature
Reserve (MNR) the consultations at the Khovd Aimag Centre with the Deputy Governor, Head of
Environmental Department, Supervisor, Environment and Tourism Center and Biodiversity and Specially
Protected Area Specialist discouraged the need for considering an alternative alignment that bypasses the
MNR. Their concerted view was that an alternative road to bypass the MNR would be a burden considering the
cost and it may also have potentially adverse impacts (vide item 8.2 under Section 8: Public Consultation and
Information Disclosure).
391.
Nature Reserves consist of areas taken under state special protection in order to create conditions for
the conservation, preservation, and restoration of certain natural features, natural resource and wealth.
Although activities for industrial purposes that change the natural original condition and likely to have adverse
environmental impacts are prohibited there would be no legal barrier to construction of the road on the existing
track.
392.
No other location alternatives were also considered as the road designs have been finalized along the
existing road.
6.4

Technological Alternatives

393.
Given the projected traffic flow, sub-grade strength, and extreme climate conditions, two initial
surfacing alternatives are possible: double bituminous surface treatment (DBST) or asphalt concrete (AC). For
DBST a 30 cm base course and 20 cm granular sub-base supported with a 20 cm non-frost sub grade could be
39

Government of Mongolia. 2007. EIA Ulaanbaatar.

93

used while for the AC a minimum 20 cm base with 20 cm granular sub-base supported with a 20 cm non-frost
sub grade would be employed.
394.
AC pavement has the advantage of strength and durability, with a longer design life of more than 30
years. DBST pavement is less strong and durable and its application generally has a design life of up to 20
years with appropriate maintenance. DBST pavement is vulnerable to the progressive loss of cover aggregate
and the deepening and expansion of potholes. Accordingly, the maintenance costs for DBST will be higher than
AC pavement.
395.
The Project Area has a climate with a long severe winter and a relatively warm summer where the
minimum and maximum temperature range stretches from -40oC to 40oC. Rainfall is low and concentrated
during the mid-summer months. The extremely low temperatures during the long winter are a potent cause of
damages to the pavement in the form of surface cracking, heaving and spring-thaw break-up. In addition, the
large temperature difference between the summer and the winter seasons makes it problematic to select
bituminous binders which will not crack during the winter and not become soft in summer. All of these climateassociated pavement damages are common for the existing paved roads in Mongolia. Thus, bituminous
pavement will require additional maintenance expenses for filling cracks.
396.
The decision on pavement selection will be made considering costs (capital and recurrent) and in
consultation with a cold climate pavement specialist.

94

7.

ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

397.
Transportation projects, as with all infrastructure development projects, have the potential to cause
direct, indirect, and cumulative impacts to the natural and social environments. Likewise, the Project under
consideration also will have beneficial and adverse impacts on the environment. The beneficial impacts are
related to increased mobility and promoting economic development in Western Region of Mongolia.
Manageable adverse impacts are primarily related to effect on permafrost areas, potential facilitation of
poaching and illegal trade, and disruption of wild life migration patterns.
398.

The Project has employed a threefold approach to minimize adverse environmental impacts:

399.
Avoidance. All possible steps have been taken and possible alternatives considered and discussed
with stakeholders during the preparation of the EIA to minimize potential adverse environmental and social
impacts.
400.
Sound engineering. The project has been designed with state-of-the-art engineering which will avoid
most sensitive issues such as increase in dust and noise levels, barriers to animal crossings as discussed
herein under impact mitigation. The Consultant40 will also incorporate further measures recommended under
each impact to alleviate adverse site specific impacts of the project activities.
401.
Comprehensive mitigation plans. These include the detailed environmental management plan
(EMP), the environmental monitoring plan to check the efficacy of EMP implementation, and best practices in
construction management.
7.1

Screening of Potential Impacts

402.
Screening is a process that usually start at the very early stages of the project cycle and continued
throughout the EIA process to facilitate the consideration of new issues that could emerge. The objective of the
screening exercise is to establish the scope of the assessment which assists in avoiding the production of
excessively lengthy reports, and also to enable flexibility in regard to consideration of new issues.
403.
Comprehensive screening which identified relative significance of potential impacts of the proposed
actions of the Western Regional Roads Development Project was carried out during the preparation of the
Preliminary Environmental Impact Assessment41 and the EIA: 2007.42 These environmental assessments were
conducted for the full length of the Western Regional Roads Development Project of which the present project
road section from Khovd to Buraatyn Davaa is only a component part. The present EIA draws from both the
Preliminary Environmental Impact Assessment and the EIA 2007 while focusing on the site specific impacts
and alternatives of the road section under consideration.
404.
Preparation of the EIA for the Project involved defining and delimiting the development activity with
regard to associated components and facilities, assessing the alternative sections, and determining the
likelihood of impacts (adverse or beneficial) that could occur under each of the relevant environmental
parameters. In the process, discussions were held with the PIU, aimag, soum and bagh Governors and
officials, and the Public. These consultations were in addition to the public consultation rounds conducted
during the EIA 2007 preparation phase.
405.
The current environmental assessment is based on the potential sensitive issues and impacts identified
in the above environmental scoping exercises as well as new and location specific information obtained during
site visits, consultation with PIU and local administrations, and the public. To establish the scope of the present
study and identify the significance of the impacts a scoping matrix was prepared as presented in Table 7.1
below.

40

41

42

Consultant TA No. 7449- MON: Regional Transport Development Project Component 1 Preparing the Western Regional Road II
Project.
ADB TA 4643 Pre-feasibility study of the Western Regional Road Corridor. Draft Final Report. Volume 3. Preliminary
Environmental Impact Assessment.
Governmetn of Mongolia. 2007. EIA. Ulaanbaatar.

95

406.
The screening exercise showed that during construction and operational phases the significant
negative environmental impacts are associated with:
Physical resources: natural hazards, soil erosion, and permafrost.

Biological resources: possible impacts on fauna such as interruption of migratory patterns and
increase in poaching and illegal trade.

On the other hand, the anticipated positive impacts are:

Physical resources: improvement of air quality in relation to dust, less degradation of soils from
erosion.

Biological resources: less impact to flora and nature habitats due to construction of asphalt
road with ROW far narrower than the multi-tracks.

Social and economic resources: Improved access and travel, contribution to reducing
unemployment and economic development of region.

Transportation

Land use

-1/+1
+
+1
+2

-1

-1

+1

Cultural
heritage

Infrastructure
facilities

-2

Socioeconomic

Industries &
agriculture

-1

Public health

Nature
reserves

-1

Social & Cultural


Population
communities

Fauna

Constructi -2
-1
-1
-1
on
Operation
0
0
+1
0
No impact
-1
Insignificant adverse impact
-2
Moderate adverse impact

Flora

Atmosphere &
climate

Geology &
seismology

Topography &
soils

Physical

Table 7.1: Screening of Environmental Impacts43


Ecological
Economic
Surface &
ground water

407.

+1

0
+1
+1
0
0
Insignificant positive impact
Moderate positive impact
Significant positive impact

+1

Source: Consultant TA No. 7449-MON.

7.2

Anticipated Environmental Impacts

408.
The impacts have been grouped under three general categories: physical, biological and socioeconomic. Construction and operational phase impacts are considered separately. The assessment process
also considers potential environmental enhancement measures and any additional considerations as
warranted. Potential impacts from the Project were considered under the following categories:

409.

Direct Impacts - those directly due to the Project itself;

Indirect Impacts - those resulting from activities arising from the Project, but not directly
attributable to it; and

Cumulative Impacts - impacts which in combination would exert a significant additive influence.

Impacts in all three of above categories may be either:

43

Short-term impacts which occur during construction and affect land use, water quality and
other factors. Many of these impacts will, however, be short-lived and without long-lasting
effects. Even the effects of some relatively significant impacts such as earth excavations, for
example, may be eventually rectified if appropriate mitigation action is implemented.

Provided no prevention/mitigation measures are taken.

96

Long-term road impacts that could, for example, affect regional land use or regional
hydrology, and flooding if roads are poorly designed. Long-term negative impacts can also
result from loss of agricultural land to other land uses; air and water pollution; and problems
associated with scattered borrow pits.

410.
Both short-term and long-term impacts may be either beneficial or adverse. Short-term positive impacts
could include, for example, the generation of employment opportunities during the construction period. Longterm benefits could include enhanced development opportunities and improved transport services.
411.
The most efficient and cost-effective way to ensure that construction works are environmentally sound
is to include environmental safeguards in the construction contract documents. The Project will follow the
standard specifications and General Conditions of Contract for construction contract purposes. Provisions for
the protection of the environment are included in the EMP, and this would be included in the contract
documents. In addition environmental protection clauses will be incorporated in to the Contract documents.
7.3

Physical Environment

Impacts on Topographic Characteristics and Soils


412.
Construction Phase. Potential impacts on topography are most likely to occur in the construction
stage due to:

Cut and Fill Requirements. Cut and fill activities may occur in most parts of the road section.

Borrow Pit Excavations. Unless properly controlled, borrow pits cause drainage and visual
problems.

Quarry Operations. Crushed rock will be required for construction purposes. Considerable
changes in topography could result from quarry operations. Potential site-specific sources have
been identified for crushed stone.

413.
The impacts of the road development on soils include loss of productive soil, erosion, and
contamination of soil.

97

Loss of productive soil. The land in the project area is mostly used as pasture land. The
switch from multi-track earth roads that have moderate effects on soil to the paved road that
utilizes an alignment far narrower than the multi-track alignment would be a positive impact.
Loss of productive soil in the construction phase is temporary and will be from a limited area.
Soil loss will be arrested during the operational phase.

Erosion. Erosion results when soil or rock particles are removed by water or wind. There are
different types of erosion including rainfall erosion, sheet erosion, rilling and gullying. Road
construction and associated activities contribute to the erosion process through the exposure
of large amounts of materials during potential blasting of mountains or cutting of hills, stone
quarrying, filling and construction of project-related structures, etc. The factors that are
expected to contribute to the acceleration of erosion in the project area are strong winds and
sandstorms, especially in the hilly and mountainous terrain, and increased frequency of rainfall
especially in May-August. If erosion prevention measures described below in the construction
and operational phases are implemented, no significant adverse impacts on soils are foreseen.
During the operational phase, as with the productive soil, the use of the paved road when
compared to the much wider multi-tracks, will likely reduce soil erosion, especially the dust that
is generated as a result of vehicles traveling on the earth road.

Degradation of permafrost. As the road passes through perennially frozen areas of high
mountain tundra it can potentially affect the degradation of permafrost and cause triggering of
the thermokarst processes. The situation is accentuated by global warming contributing to
permafrost thawing. The consequences of permafrost degradation are disintegration of the
road infrastructure, change in local hydrology, etc. as discussed in greater detail below.

Contamination of soil. Contamination of soil in the construction phase could result from
accidental spillages of petroleum products and hazardous materials. These can inhibit the
growth of vegetation and finally lead to erosion.

Quarries and borrow pits. The location of quarries and borrow pits in the project area was
provided earlier in Table 4.6 and Figure 4.4 in Section 5 of the EIA report. The anticipated
impacts of the quarries and borrow pits will be short-term and localized and could be minimized
with recommended mitigation.

414.
Operation Phase. Heavy metals and oil and grease could be deposited on road sides and reach water
bodies and have an adverse impact on fauna. However, such contamination usually occurs in the case of very
busy roads. No substantial contamination is foreseen in the case of operational activities of this road section.
415.
Land degradation would be reduced or reversed by diversion of traffic from earth tracks to a hard
surface road.
416.

Therefore, no significant environmental impacts are anticipated during operation of the road.

Prevention/Mitigation Measures
417.
Loss of Soil for Agricultural Purposes. Loss of productive soil in the construction phase is of low
significance and temporary and an alignment far narrower than the multi-track alignment would be a positive
impact. Therefore, no mitigation actions related to potential loss of agricultural soil will be required.
418.
Contamination of Soil. Implementation of the Spill Management Plan prepared and submitted by the
contractor (as required in Section 10-EMP) would arrest accidental spills of petroleum products and hazardous
materials damaging the environment.
419.
Erosion. The following remedial measures are recommended for incorporation in the bid documents
and construction contracts:

Prevention:
o
Soil Erosion Management Plan to be prepared by the contractor and to be
approved by the Employer before earthworks;
o
Minimizing the area of soil clearance;
o
Selection of less erodible material and good compaction, placement of
gabions and riprap particularly around bridges and culverts;
o
Construction in erosion and flood-prone areas should be mainly restricted to
the dry season; and
o
Replanting will be completed as soon as possible following fill placement to
facilitate regeneration of a stabilizing ground cover.

Mitigation:
o
Using geotextile for erosion control will be limited but might be justified in
some locations (for example near Khovd town);
o
Stepped embankments will be required for embankments greater than 6 m;
o
Separation of topsoil from subsoil during the excavation works; reuse of topsoil
as a superficial layer;
o
Reshaping the slope surface by notching, blazing and pocking to enhance
seedling survivability;
o
Seeding with a fast growing native species and seed mix, immediately after fill
placement;
o
Stabilization of embankment slopes and road cuts by re-vegetation with
grazing resistant plant species; and
o
Completion of discharge zones of drainage structures with riprap to reduce
erosion when required.

98

Borrow Pits and Spoil Sites


o
Use of borrow pits and spoil sites and their restoration plans to be approved by
the Employer;
o
Pit restoration will follow the completion of works in full compliance with all
applicable standards and specifications;
o
Arrangements for opening and using material borrow pits will contain
enforceable provisions;
o
The excavation and restoration of the borrow areas and their surroundings in
an environmentally sound manner will be required before final acceptance and
payment under the terms of contracts;
o
Borrow pit areas will be graded to ensure drainage and visual uniformity;
o
Topsoil from borrow pit areas will be saved and reused in re-vegetating the
pits; and
o
Additional borrow pits will not be opened without the restoration of those areas
no longer in use.

Table 7.2: Erosion Control Procedures


Mitigation Measures
All available spoil will be used for structural fill for access roads,
stations, and embankments before borrow pits are excavated
Locating borrow pits
Borrow pits will be centrally located to serve more than one site
Location of spoil and borrow
Spoil and borrow pits will be sited far from industrial, agricultural,
pits
residential, historic and ecological sites
Top soil from borrow pits
Top soil from borrow pits will be removed and stock piled. When
the project is completed the areas will be regarded, the top soil
replaced and the area reseeded. Intercepting ditches will be
constructed on the high side of the restored pit to minimize erosion
Spoil disposal
Spoil will be spread on the lowest yielding, least productive land
available
Soil disposal
When soil is spread on slopes for permanent disposal it will be
buttressed at the toe by a retaining wall. The surface of the slope
will be stabilized with shotcrete, riprap or laid rubble, as necessary
prior to seeding
Steep cuts
All steep cuts will be flattened and benched
Natural Water courses
Water courses will not be blocked and temporary soil and rock
stockpiles will be designed so that runoff will not induce
sedimentation of waterways

Potential Erosion Problem


Use of spoil and borrow pits

Impacts of Permafrost Degradation on Road


420.
Degradation of ice-rich permafrost due to natural causes or anthropogenic activities can trigger a
process called thermokarst. Thermokarst is a process of thawing ground ice that result in ground subsidence
and formation of uneven thermokarst topography. If thermokarst takes place beneath a road, its structural
integrity can be affected. On mountain slopes, degradation of ice-rich permafrost can create mechanical
discontinuities, resulting in active-layer landslides.
Impacts of Road on Permafrost Degradation
421.
Activities such as construction of roads and removal/disturbance of vegetation cover in permafrost
areas can severely affect the topography leading to subsidence and disruption of engineering structures and
modification of drainage patterns.

99

Mitigation of Permafrost Degradation


422.
Preventive measures will be adopted to avoid permafrost degradation where possible. This will include
avoiding areas with poor cryogenic and hydrogeological conditions such as areas close to the surface location
of ground ice, perennial icing, frost mounds, solifluction-prone slopes, areas with ice-saturated soils,
thermokarst areas and thermokarst lakes. This approach has been used in Olonnuur area to bypass degraded
areas.44
423.
Construction practices and mitigation measures to minimize impacts of the road construction in
permafrost areas have been adopted in countries with large northern regions. For example, Construction
Regulations of the Russian Federation45 proposes the following general engineering measures during
construction to enable the stability of the road structure in permafrost areas:

Designing of roadbed in embankments;

Erecting the roadbed with rock, coarsely clastic rock and sand soils, and, in case of their
shortage, clay materials;

Using natural and artificial heat-insulating materials in subgrade, embankment and road
pavement;

Using non-woven synthetic materials (geotextile) in subgrade and embankment; and

Replacement of waterlogged soils of seasonally thawing layer and ice-saturated underlying


permafrost with coarsely clastic rock and sand soils, correspondingly.

424.
In respect of the design of a roadbed the Construction Regulations recommend the selection of one of
two following approaches depending on climatic and permafrost conditions:

Providing the elevation of the upper boundary of permafrost not lower than embankment bed
and keeping it at this level throughout road operation (designed condition of soil in bed
frozen).

Enabling soils in the embankment bed to be thawed over the period of road operation
considering allowable subsidence of road pavement.

425.
As for the requirements for material of the roadbed the Construction Regulations recommend applying
coarsely clastic rock, sand and clay soils in thawed state; clay soils should meet the requirements specified in
the regulations.
Impacts of Natural Disasters
426.
Natural hazards such as earthquakes and flashfloods (mudflows) and drifting snow may present a
challenge for road development. The types and potential locations of natural hazards are shown in Table 7.3
along with mitigation measure to be taken. In addition to these measures warning signs will be used where
appropriate.
427.
Carrying sediment/stone flows/debris to the road structures, clogging drainage structures by sediment
and debris, and scouring embankments are some of the effects/results of flash floods on the road and
associated structures.

44
45

Government of Mongolia. 2007. EIA. Ulaanbaatar.


Ibid.

100

1
2
3
4
5
6
7
8
9
10
11
12
13

Table 7.3: Location of Natural Hazard Zones and Mitigation


Road section
Station, km
Type of structure
143.25
Culvert with check dam
146.3
Culvert with check dam
148.6
Culvert with check dam
Bodonch-Baga Ulaan
pass
153.8
Culvert with check dam
164.1
Culvert with check dam
181.45
Culvert with debris basin
Road section
Station, km
Type of structure
184.9
Culvert with check dam
189.9
Culvert with debris basin
199.350
Culvert with check dam
201.7
Culvert with debris basin
209.038
Culvert with debris basin
217.270
Culvert with debris basin
225.800
Culvert with check dam

Mitigation of Natural Disasters


428.
Flashfloods. Flashflood/stream courses throughout the project area are primarily triggered by
rainstorms and heavy rainfall. Two flashflood mitigation options have been proposed for the purpose of the
Project.
429.
Directing through culverts. Culverts that will pass sediment/debris/flashflood often are designed as box
culverts.
430.

Flashflood control structures such as check dams, debris basins, or hillside ditches.

431.
Culverts. Concrete box culverts are necessary where required openings exceed 4 m2. Previous
experience has established box culverts as efficient and easier to maintain.
432.
Check dams are proposed to reduce flow velocity and control soil erosion by trapping sediment on the
upstream side. Hillside ditches are effective in flashflood areas, where the slope is less than 30 percent.
Hillside ditches serve three main functions: to collect and remove surface water, collect debris mass (which is
carried by flashfloods) and to prevent flashfloods from adversely affecting road structure. A debris basin is
constructed in situations where placed/planned culverts are on the steep slopes. Debris basins can decrease
flow velocity upstream at the inlet of culvert, thus preventing clogging of the drainage structures.
433.

In addition to these measures, warning signs will be used where appropriate.

434.
Drifting snow. In order to minimize the adverse impacts of drifting snow at high-altitude passes of the
project area, such as Baag Ulaan pass snow fencing may be used. The proposed design fencing made from
earth can be observed at Tsagaannuur Ulaanbaishint area.
Impact on Climate and Air Quality
435.
Significant meteorological parameters that have an impact on road users are wind, fog, rainfall, ice and
snow. All of these can make driving hazardous and in combination, very dangerous especially at night.
436.
Air quality impacts could occur due to construction activities and due to altered traffic patterns and
conditions in the operation phase of the Project.
437.
Construction Phase - Impacts. Moderate temporary air quality impacts during the construction stage
of the Project could be anticipated due to fugitive dust generation in and around construction activities and
construction-related activities such as crusher, hot-mix and asphalt plants. Minor increases in the level of
nitrogen oxides (NOx) and sulphur oxides (SOx) from construction plant and machinery are expected. Air quality
101

impacts during construction are likely to result from the following sources:

438.

Emissions from construction machinery and equipment, movement of haulage trucks;

Fugitive dust from earthmoving operations and stripping of pavement;

Increased traffic congestion in construction areas;

During quarrying, borrowing, drilling;

During loading unloading and haulage of spoil for disposal and construction materials from
quarries and borrow pits; and

Dust created from the embankment and stockpiles by wind.

These construction phase impacts would be localized and temporary.

439.
Operational Phase - Impacts. Potential air quality impacts during the operational phase are related to
road traffic. Emission of particulates as well as NOx and SOX from the diesel and gasoline engines on the road
will increase. However, 2 factors, one specific to the Project will control the impact of this hazard on public
health:

the ambient air dispersion in this rural area is at a high level and there is no inversion; and

the quantity of heavy trucks will be small enough (projected quantity 117 per day in 2013 and 171 in
2017) that gaseous emissions can be largely assimilated.

440.
Moreover, the improved road would reduce dust emissions caused by vehicles on the earth tracks.
Further, with an improved road surface, the obstructions to traffic flow would be minimized and fuel
consumption and gaseous emissions, such as carbon monoxide and nitrogen oxides per vehicle, will be
reduced. While total vehicle emissions would be increased due to increased traffic flow, this is expected to be
partially offset by smoother traffic movements.
Mitigation Measures
441.
Mitigation Construction Phase. Potential air quality impacts due to the generation of dust and
related activities will be mitigated through avoidance strategies combined with construction best practices and
monitoring. The civil works contract documents will specify that:

102

Asphalt and hot-mix plants will be located at least 500 meters away from the nearest sensitive
receptor (e.g., schools and hospitals);

Operators will be required to install emission controls;

Blasting, where necessary (possibly around km 107 from Olgii), will be carried out using small
charges, and dust-generating items will be transported under cover; Blasting mats would be
employed where necessary;

Contractors will be required to spray road surfaces, excavation and construction sites to keep
them moist for dust control;

Trucks carrying earth, sand or stone will be covered with tarps or other suitable cover to avoid
spilling;

Potential significant adverse impacts to adjacent residents or site employees during


construction will be mitigated by either discontinuing until favorable conditions are restored, or,
if warranted, sites may be watered to prevent dust generation, particularly at crusher plants;

Machinery and equipment will be fitted with pollution control devices, which will be checked at
regular intervals to ensure that they are in working order. The best available pollution control
technologies will be required;

Open burning will be prohibited and requirements for spraying and related dust control
measures and the proper use of solvents and volatile materials will be in incorporated in the
contract documents; and

Pre-construction monitoring of existing ambient air quality will be undertaken in conjunction


with each construction package to provide a baseline for the measurement of air quality
impacts during the construction period.

442.
Routine air quality monitoring will also be required in areas of high potential impact (asphalt plants,
construction camps, etc.) during the life of the Project.
443.
Mitigation Operation Phase. The project road section is likely to continue to operate at well under
the design capacity and no significant air quality impacts warranting mitigating actions in the operational phase
are anticipated. Further, even with design capacity traffic, enforcing emission standards authorized under
Mongolian Environmental Law would alleviate these sources of pollution.
Impact of Water on the Road
444.
Water can affect roads in a number of ways including damaging engineering structures such as bridges
and culverts, flooding, eroding the road or its shoulders and triggering landslide processes. Mountainous and
hilly landscape areas of the road alignment (Shurag River, Buyant River, and Khovd River) results in greater
erosion power of rivers as compared with rivers flowing through lowland terrain. These impacts have been
addressed under Topography and Soils and Natural Disasters in this section.
Impact of the Road on Water Construction Phase
445.
Road development can potentially cause contamination of surface/ground water quality or changes in
hydrological regime of the area. Obstruction of natural flow patterns of the drainage basins during road
construction can result in the rising of the water table on the upslope side and falling on the down slope side.
The potential effects of the modification of a water table are flooding, loss of drinking water sources and
inhibition of flora growth. Accumulating water flows at certain road locations (for example culverts) can lead to
increasing the speed of water flow. This can cause a variety of impacts such as erosion, flooding and siltation.
446.
Contamination of rivers and lakes can occur within the construction phase as a result of cut and fill
operations, blasting and accidental spills. The potentially affected rivers are those crossed by the alignment or
running in parallel to the road in close vicinity. These rivers include, Khovd, Buyant, and a number of others
listed in Section 4-Description of the Environment.
447.
As groundwater in the project area is generally relatively deep (> 5m), no impacts to groundwater
resources are anticipated in either the construction or operation phases of the Project. No wells / hand pumps
are located in the area of potential impact. There will be no net loss of water access points. However, fuel and
chemical substances used for road construction could contaminate groundwater and surface water if they are
not properly stored and disposed.
Impacts Operation Phase
448.
The road alignment will not directly traverse along surface watercourses and as such it is not expected
to have significant adverse effect on water quality, during road operation. However, during road maintenance
there could be some temporary impacts on water quality. The mitigation measures for minimizing construction
impact mentioned above will be considered for implementation during road maintenance, especially during
major road maintenance.
449.
Within the operational phase, the proposed improvements to drainage structures will facilitate passage
of high flows and reduce bank erosion in the vicinity of the road, ensuring the integrity of the road surface. No
impacts on water quality or the availability of water for domestic or agricultural use is anticipated.
103

Mitigation Measures
450.
Potential effects to water flow patterns and water quality will be mitigated through a number of
prevention strategies such as:

451.

Number of water crossings will be as minimal as practical;

Using materials excluding fine fractions around watercourses; and

Vegetative cover between the road and water bodies.

The civil works contract documents will specify that:

The contractor should develop and implement contingency plans for control of oil and other
dangerous substance spills (Spill Management Plan);

Fuel storage, maintenance shop and vehicle cleaning areas would be stationed at least 300 m
away from the nearest water body;

Stormwater drainage and retention basins would be constructed and a silt trap (where a
river/stream is nearby) would be installed prior to commencement of construction to control
runoff water and sediment and prevent entry of contaminants into water bodies;

Oil and grease are likely to be discharged in the construction vehicle parking area, vehicle
repair area, and workshops. All wastewater would be directed into an oil interceptor prior to
discharge; and

Existing water wells and springs would be clearly marked to prevent accidental damage from
construction vehicles.

Noise and Vibration Impacts


452.
Noise/vibration is not a significant problem along the route, since it does not intersect any main towns.
However, there can be some temporary increases in the noise and vibration levels during the construction
phase.
453.
Impacts during Construction. The major sources of noise pollution are movement of construction
vehicles, the haulage of construction materials to the construction site and the noise generating activities at the
site itself. Concrete mixing and material movements are the primary noise generating activities and will be
uniformly distributed over the entire construction period. Construction activities are expected to produce noise
levels in the range of 80-95 dB(A). The major works will be carried out during the daytime. The noise produced
during construction will, however, not have significant impacts on the existing ambient noise level, if proper
mitigation measures are implemented.
454.
Operation Noise/Vibration Impacts. Visual surveys for sensitive receivers within the project area did
not indicate sensitive areas along the alignment. Further, the limited intensity and magnitude of projected traffic
would not generate significant noise levels.
Noise Mitigation
455.
Construction Noise Mitigation. It is recommended that project contract documents specify that noise
impacts during the construction phase will be mitigated by means of:

104

Source Controls. All exhaust systems will be maintained in good working order; proper
shields, shrouds, and intake and exhaust mufflers will be employed, operation of machinery will
be at minimum power, and regular equipment maintenance will be undertaken. All blasting
operations should be carried out with limited size charges, and blasting mats used where
appropriate.

Construction Site Controls. Stationary machinery will be placed as far away from sensitive
receptors as practical.

Time and Activity Constraints. Operations will be scheduled to correspond with periods
when people/wildlife would least likely to be affected. Construction activities should be
prohibited from April 15 June 15 near Tolbo Lake (Associated Project).

Community Awareness. Public notification of construction operations will incorporate noise


considerations; information procedure of handling complaints through the Grievance Redress
Mechanism will be disseminated. Sensitive receptors will be avoided as far as possible.
Disposal sites and haulage routes will be coordinated with local officials.

Baseline and Routine Noise Monitoring. Pre-construction monitoring of existing noise will be
undertaken to provide a baseline for the measurement of impacts during the construction
period. Routine monitoring will also be required in areas of high potential impact as specified in
EMP, during the life of the Project.

Impacts of Solid Waste


456.

The following are the impacts of solid waste on the environment:

Degradation of the aesthetic quality of the environment;

Decreasing the land use potential;

Formation of toxic by-product as a result of decay;

Potential risk of injury for human beings and wildlife; and

Organic waste could assist breeding of disease vectors.

Mitigation Measures
457.

458.

7.4

Construction Phase. The civil works contract documents will contain provisions requiring:

Construction of temporary points for collection and disposal of waste;

Fencing the construction area (if needed);

Reinstatement of lands after completion of construction works; and

Construction of sanitation facilities for construction employees.

Operational phase. Mitigation measures for operational phase include:

Construction of rest points and parking areas with solid waste bins;

Road signs; and

Awareness campaigns.

Ecological Resources

459.
Biotic components such as flora, fauna and biodiversity conservation are important considerations in
assessing environmental impacts of any infrastructure development project. Detailed consideration is given to
ecological resources in the development of the Project in order to avoid or minimize adverse impacts on fauna,
flora and important ecosystems.

105

Impact on Biodiversity
Flora
460.
Field investigations and public consultations have established that there are no threatened or
endangered flora species located within the road construction area. Therefore, no adverse impact on such
species is likely to occur during the construction activities. Plant species located within the multi-track road
corridor are native species, which are highly tolerant of grazing, compaction, and other physical disturbances.
No trees were found close to the ROW though some trees such as poplar and willow were reported only at a
distance. Moreover, construction of the paved road will have a moderate positive impact on flora by avoiding
the use of multiple earth tracks that affect flora. And proper location of construction camps and other ancillary
features will contribute to minimization of impacts on flora.
Mitigation
461.

No additional mitigation related to flora is considered necessary in all road sections.

Fauna
462.
Habitat loss/gain. No significant habitat loss is anticipated; moreover, habitat gain is anticipated as a
result of construction of an asphalt road instead of multiple earthen tracks running in parallel throughout the
width of a valley. This fact was noted during public consultation workshops and consultations with experts.46
The borrow pits are limited to designated sites in this EIA, and quarries will be limited to licensed areas
previously used.
463.
Habitat Fragmentation and Wildlife Migration Patterns. Habitat fragmentation occurs when a road
cuts through an ecosystem. The sum of the parts created may be less than the value of the initial whole, even
when the habitat lost is negligible. Most animal species tend to follow established patterns in their daily and
seasonal movement patterns. A road blocking a wildlife corridor may result in constraints on wild life
movements because animals are reluctant to cross the road, increase in mortality due to collisions, or delay in
migration patterns. Potential wildlife crossing zones identified by experts of Specially Protected Area
Administration and Management Department in Bayan-Olgiy, the WCS and the WWF Mongolia Programme
Office are shown in Figure 7.1.47
464.
A detailed survey of wildlife crossing zones is designed as a part of the Project and for this the
capacities of the Specially Protected Area Administration Departments in Khovd and Bayan-Olgii be increased
through the supply of the fauna monitoring equipment and 2 vehicles. Funding for capacity development is
provided under environmental management costs (see Section 10: Environmental Management Plan).
465.
Discussions with experts of Specially Protected Area Administration and Management Departments in
Ulaanbaatar and Bayan-Olgii, WCS and WWF and observations during field trips48 provide evidence that the
magnitude of adverse impacts to wildlife patterns will likely to be insignificant49 because:

46
47
48
49

Although the traffic volume is presently low, the existing alignment sections which are on
earthen multi-tracks will reduce the impacted area;

The projected volume of traffic is quite low: less than 700 vehicles per day by year 2013 and a
bit more than 2,000 by year 2022. Such traffic intensity will have only minor effects on fauna
and migration patterns; and

Construction activities will be short-term and provided mitigation measures will be


implemented, there will not be any substantial negative impacts.

Government of Mongolia. 2007. EIA. Ulaanbaatar.


Government of Mongolia. 2007. EIA. Ulaanbaatar.
Ibid.
Government of Mongolia. 2007. EIA. Ulaanbaatar.

106

Figure 7.1: Migration Patterns of Wildlife in the Project Area

Source: Adapted from EIA: 2007.

466.
Poaching. In the project area poaching presents a threat to wildlife along with natural factors such as
unfavourable weather conditions (severe winters and dry summers), and food shortage. The high demand (the
assessment is between 6,000 and 10,000 kg of horn per year)50 and ever-increasing prices for Saiga horn in
China, high poverty in regions where Saiga are found and limited resources in combating poaching and
smuggling, when combined with enhanced road accessibility to Saiga populations create a potential for
adverse impacts.
467.
Aquatic Fauna. No substantial impacts on aquatic fauna are anticipated. Although the road passes
close to a few lakes near Hongio Olon river 95-105 km from Olgii the impact of the road on the lakes and its
aquatic fauna will not be significant, if the measures to prevent water pollution and siltation given in the EMP is
implemented during construction and operation.
468.

The distance between the road and Tolbo Lake is about 400 to 500 m.

469.
The road, nevertheless, can be a source of river pollution during construction or in case of accidents
with oil products or other hazardous substances during construction and operation.
Site Specific Impacts:

50

Bodonch Canyon. Potential impacts on fauna in Bodonch Canyon may be linked to


construction activities. Intensive cut and fill and blasting operations makes this site a source of
physical disturbance for wildlife.

Govt of Mongolia. 2007. EIA. Ulaanbaatar.

107

Mankhan Nature Reserve. The existing road traverses the Mankhan Nature Reserve. There
is no clear population range, and boundaries of the reserve are believed be out dated
according to the Khovd Aimag Environmental Department and area WWF. The discussions
with the concerned officers (vide item 9.2 under section 9) a bypass could not be justified as
the Saiga are now adapted to motor vehicles since the road has been in existence for a long
period and the Saiga population has drifted to other areas. Construction impacts will be
temporary and confined to the ROW and operation impacts insignificant due to the low volume
of traffic.

Prevention / Mitigation
470.
Habitat Fragmentation and Wildlife Migration Patterns. A number of preventive and mitigation
strategies51 that have been considered to reduce habitat fragmentation and avoid wildlife migration patterns by
the EIA 2007 and experts of the Department of Administration of Specially Protected Areas, WWF and WSC,
includes:

471.

Prevention (no road construction option, changing the route, putting the road underground,
etc.); and

Mitigation (perforation of the road alignment with underpasses, overpasses and at grade
crossings, reflective wildlife studs, warning signs, etc.).

The selection of mitigation measures are based on the following:

Wildlife overpasses (ecoducts) are effective, but expensive solutions that are not likely to be
suitable for the purposes of the Project due too low cost-benefit ratio and lack of detailed
information about wildlife migratory patterns and behaviour of animals, and also low traffic.

Wildlife underpasses are a less effective, but less costly solution when compared with
overpasses. The efficiency of underpasses for the Project was questioned by WWF and WCS
during project consultations52. The projected, relatively low volume of traffic during first 10-15
years of the road operation will likely make underpasses inefficient. Additional studies are
planned within the frame of the Project in regard to migratory routes and behaviour of wildlife in
the project area. The studies will be carried out by Departments of Specially Protected Area
Administration and Management of Khovd and Olgii during the construction and operational
phases and findings passed on to PIU.

At-grade crossing is an inexpensive alternative to other wildlife crossing structures such as


wildlife pipes or culverts and also wildlife underpasses or overpasses. It is typically
recommended for low traffic volumes.

Wildlife warning reflectors. In principle, wildlife reflectors are not designed to prevent animals
from crossing roads, but to interrupt traffic until animals have passed. Therefore, they are
effective at night and on roads of low traffic volume. Wildlife reflectors provide an inexpensive
solution in comparison with continuous wildlife fencing. They do not reflect light back to a
driver, are activated only when a vehicle is approaching, simple in installation and
maintenance, and are suitable for most terrains.

472.
Thus, overpasses, underpasses and at-grade crossings were assessed as expensive or potentially
ineffective structures for the Project, at least in the initial stage of operation. The projected volume of traffic
does not warrant recommending these measures. Therefore, the proposed complex of mitigation measures will
include:

51
52

Using warning signs and wildlife reflectors in the initial stage of the project operation phase;

Capacity building of the Administrations of Specially Protected Areas in Khovd and Bayan-Olgii
aimags. They will be responsible for collection of additional information on wildlife migration

Government of Mongolia. 2007. EIA. Ulaanbaatar.


Government of Mongolia. 2007. EIA. Ulaanbaatar.

108

routes and behaviour of animals to provide recommendations on feasible mitigation measures


when the traffic increases in close cooperation with WWF and WCS;

Preparation of Protected Area Management Plan for the Mankhan Nature Reserve; and

As traffic volumes increase, the database should be sufficient to provide a framework to


assess whether additional mitigation measures (e.g., overpasses, underpasses) are required.

473.
Anti-Poaching. Despite local environmental protection authorities and international organizations
making a major effort to control poaching in the project area, their success is still limited. Improved accessibility
as a result of road construction will require additional measures to be taken. The mitigation measures will
include two major strategies:

7.5

Strengthen anti-poaching units. This task is currently addressed by WWF with assistance of
other NGOs.

Preventing illegal trade. The capacity of Customs at Russian/Mongolian border and


especially Mongolian/China border should be strengthened not to allow poachers and illegal
traders to smuggle Saiga horns, skins of rare animals, and other animal products. The training
course for customs and border officers should include such issues as Saiga illegal market,
identification Saiga horns, revealing illegal traders and creating awareness.

Preparation and implementation of Protected Area management Plan will assist in


minimizing the adverse impacts of poaching in the Mankhan nature Reserve.

Socio-Economic Impacts

Relocation
474.
No permanent structures including houses have been reported from the ROW or close to the ROW.
Stone structures that can be disassembled and rebuilt could be located close to the ROW in the interim period
between this report and construction. However, the impermanent nature of these structures facilitate these
being relocated further back from the alignment without any significant impact.
Non-transport Infrastructure
Potential Impact
475.

476.

109

Potential impacts to non-transport infrastructure include:

Water Supply Systems. The Project will have no direct impact on area water supply systems.

Sewerage Systems. The Project will have no direct impact on sewerage systems.

Energy Systems. The Project will have no direct impact on area energy systems. The
coordination with local authorities will be required where construction works can affect power
lines close to town areas.

Waste Disposal. Potential waste disposal impacts could occur due to the improper disposal of
construction waste, waste oil and solvents, and human waste from construction camps.

Mitigation. Mitigation related to potential non-transport infrastructure has been assessed as follows:

Water Supply Systems. Project contract documents will contain provisions requiring preconstruction monitoring of existing water quality to provide a baseline for the measurement of
impacts during the construction period. Routine water quality monitoring will also be required
in areas of high potential impact (river crossing sites, construction camps, and other areas with
potential to contaminate runoff) during the life of the Project.

Sewerage Systems. None required other than coordination with local officials.

Energy Systems. None required other than coordination with concerned officials.

Waste Disposal. Contractual requirements for the Project will include enforceable provisions
for the proper disposal of waste. Implementation and enforcement of the provisions will be the
responsibility of the Supervising Engineer.

477.
Site-Specific Considerations. No site-specific measures with regard to infrastructure beyond those
recommended for incorporation in the Project and detailed above are required.
Transport Infrastructure
478.
Potential Impacts on Transport Infrastructure. There will be some impact on road transport during
the construction period due to detours and traffic inconveniences. After construction, the primary transport
impact of the Project will be improving the performance of the transport sector and greatly facilitating the flow of
traffic, goods, and travellers.
479.
Mitigation. It is recommended that contracts specify that care must be taken during the construction
period to ensure that traffic disruptions are minimized. No mitigation actions related to transport, other than
those actions already incorporated in the Project, are required.
Historical and Cultural Heritage
480.
Potential Impacts on Historical and Cultural Heritage. Some impacts on archaeological and cultural
heritage locations could be encountered during the construction period, especially if new sites are encountered
during construction.
481.
Mitigation. The contractor will prepare a Cultural Heritage Management Plan to manage any sites that
may be encountered during construction. If a historical, cultural or archaeological relic is encountered along
the project alignment, all construction activities will halt and the established action plan will be implemented
(notification of soum/district governor, Institute of Archaeology, and local police). Work will recommence only
after appropriate measures have been taken as requested by the appropriate authorities and confirmation is
received that work may resume.
Health Issues
482.
Health Impacts. Human health risks associated with the Project during construction or operation
phases can include:

110

Facilitation of the transmission of diseases. During construction, there will be an increased risk
of work crews spreading socially transmitted diseases such as HIV/AIDS. Improvement of the
road section and the resultant increase in traffic densities would supply improved conduits for
the transmission of such diseases.

Contamination of local water supplies. Potential impacts to local water supplies include the
possibility of contamination by the water supply and wastewater disposal systems associated
with the labour camps during the construction period. Contract provisions to ensure that these
facilities are properly sited should be incorporated in all Project bid documents.

Air quality decline. No significant impacts on air quality and consequently public health are
anticipated from the Project. The construction of the paved road will contribute to decreasing
dust concentrations in ambient air.

Noise Pollution. No significant impacts on sensitive receptors with health consequences are
anticipated.

Safety. Improved road will result in increased traffic speeds. Engineering efforts have been
undertaken to reduce the likelihood of accidents and users will be educated about the risks of
high speed. Traffic laws will be enforced.

Impact on Livelihood of Herdsmen


483.
Potential Impacts. In moving their herds herdsmen cross the existing alignment freely and they will
continue to do so even after the road is built. The new road formation could be a potential barrier to the free
moving of the herds. However, during consultations with herdsmen they of the view that the road formation
would not be a barrier for the herds to move around provided the embankment height is not prohibitive. In fact
they were of the view the traffic on the roads could be slowed by herds crossing the road.
484.
Mitigation. The road embankment will be of limited height through pasture lands and road signs
should warn drivers of herd crossing.
Construction Camp Impacts and Management
485.
Potential effects of construction camps are competition for local sources of water, sewerage facilities,
energy systems; solid and liquid waste generation, poaching and illegal trade, spilling of lubricants, hazardous
materials, etc. Before the construction activities will commence the contractor will prepare and submit a
Construction Camp Management Plan that will propose preventive/mitigation measures for environmental
impacts of the construction camp, construction yard including fuel storage, filling station and vehicle washing
sites.
Occupational health and Safety Management
486.
Potential impacts of construction activities on the construction workers will be managed through an
Occupational Health and Safety Program prepared and submitted by the Contractor prior to commencement of
construction activities. The objective of the Program will be to ensure the safety of the workers. The
management measures will include provision of adequate warning signs, providing safety equipment and gear
as skull hats, shoes etc. and other requirements as per Mongolian law. The program will include occupational
safety and health training modules for the workers.
7.6

Climate Change Impacts

487.
Definitive signs of climate change are already evident in Mongolia as in other countries in the world, but
in Mongolias case it has some unique problems. Because of its location, fragile natural ecosystems, the
lifestyle of the people and the economic situation, Mongolia is relatively sensitive to climate change. Therefore,
climate change issues are as important to Mongolia as much as they are to coastal countries.
488.
Mongolian people have been living as nomads for thousands of years and the risk caused by weather
is still the same. Studies show that in the last 40 years certain impacts of climate changes have already been
53
observed. Temperature due to global warming in Mongolia has increased and is projected to increase up to
o
5 C by end the 21st Century.54 The occurrence of disturbances in climate and geophysical systems has already
been observed and is projected to intensify in magnitude and frequency. It warrants serious consideration. In
the coming century, climate change will probably radically change the traditional way of living that was
established in Mongolia thousands of years ago. Impacts resulting from observed climate change cause high
damage not only to the livestock sector but also to the ecology and socio-economic sectors.
489.
Climate change Impacts identified include: extreme hot and cold weather; drought and decreasing
water resources in the country, especially in Gobi desert areas; dzud (harsh winters); dust, sand storms and
desertification; flooding in some areas; melting high mountain glaciers and snow caps; and degradation of land
surfaces by melting permafrost.
490.
As a result of climatic variability and the impacts of climate change in the last forty years, Mongolian
ecosystems have been notably altered. These changes have caused desertification, water supply shortages
and natural disasters. Further, these changes affect the environment and lead to financial, environmental and
human losses.
53

54

Ministry of Environment, Nature and Tourism, Mongolia. 2009. Mongolia: Assessment Report on Climate Change 2009.
Ulaanbaatar.
Ibid.

111

491.
Conversely, global warming could bring some benefits to countries that endure harsh weather like
Mongolia. These benefits include, for example, milder climates and more pleasant temperatures which will lead
to a decreased need for energy consumption. However, the benefits are outweighed by the drawbacks for the
country. As the global temperature rises, atmospheric circulation patterns are likely to change with alterations in
the frequency and seasonality of precipitation. This will cause a variety of secondary effects such as increased
severe weather events, and potential effects upon the biosphere. These will affect public health, comfort, life
style, economic activity and the environment in a negative way. Therefore, the need to enhance the beneficial
impacts and reduce the adverse impacts of climate change is of utmost importance.
492.

The specific changes already observed in Mongolian climate are described below.

Air Temperature Changes


493.
Since 1940, the average annual air temperature in Mongolia has increased by 1.9. Locally, the
warming trend is slightly higher in the mountainous areas (2.0 to 3.7) and lower in the Gobi desert and
steppe areas (0.7-2.0).55
494.
Due to this warming, surface evaporation has increased by 10 percent in last 40 years (10-12 percent
in forest-steppe and steppe areas and 7 to 9 percent in mountainous and desert areas), the duration of ice
cover on rivers and lakes has shortened by 2 weeks, the thickness of ice on rivers and lakes has decreased,
the number of days with stable snow cover has decreased, the stable snow cover has started to melt earlier
than usual, and glaciers and permafrost have melted. The lengths of cold waves have shortened, while heat
wave lengths have increased by 10 to 12 days in region of Mongol Altai Mountains. The date of soil melting in
the spring has moved forward 3 to 6 days and the date of soil freezing has been delayed by 4 to 8 days.56
495.
In 2003, a census of water bodies was taken. According to the census, there were a total of 5,097
rivers, 9,582 springs and 372 rivers of which 1,158 springs had dried up since the last count.57
Precipitation Amount Change
496.
Precipitation changes in Mongolia can be classified by stations: since 1961 Altai mountain region, Altai
Gobi and in the eastern part of the country has increased, and in all other regions has decreased by 0.1
mm/year to 2.0 mm/year The central region of Mongolia has been observed to have the most precipitation
decrease where 95 percent reliable precipitation decrease was observed. In Gobi Altai, precipitation has been
observed to increase with 95 percent reliability. One of the indications of precipitation change is increasing
amount of thunderstorms during the vegetation period. According to the observation results of Arvaikheer
weather station, the number of thunderstorms have increased by 18 percent between 1979 and1996. Although
the observation period is not so long, it is one of the indicators of precipitation change.58
Accentuation of Natural Hazards
497.
As a consequence of the warming, occurrences of convective phenomena such as thunderstorms,
flash floods, and heavy rains have been increasing.
498.
Frequently, the country is hit by dzuds. These are described as a succession of a very dry summer, an
extremely cold autumn and a harsh winter which deprives livestock of grazing, often leading to high livestock
mortality rates. Mongolia is highly dependency on keeping livestock. The poor rural people in the Project
provinces of Khovd and Bayan-Olgii are highly vulnerable to climate-related extremes and hazards. This
occurrence of dzuds has been frequent in the last 11 years. In the period 1999 to 2002 three consecutive dzud
years killed nearly 10 million livestock59 and many rural households were struggling to survive. Again in early
55
56
57
58

59

Govt of Mongolia, 2010, EIA for TA No. 7449-MON.


Ibid.
Ibid.
Ministry of Environment, Nature and Tourism, Mongolia. 2009. Mongolia: Assessment Report on Climate Change 2009.
Ulaanbaatar.
Ministry of Environment, Nature and Tourism, Mongolia. 2009. Mongolia: Assessment Report on Climate Change 2009.
Ulaanbaatar.

112

2010 another dzud occurred. By the end of April 2010, more than 7.8 million head of livestock (about 17% of all
Mongolias livestock) had perished nation-wide.60 The loss of livestock, as well as a falling livestock birth rate,
has had a devastating impact on affected herders and rural communities. Recurring drought events have also
led to reduced pasture growth and desertification.
Permafrost
499.
Over the past 30 years, a seasonal thawing in the active soil layer in the permafrost region has
increased by 0.1 cm to 0.6 cm in the Khentii and Khangai mountains and by 0.6 cm to 1.6 cm in the Khuvsgul
Mountains. The seasonal permafrost level in the active soil layer in the eastern part of Mongolia has decreased
by 10 cm to 20 cm over the last 90 years.
500.
The Government of Mongolia has taken several steps to deal with environmental and natural resource
issues. However, there is still no law or any regulation mechanism specifically addressing climate change
related problems.61 Without a strong institutional environment, it is very hard to implement any adaptation policy
or measure. There are already a significant amount of policy documents relevant to the issue of climate change
adaptation available.
Transport Sector
501.
As well as adaption measures the Government of Mongolia could also focus significant efforts on
mitigation measures. Reducing greenhouse gas emissions and energy consumption are important goals for the
nation and the transportation sector. Both goals are increasingly compelling.
502.
Currently the Mongolian railway are carrying 96 percent of national freight, with 1,815 km of railways
connecting Russia, China and big domestic industrial cities including Darkhan, Erdenet and Sukhbaatar.62 The
Ulaanbaatar Railway has made a valuable contribution to the growth of the Mongolian economy and played a
historical role in the development of a national transportation network, connecting new industrial areas, mineral
resources and deposits, and the most populated villages.
503.
Fuel consumption in railway is high due to usage of old and inefficient diesel locomotives. One possible
solution would be installation of electric railway system and use electric locomotives which would lead to
increases in efficiency of railway transportation; and reduction of fuel consumption.
504.
Air Transportation Since 2006, the air transportation sector has been in decline and passenger traffic
has dropped off.63 Due to the high cost to travel by air, most domestic passengers are choosing instead to drive
or travel by train.
505.

Road Transport The main characteristics of road transportation sector in Mongolia are:
Approximately 75 percent of all cars are being used for more than 9 years;
Mongolia is using petrol mainly imported from Russia and its emission factor is same as stated in the
IPC; annual average distance traveled by a car is approximately 28,000 km;
The level of combustion efficiency for older vehicles is under average due to their engine condition; and
The number of cars has been increasing from year to year and its percentage in overall vehicles is
more than half as shown in statistics of 2006. In last 15 years, Mongolia has imported many used cars
from Japan, Korea and other countries.

506.
Project Impacts Based on the traffic data of the EIA 2007 the annual Greenhouse Gas the road
section Baga Ulann Davaa to Mankhan is estimated to generate are:

60
61
62

63

UNDP Mongolia country Team, Consolidated Appeal, 2010, Dzud appeal.


Ibid.
Ministry of Environment, Nature and Tourism, Mongolia. 2009. Mongolia: Assessment Report on Climate Change 2009.
Ulaanbaatar.
National Statistics Office of Mongolia, 2009, Mongolian Statistical Yearbook.

113

Year
2006
2032 (with project)

ADT
218 (all vehicle types)
4967 (all vehicle types)

GHG Tons/year
1989
45321

Technology Needs in Road Transportation Sector


507.
The impact of the GHG level elevation due to increase in traffic resulting from the road development is
not expected to contribute significantly to adverse climate change. Nevertheless, the following technologies,
though beyond the scope of this project, could be adopted in long term GHG control strategies at the national
level in the transportation sector:

improve vehicle technology - Hybrid vehicles;


use low carbon fuels;
moderate or reduce VMT (including VMT reductions through land use changes, gas guzzler tax); and
reduce energy/carbon associated with construction, maintenance, operation.

Country specific strategies:


eliminating traffic problems in Ulaanbaatar;
promoting public transport systems;
increase vehicle service to improve fuel efficiency; and
modal shifts from road transportation to rail.
7.7

Cumulative and Induced Impacts

508.
By expanding the temporal and spatial dimension of the proposed WRRC projects (the entire projects)
planning horizons, it is possible to visualize a number of cumulative impacts. Given below are events that may
cause cumulative impacts:

Although there are no large scale development projects in the Project Area, synergetic impacts
of the road construction and several regional mining developments can produce a cumulative
impact to the fragile mountain environment. Among this developments are planned to
commissioning coal deposit in most soum and silver deposit near Tsagaannuur. Environmental
assessments for these projects shoud consider this EIA in development of correspondent
EMPs.

Among induced impacts of the road development is the expansion of tourism and construction
of corresponding tourist infrastructure. Despite the seasonal character of tourism in the project
area, inflow of a greater amount of tourists with the construction of the road can generate
additional impacts to the Altai Eco-region. Therefore, the development of a middle term
program of tourism sector development in Mongolian part of the Altai Eco-region, considering
the current Project, is desirable.

Synergetic impacts of global warming and anthropogenic effects on permafrost areas


(construction of the project road). As was mentioned above, since 1940, the average annual air
temperature in Mongolia has increased by 1.9 with the warming trend higher in mountainous
areas (2.0-3.7). Poor road construction practices in permafrost areas within the background
of this global process can cause increased degradation of permafrost and development of
dangerous process such as thermokarst. Careful engineering design of the road in permafrost
areas to avoid disturbing the existing heat exchange equilibrium and a detour of thermokarst
topography should be applied.

509.
On the other hand, the construction of the entire road may result in positive cumulative impacts. For
example, multiplicative effect of erosion caused by earthen multi-tracks and overgrazing in foothill areas is
expected to be substantially reduced with the construction of the paved road.

114

PUBLIC CONSULTATION AND INFORMATION DISCLOSURE

8.1

Stakeholder Workshops

510.
In accordance with ADB Safeguard Policy (2009) Environmental Assessment Guidelines at least two
rounds of stakeholder workshops should be organized for category A projects: (i) once during the early stages
of EIA field work; and (ii) once when the draft EIA report is available, yet prior to loan appraisal by ADB.
511.
Two rounds of public consultations have been held for the entire road corridor of the Western Regional
Roads Project during the preparation of the EIA 2007.64 These consultations were conducted for the full 748.4
km length Western Regional Road corridor. These were held mainly in Khovd and Oligii and included public
from the project affected area of the present project from Khovd to Buraatyn Davaa. The details of these early
rounds of public consultations as documented in EIA: 2007, are given below. Further consultations are planned
by the Consultant prior to commencement of construction.
512.
The first round of consultations was organized in Khovd and Bayan-Olgii aimags on 24 and 27 March
2007, respectively. The stakeholders included local administration, environmental authorities, representatives of
specially protected areas, NGOs, international organizations, environmental inspectors, and other concerned
individuals. About 40 people actively participated in the workshops. The stakeholders provided a number of
useful scoping recommendations and additional published and unpublished sources on biophysical and
socioeconomic resources.
513.
The second round was organized in Khovd and Bayan-Olgii aimags from 26 to 30 May 2007 (Bulgan
May 26, Most May 28, Manham May 28, Khovd May 29, Olgii May 31, and Tsagaannuur May 30) after
draft versions of EIA/SEIA65 reports were prepared and the SEIA report was distributed to the stakeholders in
Khovd and Olgii. The stakeholders included local administration, environmental authorities, representatives of
specially protected areas, NGOs, international organizations, environmental inspectors, and other concerned
individuals. In total about 280 people participated in the second round of workshops. The stakeholders provided
their comments to the EIA document and provided a number of additional useful recommendations on the
project.
8.1.1

First Round

Khovd
514.
Some 25 persons representing local government officials, Government environmental, infrastructure
and inspection organizations, NGOs, representatives of Khovd University and the general public attended the
Khovd workshop. Discussions took place on a range of issues associated with the type of EIA, and the
alternative alignment for Khovd town.
515.
There were 13 written responses from the participants. Of these, 7 were comments on environmental
and socio-economic benefits of the road in this remote region and on improvement of trade and cooperation
with neighboring countries. The development of the aimag is highly dependent on infrastructure development.
Two proposals were recommendations to assess a population of Mongolian Saiga that occur in Mankhan
Nature Reserve prior road construction.
516.
Concern was also expressed on the general lack of road project information and information on
whether the proposed road would run through Khovd town. The opinion was that if the road will pass through
the town, resettlement will pose a serious issue. A few people mentioned some negative environmental and
social impacts related to poaching and increasing number of crimes, and recommended protection and
prevention measures to be taken. It was also mentioned that construction of the road in the AltaiSayan
Ecoregion from Mongolian side will present less negative impacts on bio-resources as compared with road
construction in China and Russia.

64
65

Government of Mongolia. 2007. EIA. Ulaanbaatar.


Ibid.

115

Olgii
517.
Sixteen persons representing government officials, government environmental and inspection
organizations, and NGOs participated in the Olgii workshop. Discussions took place on a range of issues
associated with the proposed road alignment, alternatives and their lengths, construction priority of the road
sections, EIA, current condition of quarries and their rehabilitation, special protected areas along the road, and
migratory routes of ibex and wild sheep.
518.
There were 13 written responses from the participants. Of these, 8 were comments on environmental
(land decline and degradation) and socio-economic (reduction of unemployment, saving money and time,
development of tourism and other infrastructure) benefits of the road in the aimag.
519.
Since the road crosses migratory routes of animals inhabiting national parks, the major issue raised
was the location of the road in the vicinity of Tsambagarav National Park and between Siilkhem National Park
areas (A) and (B). Four provided recommendations on mitigation measures such as constructing embankments
on the same level as the land surface near NPs, or designing underpasses, providing information and warning
signs at the entrance and exit of the buffer zone of NPs, and avoiding rest areas in buffer zone of NPs.
520.
The participants expressed their concern about current usage of construction materials by road
construction companies, desertification and land degradation. Several contributors proposed that trees and
bushes be planted along the road. Also there was a proposal to construct first the Khovd-Olgii section, as
Khovd is the center of the Western region. Another comment was that the construction practices in proximity to
environmentally sensitive areas should be flexible enough to not to have adverse impacts on fauna. For
instance, the construction of the road near Tolbo Lake should not be planned from April to June, because this is
a period of bird breeding near the lake.
8.1.2

Consultations with Government Officers and Experts

521.
A separate set of consultations was organized with officers of the Ministry of Nature and Environment,
the local administration of specially protected areas, experts of local and Ulaanbaatar office of Altai Sayan
Ecoregion project, local environmental authorities, specialists of WWF and WCS in Mongolia, and local
scientists. Sensitivity of ecological resources, possible migration routes of wildlife and correspondent
prevention/mitigation measures were discussed. Maps of the existing and planned protected areas were
passed over to the environmental team of the Project.
522.
Local governors and environmental inspectors were consulted at every soum along the road. Baseline
information on flora, fauna and archeological findings as well as other comments on potential environmental
impacts of the road during design, construction and operational phases was recorded.
523.
Additionally, 38 local people were interviewed along the road. First-hand information about wildlife, its
habitats and migration routes, archeological and cultural heritage, other environmental resources was obtained.
All of them have supported the construction of the road.
8.1.3

Second Round

Khovd
524.
Some 18 persons representing local government officials, government environmental, infrastructure
and inspection organizations, NGOs such as WWF and Altai-Sayan Eco-region project, and representatives of
Khovd University attended the Khovd workshop. The topic raised during workshop discussions were related to
socio-economic benefits of the road, access roads, environmental impacts and mitigation (Mankhan Nature
reserve and census of the population of Mongolian saiga tatarica, aimag level protected areas), and
archeological and historical sites.
525.
There were 11 written responses from the participants. Of these, 5 were comments on the socioeconomic benefits of the road in this remote region and on improvement of trade and cooperation with
neighboring countries. The development of the aimag is highly dependent on infrastructure development. Four
116

proposals recommended conducting more detail survey in order to not affect endangered species in NRs and
NPs. Two of them recommended avoiding archeological sites and very careful blasting in Bodonch. There
were also suggestions about the adjustment of the construction schedule in Bodonch canyon to fit the
migratory schedule, employment of local workers, meet the highway standard, payment the royalty of
construction materials, planting trees along the road, and requirement of general and detail EIAs that have to
be done before commencement of civil work.
526.
Discussions were also focused on archeological sites, Mankhan NR / Saiga, and other environmental
impacts. During the discussion archeological lecturer of Khovd University indicated that the amount of
archeological data in this aimag is not sufficient. They have just started to register cultural and historical
heritages of the aimag in 2005 and it is not yet finished. WWF experts also mentioned that they have done a
census on the population of saiga in Sharga and Mankhan NR, together with Academy of Science in January of
2007. During the census, 2,860 saigas were counted in Sharga and Mankhan NRs, Of this number, 15-17
saigas were counted in Mankhan NR. They do this kind of census every 1.5-2.0 years and suggested building a
road with a lower embankment within the NR to enable Saiga to cross it safely. They pointed out that positive
impact on Saiga could result from the replacement of 260 earthen roads with one paved road as well. There
are two aimag level protected areas in proximity to Bodonch Canyon. Their boundaries have not been set yet.
Olgii
527.
Sixteen persons representing government officials, government environmental and inspection
organizations, and NGOs participated in Olgii workshop. The list of participants is presented in Appendix E.
Discussions took place on a range of issues associated with the draft EIA report, a list of monitoring equipment
included in EIA report, capacity of the equipment and human resource, responsibility of monitoring and
supervision of organizations, current condition of quarries and their rehabilitation, and waste.
528.
There were 8 written responses from the participants. Of these, 4 were comments on the socioeconomic (reduction of unemployment, saving money and time, development of tourism and other
infrastructure) benefits of the road in the aimag. They indicated the need to increase the number of rangers in
NPs and NRs, to involve the local protected area specialists in detailed EIA study, and more precise and
professional equipment such as binoculars with night vision, professional digital photo and video camera, for
monitoring the animal migratory ways. They wanted to have equipment for monitoring endangered species like
ibex, argali and snow leopard and wanted the rangers to be trained on how to use that equipment. Some of the
recommendations were about the many lakes between Khashaat Pass and Buraat Pass, to facilitate with
drainage system along the road within Olgii town, to design overpasses at migratory locations and lower
embankment for small mammals, and to avoid the geodesic reference points.
8.2

Other Public Consultations

529.
A separate set of consultations (at Yarant border, Takeshiken border, Bulgan soum, Most soum,
Mankhan soum, Khovd town, Olgii town, Ulaanbaishint border, Tsagaannuur village) were organized in addition
to the meetings in Khovd and Olgii.
530.
During the meetings at Mongolian/Chinese and Mongolian/Russian borders, the custom officers were
asked to share their opinion about illegal poaching and trade, capacity to detect and release body parts of
endangered species such as saiga horn and whether they need training on that. Cases of poaching and illegal
trade have not been registered over the last several years. Cities organize a series of training programs for the
custom officers once every two years.
531.
During these meetings the major goal was to gather public opinion about negative environmental
impacts and mitigation measures. The great bulk of responses were No environmental impacts, with the
exception of Tsangaannuur village. During the meeting in Tsagaannuur, the residents mentioned to take into
account the only source of the potable water for the village that may be affected by construction. It was pointed
out that the hydrological conditions may be modified as a result of construction activities and amount and
quality of water will decrease.

117

8.3

Consultations within the Project Area

Khovd-Buraatyn Davaa
532.
During the preparation of this EIA the consultants conducted public consultations and discussions with
PIU and local government authorities. Public meetings were conducted in Khovd and Olgii aimags while
officials from both aimags, and soums and baghs in Olgii were also consulted.
533.
On 02 June 2010, the Governor of Khovd aimag was shown the design alignment and his views on the
alignment and its development was taken into consideration. He was also consulted on the 03 alternatives to
the design alignment in the area. The representatives of relevant Departments in Khovd aimag were consulted
(03 June 2010) with regard to planning and implementation of road projects.
534.
The Governor of Khovd was of the view that the design alignment did not have major impacts and
would benefit Khovd aimag. However, at the field visit after the discussion three other alternative alignments
were inspected to assess whether there were other suitable alignments. The general view after the field visit
was that from all the alignments the design alignment was preferred.
535.
During the discussion with aimag government department representatives, the representatives were of
the view that apart from contributing to social and economic development, other development would follow the
road development and therefore rehabilitating the road would be very significant. They also expected the
developed road to play an important role not only in domestic but also foreign relations and cooperation in
regard to exports as well as tourism.
536.
On 3 June 2010 community in a ger camp in Kovd area was consulted in regard to impacts of the road
project. The community members were given the details on the project alignment and other details of potential
impacts of construction works. All of the ger community present considered the development of the road as
very important and considered the impact on air and water as insignificant. They maintained that it would
facilitate their animal husbandry and obtaining vegetables. It would also assist their access to medical facilities
at the Provincial center 25 km away. Even though the community had few vehicles, they expected that public
transport would be available subsequent to development of the road. They were also willing to participate in
construction work of the road. They also requested that crossings be provided to assist their herds to cross the
road.
537.
Community in Hongor Ulun Bagh and the Governors of Hongor Ulun bagh, and Tolobo soum were
consulted along with State Environmental Inspector of Tolbo soum (20 June 2010) in regard to alternative
alignments in the lake area.
538.
The community members and the officials were provided with details of the alignment traversing the
lake area. All community members who participated in the meeting were in agreement/understanding that there
was a need for change of alignment in the lake area and were of the opinion that the design alignment may
negatively affect the lakes.
539.
After the meeting the soum and bagh Governors and State Environment Inspector based in the Tolbo
soum and the community made an inspection of the alternative alignment (Alternative 1) and a newly identified
alignment (Alternative 2). Local authorities and local community members explained that Alternative 1 which
bypasses lake area on the northern side traverses on swampy areas and close to two springs. They believed
that the springs could dry up. The general view of the community and the officials was that Alignment
alternative 2 would be of less adverse impacts.
540.
Tolbo Soum Governor, Ms.Kh.Saulesh, also presented an official letter containing the wish of the local
authorities and people to change the existing design alignment to the new alignment (Alternative 2) identified
by them.

118

Baag Ulaan Davaa-Mankhan


541.
Community around the Mankhan Soum was consulted at a community meeting at the Bayangol Bagh
Center where 21 local residents including 06 women participated with Citizen Representative and Khural Head
PurevdashTserendorj in the chair. Inhabitants of the ger camps along the road and herdsmen were also
consulted.
542.
The view of the community was that while they appreciated the benefits of road development the road
impacts on 46 ha of agriculture and pasture land should be avoided. Further, they believed a proper road,
where the embankment height will not be a barrier for free moving of their herds, would be better at avoiding
natural risks such as road closing from heavy snow fall in winter time in the high slopes of Baga Ulaan Davaa
area.
543.
At the meeting held at Khovd Deputy Governors Office where the Deputy Governor, Tumendemberel,
Head of Environmental Department, Ts.Gantulga, Supervisor in Environment and Tourism Center and A.
Nansalmaa Environmental officer and Biodiversity and Specially Protected Area Specialist participated, the
following observations were made.
544.
They did not believe that an alternative alignment is required in the Mankhan Reserve Area as
Mankhan NR boundary is delineated for the purpose of protecting natural habitat of Saiga Antelope. Besides
the Nature Reserve boundaries are quite outdated now and do not fully accommodate the current population
distribution of Saiga Antelope. Ts.Gantulga has been involved in Mankhan NR boundary defining process in
1993. The Saiga population in the reserve is isolated from other populations in the region and is very small in
numbers; roughly estimated as 10-25 individuals. Further, the Saiga are already adapted to traffic movement
and noise from unpaved earth road existing in the area over 30 years. Saiga can be observed on both sides of
current earth roads. And during their breeding season saiga move to other places Tsagaan Burgasnii Saari and
Taliin Khar Uul area located outside of Mankhan NR.
545.

The new alternative would not be economically justifiable and could cause further soil erosion.

546.
At the consultation with the Khovd Branch head of WWF, D.Tseveenravdan, it was pointed out that only
about 20-30 Saiga survive in the Mankhan Natural Reserve area now and they are adapted to crossing the
road. However, care should be taken to ensure that the road embankment height will not be a barrier for Saiga
to roam across the road freely in this area.

119

GRIEVANCE REDRESS MECHANISM

9.1

Introduction

547.
Every effort was taken to facilitate and encourage public participation in the preparation process of the
Environmental Impact Assessment (EIA)66 during the Feasibility Study for the Western Regional Road Corridor,
and in preparing the present EIA for the road section from Bagga Ulaan Davaa to Mankhan. Further, the public
will also be encouraged to participate in monitoring the implementation of the EMP during the construction
phase of the Project. Nevertheless, unforeseen problems and issues may still arise due to construction and
operational impacts. Therefore, to resolve these issues, the IA will establish a mechanism to receive and
facilitate resolution of affected peoples concerns, complaints, and grievances about the Projects
environmental performance. It should be emphasized that this grievance redress mechanism related only to the
projects environmental performance.
9.2

Objectives of Grievance Redress Mechanism

548.
A grievance redress mechanism (GRM), consistent with the requirements of the ADB Safeguard Policy
Statement (2009) will be established to prevent and address community concerns, reduce risks, and assist the
project to maximize environmental and social benefits. In addition to serving as a platform to resolve
grievances, the GRM has been designed to help achieve the following objectives: (i) open channels for
effective communication, including the identification of new environmental issues of concern arising from the
project; (ii) demonstrate concerns about community members and their environmental well-being; and
(iii) prevent and mitigate any adverse environmental impacts on communities caused by project implementation
and operations. The GRM is accessible to diverse members of the community, including more vulnerable
groups such as women and youth. Opportunities for confidentiality and privacy for complainants are to be
honoured where this is seen as important.
9.3

Current Practice

549.
Under the current system (Figure 9.1), when people are affected by project activities they can
complain to the contractor, local Governors office, Environmental Department (ED) of the local government,
the Implementing Agency (in this case PIU/Department of Roads (DOR)) or court of law. Among the agencies
involved, the local Environmental Department is the most accessible and has a leading coordination role in
dealing with environmental complaints.
Figure 9.1: Existing Complaints Handling System

550.
Affected people tend to direct their complaint to the contractor, PIU / DOR or the executing agency-the
Ministry of Roads, Transport, Construction and Urban development (MRTCUD), local government, or the
environmental department of the local government authority, be it the aimag, soum or bagh, before they finally
appeal to the court. APs usually complain to the contractor or the Supervising Engineer in the first instance if
they are convinced that the problem is construction related. In case the contractor's response is unsatisfactory,
they inevitably proceed to the local government authorities. However, being not directly involved in the
construction activities of the project; it is generally difficult for the local government authorities to comprehend
the actual on the ground situation. Even if the complaint is directed to the local environmental department, the
66

Government of Mongolia. 2007. EIA. Ulaan Bataar.

120

department will need to conduct their own investigations which will delay redress. Further, it may be difficult for
the department to affect a solution as the two parties, the complainant and the contractor, may not agree on the
problem and therefore on the rectification recommended by the department. It is possible that the department
could make erroneous decisions due to their poor grasp of the facts and the situation. Hence, it would be
necessary for the department to consult the PIU or the Supervising Engineer to ascertain the facts and
comprehend the situation. This process of fact finding/site investigation will take up a considerable amount of
time delaying the outcome. Therefore, the efficiency of problem solving could be increased only if the party who
is conversant with the project activities and their impacts takes the leading coordination role.
9.4

Proposed Grievance Redress System

551.
In its capacity as the IA, DOR will in consultation with the MRTCUD (EA), will establish a Public
Complaints Centre (PCC) in conjunction with local government. The PCC will be established, within the PIU of
the DOR, prior to construction to deal with complaints from affected people throughout implementation of the
Project. The PCCs will be established in each site office. The local government bodies at the bagh, soum and
aimag level will each nominate an officer to act as a focal point for contact with the PCC. The PIU and the local
government bodies will issues public notices to inform the public within the project area of the Grievance
Redress Mechanism. The PCCs phone number, fax, address, email address will be disseminated to the people
through displays at the respective offices of the bagh, soum and aimag government administrations and public
places.
552.
The PCC will staffed by an officer from the site office (nominated by the PIU). The officer will be
independent of the Supervising Engineer and contractor/.operator. The officer should have experience and/or
training in dealing with complaints and mediation of disputes. The PCC officer will have facilities to maintain a
complaints database and communicate with Site Engineers, Supervising Engineer, PIU, Governors of aimags,
soums, and baghs and also with complainants.
553.
GRM Steps and Timeframe. Procedures and timeframes for the grievance redress process are as
follows (see Figure 9.2):

121

Stage 1: If a concern arises, the affected person may to resolve the issue of concern directly with the
contractor/operator and the project manager. If the issue is successfully resolved, no further follow-up
is required;
Stage 2: If no ad hoc solution can be found, the affected people will submit an oral or written complaint
to the PPC by themselves or through GRM entry points (the bagh, soum or aimag local governments;
the EA/IA; or the contractor/operator). For an oral complaint the PPC must make a written record. For
each complaint, the PPC must investigate the complaint, assess its eligibility, and identify an
appropriate solution. It will provide a clear reply within five (5) working days to the complainant, EA, the
IA, contractors. The PCC will, as necessary, through the Supervising Engineer; instruct the Contractor
to take corrective actions. The PCC will review the Contractors response and undertake additional
monitoring. During the complaint investigation, the PCC will work in close consultation with the
Contractors, and the Supervising Engineer (for construction) and with the DOR/operator (for operation).
The contractors during construction and the IAs/operators during operation should implement the
redress solution and convey the outcome to the PPC within seven (7) working days;
Stage 3: If no solution can be identified by the PPC or if the complainant is not satisfied with the
suggested solution under Stage 2, the PPC will organize, within two (2) weeks, a multi-stakeholder
meeting under the auspices of the head of DOR, where all relevant stakeholders (i.e., the complainant,
IA, contractor/operator, relevant local government offices) will be invited. The meeting should result in a
solution acceptable to all, and identify responsibilities and an action plan. The contractors during
construction and the IAs/operators during operation should implement the agreed-upon redress
solution and convey the outcome to the PPC within seven (7) working days;
Stage 4: If the multi-stakeholder hearing process is not successful, the PPC will inform ADB
accordingly, and the ADB Project team will organize a special mission to address the problem and
identify a solution; and
Stage 5: If the affected people are still not satisfied with the reply in Stage 4, he or she can go through
local judicial proceedings.

554.
Reporting. The PCC will record the complaint, investigation, and subsequent actions and results in the
monthly Environmental Management Plan reports. In the construction period and the initial operational period
covered by loan covenants the EA will periodically report progress to the ADB, and this will include reporting of
complaints and their resolution.
9.5

Responsibilities of the PCC

555.

The responsibilities of the PCC are:

i.

The PCC will instruct contractors and construction supervisors to refer any complaints that they
have received directly to the PCC. Similarly, the PCC will coordinate with local government
capture complaints made directly to them.

ii.

The PCC will log complaint and date of receipt onto the complaint database and inform the
Supervising Engineer and the Contractor.

iii.

The PCC, with the Supervising Engineer and the Contractor, will investigate the complaint to
determine its validity, and to assess whether the source of the problem is due to project activities,
and identify appropriate corrective measures. If corrective measures are necessary the PCC,
through the Supervising Engineer, will instruct the Contractor to take necessary action.

iv.

The PCC will inform the Complainant of investigation results and the action taken.

v.

If complaint is transferred from local government agencies, the PCC will submit interim report to
local government agencies on status of the complaint investigation and follow-up action within the
time frame assigned by the above agencies.

vi.

The PCC will review the Contractors response on the identified mitigation measures, and the
updated situation.

vii.

The PCC will undertake additional monitoring, as necessary, to verify as well as review that any
valid reason for complaint does not recur.

viii.

The PCC will review the Contractors response on the identified mitigation measures, and the
updated situation.

ix.

During the complaint investigation, the PCC should work together with the Contractors and the
Supervising Engineer. If mitigation measures are identified in the investigation, the Contractors will
promptly carry out the mitigation. The Supervising Engineer will ensure that the measures have
been carried out by the Contractors.

556.
The tracking and documenting of grievance resolutions within the PCC and/or PIU will include the
following elements: (i) tracking forms and procedures for gathering information from project personnel and
complainant(s); (ii) dedicated staff to update the database routinely; (iii) systems with the capacity to analyse
information so as to recognize grievance patterns, identify any systemic causes of grievances, promote
transparency, publicize how complaints are being handled, and periodically evaluate the overall functioning of
the mechanism; (iv) processes for informing stakeholders about the status of a case; and (v) procedures to
retrieve data for reporting purposes, including the periodic reports to the EA and including PCC reports into the
EAs report to the ADB.

122

Figure 9.2: Proposed Grievance Redress Mechanism for the Project

Grievances/complaints by individuals, groups, or institutions

Oral or written
grievance

Solve problem ad hoc

Entry points: Receiving


complaints, solving
ad-hoc, forwarding to PPC
(max. 5 days)

Oral or written
grievance

GRM Entry Points


Bagh, Soum or Aimag Local Government

EA/IA

Contractors/Operators

Inform if solved ah-hoc,


Forward if not solved
Public Complaints Center
Supervise, monitor

PPC: Recording, assessing


validity, identifying solution
(max. 5 days)

Record complaint,
assess eligibility of complaint

Ineligible

Inform complainant, refer to


alternative mechanisms (resettlement,
re-employment), Inform ADB

Eligible
No Solution found

Consult entry points and


complainant, identify solution,
get complainants approval

Review and Decision by


Ministry (max. 2 weeks)

Inform complainant, conduct a multistakeholder meeting


convened by DOR to by identify solution and action plan,
identify responsibilities

Solution found

Solution found
Implement Solution
No Solution found
Report

Implementation (max. 7-14


days)
Or ADB intervention
(max. 3 months)

Grievancerelated
toconstruction
Contractor/IA

123

Grievancerelated
to operations
EA/IA/operator

ADB Project Team


(Special Mission)

10

ENVIRONMENTAL MANAGEMENT PLAN

10.1

Environmental Safeguards

557.
The main objective in formulating an Environmental Management Plan (EMP) is to recommend a set of
environmental safeguard measures to address the adverse environmental and social impacts of the project. In
addition to establishing mitigation measures and implementation responsibilities the EMP will also include
monitoring mechanisms to ensure compliance with EMP requirements and environmental regulations of the
country. The detailed mitigation measures and monitoring requirements are included Appendix I.
558.

10.2

In preparing the safe guard measures the following approach was adopted:
Avoiding the occurrence of adverse environmental impacts was the first priority;
Minimizing the adverse impact was considered next;
Mitigating the adverse impact to its full extent was considered next; and
Compensation was considered when mitigation was not adequate.

Mitigation Measures

559.
In formulating the EMP with the mitigation measures identified in Section 6 the following approach was
used. Mitigation actions proposed should be:

Pragmatic - measures should be readily implementable, effective and practicable;


Efficient - measures should effectively achieve the objectives of environmental management within the
limits of available information, time and resources; and
Adaptive - measures should be flexible in order that they can be adjusted to the realities, issues and
circumstances of the project without compromising the ultimate objectives.

560.
This comprehensive EMP identifies feasible and cost-effective measures to be taken to reduce
potentially significant negative impacts to acceptable levels. Specifically it contains:

Summary of all anticipated moderate / significant impacts;

Description of the correspondent mitigation measures; and

Links to other mitigation plans.

561.
This EMP is site-specific, and focuses on the road section from Baga Ulaan Davaa to Mankhan.
Although habitations, temporary and permanent both, are sparse close to the road alignment, management and
monitoring requirements for water quality, air quality and noise levels were included in the EMP as a
precautionary measure. In addition, the EMP also includes indirect environmental impacts and corresponding
mitigation measures common to this section and also to other associated project components.
562.
The main mitigation measures that are included in the detailed Table A1-1 2 in Appendix 1 are given
below:
563.
Contamination of Soil. To avoid or mitigate the impacts of soil contamination the contractor is required
to implement the Spill Management Plan prepared and submitted by the contractor (as required in Section 10-3
below).
564.
Erosion. The following remedial measures are to be implemented by the contractor and will be
specified in the contract documents:

Prevention:
o
Implementation of a Soil Erosion Management Plan to be prepared by the
contractor and to be approved by the Employer before earthworks;

124

o
Minimizing the area of soil clearance;
o
Selection of less erodible material and good compaction, placement of
gabions and riprap particularly around bridges and culverts;
o
Construction in erosion and flood-prone areas should be mainly restricted to
the dry season; and
o
Replanting will be completed as soon as possible following fill placement to
facilitate regeneration of a stabilizing ground cover.
Mitigation:

o
Using geotextile for erosion control in limited areas;
o
Stepped embankments will be required for embankments greater than 6 m;
o
Separation of topsoil from subsoil during the excavation works; reuse of topsoil
as a superficial layer;
o
Reshaping the slope surface by notching, blazing and pocking to enhance
seedling survivability;
o
Seeding with a fast growing native species and seed mix, immediately after fill
placement;
o
Stabilization of embankment slopes and road cuts by re-vegetation with
grazing resistant plant species; and
o
Completion of discharge zones of drainage structures with riprap to reduce
erosion when required.
Borrow Pits and Spoil Sites:
o
Use of borrow pits and spoil sites and their restoration plans to be approved by
the Employer;
o
Pit restoration will follow the completion of works in full compliance with all
applicable standards and specifications;
o
Arrangements for opening and using material borrow pits will contain
enforceable provisions;
o
The excavation and restoration of the borrow areas and their surroundings in
an environmentally sound manner will be required before final acceptance and
payment under the terms of contracts;
o
Borrow pit areas will be graded to ensure drainage and visual uniformity;
o
Topsoil from borrow pit areas will be saved and reused in re-vegetating the
pits; and
o
Additional borrow pits will not be opened without the restoration of those areas
no longer in use.

565.
Permafrost Degradation. Preventive measures will be adopted to avoid permafrost degradation
where possible. This will include avoiding areas with poor cryogenic and hydrogeological conditions such as
areas close to the surface location of ground ice, perennial icing, frost mounds, solifluction-prone slopes, areas
with ice-saturated soils, thermokarst areas and thermokarst lakes. However, if unavoidable, construction
practices and mitigation measures to minimize impacts of the road construction in permafrost areas that are
being adopted in countries with large northern regions will be used.
566.
Flashfloods. Flashflood/stream courses throughout the project area are primarily triggered by
rainstorms and heavy rainfall. Two flashflood mitigation options are proposed for the purpose of the Project:

567.

Directing through culverts. Culverts that will pass sediment/debris/flashflood often are designed as box
culverts; and
Flashflood control structures such as check dams, debris basins, or hillside ditches.
In addition to these measures, warning signs will be used where appropriate.

568.
Drifting snow. In order to minimize the adverse impacts of drifting snow at high altitude passes, snow
fencing will be used. The proposed design, fencing made from earth, can be observed in the Tsagaannuur to
Ulaanbaishint area.

125

569.
Air Quality. During construction potential air quality impacts due to the generation of dust and related
activities will be mitigated through avoidance strategies combined with construction best practices and
monitoring. The civil works contract documents will specify that:

Asphalt and hot-mix plants will be located at least 500 meters away from the nearest sensitive
receptor;

Operators will be required to install emission controls;

Blasting, where necessary, will be carried out using small charges, and dust-generating items
will be transported under cover; Blasting mats would be employed where necessary;

Contractors will be required to spray road surfaces, excavation and construction sites to keep
them moist for dust control;

Trucks carrying earth, sand or stone will be covered with tarps or other suitable cover to avoid
spilling;

Potential significant adverse impacts to adjacent residents or site employees during


construction will be mitigated by either discontinuing until favourable conditions are restored,
or, if warranted, sites may be watered to prevent dust generation, particularly at crusher plants;

Machinery and equipment will be fitted with pollution control devices, which will be checked at
regular intervals to ensure that they are in working order. The best available pollution control
technologies will be employed;

Open burning will be prohibited and requirements for spraying and related dust control
measures and the proper use of solvents and volatile materials will be in incorporated in the
contract documents; and

Pre-construction monitoring of existing ambient air quality will be undertaken in conjunction


with each construction package to provide a baseline for the measurement of air quality
impacts during the construction period.

570.
Routine air quality monitoring will also be carried out in areas of high potential impact (asphalt plants,
construction camps, etc.) during the life of the Project.
571.
During operation, enforcing emission standards authorized under Mongolian Environmental Law would
assist in avoiding air quality deterioration.
572.
Water Flow and Water Quality. Potential effects to water flow patterns and water quality will be
mitigated through a number of prevention strategies such as:

573.

126

Although the number of water crossings will be as minimal as practical every effort will be
taken to provide unimpeded flow of numerous streams, rivulets and other drainage flows
through temporary or permanent cross drainage structures;

Using materials excluding fine fractions around watercourses; and

Vegetative cover between the road and water bodies.

In addition, the following specifications will be included in the civil works contract documents:

The Contractor should develop and implement contingency plans for control of oil and other
dangerous substance spills (Spill Management Plan);

Fuel storage, maintenance shop and vehicle cleaning areas would be stationed at least 300 m
away from the nearest water body;

Stormwater drainage and retention basins would be constructed and a silt trap (where a
river/stream is nearby) would be installed prior to commencement of construction to control
runoff water and sediment and prevent entry of contaminants into a water body;

Oil and grease are likely to be discharged in the construction vehicle parking area, vehicle
repair area, and workshops. All wastewater would be directed into an oil interceptor prior to
discharge;

Existing water wells and springs would be clearly marked to prevent accidental damage from
construction vehicles; and

Interruption to the flow of small streams, rivulets and other drainage flows will be avoided by
marking them and these water bodies will be subjected to regular water quality monitoring
during construction in the vicinity.

574.
Noise. For mitigation during the construction phase the project contract documents will include
specifications that noise impacts will be mitigated by means of:

Source Controls. All exhaust systems will be maintained in good working order; proper
shields, shrouds, and intake and exhaust mufflers will be employed, operation of machinery will
be at minimum power, and regular equipment maintenance will be undertaken. All blasting
operations should be carried out with limited size charges, and blasting mats used where
appropriate.

Construction Site Controls. Stationary machinery will be placed as far away from sensitive
receptors as practical.

Time and Activity Constraints. Operations will be scheduled to correspond with periods
when people/wildlife would least likely to be affected. Construction activities should be
prohibited from April 15 June 15 near Tolbo Lake (Associated Project).

Community Awareness. Public notification of construction operations will incorporate noise


considerations; information procedure of handling complaints through the Grievance Redress
Mechanism will be disseminated. Sensitive receptors will be avoided as far as possible.
Disposal sites and haulage routes will be coordinated with local officials.

Baseline and Routine Noise Monitoring. Pre-construction monitoring of existing noise will be
undertaken to provide a baseline for the measurement of impacts during the construction
period. Routine monitoring will also be required in areas of high potential impact as specified in
EMP, during the life of the Project.

575.
Solid Waste. For waste control during the construction phase, the civil works contract documents will
contain provisions requiring:

576.

577.

Construction of temporary points for collection and disposal of waste and garbage;

Fencing the construction area (if needed);

Reinstatement of lands after completion of construction works; and

Construction of sanitation facilities for construction employees.

For solid waste management during operations the following mitigation will be implemented:

Construction of rest points and parking areas with solid waste bins;

Road signs; and

Awareness campaigns.

Habitat Fragmentation and Wildlife Migration Patterns. The proposed mitigation measures include:

127

Using warning signs and wildlife reflectors in the initial stage of the project operation phase;
and

Capacity building of the Administrations of Specially Protected Areas in Khovd and Bayan-Olgii
aimags. In close cooperation with WWF and WCS, they will be responsible for collection of
additional information on wildlife migration routes and behaviour of animals to provide
recommendations on feasible mitigation measures when the traffic increases.

578.
Poaching. The capacity of Customs at Russian/Mongolian border and especially Mongolian/China
border should be strengthened not to allow poachers and illegal traders to smuggle Saiga horns, skins of rare
animals, and other animal products. The training course for customs and border officers should include such
issues as Saiga illegal market, identification of Saiga horns, revealing illegal traders and creating awareness.
579.
Non-transport infrastructure. Mitigation related to potential non-transport infrastructure has been
assessed as follows:

Water Supply Systems. Project contract documents will contain provisions requiring preconstruction monitoring of existing water quality to provide a baseline for the measurement of
impacts during the construction period; and

Waste Disposal. Contractual requirements for the Project will include enforceable provisions
for the proper disposal of waste. Implementation and enforcement of the provisions will be the
responsibility of the Supervising Engineer.

580.
Transport Infrastructure. The contracts will specify that care must be taken during the construction
period to ensure that traffic disruptions are minimized.
581.
Historical and Cultural Heritage. The Contractor will prepare a Cultural Heritage Management Plan to
manage any sites that may be encountered during construction. If a historical, cultural, or archaeological relic is
encountered along the project alignment, all construction activities will halt and the established action plan will
be implemented (notification of soum/district governor, Institute of Archaeology, and local police). Work will
recommence only after appropriate measures have been taken as requested by the appropriate authorities and
confirmation is received that work may resume.
582.
Health and Safety. Human health and safety risks associated with the Project during construction or
operation phases will be mitigated by:

10.3

Contract provisions to ensure that construction camp facilities are properly sited and
preparation of Construction Camp Management Plan;

Restrictions on construction workers in utilizing facilities of communities in the area;

Awareness building among community;

Engineering efforts to reduce the likelihood of accidents and education of users about the risks
of high speed; and

Enforcing traffic laws.

Implementation

583.
The Project Implementation Unit (PIU) will ensure that copies of this EMP, translated into Mongolian,
are made part of the contract documents. The Contractor will be responsible for preparing a specific
Environmental management Plan (Contractors Environmental Management Plan) based on this EMP, prior to
the commencement of construction activities. The Supervising Engineer (SE) will be responsible for reviewing
and approving the Contractors EMP as well as ensuring that contractors comply with its mandates. Public
complaints regarding adverse environmental impacts arising from inadequate implementation of the EMP will
be captured through the proposed Grievance Redress Mechanism.
584.
While the contractor will include an Environmental Management Officer in the contractors staff
responsible for implementing the EMP the supervising engineers staff will also include an Environmental
Specialist for monitoring the implementation of the EMP and managing other unforeseen environmental
128

impacts.
585.
Before the construction activities commence, the Contractor will prepare and submit other mitigation
plans and method statements consistent with the EMP to SE for review and approval. Contract documents
shall explicitly indicate the requirement of these plans and also state that all environmental protection measures
should be included in the bid price. These other mitigation plans include:

10.4

Soil Erosion Management Plan will include measures to be taken during earthworks to
avoid/mitigate erosion arising from cut and fill, stockpiling, stabilization.

Aggregate/Borrow Pits Management Plan will describe work activities; technology, potential
environmental impacts, and mitigation measures for aggregate/borrow pits. It should specify
that borrow pits and quarries should not be in a protected area. Contractors will ensure that
(i) borrow areas will be located outside the ROW (ii) After use borrow pit areas will be graded
to ensure drainage and visual uniformity (iii) borrow pit restoration will follow the completion of
works in full compliance with all applicable standards and specifications, and (vi) topsoil from
the opening of borrow pits will be saved and used to re-vegetate the pits.

Spill Management Plan will document the specific requirements, protocols, responsibilities,
and materials necessary to implement an emergency spill response during the first few hours
of an incident.

Construction Camp Management Plan will propose preventive/mitigation measures for


environmental impacts of construction camp and construction yard including fuel storage, filling
station and vehicle washing sites.

Waste Management Plan for operation of contractors yard/construction camp will provide
procedures for management of hazardous waste, evaluate the type and quantities of waste
matter, as well as detail arrangements for storage and transportation of the waste.

Reinstatement/Revegetation Management Plan will be prepared by a qualified ecologist of


the Contractor and will include details of revegetation, stabilization of riverbanks and
embankments to prevent erosion, planting trees along the road and other appropriate
environment enhancement measures.

Cultural Heritage Management Plan will deal with archaeological sites that might be
discovered during construction and will be prepared by the Contractor. It should contain
emergency measures to be adopted in the event of unexpected discoveries, on-site training of
construction staff in relation to cultural heritage, and communication procedures for response
to cultural heritage issues.

Bridge Construction Method Statements for the organization and carrying out of bridge
construction works will describe the proposed methodology for bridge construction over major
rivers and the proposed measures for the avoidance of surface water pollution.

Implementation Schedule

586.
The implementation schedule for the Project Cycle addresses mitigation and monitoring as illustrated in
Table 10.1 below.
Table 10.1: Environmental Mitigation and Monitoring Schedule
Phase
Mobilization/ Preconstruction
During the
mobilization phase
During
construction

129

Issue
Training for PIU be completed before the beginning
of mobilization phase
SE to review and approve contractors management
plans and method statements and forward to PIU
Mitigation and monitoring

Schedule
1 time
1 time
see EMP and
monitoring plan

Phase
During
construction

During Operation

10.5

Issue
Reporting:
Contractor to SE
SE to PIU/DOR
PIU/DOR to ADB (through MRTCUD)
Mitigation, monitoring of air and water quality,
wildlife corridors, efficiency of wildlife reflectors and
warning signs

Schedule
weekly/monthly
monthly
quarterly
Regularly according
to monitoring
program

Environmental Cost Estimate

587.
During the construction phase and the operation phase, a number of mitigation and monitoring
measures have to be implemented to ensure environmental management and protection. These are listed
below with the associated costs in Table 10.2. The total estimated investment in environmental protection is
$396,100.
Table 10.2: Environmental Protection Costs
Item
A. Mitigation
1. Dust control
2. Drifting snow fence
3. Sanitation at construction camps
4. Reflective road studs (wildlife warning
reflectors)
5. Air pollution control equipment
6. Blasting mats
7. Protection of drinking water sources
8. Solid waste management
Subtotal (A)
B. Monitoring
1. Lab and field monitoring equipment
Air quality measurement
Noise measurement
Water quality measurement
2. Ecological monitoring (Administration
of SPA) (equipment + vehicles) and
Preparation of Management Plan for
MNR
Subtotal (B)
C. Social Aspects
1.Public consultation on EMP
Implementation
2. Grievance Redress
Subtotal (C)
Total

Unit

Quantity

Unit Cost

Costs ($)

day
m

360
500

200
8.2
lump sum

72,000
4,100
25,000

km

10

300

3000

lump sum
lump sum
lump sum
lump sum

20,000
10,000
2,000
30,000
146,100

lump sum
lump sum
lump sum

30,000
25,000
30,000

lump sum

150,000
235,000

lump sum

5,000

Lump sum

10,000
15,000
396,100

Source: Consultant TA No. 7449-MON.

10.6

Institutional Arrangements

588.

Key organizations and people involved in environmental management of the project are as follows:

130

The Ministry of Roads, Transportation, Construction and Urban Development (MRTCUD)


will be the Executing Agency for the Project and through its Department of Roads (DOR)

ensure that environmental management is implemented as required and report to the Steering
Committee and ADB.

The Steering Committee will include representatives of different Ministries and Agencies such
as Ministry of Finance, Ministry of Health, MNET, and MRTCUD. The Chairperson of the
Steering Committee is the State Secretary of MRTCUD.

The Project Implementation Unit (PIU) will reside within the DOR with on-site offices. The
PIU through the supervising engineer (SE) will be responsible for overall contract
administration and day-to-day project supervision including environmental management.

The Supervising Engineer (SE) will perform the following duties:

supervise site environmental management system of the contractors, and provide


corrective instructions;

review the EMP implementation by the contractors; and

report EMP implementation status to the PIU/DOR on environmental inspection and


monitoring results.

The Contractor. In the technical specification for the civil works contract, activities to protect
environment will be described. During construction, contractors will strictly implement the
Contractors EMP and undertake self-check activities and fully cooperate with the external
environmental inspectors.

589.
Bidding documents and detailed design contracts will be prepared and managed by the Department of
Roads (DOR) of MRTCUD. Public consultations during the implementation of the EMP will be arranged by the
SE/PIU. Construction work will be carried out by a qualified contractor and relevant sub-contractors. The
contractor will be responsible for implementing the mitigation and monitoring measures defined in the EMP. To
meet this requirement the contractor will appoint an Environmental Manager to oversee this task who will
communicate closely with the SEs Environmental/Social Specialist.
590.

131

Figure 10.1 presents the implementing and reporting structure for the EMP.

Figure 10.1: Organizational Chart for Implementing the EMP

Source: Consultant TA No. 7444-MON.

10.7

Capacity Building

591.
It was found that the capacity of PIU to undertake responsibilities for carrying environmental
management and monitoring is limited. There is little experience in the implementation and management of
EMPs and skilled technical staff are not available at either the national or aimag levels. Thus, it will be
necessary to embody a program of institutional strengthening and training through the provision of technical
assistance and procurement of laboratory equipment and supplies. This capacity building has not been
budgeted under the EMP as it will be considered in combination with a proposal on new organizational
structure.
592.
Technical assistance. One of the main objectives of the training programs is to provide guidance on
the goals, methods and procedures for environmental management appropriate for road development activities.
This will cover aspects of environmental monitoring, specially protected areas issues, and wildlife management.
Training is recommended for the PIU construction supervision staff, environmental/social officer, selected
contractor personnel, and environmental staff at the local government level. In-country on-the job training by an
international expert is preferred to external training to ensure that the Mongolia situation is fully taken into
account, including both its physical and administrative circumstances.
593.
Capacity building recommendations also include joint environmental inspections. PIU and MNET will
regularly undertake joint inspections of the environmental aspects of the Project, and include the results of the
inspections in the project quarterly reports submitted by DOR through MRTCUD to ADB.
594.
Procurement of monitoring equipment. Instrumental environmental monitoring of the Project is a
responsibility of the contractor. Verification monitoring can be conducted using the equipment of the
PIU/Supervising Engineer and equipment procured through the financial assistance for the Project. With the
purpose of building capacities of DOR after completion of the Project, the latter is recommended. The project
monitoring equipment will be passed over to a new department under DOR as proposed below under
Organizational Changes.
595.
Organizational Changes. As was noted above, the capacity of DOR/PIU for environmental
management is low. A recommendation to establish an Environmental/Social Officer position within PIU is a
temporary measure specific for this particular project. Given the necessity for future road development projects
and inclusion of environmentally sensitive areas and ecological resources in Mongolia, there is a strong
demand for institutionalization of environmental aspects within MRTCUD. Establishing an environmental
management and safety department under DOR can be recommended as a first step to ensure sustainability in
road transport sector. One of the responsibilities of this department could be the development and
132

implementation of an environmental policy in transport sector.


10.8

Environmental Monitoring

596.
The monitoring framework for the Project is summarized in Table A1- 2 in Appendix I. Monitoring
activities include site supervision, verification of permits, monitoring environmental impacts such as noise, air
and water pollution as well as wildlife migration routes.
597.
It is recommended that construction contracts include that instrumental monitoring of air quality, water
quality and noise levels should be carried out prior to commencement of construction to establish a baseline
against which impacts can be measured. The locations for baseline monitoring may be determined in
consultation with SE and MNET and local government environmental inspectors. Contingency provisions
should be included for additional air and water quality, as well as noise monitoring at the request of the
SE/MNET if warranted by events.

133

11.

CONCLUSION

598.
The major anticipated direct (D) and indirect (I) environmental impacts on physical resources during
road construction (C) and operational (O) phases and correspondent mitigation measures include:

Negative
o
Permafrost: Construction activities can accelerate thermokarst processes in
high-mountain tundra (D, C);
o
Mitigation: proper design and environmentally sensitive construction practices;
o
Soil: Erosion processes in mountain terrain (D, C);
o
Mitigation: proper design and environmentally friendly construction practices;
o
Natural hazards: Flashflood-prone areas and Drifting snow (D, C, O); and
o
Mitigation: engineering measures.

Positive
o
Air Quality: Construction of a paved road will substantially decrease the
concentration of dust in air. (D, O);
o
Water Quality: Construction of bridges excludes pollution of water with
suspended particles and oil products from vehicles crossing the rivers directly; and
o
Soil: Decreased soil erosion resulting from the elimination of multiple earthen
trucks (D, O).

599.
The major anticipated direct (D) and indirect (I) environmental impacts on ecological resources during
road construction (C) and operational (O) phases and correspondent mitigation measures include:

Negative
o
Fauna: Moderate impacts on wildlife migratory routes are anticipated in a in
the Mankhan Nature Reserve (Saiga) and other corridors used by wild life (I, C, O);
o
Poaching: Increased accessibility of fauna, impacts on Saiga, ibex, snow
leopard and other Red Book listed species (I, C,O); and
o
Mitigation: Warning road signs and Management Plan; poaching control, in
coordination with anti-poaching capacity building and raising awareness of public
training for custom/border officers on illegal trade and provided by other organizations
and projects.

Positive
o
Flora: Decreased impacts on flora resulting from the elimination of multiple
earthen tracks (D, O).

600.
The major anticipated direct (D) and indirect (I) environmental impacts on socio-economic resources
during road construction and operational phases include:

Positive
o
Economic development: Increased opportunities for economic development of
the region (I, O); and unemployment reduction. (D, C, O); and
o
Transport development: Improved access to social infrastructure (D, O).

601.
The Project will have some negative and positive, direct and indirect environmental impacts on
physical, ecological and socio-economic environment during the road construction and operation phases. The
proposed alignment is on an existing track and it is on these track that the road construction will be carried out.
Further, the adverse impacts during construction are temporary and could be minimized by proper planning,
good construction practices and implementation of the proposed mitigation measures and monitoring
programs. Thus, these impacts are not expected to pose any threat to the environment.
134

602.
Assuming effective implementation of the mitigation measures and monitoring requirements as outlined
in the Environmental Management Plan (Chapter 10 and Appendix1), the Project is not expected to have
significant adverse environmental impacts.

135

APPENDIX I
ENVIRONMENTAL MANAGEMENT PLAN

TABLE A1-1: DETAILED ENVIRONMENTAL MANAGEMENT PLAN


TABLE A1-2: ENVIRONMENTAL MONITORING FRAMEWORK

CXXXVI

TABLE A1-1: DETAILED ENVIRONMENTAL MANAGEMENT PLAN


Environmental
Issue

Mitigation Measures

Estimated Cost,
$US

Location

Time Frame

Responsibility
Implementation

Supervision

Mankhan Nature
Reserve,

At preConstruction,
Construction
and post
Construction
phases

Dept. of Special
Protected Areas
Administration
and Management
in coordination
with WWF and
WCS

DOR/MNET

Project Area

Pre
construction
and
construction

PIU/DOR

MRTCUD

5,000

Mankhan

Pre
construction
and
construction

PIU/SE

DOR

Provided under
capacity building
of PIU

Pre
construction

DOR

MRTUCD

10,000

Throughout the Project


alignment

Before
construction

PIU/DOR

MRTCUD

I. Pre Construction Phase


1. Fauna
Capacity building of
Administrations of Specially
Protected Areas in Hovd and
Wildlife corridor
Mankhan
50,000 + 100,000
restrictions
Studying/Monitoring wildlife routes
and animal behaviour
Preparation of Management Plan
for Mankhan Nature Reserve
2. HIV/AIDS/STIs, Communicable Diseases, and Human Trafficking
Awareness Raising Campaign for
local population1
3. Public Consultation on EMP Implementation
Public consultations conducted to
disclose information on the EMP
and its implementation process
Peoples opinion
and obtain the opinions of
on the EMP
environmental experts and
Implementation
general public on the detailed
design in environmentally
sensitive areas and other affected
areas
Reporting project
Training PIU on project
environmental
environmental reporting
monitoring
II. Construction Phase
1. Grievance Redress
Official in charge of peoples
Grievances
grievance will be designated in
DOR and PIU.
1

Included in
HIV/AIDS budget

Provision for HIV/AIDS prevention campaign for workers will be included in work contracts.

CXXXVII

Environmental
Issue

Mitigation Measures

Estimated Cost,
$US

Location

Time Frame

Responsibility
Implementation

Supervision

Contractor

SE/PIU

A leaflet outlining environmental


protection measures and listing
grievance contact points will be
distributed.
Community leaders will be given
detailed information on the
grievance management process
NGOs will be informed in the
same manner as the community
leaders.
2. Soil

Soil erosion

CXXXVIII

Preparation of a Soil Erosion


management Plan
Areas of soil clearance should
be minimized;
Less erodible materials should
be selected and good
compaction, placement of
gabions and riprap particularly
around bridges and culverts
Stepped embankments will be
required for embankments
greater than six meters.
Separation of topsoil from
subsoil during the excavation
works; reuse of topsoil as a
superficial layer;
Reshaping the slope surface by
notching, blazing and pocking to
enhance seedling survivability;
Seeding with a fast growing
native species and seed mix
immediately after fill placement;
Stabilization of embankment
slopes and road cuts by revegetation with grazing resistant
plant species;
Completion of discharge zones
from drainage structures with

Included in the
main civil works
cost

throughout the Project


area

Construction
Period

Environmental
Issue

Permafrost

Mitigation Measures
riprap to reduce erosion when
required.
Down drains/chutes lined with
rip-rap/masonry or concrete to
prevent erosion.
Construction in erosion and
flood-prone areas should be
restricted to the dry season
Using geotextile for erosion
control will be limited but might
be justified in some locations.
Precautions in designing of
roadbed in embankments;
Erection of the roadbed of rock,
coarsely clastic rock and sand
soils,
Using natural and artificial heatinsulating materials in subgrade,
embankment and road
pavement;
Using non-woven synthetic
materials (geotextile) in
subgrade and embankment
Replacement of waterlogged
soils of seasonally thawing layer
and ice-saturated underlying
permafrost with coarsely clastic
rock and sand soils
correspondingly.

Estimated Cost,
$US

Location

Time Frame

Responsibility
Implementation

Supervision

Included in the
main civil works
cost

In permafrost areas

Construction
Period

Contractor

SE/PIU

Installation of box culverts


Warning signs

Included in the
main civil works
cost

Identified flash flood


prone areas

Construction
phase

Contractor

RSRC/PIU

Installation of snow fencing

4,100

Baga Ulann Pass and


Bodonch Canyon

Construction
phase

Contractor

SE/PIU

All earthwork vehicles shall be


covered to avoid spillage

72,000

Construction sites,
asphalt plants

Construction
phase

Contractor

SE/PIU

3. Natural Hazards
Flashfloods
Blowing and
drifting snow
4. Air Quality
Generation of
dust
CXXXIX

Environmental
Issue

Emissions from
Construction
Vehicles,
Equipment, and
Machinery

Monitoring of
impacts to air
quality

Mitigation Measures
Material storage site should be
300 m away from residential
areas
Water will be sprayed on the
construction sites and major
feeder roads twice a day during
dry season
The asphalt batching plants/
crushing plants must be fitted
with dust extraction units in
compliance with local standards
All vehicles, equipment, and
machinery used for construction
shall be regularly maintained and
correctly operated (including the
use of dust filters or hoods)
throughout the Project
alignment.
Monitoring of the basic
parameters of construction
emissions near sources (carbon
monoxide, nitrogen oxides,
sulphur dioxide, particulate
matter)

Estimated Cost,
$US

Location

Time Frame

Responsibility
Implementation

Supervision

20,000 for air


pollution control
equipment for
asphalt plants /
crushing plants

Construction sites
(asphalt plants /
crushing plants)

Construction
period

Contractor

SE/PIU

30,000

Construction sites

Construction
period

Construction
Supervising
Engineers

SE/PIU

Included in the
main civil works
cost

Construction sites

Construction
period

Contractor

SE

2,000

Throughout the 103.3


km section

Preconstruction

Contractor

SE/PIU

5. Water Issues

Contamination of
water bodies

Contamination of
drinking water
CXL

Control of water flow speed by


means of rip-raps, dissipation
structures, grass, etc.
Storm water drainage and
retention basins would be
constructed and a siltation fence
(where a river/stream is nearby)
would be installed prior to
commencement of construction;
Contractor should develop and
implement a Spill Management
Plan
Existing water wells and springs
would be clearly marked to

Environmental
Issue
sources

Monitoring of
impacts on water
bodies

Mitigation Measures
prevent accidental damage from
construction vehicles
Monitoring of the basic
parameters of wastewater and
affected water bodies
(Temperature, suspended
particles, pH, dissolved oxygen
content, COD, BOD, oil
products)

Estimated Cost,
$US

Location

Time Frame

Responsibility
Implementation

Supervision

Construction sites

Construction
period

Contractor/SE

PIU

Wildlife migration
routes in the Project
Section

Installation of
reflectors and
signs
construction
phase;
Maintenance
of reflectors
Operation
phase

Contractor,
Administrations of
SPAs in Hovd and
Olgiy in
coordination with
WWF and WCS.

PIU

Project section and


associated component
sections

Construction
and postconstruction

Contractor

PIU/MNET

Included in the
main civil works
cost

Areas with favorable


conditions for trees

Postconstruction

Contractor

SE/PIU

Safety measures
are included in the
main civil works
cost
10,000 (blasting
mats)

Cut areas and quarries

Construction
period

Contractor

SE/PIU

30,000

6. Fauna

Wildlife corridor
restriction

Installation of wildlife reflectors;


Installation of warning signs;
Studying/Monitoring wildlife routes
and animal behaviour

Illegal Poaching
and Hunting

Clauses written into construction


contracts: immediate firing and
prosecution of individuals
involved in poaching and illegal
trade, hunting, or cutting of
vegetation

3,000

The restriction will


be included in
construction
contracts

7. Flora
Planting trees

Landscaping

8. Noise and Vibration


Blasting operations shall be
carried out in accordance with
Law on Control of Explosives
Blasting
(2004)
Operations
Blasting schedules shall be
publicly disseminated in areas
where residences will be
impacted by the blasting noise
CXLI

Environmental
Issue

Mitigation Measures

including shepherds.
Potential structures which may
be impacted from blasting
vibration will be identified prior to
blasting and monitored during
blasting. Appropriate safety
measures will be implemented.
This applies to all blasting sites
(cuts, rock quarries) during all
blasting activities.
Trial blasts in less sensitive
areas will be made for better
blast design and identification of
potential zone of influence.
Noise Reduction techniques will
be used to decrease physical
disturbance of wildlife (Bodonch
Canyon)
Plant and equipment used in
construction shall strictly
conform to local noise standards.
Within 200 m of the nearest
Noise from
habitation, construction work
Vehicles, Plant,
such as crushing, concrete
and Earthmoving
mixing and batching, mechanical
Equipment
compaction, etc., will be stopped
between 22:00 and 06:00 hours
throughout the Project area,
sites temporarily acquired, and
all borrow areas.
Monitoring of
Monitoring of noise levels in
noise levels
sensitive areas
9. Historical, Cultural, and Archaeological Heritage
If a historical, cultural, or
archaeological relic is
Encountered
encountered during construction,
during
throughout the Project area, all
Construction
activities will halt and an
established action plan will be
CXLII

Estimated Cost,
$US

Included in the
main civil works
cost

25,000

Location

Time Frame

Responsibility
Implementation

Supervision

Construction Sites

Construction
period

Contractor

SE/PIU

Sensitive construction
sites

Construction
Period

Contractor

SE/PIU

Contractor

DOR, If needed
soum/district
governor,
Institute of
Archaeology
and local police

Project Area

Construction
Period

Environmental
Issue

Mitigation Measures

Estimated Cost,
$US

Location

Time Frame

Responsibility
Implementation

Supervision

Contractor

SE/PIU

Contractor

SE/PIU

Contractor, Local
Police

SE/PIU

DOR

MRTCUD

implemented (notification of
soum/district governor, Institute
of Archeology and local police).
Works will recommence only
after appropriate measures have
been taken as requested by the
appropriate authority, and
confirmation has been received
from them that works may
resume.
10. Restoration of Borrow Pits and Quarries
Reinstatement of
borrow pits and
quarries

Topsoil strip (where necessary)


Grassing the area

11. Construction Camps


Damage of
topsoil
Proper construction camp
Contamination
management in compliance with
related to fuel
Construction Camp Management
storage and
Plan;
fuelling
Proper waste management in
operations
compliance with Waste
Sewerage
Management Plan;
related
Proper spill management in
contamination
compliance with Spill
Waste
Management Plan.
management
Planning to reduce the likelihood
of accidents
12. Road Safety
Education of users on the risks
of high speeds
Enforcement of traffic laws
Operation Phase
Contractors will be required to
clean up the ROW after
1. Solid waste
construction
Garbage bins will be installed in
CXLIII

Included in the
main civil works
cost

Identified quarries and


borrow pits along the
road

After a
completion of
construction
works

25,000

Included in road
safety budget

In all sections

Design,
Construction,
and Operation
phases

10,000

In all sections

Operation
period

Environmental
Issue

Mitigation Measures

Estimated Cost,
$US

Location

Time Frame

Responsibility
Implementation

Supervision

maintenance centers and service


stations
Staff in the maintenance centers
will carry out periodical solid
waste collection

2. Air Quality

3. Water Quality

4. Noise and
Vibration

CXLIV

Monitoring in the proximity to


towns

Monitoring in proximity to major


rivers

Monitoring in the proximity to


towns

The cost of this


equipment is
included in Air
Quality Monitoring
during
Construction
Phase
The cost of this
equipment is
included in Water
Quality Monitoring
during
Construction
Phase
The cost of this
equipment is
included in Noise
Monitoring during
Construction
Phase

Mankhan

Operation
period

MNET

MNET

Mankhani

Operation
phase

MNET

State
Professional
Inspection
Agency

State
Professional
Inspection
Agency

State
Professional
Inspection
Agency

TABLE A1-2: ENVIRONMENTAL MONITORING FRAMEWORK


Monitoring
Parameters

1. Air Quality

2. Water Quality

3. Noise

4. Fauna

CXLV

Location and Frequency of Parameter Measurement


A. Construction Phase
Monitoring parameter: TSP
Monitoring frequency: 2 times/day
Monitoring points: Construction sites and transportation roads
B. Operation Phase
Monitoring parameter: TSP, CO, NOx, SO2
Monitoring frequency: 3 times/day
Monitoring points: near Hovd and Olgiy
C. Monitoring Standard
Mongolian standard: MNS 0017-2-3-16:1988
A. Monitoring Parameters: COD, BOD5, suspended solids, oil products
B. Monitoring Frequency:
Construction phase: 3 times/day
Operation phase: 2 times/day
Monitoring points (Quantity): Bulgan River (2), Uyench River (1), Bodonch River (1),
Hovd River (3), and Khar-Us Nuur Lake (1)
C. Monitoring Standard
Mongolian standard: MNS 4586:1998
MNS 4943:2000
A. Monitoring Frequency
Construction Phase: 1 time/day
Operation Phase: 2 times / year
B. Monitoring Points
Construction phase: Near sensitive receptors (Bodonch, Mankhan,)
Operation phase: Hovd and Olgiy
C. Monitoring Standard
Mongolian standard: MNS 0012-1-009:1995
A. Monitoring Item
Endangered fauna and its migration patterns. IBAs
B. Monitoring Frequency
Seasonal observations/day and night time
C. Monitoring Points
Wildlife migration routes and IBAs: Bulgan Nature Reserve, Bodonch Canyon,
Mankhan/Khar-Us Nuur, Tsambagarav National Park, Siilkhem National Park, Tolbo
lake

Location

Construction sites,
Including
monitoring of
asphalt plants

Project Area
including, Uyench,
Bodonch and
Khovd rivers and
Khar-Us and small
streams and
rivultes crossing
the alignment

Time Frame

Construction
and operation
phases

Construction
and operation
phases

Sensitive
receptors in
settlements and
Mankhan Nature
Reserve:

Construction

In ecologically
sensitive Project
Areas

Pre-detailed
design,
detailed
design, and
operation,
phases

Responsibility
Construction
phase
Contractor;
Operation phase
: State
Professional
Inspection
Agency
Construction
phase
Contractor;
Operation phase
: State
Professional
Inspection
Agency
Construction:
Contractor;
Operation: State
Professional
Inspection
Agency

Construction:
Contractor;
Operation:
Administration of
SPAs of Khovd
and Bayan-Olgii
aimags

APPENDIX II A

CLIMATE VARIABLES AND AIR QUALITY STANDARDS

CXLVI

Figure 1: Absolute Maximum/Minimum Air Temperature, (1995-2005)


Manhan soum, Hovd aimag
40
30
20
10
0

absolute maximum
temperature,

-10

absolute minimum
temperature,

-20
-30
-40
-50

II

III

IV

VI

VII

VIII

IX

XI

XII

Source: EIA 2007.

Munkhkhairkhan soum, Hovd aimag


40
30
20
10

absolute maximum
temperature,oC

0
-10

absolute minimum
temperature,oC

-20
-30
-40
I

Source: EIA 2007.

CXLVII

II

III

IV

VI

VII

VIII

IX

XI

XII

Must soum, Hovd aimag


40
30
20
10
0
-10
-20
-30
-40
I

II

III

IV

VI

absolute maximum temperature,oC


Source: EIA 2007.

CXLVIII

VII

VIII

IX

XI

XII

absolute minimum temperature,oC

Figure 2: Absolute Minimum Temperature of Soil Surface, (1995-2005)

Mankhan soum, Hovd aimag


10

II

III

IV

VI

VII

VIII

IX

XI

XII

-10

-20

-30

-40

-50

absolute minimum temperature of soil surface,


Source: EIA 2007.

Munkhkhairkhan soum, Hovd aimag


0
-5

II

III

IV

VI

VII

VIII

IX

-10
-15
-20
-25
-30
-35
-40
-45
absolute minimum temperature of soil surface,oC

Source: EIA 2007.

CXLIX

XI

XII

Must soum, Hovd aimag


0
-5

II

III

IV

VI

VII

VIII

IX

XI

XII

-10
-15
-20
-25
-30
-35
-40
-45
absolute minimum temperature of soil surface,oC
Source: EIA 2007.

Figure 3: Monthly mean precipitation, mm, and mean snow depth, cm (1995-2005)

Manhan soum, Hovd Aimag


40.0
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0

7
6
5
4
3
2
1
0
I

II

III

IV

VI

preciptation amount,mm
Source: EIA 2007.

CL

VII VIII

IX

XI

snow depth,cm

XII

Munkhkhairkhan soum, Hovd Aimag


25

20
2
15
10
1
5
0

0
I

II

III

IV

VI

VII

precipitation amount,mm

VIII

IX

XI

XII

snow depth,cm

Source: EIA 2007.

Must soum, Hovd Aimag


3

35
30
25

20
15
1

10
5
0

0
I

II

III

IV

VI

VII

precipitation amount,mm

VIII

IX

XI

XII

snow depth,cm

Source: EIA 2007

Category
24 hour mean
Maximum value

Table 1: National Air Quality Standards


Concentration, mg/ m3
Dust
SO2
CO
0.15
0.05
3.0
0.5
0.5
5.0

Source: Ministry of Nature, Environment and Tourism, State of Environment 2003, 2005.

CLI

NO2
0.04
0.085

APPENDIX II B

WATER QUALITY STANDARDS

CLII

1
2
3
4
5
6
7
8
9
10
11
12
13

Table 1: Ambient Water Quality Standards


Contents
Unit
Acceptable concentration
pH
6.5-8.5
Dissolved O2
mgO/l
Less than 6.4
Biochemical oxygen demand
mgO/l
3
Chemical oxygen demand-Mn
mgO/l
10
Ammonium NH4 -N
mgN/l
0.5
Nitrite NO2 -N
mgN/l
0.02
Nitrate NO3 -N
mgN/l
9.0
Phosphorus PO4-P
mgP/l
0.1
Sulfur oxide SO4
mg/l
100
Manganese Mn
mg/l
0.1
Copper Cu
mg/l
0.01
Chromium Cr6+
mg/l
0.01
Detergent
mg/l
0.1

Note: Concentration of dissolved oxygen in water has to be less than 6mgO/l during the warm
season, less than 4mgO/l - when water is covered with ice.
Source: EIA 2007.

Table 2: Discharge Water Quality Standard (To Water)


Unit
Acceptable concentration
o
1
Water temperature
C
20
2
pH
6-9
3
Biochemical oxygen demand (BOD) mgO/l
20
4
Chemical oxygen demand (COD)
mgO/l
50
5
Mn-O
mgO/l
20
6
Substance could be weighted
mg/l
35
7
Dissolved sodium
mg/l
800
8
Cyanide
mg/l
0.05
9
Phenol
mg/l
0.05
10
Mineral Oil
mg/l
1
11
Fat
mg/l
5
12
Sulphide
mg/l
0.2
13
Copper
mg/l
0.3
14
Cadmium
mg/l
0.03
15
Manganese
mg/l
0.5
16
Mercury
mg/l
0.001
17
Arcenic
mg/l
0.05
18
Nickel
mg/l
0.2
19
Selenium
mg/l
0.02
20
Iron
mg/l
1
21
Plumb
mg/l
0.1
22
Total Chromium
mg/l
0.3
23
Chromium 6
mg/l
0.05
24
Zinc
mg/l
1
25
Ammonium
mgN/l
8
26
Total Nitrogen
mg/l
20 2.51 21
27
Total phosphor
mg/l
1.5 0.31
28
Remained chloride
mg/l
1.5
29
3 chlorine ethylene
mg/l
0.2
30
4 chlorine ethylene
mg/l
0.1
31
Phosphor organic compound
mg/l
0.2
Source: EIA 2007.

CLIII

Table 3: Discharge Water Quality Standards (Water Into Soil)


Compositions
Unit
o
1
Water temperature
C
25
2
Smell
Without unpleasant smell
3
pH
6-9
4
Biochemical oxygen demand
mgO/l
50
5
Chemical oxygen demand
mgO/l
100
6
Mn-O
mgO/l
30
7
Substance could be weighted
mg/l
150
8
Dissolved sodium
mg/l
1000
9
Cyanide
mg/l
0.2
10
Mineral Oil
mg/l
3
11
Fat
mg/l
10
12
Sulphide
mg/l
0.5
13
Copper
mg/l
0.5
14
Cadmium
mg/l
0.05
15
Manganese
mg/l
1
16
Mercury
mg/l
0.001
17
Arcenic
mg/l
0.1
18
Nickel
mg/l
0.5
19
Selenium
mg/l
0.02
20
Iron
mg/l
2
21
Plumb
mg/l
0.5
22
Total Chromium
mg/l
0.5
23
Chromium 6
mg/l
0.1
24
Zinc
mg/l
2
25
Ammonium
mgN/l
15
26
Total Nitrogen
mg/l
30
27
Total phosphor
mg/l
5
28
Pathogen and other bacteria
Not detected
Source: National Center of Standardization and Metrology.

CLIV

APPENDIX IIC

LIST OF FLORA AND FAUNA

CLV

Zone
High mountain

Mountain steppe

Dry steppe

Desert steppe

Stepped desert
Grasses
undershrub desert

Undershrub and
shrub desert

Hamad

Table 1: List of Dominant Plants


Dominance
Cerastium lithospermifolium, Dryadanthe tetrandra, Parrya exscapa, Kobresia
belardii, Carex melanatha, Carex orbicularis
Festuca lenensis, Oxytropis oligantha, Potentilla nivea, Stellaria pulvinata,
Artemisia argyrophylla, Kobresia filifolia
Festuca lenensis, Helictotrichon desertorum, Festuca valesiaca, Poa
attenuate, Silene repens, Arenaria capillaries, Onosma arenaria, Spiraea
hypericifoloa, Agropyron cristatum, Carex pedifopmis, Galium verum
Festuca lenensis, Agropyron cristatum, Krylovia eremophylla, Peucedanum
histrix, Allium edaurdii, Potentilla sericea
Caragana bundei, Caragana pugmaea, Stipa krylovii, S.kirghisorum, Festuca
valesiaca, Agropyron cristatum, Artemicia dolosa, Melandrium viscosum,
Saussuea pricei
Stipa gobica, Agropyron nevskii, Agropyron cristatum, Artemisia frigida,
Arenaria capillaries, Caragana leucophloea, Eurotia ceratoides
Stipa glareosa, S.sibirica, Agropyron cristatum, Cleistogenes squarrosa,
Allium equardii, Artemisia rutifolia, Caragana bundei, Lophanthus chinensis
Stipa glareosa, Caragana bundei, Euratia certoides, Anabasis brevifolia,
Artemisia xerophytica, Agropyron nevskii
Nanophyton grubovii, Eurotia ceratoides, Stipa glareosa, Artemisia
gracilescens, Reamurea songorica
Anabasis brevifolia, Stipa glareosa, Arthemisia xerophytica, A.hanthochroa,
Ajania fruticosa, Zygophyllum pterocarpum, Ephedra sinica
Euratia certoides, Reamurea songorica, Haloxylon ammodendron, Artemisia
terrae-albae, Anabasis salsa, A. truncata
Haloxylon ammodendron, Anabasis brevifolia, Zygophyllum xanthoxylon,
Reamurea songorica,
Achnathuerum splendens, Leymus, Iris lacteal, Carex enervis, Kalidium
foliatum, Reamurea songorica, Phragmites communis, Tamarix ramosissima,
Haloxylon ammodendron, Popolus diversifolia

Source: EIA 2007.

3
4

5
6
7
8
CLVI

Table 2: Rare and Endangered Species of Mammals in Khovd and Bayan-Olgii Aimags
English name
Mongolian name
Latin name
Potential occurrence
in the Project Area
Asiatic Wild Dog*
,
Cuan alpinus
Bodonch Canyon
in Bodonch Canyon,
near Tsambagarav
Snow leopard*

Uncia Uncia
Nature Reserve, Shine
Pass, Siilkham
National Park
Southern part of
Asiatic Wild Ass

Equus hemionus
Bulagan soum
Wild Boar

Sus scrofa nigripes
Khar Us Nuur
Mankhan Nature
Saiga

Saiga tatarica tatarica
Reserve, Khar Us Nuur
National Park
Near Khar-Us Nuur
Mongolian saiga

Saiga tatarica mongolica and Mankhan Nature
antelope*
Reserve
Mankhan Nature
Goitered Gazelle

Gazella subgutturosa
Reserve
Wild mountain sheep

Ovis ammon
Nearby Bodonch river
Ibex

Capra Ibex siberica


in Bodonch canyon,

English name

Beaver*

10

Satunins Jerbao

11

Thick-tailed Pygmy
Jerboa

Mongolian name

Latin name

Castor fiber birulai


Cardiocranius paradoxus
Salpingotus crassicauda

Potential occurrence
in the Project Area
near Tsambagarav
Nature Reserve, Shine
Pass, Siilkham
National Park
Bulgan river
Khar Us Nur National
Park
Khar Us Nur National
Park

Note: *-are included on Appendices I and II of the Convention on the International Trade of Endangered Species
(CITES).
Source: EIA 2007.

Table 3: Rare and Endangered Local and Migrant Bird Species of in Khovd
English name

Mongolian name

Latin name

Khovd

1
2
3
4
5
6
7
8
9

Dalmatian Pelican
Great white Egret
Eurasian Spoonbill
Black stork
Whopper Swan
Bar-headed Goose
Swan Goose
Osprey
White tailed Sea Eagle

Pelecanus crispus
Egretta alba
Platalea leucorodia
Cionia nigra
Cygnus Cygnus
Eulabeia indica
Cygnopsis cygnoides
Pandion haliaeus
Haliaeetus albicilla

+
+
+
+
+
+
+
+

10

Altai snowcock

Tetraogallus altaicus

11
12

Phasianus colchicus
Grus vipio

+
+

13

Ring necked Pheasant


Japanese White napped
crane
Houbara Bustard

14
15

Great Black-headed Gull


Hodgsona bushchat

Chlamydotis
undulate
Larus ichthyaetus
Saxicola insignis

+
+

Remiz pendulinus
Podoces hendersoni

+
+

16
17

Euroasian pinduline Tit


Hendersons Ground Jay
Source: EIA 2007.

CLVII

APPENDIX II D

HISTORICAL AND CULTURAL HERITAGE

CLVIII

Deer Stones beside the Road Close to Baag Ulaan Davaa

CLIX

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