Western Regional Road Corridor Investment Program (RRP MON 41193)

Environmental Impact Assessment

Project Number: 41193

September 2011

Mongolia: Western Regional Road Corridor Investment Program–

Tranche 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 ADB’s 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.
ENVIRONMENTAL IMPACT ASSESSMENT REPORT

TA No. 7449-MON: Regional Transport Development Project

Western Regional Road Corridor Development Program

Baga – Ulaan – Davaa – Mankhan (103.3km)

 CURRENCY EQUIVALENTS
(As of July 2011)
Currency Unit – Togrog (MNT)
MNT100 = $0.072
$100 = MNT137,500

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 Asian Development Bank

ADT Average Daily Traffic
AMa Absolute Maximum
AMi Absolute Minimum
о
С Degrees of Celsius
cm Centimeter
EIA Environmental Impact Assessment
EMP Environmental management Plan
GOM Government of Mongolia
GRM Grievance Redress Mechanism
ha Hectare
km Kilometer
km/h Kilometers per hour
KUNNP Khar-Us Nuur National Park
m Meter
MESC Ministry of Education, Science, and Culture
MFF Multitranche Funding Facility
3
mg/m Milligrams per cubic meter
MLEIA Mongolian Law on Environmental Impact Assessments
MLEP Mongolian Law on Environmental Protection
MNET Ministry of Nature, Environment and Tourism
MOF Ministry of Finance
MRTCUD Ministry of Road, Transport, Construction and Urban Development
NAMHEM National Agency of Meteorology Hydrology and Environmental Monitoring
NGO Non-Governmental Organization
NM National Monuments
NP National Parks
NR Natural Reserves
NSO National Statistical Office
PIU Project Implementation Unit
PRC People’s Republic of China
RP Resettlement Plan
SE Supervising Engineer
SPA Specially Protected Area
SPIA State Professional Inspection Agency
USD US Dollar
UNDP United Nations Development Program
TA Technical Assistance
UB Ulaanbaatar
WCS World Conservation Society
WRRC Western Regional Road Corridor
WRRCDI Western Regional Road Corridor Development Project–Phase I
WRRCIP Western Regional Road Corridor Investment Program
WWF World Wide Fund for Nature

NOTE:
(i) In this report, “$” refers to U.S. Dollars.
 TABLE OF CONTENTS

1.  EXECUTIVE SUMMARY................................................................................................................................ I 

1.1  Introduction ............................................................................................................................................................... i 

1.2  Critical Facts ............................................................................................................................................................. i 

1.3  Significant Findings ................................................................................................................................................ ix 

1.4.  Environmental Management Plan ........................................................................................................................ xv 

1.5  Conclusion ............................................................................................................................................................. xvi 

2.  INTRODUCTION ......................................................................................................................................... 17 

2.1  Background ............................................................................................................................................................ 17 

2.2 Multitranche Financing Modality ....................................................................................................................... 19 

2.3  Associated Facilities ............................................................................................................................................... 20 

2.4  EIA Preparation ..................................................................................................................................................... 20 

2.5  Report Structure .................................................................................................................................................... 20 

3.  POLICY LEGAL AND ADMINISTRATIVE FRAMEWORK ........................................................................ 22 

3.1  Environmental Policy ............................................................................................................................................ 22 

3.2  Environmental Law ............................................................................................................................................... 22 

3.3  Environmental Impact Assessment Requirements ............................................................................................ 23 

3.4  Project Environmental Categorization ................................................................................................................ 26 

3.5  Administrative Framework ................................................................................................................................... 26 

4  DESCRIPTION OF THE PROJECT ............................................................................................................ 30 

4.1  Description of the Proposed Actions .................................................................................................................... 30 

4.2  Bill of Quantities (BOQ) for the Project .............................................................................................................. 32 

4.3  Need for the Project ............................................................................................................................................... 32 

4.4  Project Location ..................................................................................................................................................... 34 

4.5  Traffic Projections ................................................................................................................................................. 38 

4.6  Implementation Schedule ...................................................................................................................................... 38 

5.  DESCRIPTION OF THE ENVIRONMENT .................................................................................................. 40 

5.1  Environment of Mongolia ..................................................................................................................................... 40 

5.2  Assessment Process ................................................................................................................................................ 40 

5.3  Definition of the Project Area ............................................................................................................................... 40 

5.4  Physical Resources ................................................................................................................................................. 41 

5.5  Ecological Resources .............................................................................................................................................. 55 

5.6  Biodiversity ............................................................................................................................................................. 55 

5.7  Economic Development ......................................................................................................................................... 63 

5.8  Social and Cultural Resources .............................................................................................................................. 66 

6.  ALTERNATIVES ......................................................................................................................................... 78 

6.1  Alternative Analysis ............................................................................................................................................... 78 

6.2  No-action Alternative............................................................................................................................................. 78 

6.3  Location Alternatives............................................................................................................................................. 78 

6.4  Technological Alternatives .................................................................................................................................... 80 

7.  ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...................................... 81 

7.1  Screening of Potential Impacts ............................................................................................................................. 81 

7.2  Anticipated Environmental Impacts .................................................................................................................... 82 

7.3  Physical Environment ............................................................................................................................................ 83 

7.4  Ecological Resources .............................................................................................................................................. 90 

7.5  Socio-Economic Impacts........................................................................................................................................ 93 

7.6  Climate Change Impacts ....................................................................................................................................... 95 

7.7  Cumulative and Induced Impacts......................................................................................................................... 98 

8  PUBLIC CONSULTATION AND INFORMATION DISCLOSURE ........................................................... 100 

8.1  Stakeholder Workshops in Western Regional Road Corridor .........................................................................100 

8.2  Consultations within the Project Area ................................................................................................................100 

9  GRIEVANCE REDRESS MECHANISM ................................................................................................... 103 

9.1  Introduction ...........................................................................................................................................................103 

9.2  Objectives of Grievance Redress Mechanism .....................................................................................................103 

9.3  Current Practice....................................................................................................................................................103 

9.4  Proposed Grievance Redress System ..................................................................................................................104 

9.5  Responsibilities of the PCC ..................................................................................................................................105 

10  ENVIRONMENTAL MANAGEMENT PLAN ......................................................................................... 107 

10.1  Environmental Safeguards ...................................................................................................................................107 

10.2  Mitigation Measures .............................................................................................................................................107 

10.3  Implementation .....................................................................................................................................................111 

10.4  Implementation Schedule .....................................................................................................................................112 

10.5  Environmental Management Cost Estimate .......................................................................................................113 

10.6  Institutional Arrangements ..................................................................................................................................113 

10.7  Capacity Building..................................................................................................................................................114 

10.8  Environmental Monitoring ..................................................................................................................................115 

11.  CONCLUSION....................................................................................................................................... 116 

APPENDIX I ...................................................................................................................................................... 117 

APPENDIX II A .................................................................................................................................................. 127 

APPENDIX II B .................................................................................................................................................. 133 

APPENDIX II C .................................................................................................................................................. 136 

APPENDIX II D .................................................................................................................................................. 139 

APPENDIX III ....................................................................................................................................................................142

 Western Regional Road Corridor Investment Program (RRP MON 41193)

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) under several funding arrangements. The 103.3 km road section from Baga Ulaan
Davaa to Mankhan, an integral part of the road corridor, has been identified for financial assistance under
Tranche 1 of a Multitranche Financing Facility (MFF) for the proposed Western Regional Road Corridor
Investment Program (WRRCIP) financed by the Asian Development Bank.

2. The WRRCIP aims to promote inclusive economic growth by enhanced local and regional connectivity
in the remote western region of Mongolia. The project outcome will be more accessible and efficient transport
in the project area and between countries. This is expected to contribute to the overall socioeconomic
development and poverty reduction in the region.

3. EIA 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

4. Mongolia’s 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 Year Adopted
The Constitution of Mongolia 1992
1995, revised in 2006
Law on Environmental Protection
and 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 Law Jun 2002
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 Conservation Jan 2000
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 flora and fauna Nov 2002
Law on Hunting Reserve Use Payments and on Hunting and Trapping Authorization Fees May 1995
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
Law on Protection from Toxic Chemicals Apr 1995
Law on Environmental Impact Assessment 1998, revised in 2002
Law on Tourism 1998
Law on Solid Waste Nov 2003
Law on prohibiting export and transportation of Hazardous Waste Nov 2000
Source: UNDP. 2008. Institutional Structures for Environmental Management in Mongolia.

5. 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.

6. 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 involve any cost to the proponent and usually takes up to 12 days.

7. 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.

ii
8. EIA requirements of ADB. ADB Safeguard Policy Statement (SPS) (2009) sets out the policy
objectives, scope and triggers, and principles for environmental safeguards, involuntary resettlement
safeguards, and Indigenous Peoples safeguards. This EIA has been prepared in accordance with the SPS and
the associated Safeguard Requirements 1; Environment.

9. Project Environmental Categorization. ADB has classified Baga Ulaan Davaa to Mankhan road
section development (Tranche 1 of the MFF) as Category A requiring an EIA. 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.

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:

 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.

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

iii
 Table 1.2: Estimated Quantities for the Project
No Description Quantity
1.00 General Various
2.00 Site Clearance 167 Ha
3.00 EARTH Works 1,845,537 m3
4.00 Excavation for Structures 2,082 m3
5.00 Pipe Culverts and drainage Works (Culverts and Stone Pitching) 3,063 m
6.00 Passage of Traffic 36 km
7.00 Sub Base and Base 592,985 m3
8.00 Bituminous Pavement Works 36,581 m3
9.00 Concrete and Piling Works 557 m3
10.00 Miscellaneous Bridge Works 75 m
11.00 Road Furniture and Traffic Markings Various

16. Project Location. The proposed road is within the Western part of Mongolia between Baga Ulaan
Davaa and Mankhan (Figure 1.1).

Figure 1.1: Project Location

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

iv
 Table 1.3: Project Implementation Schedule 

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
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 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
A. Design and Monitoring
Framework (DMF)

A1: Road Construction Works

Tranche 1
A1.1: Contract Repackaging
A1.2: Procurement (3 Packages)
A1.3: Contract Award DEFECTS PERIOD

A1.4: Civil Work (Package 1: Km 0–25)

A1.5 Civil Work (Package 2: Km 25–75)
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
A2.5: Road Maintenance Training to
Unit
Source: Consultant TA No. 7449-MON.

v
1.2.3 Description of the Environment

18. Definition of the Project Area. The proposed road traverses Khovd aimag (province) with a total
population of approximately 89,240 (2009 estimate). 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.

19. 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.

20. Geology. The project area is situated in the Mongol Altai high mountainous area. 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.1

21. Soils and Permafrost. In the 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.

22. 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).

23. Natural Disasters. Flashfloods (mudflows) and drifting snow are distinctive features of the project
area. Flashfloods are widespread near Baga Ulaan Pass.

24. 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.

25. 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
caused by vehicles.

26. Hydrology and Water Resources. Water resources in the Western Mongolia are represented by
surface water (rivers, springs and lakes) and groundwater. Spring freshet 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 the rivers and lakes of Western Mongolia are in general “very
clean” and “clean”.

27. There are no rivers in the project area. There are only few ephemeral streams that cross the road
section between Baga Ulaan Davaa and Mankhan. The locations of water courses or any significance are
indicated in Figure 4.3 where the two bridges and two box culverts are needed

28. Flora. Dominant flora in the project area is associated with specific conditions of the area. The

1
Government of Mongolia. 2007. EIA. Ulaanbaatar.
vi
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.

29. 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.

30. Mankhan Nature Reserve (MNR). This reserve was established in 1993 in order to protect the
population of Mongolian Saiga Antelope. The total area of the reserve is 390,071 ha. It has ecological
biodiversity importance and provides the habitat for the endangered rare mammal - Mongolian Saiga Antelope
2
(Saiga tatarica mongolica). The population of Saiga within the MNR 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 Khar-Us Nuur National Park where about 200 Saiga were observed by
rangers.

31. Gross Domestic Product. 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.

32. 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.

33. 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.

34. 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.

35. 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.

36. 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
2
Khar Us Nuur National Park Management Plan 2006-2010. KUNNP Administration & WWF, Hovd, p.37, 2006.
vii
reducing the land use for “transportation and network.”

Table 1.4: Land Area by Classification

Khovd Aimag
Land classification Area Percent of total
(,000 ha) (%)
Agricultural lands 5,885,0 77
Cities, villages and other settlements 28,405 0.3
Transportation and network land 21,128 0.2
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 and Bayan-Olgii Aimags, 2005.

37. 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
children’s camp are attractions for several hundred tourists per year along with biological resources.

38. 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.

39. 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.

40. Social Resources. The population of Khovd Aimag is 89,240 and the aimag center 32,351. Population
density in Khovd is 1.09. Mongols dominate the population in Khovd (82 percent).

41. 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

42. 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.

43. Location Alternatives. The proposed alignment for the road was designed in 2007 during the
3
preparation of the Western Regional Road Corridor Development Project–Phase I (WRRCDI). That corridor
traverses through the Mankhan Nature Reserve (MNR). It generally follows the existing track (see Figure 6.1),
which crosses the Mankhan Reserve twice, first to the north and then to the south of Mankhan soum. The
Baga Ulaan Davaa to Mankhan section to the road will end in the southern section of the Nature Reserve. It will
connect to the section of the road from Mankhan to Khovd, which is currently under construction through the

3
ADB. 2008. Report and Recommendation of the President to the Board of Directors: Proposed Grant to Mongolia for
Western Regional Road Corridor Development Project–Phase I. Manila.
viii
Nature Reserve.

44. Construction of the Road in the Nature Reserve is a concern as it may affect the Saiga Antelope.
However moving the road outside the south eastern boundary of the Nature Reserve will not change the
potential for impact. Both routes are through open desert steppe. Recent consultations at the Khovd Aimag
Centre with the Deputy Governor, Head of Environmental Department, Supervisor, Environment and Tourism
and a Biodiversity and Specially Protected Area Specialist indicated that there was no need for detailed
reconsideration of an alternative alignment that bypasses the Nature Reserve. Their concerted view was that
an alternative route to bypass the MNR could not be justified considering the cost, as it will have similar
impacts.

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. 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 on the Physical Environment

46. 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.

47. 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.

ix

Potential Erosion problem
Use of spoil and borrow pits
Location of borrow pits
Location of spoil and borrow
pits
Top soil from borrow pits
Spoil disposal
Soil disposal
Steep cuts
Natural watercourses
Source: Adapted from EIA 2007.
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
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
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

48. 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.

49. 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.

50. Noise. Impacts: Noise is not a significant problem along the route, since it does not intersect any main
town or fixed settlements. Mitigation: Noise impacts during the construction phase will be mitigated through the
use of source controls, site controls, and time and activity constraints.

1.3.2 Anticipated environmental impacts on Biodiversity

51. 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.

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

 Habitat Loss and Wildlife Migration Patterns. No significant habitat loss is anticipated. 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 200 vehicles per day by year 2013 and a
bit less than 500 by year 2030. 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.

53. 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 have moved
towards the west of the reserve. Constructionn impacts will be temporary and confined to the ROW and
operation impacts insignificant due to the low volume of traffic. Road construction is not specifically prohibited
within the Nature Reserves.

xi
54. 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.

 Mitigation Measures and Wildlife Movement Study. To mitigate the impacts of road on the
Saiga populations, measures have been proposed including: (i) providing for wildlife crossing
points, (ii) iinstalling special reflectors on the road in critical crossing areas (iii) iinstalling wildlife
crossing signs along the highway to alert drivers; and (iv) reducing speeds in Saiga movement
corridors. To identify and delineate the locations to implement these measures, a better
understanding of Saiga movements. A study is proposed: (i) to identify fine scale information
on Saiga movements and high risk areas; and to provide information on Saiga response to
paved roads, and more importantly, the willingness of Saiga to cross paved surfaces, to
assess impediments to movement

 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 NGO’s.
o 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.

1.3.3 Anticipated Socio-Economic Impacts

55. Relocation. No permanent structures including houses have been reported from the ROW or close to
the ROW. Stone structures (e.g., livestock pens) are present. 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.

56. 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.

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

 Water Supply Systems. None required other than coordination with local officials
 Sewerage Systems. None required other than coordination with local officials.
 Energy Systems. None required other than coordination with concerned officials.

xii
  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.

58. 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.

59. 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.

60. 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.

61. 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.

62. Health Impacts. Human health risks associated with the Project during construction or operation
phases can include:

 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.

63. Impact on Livelihoods. It was established that the new road formation would not be a significant
barrier to free roaming of herds in pasturelands.

64. Greenhouse Gas. The low volume of traffic is not expected to generate greenhouse gases to
adversely impact climate change.

65. 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

xiii
preventive/mitigation measures for environmental impacts of the construction camp, construction yard including
fuel storage, filling station and vehicle washing sites.

66. 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.

67. 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.

1.3.4 Benefits

68. Environmental benefits associated with the Project are related mostly with regaining land, 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.

69. Land 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.

Table 1.6: Assessment of Land Regained with Elimination of Multitrack

Section Length Estimated Average Land regained Estimate of total

of multi- average width of all (ha/km) land regained,
track number of tracks (m) (ha)
(km) tracks
Baga Ulaan Davaa - 70 20 100 10 700
Mankhan
Note: With the assumption that the width of track is 5 m.

70. 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. However,
a quantitative assessment of this benefit has not been attempted due to lack of data.

71. 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.

72. 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.

73. 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.

74. The environmental costs of the Project have been estimated as US$ 297,000. The costs include
mitigation measures and monitoring requirements.

xiv
1.3.5 Public Consultation and Disclosure

75. 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
length of the WRRC.

76. Recent consultations (August 2011)(see section 8.0) identified a number of issues and concerns.
These included: (i) ensuring that the EIA report is well prepared; (ii) taking into account the comments by all
stakeholders; (iii) making provisions for wildlife and herders crossing the road; (iv) based on research of the
main crossing points – making it easier to cross the road by providing gently sloping shoulder and
embankments; (v) identifying proposed points for water withdrawals and quantities; and making sure that the
Grievance Redress Mechanism is working with involvement from local government. The results of these
consultations were taken into account in the preparation of the Environmental Management Plan and the
Grievance Redress Mechanism.
1.4. Environmental Management Plan

77. The main objective in formulating the Environmental Management Plan (EMP) is to recommend a set
of environmental mitigation measures (see summary in Appendix 1) 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. The cost estimate for
environmental management plan is $297,000.

78. Institutional Arrangements. Key players involved in environmental management of the project are as
follows:

 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;
o review the EMP implementation by the contractors; and
o 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
Contractor’s EMP and undertake self-check activities and fully cooperate with the external
environmental inspections.

79. Environmental Monitoring. The monitoring framework for the Project is summarized in Appendix I.
Monitoring activities include site supervision, verification of permits, monitoring water quality impacts and a
wildlife movement study

4
Government of Mongolia. 2007. EIA. Ulaanbaatar.
xv
1.4.1 Grievance Redress Mechanism

80. 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.

81. 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 honored where this is seen as important.

1.5 Conclusion

82. 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.

83. 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.

xvi
2. INTRODUCTION

2.1 Background

84. Mongolia is a vast, sparsely populated country located between the People’s Republic of China
(PRC) to the south, and the Russian Federation to the north. Due to the large land area, low population
density and severe weather conditions during winter, surface transportation in Mongolia is difficult. Paved
roads account for just over 5% of the total road network with the vast majority of roads only dirt tracks.
Mongolia’s western region suffers from slow development because of its remoteness from the country’s
political and economic centers and its inadequate transport network. Roads to and within the region are
mostly unpaved and impose heavy travel costs on residents and visitors. As a result, the region lacks
adequate access to jobs, markets, and social services, and is significantly poorer than other parts of
Mongolia. Gross domestic product per capita in the western region is only 75% of the national average.
The poverty incidence was 48% in 2008 compared to the national average of 34%.

85. The route of the proposed WRRC (Figure 2.1), which is part of Asian Highway 4 and is
designated Central Asia Regional Economic Cooperation (CAREC) Corridor 4a, runs north–south from
Mongolia’s border with the Russian Federation at Ulaanbayshint to its border with the PRC at Yarant with
a total distance of about 743 kilometers (km). The total length of the corridor has been divided into 10
sections for financing arrangements, as shown in Figure 2.2..

86. The Asian Development Bank (ADB) is currently supporting the development of a 111 km section
of the corridor through the WRRCDI.5 The PRC is financing 145 km of the corridor while the Government
of Mongolia is implementing 194 km. Approximately 293 km of road is proposed to be implemented under
the proposed WRRCIP.

87. Lack of paved roads results in high transport costs and long travel times. In recognition of this,
the government prepared a Western Regional Economic Development Program, which includes
developing the Western Regional Road. The WRRCIP is the government’s top priority road sector
investment after the ongoing ADB-financed Regional Road the government prepared a Western Regional
Economic Development Project.6 A functioning paved road network will help Mongolia to link together its
vast and poorly connected territory to promote social and economic development. While the western
region is sparsely populated, it is home to 185,000 people who currently have no paved road access to
regional cities and towns. The WRRCIP will provide a vital link to economic opportunity and social
services, reduce the high costs of imports, and improve the competitiveness of the regions export
products.

88. The WRRCIP aims to promote inclusive economic growth by enhanced local and regional
connectivity in the remote western region of Mongolia. The project outcome will be more accessible and
efficient transport in the project area and between countries. This is expected to contribute to the overall
socioeconomic development and poverty reduction in the region.

5
ADB. 2008. Report and Recommendation of the President to the Board of Directors: Proposed Grant to Mongolia
for Western Regional Road Corridor Development Project–Phase I. Manila.
6
The regional road corridor runs north-south from the border with the Russian Federation at Altanbulag, through the
national capital Ulaanbaatar, to the border with the PRC at Zamyn-Uud.

- 17 -
Figure 2.1: Western Regional Road Corridor

- 18 -
 Figure 2.2: Road Sections of the Western Regional Road Corridor

Source: Adapted from EIA 2007.

2.2 Multitranche Financing Modality

89. The WRRCIP will be implemented in three tranches under a Multitranche Financing Faciility
(MMF) modality. Tranche 1 will finance: (i) 103.3 km of paved road constructed between Baga Ulaan
Pass and Mankhan, (ii) one maintenance center established and equipped, (iii) 20 km of local access
road constructed between soum centers and the Western Regional Road, and (iii) capacity development
for maintenance planning and works, procurement, and project management.

90. Tranche 2 will finance; (i) 103.9 km of paved road constructed between Khovd Aimag Center and
Khushuut Pass, (ii) one maintenance center established and equipped, (iii) 2 bridges and 10 km of local
road rehabilitated in Khovd Aimag Center between the Western Regional Road and the airport, and
(iv) additional and ongoing support for capacity development and reform in the road sector which will be
finalized during the implementation of the parallel CDTA and the work under tranche .

91. Tranche 3 will finance (i) 44 km of road between Khushuut Pass and Buratiin Pass, 16 km of
paved road constructed between Buratiin Pass and Tolbo Soum, and 25.8 km of paved road constructed

- 19 -
between Tsaganuur and Ulaanbayshint, (ii) one maintenance unit established and equipped, (iii) 1 bridge
and 4.9 km of local road rehabilitated in Olgiy Aimag Center linking to the Western Regional Road, and
(iv) additional and ongoing support for capacity development and reform in the road sector which will be
finalized during the implementation of the work under tranche 2.

2.3 Associated Facilities

92. Table 2.1 below presents the road section and funding arrangements for each section of the road
corridor. The sections financed by financiers other than ADB are considered to be associated facilities.

Table 2.1 Funding arrangements of each section of the road corridor

Road Section Financier
Yarant to Bulgan - 64 km Government of Mongolia (GOM)
Next section - 64 km GOM
Next section up to Baga Ulaan Davaa 111 km ADB (Asian Development Bank)
Baga Ulaan Davaa to Mankhan – 103 km ADB (Tranche 1 of MFF)
Mankhan to Khovd - 85.3 km People’s Republic of China (PRC)
Khovd to Buraatin Davaa - 147.9 km ADB (Tranche 2 and Tranche 3 of MFF)
Section after Buratiin Davaa -76km PRC
Next section (north of Olgii) -30km GOM
Next section -40km GOM
Last 25.8 km to Ulaanbaishint ADB (Tranche 3 of MFF)

2.4 EIA Preparation

93. 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.

94. 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 Assessment7 of the project for
Preparing the Western Regional Road in Mongolia. This project EIA also includes work results of the
Consultant and the Detailed Design8 for the Baga Ulaan Davaa to Mankhan section of WRRC
development project. The EIA has been prepared in accordance with ADB’s Safeguard Policy (2009) and
Guidelines for EIA, as well as Mongolian environmental impact assessment legislation

95. 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.9 The Economic and Financial Analysis and Social
and Poverty Impact Assessment are also being updated by the Consultant.

2.5 Report Structure

96. 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..
Accordingly, the report is organized as follows:

 Executive Summary.

7
Goverment of Mongolia/ADB. 2007. Feasibility Study EIA Ulaanbaatar.
8
MCPC. 2008. Detailed Engineering Design for Olgii-Khashaat Pass Section and Khashaat Pass to Hovd Section.
Ulaanbaatar.
9
Consultant TA 7449-MON: Regional Transport Development Project Component 1-Prparing the Western Regional
Road II Project.

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 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.
 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:
o Physical Resources - topography, soils, geological characteristics, air quality;
o Ecological Resources – flora, fauna, nature reserves and unique habitats;
o Economic Development – industrial and agricultural development, land use, local
transportation network, non-transport infrastructure within the potentially affected
environment; and
o 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.

 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.

 Public Participation. Information on public participatory workshops and consultations with

experts and local administration is presented in Section 9.

 Grievance Redress Mechanism is presented in section 9.

 Environmental Management Plan is presented in Section 10 along with an Environmental

Monitoring Plan.

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

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3. POLICY LEGAL AND ADMINISTRATIVE FRAMEWORK

3.1 Environmental Policy

97. 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.10

98. 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.11 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.12 Other documents, such as the annual Human
Development Reports have increasingly incorporated environmental aspects.

99. 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, Mongolia’s National Council for Sustainable
Development was established to manage and organize activities related to sustainable development in
the country. The country’s strategy is designed for environmentally friendly, economically stable and
socially wealthy development, which emphasizes people as the determining factor for long-term
sustainable development.

100. 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.

3.2 Environmental Law

101. 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 and is summarized in Appendix 3. Some of key laws are presented below.

3.2.1 Law on Environmental Protection

102. 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,

10
UNDP. 2008. Institutional Structures for Environmental Management in Mongolia. Ulaanbaatar and Wellington.
11
Ibid. p15.
12
Ibid. p15.

- 22 -
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 Specially Protected Areas

103. 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 land’s 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). The categories are
further defined in Appendix 3.

3.3 Environmental Impact Assessment Requirements

104. 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 Mongolia

105. 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.

106. 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).

107. 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.

108. 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.

- 23 -
109. 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.

110. The Detailed EIA must contain the following chapters:

 Environmental baseline data;

 Project alternatives;
 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.

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

Figure 3.1: Simplified Diagram of the EIA Procedure in Mongolia

- 24 -
3.3.2 Environmental Impact Assessment Requirements of ADB

112. 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 project’s 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:

 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

3.3.3 Environmental Assessments Completed to Date

113. The Western Regional Road was originally planned as a single project consisting of a 743 km
road between Yarant (bordering the People’s Republic of China) and Ulaanbaishint (bordering the
Russian Federation). The project was then processed as a two-phase project with as follows: (i) Phase I:
PRC border to Khovd; and (ii) Phase II: Khovd to Russian border.

114. In May 2007, an ADB project preparation technical assistance (PPTA) conducted an
environmental assessment on the entire WRRC. Reports were produced in English and Mongolian. In
August 2007, the summary environmental impact assessment (EIA) for Phase I (Mongolia-PRC border to
Khovd (431.2 km) was disclosed on ADB website. In September 2007, the Mongolian government
approved the EIA for the entire corridor.

115. In 2010, the EIA report for a Phase II project (Khovd to Buraatyn Davaa and Tsaganuur to
Russian border) was prepared to update the EIA work to ensure consistency with ADB’s Safeguards
Policy Statement (2009). In August 2010, this EIA was disclosed on the ADB website. Subsequent to this,
the government informed ADB that supplemental financing will be required to complete Phase I. The
government now requests that the proposed MFF tranche 1 be used to complete the Phase I project.

116. In July 2011, an EIA Report for Tranche 1, which is comprised of the Baga Ulaan Davaa–
Mankhan section of the road, was prepared to update previous EIA work and to ensure consistency with

- 25 -
ADB’s Safeguard Policy Statement (2009). This report was disclosed in August 2011 and updated in
September 2011, including a revised environmental management plan.

3.4 Project Environmental Categorization

117. 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;
 Impact on water quality during construction
 Extraction of borrow materials(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.

118. As per requirements of Law on Environmental Impact Assessment, a Detailed EIA was carried out
on the WRRC Upgrading Project by a local Mongolian company. This EIA was approved on 14 July, 2007,
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 2007 for this section.

119. Considering the ADB requirements for environmental assessment, ADB has classified Baga
Ulaan Davaa to Mankhan road section development (Tranche 1 of the MFF) as Category A requiring an
EIA.

3.5 Administrative Framework

3.5.1 Institutional Framework for the Ministry of Nature, Environment and Tourism

120. National Level. 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. The key agencies with respect to environmental impact
assessment are described below.

- 26 -
 Figure 3.2: Organization Chart of the Ministry of Nature, Environment and Tourism 
 

Source: Ministry of Nature, Environment and Tourism.

121. 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:

- 27 -
  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.

122. 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.

123. 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.

124. 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.

125. 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.

126. Aimag and Soum Level. Aimag and soum governors are responsible for all environmental
management at the local level with the exception of protected areas management. They are also

- 28 -
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.

- 29 -
4. DESCRIPTION OF THE PROJECT

4.1 Description of the Proposed Actions

127. The road section between Baga 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.

128. 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.

Table 4.1: Road Category by Mongolian Standards

ROAD ROAD NO. OF FUNCTIONAL AADT EQUIVALENT DIVIDED OR
TYPE CATEGORY LANES CLASSIFICATION PASSENGER CARS PER UNDIVIDED
DAY/LEVEL OF SERVICE
Freeways Multi lane Arterial B Divided
Expressways highway Arterial, regional B Divided
I C Divided/undivided
Conventional

II C Undivided
highways

III Two-lane Arterial, regional and C Undivided

roads local roads
IV Regional and local roads 400-2000 Undivided

Low volume roads 1-2 lane Local roads <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.

129. Figure 4.1 shows the proposed typical cross sections for the road.

- 30 -
 Figure 4.1: Proposed typical cross sections

TYPICAL CROSSSECTION(1)
10.00m

1.50m 3.50m 3.50m 1.50m

-2.00% -2.00%
-4.00% -4.00%
1.0m 1.0m
-2.0%
-2.0%

-4.0% 0.5m
-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 1.0m 1.50m 3.50m 3.50m 1.50m 1.0m

-4.0% -4.0%
12.0m -2.00% -2.00%
2.0m 1.0m -4.00% -4.00% 1.0m 2.0m 1.0m
1.0m
6.0m
-2.00% 0.5m -4.0% 0.5m -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% 1.0m 2.0m
-2.0% -2.0%
0.5m .5
-4.0% 1:1

= 2.0m

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

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

131. Improvement Option 1. In the section Baga Ulaan 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.

132. Improvement Option 2. 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.

133. Bridges and Culverts. Along the project road section, a total of 2 bridges and 167 culverts were
identified from the detailed design. Of the culverts, 165 are single pipe culverts (1 m to 1.5 m diameter)
and 2 are twin barrel box culverts (2 m). The bridges are located at Km 18.7 (30 m in length ) and Km

- 31 -
56.8 (45 m in length).(see Figure 4.3)

134. Road Maintenance Centers. 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, a road
maintenance center will be established along the proposed road in Khovd aimag. The major duties of the
maintenance center are the following:

 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.

4.2 Bill of Quantities (BOQ) for the Project

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

Table 4.2: Estimated Quantities for the Project

No Description Quantity
1.00 General Various
2.00 Site Clearance 167 Ha
3.00 Earth Works 1,845,537 m3
4.00 Excavation for Structures 2,082 m3
5.00 Pipe Culverts and drainage Works (Culverts and Stone Pitching) 3,063 m
6.00 Passage of Traffic 36 km
7.00 Sub Base and Base 592,985 m3
8.00 Bituminous Pavement Works 36,581 m3
9.00 Concrete and Piling Works 557 m3
10.00 Miscellaneous Bridge Works 75 m
11.00 Road Furniture and Traffic Markings Various
Source: DOR Detailed Design 2011.

4.3 Need for the Project

136. 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.

137. The Economy of Western Mongolia without the Road. The rapid mining-led development of
Mongolia’s economy has led to high growth in vehicle ownership and traffic. Between 2000 and 2010, the
vehicle fleet in Ulaanbaatar tripled and the daily number of vehicles on many interurban roads rose at 10–
13% rate each year. Between 2010 and 2020, Mongolia’s economy is forecast to grow at 10–15%
annually. Therefore continued high growth in vehicle ownership and traffic is expected.

138. Due to their remoteness, the people living in Mongolia’s two westernmost aimags of Khovd and
Bayan-Olgiy have benefitted less from Mongolia’s booming market economy. In 2009; the per capita GDP
of Western Mongolia was MNT900,000 ($690), only 40% of Mongolia’s average. It takes three days to
reach Ulaanbaatar, via 1,500 km of dirt tracks, and two days, partly through similarly poor roads, to reach
the nearest urban hubs of Barnaul to the north in the Russian Federation (840 km from Olgiy) or Urumqi
to the south in the People’s Republic of China (PRC - 990 km from Khovd). Transport costs are too high
to justify transporting anything but basic consumption needs, thwarting local economic development.
Distance can also make it harder for the local people to feel connected with the rest of the country, and for
the government to respond to their needs. Food security and economic crisis concerns, which frequently

- 32 -
arise in Mongolia during prolonged snowy winters (dzuds), are harder to tackle in Western Mongolia.

139. In the current situation, transport within and through Western Mongolia is constrained by the lack
of infrastructure. The local transport fleet (about 8,600 vehicles—half the motorization rate in the rest of
Mongolia) is mainly composed of four wheel drive vehicles, and medium size trucks or buses, both of
which operate with high transport costs. Western Mongolia depends on its connection with Russia for
sourcing fuel and a large share of food/drink products, and on its connection with the PRC for
construction materials, equipment and manufactured products. Local bilateral trade reached a value of
$15.6 million with Russia and $20.3 million with PRC in 2009 (both mostly imports). The total volume was
estimated at 71,700 tons, or about 4,100 trucks annually in each direction. There is no record of any
existing transit traffic between the PRC and the RF through Western Mongolia.

140. The Project forms part of several national and multilateral initiatives to end the isolation of
Western Mongolia. Mongolia’s National Development Strategy reaffirms government’s commitment to
gradually construct the Millennium Road, an east-west paved road link that will ultimately halve transport
times and costs between Western Mongolia and Ulaanbaatar. The Project corridor includes two sections
of this road (Olgiy-Khovd and Khovd-Mankhan). It also forms the Mongolian section of CAREC corridor 4a
connecting Mongolia to the Russian and Chinese markets.

141. 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.

142. 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.

143. 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.

144. 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.

145. 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.

146. 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.

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4.4 Project Location

147. 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

- 34 -
 Figure 4.3: Road Alignment

148. From the exit of Bodonch Canyon to Mankhan (Figure 4.3), the road passes through Baga Ulaan
Pass, over Tavt hill and through very deep valleys. In this section, the road passes through rolling hills and
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.13

149. 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.

150. 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 4.3.

13
Feasibility. Study 2007. Environmental Impact Assessment, Preparing the Western Regional Road. Ulaanbaatar.
35
 Table 4.3: 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.

36
 Figure 4.4: Location of Borrow Pits and Quarries along the road alignment

Source: Adapted from EIA 2007.

37
4.5 Traffic Projections

151. Table 4.4 presents average daily traffic projection for the road corridor, including Mankhan – Altai-
Yarant section, which includes the 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.

Table 4.4: Summary Traffic Forecasts

Baseline Without Project case With Project case

Average Annual Daily Traffic (AADT)
2010 2020 2030 2020 2030
Ulaanbaishint -Olgiy 76 146 261 248 488
Olgiy-Khovd 144 300 590 436 1,012
Khovd-Mankhan 173 368 723 630 1,268
Mankhan-Altai-Yarant 76 146 283 243 473
Average 100 215 410 350 723

Source: ADB staff estimates.

4.6 Implementation Schedule

152. 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.

153. An implementation schedule prepared by the Consultant is presented below (Table 4.5).

38
 Table 4.5: Project Implementation Schedule

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
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 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
A. Design and Monitoring
Framework (DMF)

A1: Road Construction Works

Tranche 1
A1.1: Contract Repackaging
A1.2: Procurement (3 Packages)
A1.3: Contract Award DEFECTS PERIOD

A1.4: Civil Work (Package 1: Km 0–

25)
A1.5 Civil Work (Package 2: Km 25–
75)
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
A2.5: Road Maintenance Training to
Unit
Source: Facility Administration Manual: Mongolia: Proposed Multitranche Financing Facility for the Western Regional Road Corridor Investment Program, June 2011.

39
5. DESCRIPTION OF THE ENVIRONMENT

5.1 Environment of Mongolia

154. Mongolia is a land-locked country situated between latitude 420 N and 52oN and longitude 880 E and
120 E and covers an area of just over 1.5 million km2 in North East Asia. The Mongolian environment is harsh
o

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

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

156. 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, land use, agricultural
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.
5.3 Definition of the Project Area

157. 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.

158. 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.

159. 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.

40
5.4 Physical Resources

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

161. 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.

162. 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.

163. 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 (Baga Ulaan Davaa–Mankhan)

41
164. 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 descends slightly to Botgon hutul, with an altitude of about 2,500 m.
The landscape changes from forbs – feather grasses steppe to mountain meadow and then back to steppe.
Further, the road continues to descend to Mankhan. The altitudes within the section vary from 2,871 m at Baga
Ulaan pass to about 1,300 m in Mankhan (Figure 5.2).

Figure 5.2: Longitudinal Profile for the Project Road Section

Source: Feasibility Study EIA 2007.

5.4.2 Geology

165. 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.

166. 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.14

167. 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

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

 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 Mongolian–Altai Mountain and in depths in the Altai Mountains.
14
Government of Mongolia. 2007. EIA. Ulaanbaatar.
42
  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
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.

169. 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.

170. Soil characteristics vary substantially within the project road section and the following presents the
general types of soils:

 In 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.
5.4.4 Permafrost

171. 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.

172. 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:

 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 -1.5о С and -2.5о С and its
thickness is between 80 and 150 m. The minimum temperature of the permafrost drops to -4о
С, 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 -
0.8о С and -1.5о С, 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 -0.2о С and -0.8о С, 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 -0.1оС and -
0.2оС, and the thickness between 5 and 15 m.

43
  Sporadic permafrost occurs in the muddy soil of springs. The average temperature of the
permafrost is between -0.0оС and -0.1оС, with an average thickness between 0.5m and 5.0 m.

173. 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 32о С and absolute minimum value between -
40 and -47о С. The monthly absolute minimum value of soil surface minimum temperature is highest (around 0о
С) in June or August and the lowest is in February.15

174. 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.

175. High altitude parts of Mongolian Altai between Baga Ulaan Davaa and Mankhan, present perennially
frozen soil with the annual temperatures of 0 – -50C and an active layer of 1.0 – 4.5 m.

15
Government of Mongolia 2007. EIA. Ulaanbaatar.
44
 Figure 5.3: Map of Permafrost in the Project Area

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

45
5.4.5 Seismic Characteristics

176. 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.

177. 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.

178. 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.

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.

46
5.4.6 Natural Disasters

179. 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.16 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

Rock fall Khavchig canyon 1800m

Blowing and drifting snow Baga Ulaan pass 300m
Flashflood 161.1km near Bodonch bag 2.5x2m
Source: EIA, 2007.

180. 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.17

16
Government of Mongolia. 2007. EIA. Ulaanbaatar.
17
UNDP. 2008. Institutional Structures for Environmental Management in Mongolia. Ulaanbaatar and Wellington.
47
 Figure 5.5: Location of Natural Disaster ZONES

Source: EIA 2007.

5.4.7 Climate and Air Quality

181. Climate. 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.

182. In establishing climatic conditions along the project road section, meteorological data from the nearest
meteorological stations from 1995 to 2005 have been analyzed. Data from meteorological stations in Khovd,
Munkhkhairkhan, Mankhan, Must, and Bulgan of Khovd Aimag were used in this analysis.

48
183. Climate change. Since 1940, the average annual air temperature in Mongolia has increased by 1.9о С.
Locally, the warming trend is slightly higher in the mountainous areas (2.0-3.7оС) and lower in the Gobi desert
and steppe areas (0.7-2.0оС).18

184. 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.

185. 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.

186. 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 39оС at Bulgan soum of Khovd Aimag in 2004 and the absolute minimum air temperature
was -44оС at Mankhan soum in 2005 (see Table 5.2).

Table 5.2: Meteorological Data Along the Proposed Road Corridor

Province Soum Precipitation
amount, mm Average
Maximum Maximum Average
number
depth of wind number
of days
snow speed, of days
MMin Max with
cover, mm m/s with rain
snow
Khovd Khovd 880 229.2 11 26 15 34
Mankhan 660.8 169.2 16 22 11 28
Munkhkhairkhan 445.4 136.4 6 28 14 37
Must 339.1 208.4 5 27 9 37
Bulgan 226.4 128 21 18 10 21
Province Soum Temperature of soil surface 0C Air Temperature 0C
AMa AMi AMa AMi
Khovd Khovd 25 -44 22 -43
Mankhan 22 -47 24 -44
Munkhkhairkhan 19 -40 21 -35
Must 16 -41 19 -40
Bulgan 32 -45 23 -42
Note: AMa-absolute maximum, AMi-absolute minimum, Min-minimum, Max-maximum.
Source: Feasibility study EIA 2007.

187. 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.

188. 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
18
WWF. 2004. In Mongolia, Freshwater System of the Great Lakes Basin, Mongolia: Opportunities and Challenges in the
Face of Climate Change. Ulaanbaatar.
49
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.

189. 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.

190. 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 5.2). 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.

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

Aimag Soum Phenomena 1995 -2001 2002 2003 2004 2005 total

st. wind 4 2 4 4 3 17
Khovd city
s.& d. storm 3 2 1 1 7
st. wind 0
Bulgan
s.& d. storm 2 2
st. wind 2 1 2 5
Khovd Must
s.& d. storm 2 2
st. wind 3 1 5 1 1 11
Munhhairhan
s.& d. storm 3 1 4
st. wind 1 1 2
Mankhan
s.& d. storm 2 1 1 1 5
Note: st. wind-strong wind, s. & d. storm – snow and dust storm.
Source: EIA 2007.

191. Air Pollution. The air quality and SO2 and NO2 concentrations are monitored at stations in each Aimag
center. Data for Khovd is presented in Table 5.4.

Table 5.4: Annual Mean of SO2 and NO2, mg/M3 (2003-2005)

Khovd
Year Sulfur dioxide Nitrogen dioxide
SO2 NO2
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.

192. 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

193. 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.

194. 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

50
Nuur, Airag Nuur, and Dörgön 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.

195. 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 km³ 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.19

196. 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 Aimag 

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.

197. Water Courses in the Project Area. There are no rivers in the project area. There are only few
ephemeral streams that cross the road section between Baga Ulaan Davaa and Mankhan. The locations of
water courses of any significance are indicated in Figure 4.3, where the two bridges and two box culverts are
denoted.

198. Rivers in Khovd Aimag. There are rivers associated with other contiguous sections of the road.

199. 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 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.

200. Bulgan River. The river originates from southern slope of Mongol-Altai Mountain, crosses Bulgan
soum of Khovd 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 Khovd aimag).

201. 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.

202. 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 110-
150 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.

19
Government of Mongolia. 2007. EIA. Ulaanbaatar.
51
203. Groundwater. 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.

204. 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.

205. 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.

206. Water Quality Monitoring. 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 2005.20 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.

207. 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.

208. 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.

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

No River/Lake (monitoring Pollution index Water quality
post) Level Class
1 Khovd River (Bayannuur) 0.23 I Very clean
2 Khovd River (Miyangad) 0.30 I Very clean
3 Bulgan River (Bulgan) 0.38 II Clean
4 Bulgan River (Baitag) 0.34 II Clean
5 Uyench River (Uyench) 0.51 II Clean
6 Khar Us Nuur (Durgun) 0.45 II Clean
Source: EIA 2000.

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

210. 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.

20
Government of Mongolia. 2007. EIA. Ulaanbaatar.
52
Table 5.8: Concentration Variations of Major Ions and Other Water Quality Substances in Khovd Aimag
Rivers
(EC is in ~S/cm; hardness is in me/l; other parameters in mg/I)
Bulgan – Baitag
pH TEMP EC O2 BOD SS COD-Mn F 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
2005 11.9 1.8
2006 13.7 2.3

Ca Mg Na+K S04 CL HC03 TDS HARD Fe

2002 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

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
Khar Us-Durgun /lake/
pH TEMP EC O2 BOD SS COD-Mn F Si
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 5.1 0.56 1.0
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

53
211. 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.

Table 5.9: Characteristics of Potable Water

Characteristics Unit Acceptable level
1 Taste Score 2.0
2 Smell Score 2.0
3 Color Gradius 20.0
4 Turbidity Mg/l 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.

Table 5.10: Chemical Composition of Potable Water

Composition Unit Acceptable concentration
1 Molybdenum (Mo) mg/l 0.07
2 Barium (Ba) mg/l 0.7
3 Boron (B) mg/l 0.5
4 Copper (Cu) mg/l 1.0
5 Calcium ion (Ca2+) mg/l 100.0
6 Magnesium ion (Mg2+) mg/l 30.0
7 Manganese (Mn) mg/l 0.1
8 Sodium (Na) mg/l 200.0
9 Phosphate ion (PO42+) mg/l 3.5
10 Flourine (F) mg/l 0.7-1.5
11 pH - 6.5-8.5
12 Selenium (Se) mg/l 0.01
13 Strontium (Sr) mg/l 2.0
14 Sulphate oxide ion SO42+ mg/l 500.0
15 Hardness mg.eq/l 7.0
16 Chlorine ion (Cl-) mg/l 350.0
17 Arsenic (As) mg/l 0.01
18 Hydrogen Sulfide (H2S) mg/l 0.1
19 Chromium (Cr) mg/l 0.05
20 Dehydrated remaining mg/l 1000.0
21 Uranium (U) mg/l 0.015
Source: National Center of Standardization and Metrology.

54
 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.

5.5 Ecological Resources

212. 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.

213. 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

214. The project area is entirely located within the Altai–Sayan Eco-region. This region is characterized by
rich faunal and floral biodiversity ranging from mountain tundra of Mongolian Altai to Gobi Desert.

215. 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 amphibian and numerous invertebrates.21 Mongolia harbors 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, saga antelope, ibex, Bactrian camel, rock ptarmigan, Altai
stopcock, Gobi bear, musk deer, Przewalski's horse, Mongolian jerboa and white-naped crane.

216. 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.

21
WWF. 2001. Altai-Sayan Ecoregion: Ecoregion Climate Change Biodiversity Decline.
55
 Figure 5.6: Location of the Altai-Sayan Ecosystem

Source: WWF.

5.6.1 Flora

217. 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 5.7 present dominant flora species growing in the project area.

218. 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. Site visits 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 ZONE NAMES DOMINANCE
FIGURE 15
Festuca lenensis, Oxytropis oligantha, Potentilla nivea,
3 High Mountain
Stellaria pulvinata, Artemisia argyrophylla, Kobresia filifolia
Festuca lenensis, Agropyron cristatum, Krylovia
14 Dry steppe eremophylla, Peucedanum histrix, Allium edaurdii,
Potentilla sericea
Stipa glareosa, Caragana bundei, Euratia certoides,
24 Stepped desert Anabasis brevifolia, Artemisia xerophytica, Agropyron
nevskii
Anabasis brevifolia, Stipa glareosa, Arthemisia xerophytica,
Grasses-
27 A.hanthochroa, Ajania fruticosa, Zygophyllum pterocarpum,
Undershrub desert
Ephedra sinica
Source: EIA 2007.

56
 Figure 5.7: Flora in the Corridor 

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

57
 Table 5.13: List of Rare Species of Plants in Khovd Aimag
English name Mongolian name Latin name

Juniper
1 Хуурмач хонин Арц Juniperus pseudosabina
Pseudosabina
2 Sabina Juniper Хонин Арц Juniperus Sabina
3 Forked Stitchwort Ацан ажигана Stellaria dichotoma L
4 Least water lily Дєрвєлжин бєлбєє Nymphaea tetagona
5 March Saxifrage Ямаан сэрдэг Saxifraga hirculus L
6 Roseroot Алтан гагнуур Rhodiola rosea L
7 Mongolian Milk-Vetch Монгол ортууз Oxytropis mongolica
8 Mongolian Caryoperis Монгол догар Caryopteris mongolica
9 Saussurea involucrate Нємрєгт банздоо Saussurea involucrate
10 Wild onion Алтайн сонгино Allium altaicum
11 Shining water lily Цавцагаан бєлбєє Nymphea candida C. Presl
Gueldenstaedtia Ганц навчит
12 Gueldenstaedtia monophylla
monophylla Сальжир
13 Prickly Milk-Vetch Шивїїрт ортууз Oxytropis acanthacea
Хэврэгнавчит
14 Fragile-leaved Milk-Vetch Oxytropis fragilifolia
Ортууз
15 Red goyo Улаан гоёо Cynomorium songaricum
16 Halodendron salt tree Хонхот харгана Halimodendron halodendr
17 Tsengel’s Hedysarum Цэнгэлийн шимэрс Hedysarum sangilanse
18 Squamarina pamirica Памирын тэвгэнэ Squamarina pamirica
19 Ferula ferulacoides Залаархаг хавраг Ferula ferulacoides
Source: EIA 2007.

219. 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.

220. 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.22

5.6.2 Fauna

221. 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
the southern Bulgan and Uyench soum areas (Figure 5.8).

22
Administration of Land Affairs, Geodesy and Cartography. 2004. Geographic Atlas of Mongolia. Ulaanbaatar.
58
 Figure 5.8: Mammals in the Project Area

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

222. 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), Pallas’s 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.23

223. 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.

224. 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 Mongolia’s waters. Of them, 5 species are
unnamed.24 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,25 Mongolian grayling (Thymallus brevirostris), Siberian grayling (Thymallus arcticus), and
Stone loach (Barbatula toni).15

225. 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
order, 9 species of Lepidoptera order (butterfly), and 7 species of Trichoptera order.26

23
Government of Mongolia. 2007 EIA. Ulaanbaatar.
24
Ibid.
25
Ibid.
26
Government of Mongolia. 2007 EIA. Ulaanbaatar.
59
226. 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.

227. 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).

228. 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
English name Mongolian name Latin name near the Project Area
1 Asiatic Wild Dog* Чоно, цєєвєр Cuan alpinus Bodonch Canyon
Southern part of
2 Asiatic Wild Ass Хулан Equus hemionus
Bulagan soum
3 Wild Boar Зэгсний гахай Sus scrofa nigripes Khar Us Nuur
Mankhan Nature
4 Saiga Соргог бєхєн Saiga tatarica tatarica Reserve, Khar Us Nuur
National Park
Near Khar-Us Nuur
Mongolian saiga
5 Монгол бєхєн Saiga tatarica mongolica and Mankhan Nature
antelope*
Reserve
Mankhan Nature
6 Goitered Gazelle Хар сїїлт зээр Gazella subgutturosa
Reserve
7 Wild mountain sheep Алтайн аргаль Ovis ammon Nearby Bodonch river
8 Beaver* Тєв азийн минж Castor fiber birulai Bulgan river
Таван хуруут Khar Us Nuur National
9 Satunin’s Jerbao Cardiocranius paradoxus
атигдаахай Park
Thick-tailed Pygmy Khar Us Nuur National
10 Єєхлєг атигдаахай 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.

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

60
 Table 5.15: List of Rare and Endangered Species of Local and Migrant Birds in Khovd Aimag
English name Mongolian name Latin name
1 Dalmatian Pelican Борцгор хотон Pelecanus crispus
2 Great white Egret Цасч дэглий Egretta alba
3 Eurasian Spoonbill Халбаган хошуут Platalea leucorodia
4 Black stork Хар єрєвтас Cionia nigra
5 Whopper Swan Гангар галуу Cygnus Cygnus
6 Bar-headed Goose Хээрийн галуу Eulabeia indica
7 Swan Goose Хушуу галуу Cygnopsis cygnoides
9 White tailed Sea Eagle Усны цагаан сїїлт Haliaeetus albicilla
бїргэд
10 Altai snowcock Алтайн хойлог Tetraogallus altaicus
11 Ring necked Pheasant Гургуул Phasianus colchicus
12 Japanese White napped Цэн тогоруу Grus vipio
crane
13 Houbara Bustard Жороо тоодгой Chlamydotis
undulate
14 Great Black-headed Gull Итэлгэн цахлай Larus ichthyaetus
15 Hodgson’a bushchat Єгєєлэй шулганаа Saxicola insignis
16 Euroasian pinduline Tit Уран шувуу Remiz pendulinus
17 Henderson’s Ground Jay Хулан жороо Podoces hendersoni
Source: Mongolian Red Book, 1997.

230. 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.

231. 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.

Table 5.16: Maximum Limits of Hunting Wild Animals for Domestic Purposes for 2006
Aimag White- Fish Wild pig Roebuck Birds of marsh, forest, Fox and
tailed steppe & waterfowl steppe fox
gazelle
Khovd - 10,000 - - 120 -
Source: EIA 2007.

5.6.3 Specially Protected Natural Areas

232. 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 planet’s biodiversity is concentrated. It occupies nearly 1,065,000 km2 of
which about 29 percent is located in Mongolia as shown in Figure 5.6. 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.

233. Mongolian Law on Specially Protected Areas (1994) distinguishes four types of specially protected
areas:

 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);

61
  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 land’s unique formations, signs, and structures); and
 Monuments (divided into natural monuments and historical and cultural monuments).

234. 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.

235. 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.

236. 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.

237. 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.

238. 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.

239. 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

240. Mankhan Nature Reserve (MNR). This reserve 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
27
mongolica). The population of Saiga within MNR 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. 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.

241. Conservation Society (WCS) has conducted studies of the 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 behavioral 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

27
Khar Us Nuur National Park Management Plan 2006-2010. KUNNP Administration & WWF, Hovd, p.37, 2006.
62
area borders and new protected areas to include critical sites for Saiga survival if deemed necessary.28
However, to date no proposals for redefinition of borders are under consideration.

242. WCS believes that there is no 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.

5.7 Economic Development

5.7.1 Structure of Economy

243. 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

244. 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.

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

Total Camel Horse Cattle Sheep Goat
Khovd 1,639,100 16,339 64,646 81,018 594,179 882,918
Of which:
Mankhan 184,073 2,314 5,681 4,483 67,614 103,981
Source: Statistical Division of Khovd Aimag.

245. 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)

Hand-
Fodder Hey made
Aimag Sown Harvest Cereals Potatoes Vegetables crop harvest fodder
Ha Ton Ton Ton ton ton Ton ton
Khovd 2,654.4 21,583 609.1 12,095.9 7,554.4 1.323.6 67,612 2,661.9
Of which:
360.8 50.0 110.0 20.8 180 4.700 320
Mankhan
Source: Statistical Division of Khovd Aimag.

28
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.
63
5.7.3 Mining

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

247. 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

248. 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 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.

249. 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 Khovd town, Duut, Erdeneburen soums of Khovd Aimag are
connected to this line with a 35kV transmission line.

5.7.5 Land Use

250. 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
Land classification Area Percent of total
(,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.

251. 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

252. 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
64
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.

253. 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 Children’s camp provides services to about 570
children a year.

5.7.7 Health and Safety

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

255. Noise and Vibration. 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.

65
 Table 5.21: Standard on Allowable Noise Levels at Domestic and Public Buildings
Noise pressure level (db) at different geometric average

noise equivalent
Noise level and
frequencies

level /dba/
Location and
time

1000

2000

4000

8000
125

250

500
63
1 In rooms of hospital and sanitarium, and surgery rooms
Daytime 53 48 40 34 30 27 25 23 35
Nighttime 55 44 35 29 25 22 20 18 30
2 In consulting room of hospitals
Daytime 63 52 45 39 35 32 30 38 40
3 In the classroom of all type of schools, lecturers’ rooms, library, and conference halls
Daytime 63 52 45 39 35 32 30 28 40
4 In residential area, rest homes, dormitories and kindergartens
Daytime 63 52 45 39 35 32 30 28 40
Nighttime 55 44 35 29 25 22 20 18 30
5 In rooms of hotels, and hostels
Daytime 67 57 49 44 40 37 35 33 45
Nighttime 53 48 40 34 30 25 25 25 35
6 In waiting halls of hotels, hostels and rest homes
Daytime 71 61 54 49 45 42 40 38 50
7 In cafés and restaurants
Daytime 75 66 59 54 50 47 45 43 55
8 In shopping centers, public service rooms, and waiting rooms of railway station
Daytime 79 70 63 58 55 52 50 49 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.

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

5.8 Social and Cultural Resources

5.8.1 Geopolitical Structure and Administrative Divisions

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

258. 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 region’s proximity to the border of these two large neighboring countries has a big influence to its
socioeconomic and cultural conditions.

259. 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 People’s 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.
66
260. 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'.

261. 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. Bagh’s 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

262. Population and Community. Mongolia’s 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 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.

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

Total Household Urban Household Rural Household
2006 2010 2006 2010 2006 2010 2006 2010
Mongolia 2,594,800 2,735,800 632,500 742.300 372,300 463,400 260,200 278,100
Khovd 88,500 89,240 19,900 20,300 6,600 7,058 13,300 13,241
Source: Mongolia Yearbook 2007, 2011 Ulaanbaatar.

263. 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.

Table 5.23: Ethnic Minorities in the Project Area, 2010

Population

Uriankhai

Myangad
Torguud
Zahchin
Kazakh

Dorvod
Khalkh

Others
Project area
Oold
Unit

Khovd Num 82200 18604 16,700 22,490 7,208 3,124 5,209 3,511 3,588 1,766
% 100 22.6 20,3 27.2 8,7 3,8 6.3 4,2 4,3 2.0
Mankhan Num 4001 3800 201
% 100 95 5
Source: http://www.Khovd.gov.mn.

264. 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
265. 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.

67
 Table 5.24: Gender Ratio in Khovd
Project area Gender Number of Number of Unemployment
Man Woman Deaths Births
Khovd 49,6% 50,4% 473 2012 1,320
Source: Statistical Division of Khovd Aimag.

266. Education. 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 2008-2009 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.

267. 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
Gross Enrolment 93.3 97.6 95.4 96.9 98.7 97.8
Ratio 2010-11
Source: Mongolia Yearbook 2010, Ulaanbaatar 2011.

268. The concentration of schools in the aimag centers reflects Mongolia’s 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.

269. Health. 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.

270. 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.

68
271. 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 2002-
2003 on the state budget.

272. 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.

273. 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 distribution 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.

274. 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.

275. Social Services. Since the 1960’s, 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.
2
276. In 2007, at the national level the housing stock reached at 8105.1 thousand m 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 m2 of area were allocated with about 95.9 percent of total intended for private houses
and apartments.

277. 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.

278. 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.

69
279. 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,
Aimag Motor Television Vehicle Motorcycle Tractor

Khovd 7355 6990 1,999 3334 185

National Totals 132.635 120.598 44.578 66.883 2.645
Source: Mongolian Statistical Yearbook, 2010 P-228.

280. 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
Aimag 2010
Kovd 553
National Totals 910
Source: Mongolian Statistical Yearbook, 2010.p-224.

281. Customs and Traditions. 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 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.

282. 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 well-
wishing 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.

283. 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.

284. 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:

70
  It is forbidden to look suspiciously at one’s 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 one’s reputation).

285. 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.

286. 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 Khovd.

287. Economy. 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.

Table 5.29: Economically Active Population and Employed/unemployed Persons

Economically
Active Employed Unemployed Unemployed as a % of
Population Persons Persons Economically Active
Aimag (000) (000) (000) Population (000)
Khovd 35.9 32.6 3.3 9.2
National Totals 1001.2 1033.7 113.4 11.3
Khovd as a % of National
3.6 3.2 3.0 N/A
Total
Source: Mongolian Statistical Yearbook, 2010.

288. 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.

289. 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.
2
290. With a relatively large land mass (about 1.6 million km ) 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
71
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.

291. Agriculture. 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.

292. 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 Khovd
Aimags occupies 0.2 percent, and 0.31 percent of the total territory, respectively.

293. 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.

294. 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.

Table 5.30: Land Use by Classification

Khovd Aimag
Area Percent of total
Land classification (,000 ha) (%)
Arable/Steppe 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, 2005.

295. Manufacturing/Industry/Mining. 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.

296. 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.

297. 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
72
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.

298. 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.

299. Khovd is predominantly agricultural with livestock as the major produce, is the primary sources of raw
materials and products for the processing industry.

300. 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.

301. 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 500,000-
600,000 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.

302. 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.

303. Household Income, Expenditure and Living Standards. 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.

304. 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.

305. 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.

306. Poverty and Quality of Life. The National Statistical Office had conducted surveys that provide data
on poverty including the 2002-2003 Household Income and Expenditure Survey (HIES) and Living Standards

73
Measurement Survey (LSMS) and the 1998 LSMS.

307. 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.

308. 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.

309. 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.

310. 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.

311. 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.

312. 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

313. Cultural/Archeological, Recreational and Touristic Sites and Development . 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
74
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.

314. 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.

315. 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
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.

316. Human settlement can be traced back in the project area as early as the Paleolithic and Neolithic eras.
Figure 5.9 and Annex IID provides details of archeological sites in the project area.

75
 Figure 5.9: Location of Archaeological Sites along the Project Alignment

Source: Adapted from EIA 2007.

317. The following describes evidence of ancient history in the area:

 Deer Stones are Mongolian ancient megaliths carved with symbols. The name comes from
their carved depictions of flying deer. 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 bird’s 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.

76
  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.

77
6. ALTERNATIVES

6.1 Alternative Analysis

318. 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.

319. In general, the design process has considered the rehabilitation of the road alignment that was
recommended by the EIA 2007.29 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

320. 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 WRRC a profligate exercise which in turn would also be a constraint on future
improvements in the economy of local communities.

321. Furthermore, 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.

322. 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

323. The proposed alignment for the road was designed in 2007 during the preparation of the WRRCDI.30
That corridor traverses through the Mankhan Nature Reserve (MNR). It generally follows the existing track (see
Figure 6.1), which crosses the Mankhan Reserve twice, first to the north and then to the south of Mankhan
soum. The Baga: Ulaan Davaa Mankhan section to the road will end in the southern section of the Nature
Reserve. It will connect to the section of the road from Mankhan to Khovd, which is currently under construction
through the Nature Reserve.

324. Construction of the Road in the Nature Reserve is a concern as it may affect the Saiga Antelope.
However moving the road outside the south eastern boundary of the Nature Reserve will not change the
potential for impact. Both routes are through open desert steppe. Recent consultations at the Khovd Aimag
Centre with the Deputy Governor, Head of Environmental Department, Supervisor, Environment and Tourism
and a Biodiversity and Specially Protected Area Specialist indicated that there was no need for detailed
consideration of an alternative alignment that bypasses the Nature Reserve. Their concerted view was that an
alternative route to bypass the MNR could not be justified considering the cost, as it will have similar impacts.

29
Government of Mongolia. 2007. EIA Ulaanbaatar.
30
ADB. 2008. Report and Recommendation of the President to the Board of Directors: Proposed Grant to Mongolia for
Western Regional Road Corridor Development Project–Phase I. Manila.
78
325. 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 for the construction of the road on the
existing track.

Figure 6.1. Mankhan Nature Reserve and Existing Track

79
6.4 Technological Alternatives

326. 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
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.

327. 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.

328. 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 climate-
associated pavement damages are common for the existing paved roads in Mongolia. Thus, bituminous
pavement will require additional maintenance expenses for filling cracks.

329. The decision on pavement selection will be made considering costs (capital and recurrent) and in
consultation with a cold climate pavement specialist.

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7. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

330. 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.

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

332. 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.

333. 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 Consultant31 will also incorporate further measures recommended under
each impact to alleviate adverse site specific impacts of the project activities.

334. 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

335. 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.

336. 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 Assessment32 and the EIA: 2007.33 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.

337. 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.

338. 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.

31
Consultant TA No. 7449- MON: Regional Transport Development Project Component 1 – Preparing the Western
Regional Road II Project.
32
ADB TA 4643 Pre-feasibility study of the Western Regional Road Corridor. Draft Final Report. Volume 3. Preliminary
Environmental Impact Assessment.
33
Government of Mongolia. 2007. EIA. Ulaanbaatar.
81
339. 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.

340. 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.

Table 7.1: Screening of Environmental Impacts34

Physical Ecological Economic Social & Cultural

Transportation
Atmosphere &
Topography &

Infrastructure
ground water

Public health
communities
Industries &
seismology

Population
Geology &

agriculture
Surface &

economic
Land use
reserves

heritage
facilities

Cultural
climate

Nature
Fauna

Socio-
Flora
soils

Constructi -2 -1 -1 -1 -1 -1 -2 0 0 - 0 0 - +1 0
on
Operation 0 0 +1 -1/+1 -1 -1 +1 0 +1 +1 0 0 +1 0
0 No impact + Insignificant positive impact
-1 Insignificant adverse impact +1 Moderate positive impact
-2 Moderate adverse impact +2 Significant positive impact
Source: Consultant TA No. 7449-MON.

7.2 Anticipated Environmental Impacts

341. The impacts have been grouped under three general categories: physical, biological and socio-
economic. 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:

 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.

342. Impacts in all three of above categories may be either:

 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.

34
Provided no prevention/mitigation measures are taken.
82
  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.

343. 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. Long-
term benefits could include enhanced development opportunities and improved transport services.

344. 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

7.3.1 Impacts on Topographic Characteristics and Soils

345. 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.

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

 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.

83
  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.

347. 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.

348. Land degradation would be reduced or reversed by diversion of traffic from earth tracks to a hard
surface road.

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

350. 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.

351. 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.

352. 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.

84
  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

Potential Erosion Problem
Use of spoil and borrow pits
Locating borrow pits
Location of spoil and borrow
pits
Top soil from borrow pits
Spoil disposal
Soil disposal
Steep cuts
Natural Water courses
Mitigation Measures
All available spoil will be used for structural fill for access roads,
stations, 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 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 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
Water courses will not be blocked and temporary soil and rock
stockpiles will be designed so that runoff will not induce
sedimentation of waterways

353. Impact of Permafrost Degradation on the Road. 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.

354. Impacts of Road on Permafrost. 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.

355. Mitigation for 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. This approach has been
used in Olonnuur area to bypass degraded areas.35

35
Government of Mongolia. 2007. EIA. Ulaanbaatar.
85
356. 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 Federation36 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.

357. 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.

358. 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.

359. Impacts of Natural Disasters. 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.

360. 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.
Table 7.3: Location of Natural Hazard Zones and Mitigation
Road section Station, km Type of structure
1 184.9 Culvert with check dam
2 189.9 Culvert with debris basin
3 199.350 Culvert with check dam
Baga Ulaan pass to
4 201.7 Culvert with debris basin
Mankhan
5 209.038 Culvert with debris basin
6 217.270 Culvert with debris basin
7 225.800 Culvert with check dam

361. 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.

36
Ibid.
86
362. Directing through culverts. Culverts that will pass sediment/debris/flashflood often are designed as
box culverts.

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

364. Culverts. Concrete box culverts are necessary where required openings exceed 4 m2. Previous
experience has established box culverts as efficient and easier to maintain.

365. 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.

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

367. Drifting snow. In order to minimize the adverse impacts of drifting snow at high-altitude passes of the
project area, such as Baga Ulaan pass snow fencing may be used. The proposed design – fencing made from
earth – can be observed at Tsagaannuur – Ulaanbaishint area.

368. Impacts on Climate and Air Quality. 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.

369. Air quality impacts could occur due to construction activities and due to altered traffic patterns and
conditions in the operation phase of the Project.

370. 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
impacts during construction are likely to result from the following sources:

 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.

371. These construction phase impacts would be localized and temporary.

372. 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.

87
373. 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.

374. 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:

 Asphalt and hot-mix plants will be located at least 500 meters away from the nearest sensitive
receptors;
 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 herders (temporary camped near the road alignment)
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.

375. 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.

376. Impact of Water on the Road. 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 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.

377. Impact of the Road on Water – Construction Phase. 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.

88
378. 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.

379. 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.

380. Impacts of Road on Water – Operation Phase. 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.

381. 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.

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

 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.

383. 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, springs and streams would be clearly marked to prevent accidental
damage from construction activities.

384. Noise and Vibration Impacts. 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.

385. 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.

89
386. 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.

387. Construction Noise Mitigation. It is recommended that project contract documents specify that noise
impacts during the construction phase 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.

388. Impacts of Solid Waste. 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.

389. Mitigation Measures - 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.

390. Mitigation Measures - Operational phase. Mitigation measures for operational phase include:

 Construction of rest points and parking areas with solid waste bins;
 Road signs; and
 Awareness campaigns.
7.4 Ecological Resources

391. 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.

90
7.4.1 Impact on Biodiversity

392. Flora. 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.

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

394. Fauna Habitat Loss. No significant habitat loss is anticipated.

395. 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 7.1.37

396. Discussions with experts of Specially Protected Area Administration and Management Departments in
Ulaanbaatar and Bayan-Olgii, WCS and WWF and observations during field trips38 provide evidence that the
magnitude of adverse impacts to wildlife patterns will likely to be insignificant39 because:

 Although the traffic volume is presently low (around 100 vehicles per day), 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 200 vehicles per day by year 2013 and a
bit less than 500 by year 2030. 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.

37
Government of Mongolia. 2007. EIA. Ulaanbaatar.
38
Ibid.
39
Government of Mongolia. 2007. EIA. Ulaanbaatar.
91
 Figure 7.1: Migration Patterns of Wildlife in the Project Area

Source: Adapted from EIA: 2007.

397. 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)40 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.

398. Mitigation of Habitat Fragmentation and Wildlife Migration Patterns. A number of preventive and
mitigation strategies41 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. Relocation of the road alignment around Mankhan Nature Reserve was considered but rejected
(see section 6.1). There was broad consideration of other mitigation measures including:

 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 consultations42. The projected, relatively low volume of traffic during first 10-15
years of the road operation will likely make underpasses inefficient. Additional studies are

40
Govt of Mongolia. 2007. EIA. Ulaanbaatar.
41
Government of Mongolia. 2007. EIA. Ulaanbaatar.
42
Government of Mongolia. 2007. EIA. Ulaanbaatar.
92
 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.

399. The construction of overpasses and underpasses for the Project was rejected, at least in the initial
stages of operation. The projected volume of traffic does not warrant recommending these measures.

400. Proposed Mitigation Measures and Wildlife Movement Study. The proposed measures to mitigate
the impacts of road on the Saiga populations are: (i) providing for wildlife crossing points, (ii) iinstalling special
reflectors on the road in critical crossing areas (iii) iinstalling wildlife crossing signs along the highway to alert
drivers; and (iv) reducing speeds in Saiga movement corridors. To identify and delineate the locations to
implement these measures, a better understanding of Saiga movements. A study is proposed: (i) to identify fine
scale information on Saiga movements and high risk areas; and to provide information on Saiga response to
paved roads, and more importantly, the willingness of Saiga to cross paved surfaces, to assess impediments
to movement

401. 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 Project will not undertake any
specific anti-poaching measures. However it is recommended that other agencies:

 Strengthen anti-poaching units. This task is currently addressed by WWF with assistance of
other NGO’s.
 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.
7.5 Socio-Economic Impacts

7.5.1 Relocation

402. 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.

7.5.2. Non-transport Infrastructure

403. 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.

93
  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.

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

 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.

405. Site-Specific Considerations. No site-specific measures with regard to infrastructure beyond those
recommended for incorporation in the Project and detailed above are required.

7.5.3 Transport Infrastructure

406. 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.

407. 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.

7.5.4 Historical and Cultural Heritage

408. 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.

409. 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.

7.5.5 Health Issues

410. Health Impacts. Human health risks associated with the Project during construction or operation
phases can include:

 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.

94
  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.
7.5.6 Impact on Livelihood of Herdsmen

411. 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 were of the view that the road
formation would not be a significant 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.

412. Mitigation. The road embankment will be of limited height through pasture lands and road signs
should warn drivers of herd crossing.

7.5.7 Construction Camp Impacts and Management

413. 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.

7.5.8 Occupational health and Safety Management

414. 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

415. Definitive signs of climate change are already evident in Mongolia as in other countries in the world, but
in Mongolia’s 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.

416. 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
43
observed. Temperature due to global warming in Mongolia has increased and is projected to increase up to
5 C by end the 21st Century.44 The occurrence of disturbances in climate and geophysical systems has already
o

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.

43
Ministry of Environment, Nature and Tourism, Mongolia. 2009. Mongolia: Assessment Report on Climate Change 2009.
Ulaanbaatar.
44
Ibid.
95
417. 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.

418. 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.

419. 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.

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

7.6.1 Air Temperature Changes

421. Since 1940, the average annual air temperature in Mongolia has increased by 1.9оС. Locally, the
warming trend is slightly higher in the mountainous areas (2.0оС to 3.7оС) and lower in the Gobi desert and
steppe areas (0.7-2.0оС).45

422. 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.46

423. 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.47

7.6.2 Precipitation Amount Change

424. 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.48

45
Govt of Mongolia, 2010, EIA for TA No. 7449-MON.
46
Ibid.
47
Ibid.
48
Ministry of Environment, Nature and Tourism, Mongolia. 2009. Mongolia: Assessment Report on Climate Change 2009.
Ulaanbaatar.
96
7.6.3 Accentuation of Natural Hazards

425. As a consequence of the warming, occurrences of convective phenomena such as thunderstorms,

flash floods, and heavy rains have been increasing.

426. 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 livestock49 and many rural households were struggling to survive. Again in early
2010 another dzud occurred. By the end of April 2010, more than 7.8 million head of livestock (about 17% of all
Mongolia’s livestock) had perished nation-wide.50 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.

7.6.4 Permafrost

427. 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.

428. 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.51 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.

7.7 Greenhouse Gas Emissions

7.7.1 Transport Sector

429. 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.

430. 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.52 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.

431. 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.

432. Air Transportation Since 2006, the air transportation sector has been in decline and passenger traffic
has dropped off.53 Due to the high cost to travel by air, most domestic passengers are choosing instead to drive
or travel by train.

49
Ministry of Environment, Nature and Tourism, Mongolia. 2009. Mongolia: Assessment Report on Climate Change 2009.
Ulaanbaatar.
50
UNDP Mongolia country Team, Consolidated Appeal, 2010, Dzud appeal.
51
Ministry of Environment, Nature and Tourism, Mongolia. 2009. Mongolia: Assessment Report on Climate Change 2009.
Ulaanbaatar.
52
Ibid.
53
National Statistics Office of Mongolia, 2009, Mongolian Statistical Yearbook.
97
433. 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
IPÑC; 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.

7.7.2 Greenhouse Gas Emission Estimates

434. Based on the traffic projections in Table 4.4, GHG emissions for the Project, over a twenty year
period, including construction and operation, are estimated below:

Without the Project (CO2 tons/yr) With the Project (CO2 tons/yr) Net Contribution (CO2 tons/yr)
57,589 86,881 29,292
Source. ADB Staff Estimates

435. The increase in GHG emsissons due to increase in traffic resulting from the road development is not
expected to adversely affect 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.

436. Country specific strategies that could be considered include:

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

7.8 Cumulative and Induced Impacts

437. The proposed project will construct a road in one section of the WRRC. An environmental impact
assessment of the entire corridor was completed in 2007. That assessment concluded that the main adverse
environmental impacts throughout the entire corridor were:

i. Physical resources
 Natural hazards – rockfalls, flashfloods, and snowstorms
 Soil erosion
 Permafrost
ii. Ecological resources
 Disruption of wildlife migration
 Encroachment of Specially Protected Areas
 Increase in poaching
 Facilitation of the illegal trade in wildlife
iii. Social resources
 Relocation of storage sheds and livestock pens

98
438. The assessment concluded that the positive impacts were:

i. Reduction in dust and soil erosion associated with traffic on the existing tracks; and
ii. Reduction in the area disturbance to natural vegetation by confining the road alignment into a narrow
width.

439. Most these adverse impacts are local (e.g. permafrost areas, locations where natural hazards are
present, and protected areas). While these impacts are additive in nature, it was concluded that with proper
mitigation and monitoring, the direct impacts will not be significant.

440. The cumulative impacts on wildlife are of concern. There may be an impact on wildlife movements and
migration. The road may act as a physical barrier in some sections. It may also deter animals from crossing
due to the traffic and associated traffic noise. The actual potential for impact is not known. Monitoring may be
necessary to determine the actual impacts on wildlife migration. The road will likely increase access for
poachers. It will also facilitate illegal trade in wildlife. Continued vigilance by the Mongolian authorities and the
NGOs (e.g. the WWF) is needed to address these issues.

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, an
inflow of a greater amount of tourists with the construction of the road could generate additional impacts to
the Altai-Sayan Eco-region. Therefore, the development of a tourism sector development plan in
Mongolian part of the Altai-Sayan Eco-region is desirable. Synergistic impacts of road construction and
mining development may produce adverse impacts to the fragile mountain ecosystems. Among planned or
ongoing developments in the Corridor are the commissioning of the coal deposit in Most sum and a silver
deposit near Tsagaannuur.

99
8. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE

8.1 Stakeholder Workshops in Western Regional Road Corridor

441. 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 2007.54 These consultations were conducted for the full 748.4
km length WRRC. 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 prior to
commencement of construction.

442. The first round of consultations was organized in Khovd and Bayan-Olgii aimags on 24 and 27 March
2007. 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.

443. The second round was organized in Khovd and Bayan-Olgii aimags from 26 to 30 May 2007 (Bulgan –
May 26, Most – May 28, Mankhan – May 28, Khovd – May 29, Olgii – May 31, and Tsagaannuur – May 30)
after draft versions of EIA/SEIA55 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.

444. However, the above public consultations were conducted in 2007 and were not project specific to the
Baga Ulaan Davaa-Mankhan Section.

8.2 Consultations within the Project Area

8.2.1 Baga Ulaan Davaa-Mankhan

445. In May, 2011, the community around the Mankhan Soum was consulted at a community meeting at the
Bayangol Bagh Center where 21 local residents including 6 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.

446. The view of the community was that while they appreciated the benefits of road development the road
impacts on 46ha 56 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.

447. At the meeting held at Khovd Deputy Governor’s Office in May, 2011, 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.

448. 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
54
Government of Mongolia. 2007. EIA. Ulaanbaatar.
55
Ibid.
56
This 46 ha is not within the project area, Rather it is in the project area of an adjacent section that is currently under
construction.
100
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..

449. At the consultation with the Khovd Branch head of WWF, D.Tseveenravdan, in May, 2011, 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.

8.2.2 Khovd Consultations, August 2011

450. On August 24, 2011, a stakeholder consultation meeting was held at Khovd city, Khovd aimag,
Mongolia. Local stakeholders included representatives for Department of Nature, Environment and Tourism,
staff from the Khar Us Nuur Protection Administration, Worldwide Fund for Nature (WWF), and Rich Altai, which
is an NGO representing local herders.

451. Initial discussions focused on a problem encountered by the Khar Us Nuur Protection Administration
with the Contractor for the Mankhan to Khovd section of the road corridor, which passes through Mankhan
Nature Reserve and Khar Us Nuur National Park. The contractor was taking water illegally from the lake. A
temporary road to the intake point was constructed. An excavation was made in the lake to facilitate the water
withdrawals. With respect to the proposed section, (Baga Ulaan Davaa – Mankhan), it was requested that the
water withdrawals be addressed in the Environmental Management Plan.

452. The representative of the Rich Altai NGO, which represents about 100 herders explained that the
pattern of land use by herdsmen follows an annual cycle – after wintering their livestock in lower steppes, the
herdsmen use “spring areas” to prepare for movement of the animals to the summer pastures at higher
elevations. This movement usually takes place in June. After spending the summer in the summer pastures,
the herdsmen move their herds back to the lower steppes in September for the winter. He stated that it will be
important to ensure safe passage of livestock and herder families across the road. He noted that one downside
is the construction phase. Based on the experience of a separate mining in Western Mongolia road there were
problems and conflicts over water withdrawal, extraction of sand and gravel, and trucks and equipment not
following prescribed routes. As these problems are to be expected, there is a need for Grievance Redress
Mechanism to address complaints. These problems may be best solved by the Government and local NGOs.

453. The WWF Representative stated that one potential impact may be on the Saiga Antelope. The road
goes through the Mankhan Nature Reserve. The road and increased traffic may act as barrier to Saiga
migration. The Saiga may be unable to cross the road if it is too high. He asked whether are there plans for
underpasses or overpasses and plans for planting trees? The MNET representative explained that the
Mankhan Nature Reserve is part of Saiga range. Currently there are an estimated 30 animals that move freely
within the Nature Reserve. There is a much larger population in the Sharga Nature Reserve that moves down
into the project area when there is a lot of snow at higher elevations. Last year the Convention and Migratory
Species designated the Saiga tatarica mongolica as an endangered species. The mining road (recently
constructed) and the proposed road may fragment the habitat by restricting movement. Measures need to be
taken to ensure wildlife migration patterns are not disrupted.

454. The MNET representative also stated that conflicts between the contractor and local people need to be
properly addressed. There is need to provide specific information on the location of borrow pits and water
sources. Plans for restoration of borrow sites are needed. He further explained that people understand the
potential benefits of the road. However, the road is in the middle of traditional grazing area of herders (from
three soums). The road is close to “spring places”. The maps and records of the traditional used of these
places should be obtained from the soums. There should be provisions for livestock crossings.

455. The Director of Khar Us Nuur Protection Administration summarized the issues and concerns raised
during meeting. These included: (i) ensuring that the EIA report is well prepared; (ii) taking into account the

101
comments by all stakeholders; (iii) making provisions for wildlife and herders crossing the road; (iv) based on
research of the main crossing points – making it easier to cross the road by providing gently sloping shoulder
and embankments; (v) identifying proposed points for water withdrawals and quantities; and making sure that
the Grievance Redress Mechanism is working with involvement from local government and civil society.

456. The results of these consultations were taken into account in the revision of the Environmental
Management Plan and the Grievance Redress Mechanism.

102
9. GRIEVANCE REDRESS MECHANISM

9.1 Introduction

457. Every effort was taken to facilitate and encourage public participation in the preparation process of the
Environmental Impact Assessment (EIA)57 during the Feasibility Study for the WRRC, and in preparing the
present EIA for the road section from Baga 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 Project’s environmental
performance. It should be emphasized that this grievance redress mechanism related only to the project’s
environmental performance.

9.2 Objectives of Grievance Redress Mechanism

458. 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
honored where this is seen as important.

9.3 Current Practice

459. Under the current system (Figure 9.1), when people are affected by project activities they can
complain to the contractor, local Governor’s 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

460. 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

57
Government of Mongolia. 2007. EIA. Ulaan Bataar.
103
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

461. 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 PCC’s 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.

462. 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.

9.4.1 GRM Steps and Timeframe.

463. Procedures and timeframes for the grievance redress process are as follows (see Figure 9.2):

 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 Contractor’s 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.

104
464. 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

465. The responsibilities of the PCC are:

 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.

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

 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.

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

 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.

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

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

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

 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.

466. 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 analyze
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
EA’s report to the ADB.

105
 Figure 9.2: Proposed Grievance Redress Mechanism for the Project

Grievances/complaints by individuals, groups, or institutions

Entry points: Receiving

Solve problem ad hoc

complaints, solving
ad-hoc, forwarding to PPC
(max. 5 days)
Oral or written Oral or written
grievance 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, Ineligible
Inform complainant, refer to
assess eligibility of complaint alternative mechanisms (resettlement,
re-employment), Inform ADB
Eligible

Consult entry points and No Solution found

complainant, identify solution,
Review and Decision by get complainant’s approval
Ministry (max. 2 weeks)
Inform complainant, conduct a multistakeholder meeting
Solution found convened by DOR to by identify solution and action plan,
identify responsibilities
Solution found

Implement Solution
No Solution found
Implementation (max. 7-14 Grievance related Grievance related
Report

days) to construction to  operations

Or ADB intervention ADB Project Team
(max. 3 months) (Special Mission)
Contractor/IA EA/IA/operator

106
10. ENVIRONMENTAL MANAGEMENT PLAN

10.1 Environmental Safeguards

467. 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.

10.2 Mitigation Measures

468. 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.

469. Impacts. This EMP focuses mitigating the main impacts associated with the road section from Baga
Ulaan Davaa to Mankhan. The dominant land use in project area is livestock grazing by semi-nomadic herders,
which are making use of extensive summer and winter pasture throughout the project area. Currently there a
multiple tracks crossing through the pasturelands. Short sections of the proposed road will be through narrow
passes, where the road is adjacent to a water course, where are risks of rock falls and flash flooding. The
potential impacts of the Project include impacts on the endangered Saiga antelope as the road embankment
and road traffic may act as barrier to movement. The Saiga antelope is a target for illegal hunting and wildlife
trade. There are ongoing efforts by the Government, local NGOs, and national NGOs to control illegal hunting
and trade. The proposed road passes through the buffer zone of the Mankhan Nature Reserve, which was
created for protection of the Saiga populations. The proposed road construction is not prohibited under the
Mongolian Law on Specially Protection Areas. Livestock movements across the road may similarly be hindered
by the road and road traffic. The herders have an established pattern of use of the project area especially in
winter and spring. There is a concern during the construction, where activities may have direct impact on
herders camped within project area. Concerns include dust, contamination of water sources, noise, and the
inference with local traffic. Concerns for contamination of water resources are limited to a few areas where
streams cross the road or are adjacent to the road in narrow canyons The main concern for water quality is for
temporary increases in turbidity during construction, and accidental contamination from oil, grease, fuel, and
other toxic materials associated with construction equipment. The main mitigation measures, which are i are
described in Table A1-1 in Appendix 1, are given below.

470. 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).

471. Erosion. The following remedial measures are to be implemented by the contractor and will be
specified in the contract documents:

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  Prevention:
o Implementation of a 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 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.

472. Borrow Pits and Spoil Sites:

 Use of borrow pits and spoil sites and their restoration plans to be approved by the Employer;
 Pit restoration will follow the completion of works in full compliance with all applicable
standards and specifications;
 Arrangements for opening and using material borrow pits will contain enforceable provisions;
 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;
 Borrow pit areas will be graded to ensure drainage and visual uniformity;
 Topsoil from borrow pit areas will be saved and reused in re-vegetating the pits; and
 Additional borrow pits will not be opened without the restoration of those areas no longer in
use.

473. 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.

474. 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:

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

475. Drifting snow. In order to minimize the adverse impacts of drifting snow at high altitude passes, snow
fencing will be used during construction.

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476. 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.

477. 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 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 incorporated in the
contract documents.
 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.
 During operation, enforcing emission standards authorized under Mongolian Environmental
Law would assist in avoiding air quality deterioration.

478. 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:

 A water withdrawal plan that specifies the locations and quantities of surface and groundwater
that will be need for construction.
 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.
 Vegetative cover between the road and water bodies.

479. 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

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  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.

480. 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.

481. Community Consultation. Public notification of construction operations will incorporate noise and
dust considerations; information procedure of handling complaints through the Grievance Redress Mechanism
will be disseminated. Consultations during environmental management plan implementation on environmental
concerns will be undertaken during implementation of the environmental management plan. Specific
consultations include:

 Consultation with Mankhan Nature Reserve administration, local government and herders with
respect to the identification, design, and construction of livestock crossings;
 Consultation with the Mankhan Nature Reserve administration, local government and herders
with respect to the identification, design, and construction of wildlife crossings;
 Consultation with Mankhan Nature Reserve administration, local government and herders with
respect to the location, quantities needed, operation, and restoration of borrow areas;
 Consultation with Mankhan Nature Reserve administration, local government and herders with
respect to location, quantities of water withdrawals from surface and groundwater; and
 Consultation with herders and local government with respect to construction scheduling to
avoid conflict with traditional use area during the construction period.

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

 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.

483. 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.

484. Habitat Fragmentation and Wildlife Migration Patterns. To mitigate the impacts of road on the Saiga
populations, measures have been proposed including:

 Providing for wildlife crossing points

 Installing special reflectors on the road in critical crossing areas
 Installing wildlife crossing signs along the highway to alert drivers
 Reducing speeds in Saiga movement corridors

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485. 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.

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

 Water Supply Systems. Project contract documents will contain provisions to require
construction identification of existing water sources and develop plans to avoid and protect the
sources.
 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.

487. Local Traffic. The contracts will specify that care must be taken during the construction period to
ensure that traffic disruptions are minimized.

488. 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.

489. Health and Safety. Human health and safety risks associated with the Project during construction or
operation phases will be mitigated by:

 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.

10.3 Implementation

490. 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 (Contractor’s 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 Contractor’s 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.

491. While the contractor will include an Environmental Management Officer in the contractor’s staff
responsible for implementing the EMP the supervising engineer’s staff will also include an Environmental
Surveillance Mmonitoring Specialist for monitoring the iimplementation of the EMP and managing other
unforeseen environmental impacts.

492. 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:

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  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 (iv) topsoil from
the opening of borrow pits will be saved and used to re-vegetate the pits.
 Water Withdrawal Plan will document the specific locations and quantities for water
withdrawals from both surface and groundwater needed for the project. It will specify the water
shall not be taken from the protected areas.
 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 contractor’s 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.
10.4 Implementation Schedule

493. The implementation schedule for the Project Cycle addresses mitigation and monitoring as illustrated in
Table 10.1 below.

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 Table 10.1: Environmental Mitigation and Monitoring Schedule
Phase Issue Schedule
Mobilization/ Pre- Training for PIU be completed before the beginning
1 time
construction of mobilization phase
During the SE to review and approve contractor’s management
1 time
mobilization phase plans and method statements and forward to PIU
During See EMP and
Mitigation and monitoring
construction monitoring plan
Reporting:
Weekly/monthly
During Contractor to SE
monthly
construction SE to PIU/DOR
quarterly
PIU/DOR to ADB (through MRTCUD)
Mitigation, monitoring of air and water quality, Regularly according
During Operation wildlife corridors, efficiency of wildlife reflectors and to monitoring
warning signs program

10.5 Environmental Management Cost Estimate

494. 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.

Table 10.2 Environmental Management Plan Costs

Item Unit Quantity Unit Cost Costs ($)

A. Mitigation
1. Dust control day 360 200 72,000
2. Sanitation at construction camps lump sum 25,000
3. Reflective road studs (wildlife warning
reflectors), wildlife warning signs, km 10 5000 5000
livestock crossing warning signs
4. Blasting mats lump sum 10,000
5. Protection of drinking water sources lump sum 2,000
6. Solid waste management lump sum 25,000
Subtotal (A) $139,000
B. Monitoring
1. Water Quality Monitoring 2 20,000 40,000
2. Wildlife Survey 1 40,000 40,000
Subtotal (B) $80,000
C. Environmental Supervision and Advisors
1. Environmental Surveillance Monitoring
1 12 months 4000 48000
Specialist
2. Wildlife Biologist 1 1 month 30000 30000
Subtotal (C)
$78,000
Total $297,000

10.6 Institutional Arrangements

495. Key organizations and people involved in environmental management of the project are:

 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.

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  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:
o supervise site environmental management system of the contractors, and provide
corrective instructions;
o review the EMP implementation by the contractors; and
o 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
Contractor’s EMP and undertake self-check activities and fully cooperate with the external
environmental inspectors.

496. Bidding documents and detailed design contracts will be prepared and managed by the 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 SE’s Environmental Surveillance Monitoring Specialist.

497. 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

498. 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

114
assistance and procurement of laboratory equipment and supplies. This capacity building has not been
budgeted for under the Environmental Management Plan.

499. Technical assistance. One of the main objectives of the technical assistance would be 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.

10.8 Environmental Monitoring

500. 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 on water quality, as
well as a survey on wildlife movements.

501. Water Quality Monitoring. The main concern for water quality is for temporary increases in turbidity
during construction, and accidental contamination from oil, grease, fuel, and other toxic materials associated
with construction equipment. Water quality monitoring will be required at key points in important streams that
cross the road corridor in the project area. Monitoring during the construction period will be undertaken through
a contract to a qualified local environmental monitoring company or institution. Monitoring will include basic
parameters (e.g., temperature, suspended particles, pH, dissolved oxygen content, COD, BOD, hydrocarbon
(oil, grease, fuels).

502. Wildlife Movement Study. To identify and delineate the locations to implement these mitigation for
protection of the Saiga Antelope, a better understanding of Saiga movements is needed. A study will be
undertaken (i) to identify fine scale information on Saiga movements and high risk areas; and (ii) to provide
information on Saiga response to paved roads, and more importantly, the willingness of Saiga to cross paved
surfaces, to assess impediments to movement. A qualified Mongolian research institute or an environmental
NGO will contracted to conduct the wildlife survey. An international wildlife biologist will be recruited to serve as
an advisor to the study and provide inputs into survey, interpretation of survey reports, and for editing of
reports.

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11. CONCLUSION

503. 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).

504. 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).

505. 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).

506. 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.

507. 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.

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 APPENDIX I

ENVIRONMENTAL MANAGEMENT PLAN

TABLE A1-1: DETAILED ENVIRONMENTAL MANAGEMENT PLAN

TABLE A1-2: ENVIRONMENTAL MONITORING FRAMEWORK

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 TABLE A1-1: DETAILED ENVIRONMENTAL MANAGEMENT PLAN
Environmental Estimated Cost, Responsibility
Mitigation Measures Location Time Frame
Issue $US Implementation Supervision
I. Pre Construction Phase
1. Fauna
Wildlife corridor Studying/Monitoring wildlife 70,000 Mankhan Nature At pre- Mongolian DOR/MNET
restrictions routes and animal behavior Reserve and other Construction, research institute
potential Saiga Construction or an
movement corridors and post environmental
Construction NGO supported
phases by an international
wildlife biologist
2. HIV/AIDS/STIs, Communicable Diseases, and Human Trafficking
Awareness Raising Campaign Included in Project Area Pre PIU/DOR MRTCUD
for local population1 HIV/AIDS budget construction
and
construction
3. Public Consultation on EMP Implementation
People’s opinion Public consultations conducted 5,000 Mankhan Pre PIU/SE DOR
on the EMP to disclose information on the construction
Implementation EMP and its implementation and
process and obtain the opinions construction
of environmental experts and
general public on the detailed
design in environmentally
sensitive areas and other
affected areas. Consultations will
include: identification, design,
and construction of livestock and
wildlife crossings; location,
quantities needed, operation,
and restoration of borrow areas;
location, quantities of water
withdrawals from surface and
groundwater; and construction
scheduling to avoid conflict with
traditional use areas during the
construction period

1
Provision for HIV/AIDS prevention campaign for workers will be included in work contracts.
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Environmental Estimated Cost, Responsibility
Mitigation Measures Location Time Frame
Issue $US Implementation Supervision
Reporting project Training PIU on project Provided under - Pre DOR MRTUCD
environmental environmental reporting capacity building construction
monitoring of PIU

II. Construction Phase

1. Grievance Redress
Grievances Official in charge of people’s 10,000
grievance will be designated in
DOR and PIU.
A leaflet outlining environmental
protection measures and listing
grievance contact points will be
Throughout the Project Before
distributed. PIU/DOR MRTCUD
alignment construction
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 Preparation of a Soil Erosion Included in the
management Plan main civil works
Areas of soil clearance should cost
be minimized;
Less erodible materials should
be selected and good
compaction, placement of
gabions and riprap particularly
throughout the Project
around bridges and culverts Construction
area Contractor SE/PIU
Stepped embankments will be Period
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

119
Environmental Estimated Cost, Responsibility
Mitigation Measures Location Time Frame
Issue $US Implementation Supervision
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 re-
vegetation with grazing resistant
plant species;
Completion of discharge zones
from drainage structures with
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.
Permafrost Precautions in designing of Included in the
roadbed in embankments; main civil works
Erection of the roadbed of rock, cost
coarsely clastic rock and sand
soils,
Using natural and artificial heat-
insulating materials in subgrade,
embankment and road
pavement; Construction
In permafrost areas Contractor SE/PIU
Using non-woven synthetic Period
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.

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Environmental Estimated Cost, Responsibility
Mitigation Measures Location Time Frame
Issue $US Implementation Supervision
3. Natural Hazards
Flashfloods Installation of box culverts Included in the
Identified flash flood Construction
Warning signs main civil works Contractor RSRC/PIU
prone areas phase
cost
Blowing and Installation of snow fencing Included in the
Construction
drifting snow main civil works Baga Ulaan Pass Contractor SE/PIU
phase
cost
4. Air Quality
Generation of dust All earthwork vehicles shall be 72,000 Construction sites, Construction Contractor SE/PIU
covered to avoid spillage asphalt plants phase
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
Emissions from The asphalt batching plants/ 20,000 for air Construction sites Construction Contractor SE/PIU
Construction crushing plants must be fitted pollution control (asphalt plants / period
Vehicles, with dust extraction units in equipment for crushing plants)
Equipment, and compliance with local standards asphalt plants /
Machinery All vehicles, equipment, and crushing plants
machinery used for construction
shall be regularly maintained
and correctly operated (including
the use of dust filters or hoods)
throughout the Project
alignment.
5. Water Issues
Contamination of Control of water flow speed by Included in the Construction sites Construction Contractor SE
water bodies means of rip-raps, dissipation main civil works period
structures, grass, etc. cost
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;

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Environmental Estimated Cost, Responsibility
Mitigation Measures Location Time Frame
Issue $US Implementation Supervision
Contractor should develop and
implement a Spill Management
Plan
Contamination of Existing water wells and springs 2,000 Throughout the 103.3 Pre- Contractor SE/PIU
drinking water would be clearly marked to km section construction
sources prevent accidental damage from
construction vehicles
Monitoring of Monitoring of the basic 40,000 Key rivers and streams Construction Contractor/SE PIU
impacts on water parameters of wastewater and period
bodies affected water bodies
(Temperature, suspended
particles, pH, dissolved oxygen
content, COD, BOD, oil
products)
Conservation of Water withdrawal plan: Included in civil Identified water Construction Contractor/SE PIU
water and Estimation of the specific works contracts withdrawal points used period
protection of water locations and estimation of for construction
sources quantities for water withdrawals
from both surface and
groundwater.
It will specify that the water shall
not be taken from protected
areas.
Procedures for abandonment of
wells to be specified. Measures
for protection of surface water at
water withdrawal points.
Spill Management Plan to apply
at water withdrawal points.
6. Wildlife
Wildlife corridor Installation of wildlife reflectors; 5,000 Wildlife migration Installation of Contractor,
restriction Installation of warning signs; routes in the Project reflectors and Administrations of
Speed restrictions Section signs – SPA in Khovd and
construction coordination with PIU
phase; WWF and WCS.
Maintenance
of reflectors –
122
Environmental Estimated Cost, Responsibility
Mitigation Measures Location Time Frame
Issue $US Implementation Supervision
Operation
phase
Wildlife Crossing Construction of Wildlife Crossing Included in civil Critical areas for End of Contractor,
Points works contracts wildlife movements Constriction Administrations of
Period SPA in Khovd and PIU
coordination with
WWF and WCS.
Illegal Poaching Clauses written into construction The restriction will Project section and Construction Contractor
and Hunting contracts: immediate firing and be included in associated component and post-
prosecution of individuals construction sections construction
PIU/MNET
involved in poaching and illegal contracts
trade, hunting, or cutting of
vegetation
7. Noise and Vibration
Blasting Blasting operations shall be Safety measures Cut areas and quarries Construction Contractor
Operations carried out in accordance with are included in the period
Law on Control of Explosives main civil works
(2004) cost
Blasting schedules shall be 10,000 (blasting
publicly disseminated in areas mats)
where residences will be
impacted by the blasting noise
including shepherds.
Potential structures which may
be impacted from blasting
vibration will be identified prior to
blasting and monitored during SE/PIU
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
123
Environmental Estimated Cost, Responsibility
Mitigation Measures Location Time Frame
Issue $US Implementation Supervision
Noise from Plant and equipment used in Included in the Construction Sites Construction Contractor
Vehicles, Plant, construction shall strictly main civil works period
and Earthmoving conform to local noise cost
Equipment standards.
Within 200 m of the nearest
habitation, construction work
such as crushing, concrete SE/PIU
mixing and batching, mechanical
compaction, etc., will be stopped
between 22:00 and 06:00 hours
throughout the Project area,
sites temporarily acquired, and
all borrow areas.
8. Historical, Cultural, and Archaeological Heritage
Encountered If a historical, cultural, or Project Area Construction Contractor DOR, If needed
during archaeological relic is Period soum/district
Construction encountered during construction, governor,
throughout the Project area, all Institute of
activities will halt and an Archaeology
established action plan will be and local police
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.
9. Restoration of Borrow Pits and Quarries
Reinstatement of Topsoil strip (where necessary) Included in the Identified quarries and After a Contractor SE/PIU
borrow pits and Grassing the area main civil works borrow pits along the completion of
quarries cost road construction
works
10. Construction Camps
Damage of topsoil Proper construction camp 25,000 Contractor SE/PIU
Contamination management in compliance with

124
Environmental Estimated Cost, Responsibility
Mitigation Measures Location Time Frame
Issue $US Implementation Supervision
related to fuel Construction Camp
storage and Management Plan;
fuelling operations Proper waste management in
Sewerage related compliance with Waste
contamination Management Plan;
Waste Proper spill management in
management compliance with Spill
Management Plan.
Planning to reduce the likelihood Included in road In all sections Design, Contractor, Local SE/PIU
of accidents safety budget Construction, Police
11. Road Safety Education of users on the risks and Operation
of high speeds phases
Enforcement of traffic laws
12. Livestock Construction of livestock Included in the Traditional areas Towards the Contractor SE/PIU
Crossings crossing points main civil works where herders cross end of
cost the road corridor with construction
their livestock
III. Operation Phase
1. Solid waste Contractors will be required to 10,000 In all sections Operation DOR MRTCUD
clean up the ROW after period
construction
Garbage bins will be installed in
maintenance centers and
service stations
Staff in the maintenance centers
will carry out periodical solid
waste collection
2. Water Quality Monitoring in proximity to key The cost of this Water Quality State
stream equipment is Monitoring Professional
included in Water Contract Inspection
Quality Monitoring Agency
during
Construction
Phase

125
 TABLE A1-2: ENVIRONMENTAL MONITORING FRAMEWORK

Monitoring
Location and Frequency of Parameter Measurement Location Time Frame Responsibility
Parameters
1. Water Quality A. Monitoring Parameters: Monitoring of the basic parameters of wastewater and Key streams Construction Construction
affected water bodies (Temperature, suspended particles, pH, dissolved oxygen crossing the and operation phase – Water
content, COD, BOD, oil products), turbidity, hydrocarbon (oil, grease, fuels) , other alignment phases Quality
toxic construction chemicals Monitoring
B. Monitoring Frequency: Contract
Construction phase: daily
Operation phase: monthly Operation phase
Monitoring points: Key streams at risk during construction and operation : State
C. Monitoring Standard Professional
Mongolian standard: MNS 4586:1998 Inspection
MNS 4943:2000 Agency

2. Wildlife A. Monitoring Item In ecologically Preconstruction Preconstruction

Endangered wildlife and movement patterns. sensitive Project and and construction
B. Monitoring Frequency Areas construction Mongolian
Wildlife survey to determine movement corridors and crossing points research institute
C. Monitoring Points or an
Wildlife migration routes near Mankhan Nature Reserve and other important areas environmental
along the corridor NGO supported
by an
international
wildlife biologist

Operation:
Administration of
SPA of Khovd
aimags

126
 APPENDIX II A

CLIMATE VARIABLES AND AIR QUALITY STANDARDS

127
 Figure 1: Absolute Maximum/Minimum Air Temperature, оС (1995-2005)

Source: EIA 2007.

Source: EIA 2007.

128
 Source: EIA 2007.

129
 Figure 2: Absolute Minimum Temperature of Soil Surface, оС (1995-2005)

Source: EIA 2007.

Source: EIA 2007.

130
 Source: EIA 2007.

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

Source: EIA 2007.

131
 Source: EIA 2007.

Source: EIA 2007

Table 1: National Air Quality Standards

Concentration, mg/ m3
Category
Dust SO2 CO NO2
24 hour mean 0.15 0.05 3.0 0.04
Maximum value 0.5 0.5 5.0 0.085
Source: Ministry of Nature, Environment and Tourism, State of Environment 2003, 2005.

132
 APPENDIX II B

WATER QUALITY STANDARDS

133
 Table 1: Ambient Water Quality Standards
Contents Unit Acceptable concentration
1 pH 6.5-8.5
2 Dissolved O2 mgO/l Less than 6.4
3 Biochemical oxygen demand mgO/l 3
4 Chemical oxygen demand-Mn mgO/l 10
5 Ammonium NH4 -N mgN/l 0.5
6 Nitrite NO2 -N mgN/l 0.02
7 Nitrate NO3 -N mgN/l 9.0
8 Phosphorus – PO4-P mgP/l 0.1
9 Sulfur oxide SO4 mg/l 100
10 Manganese Mn mg/l 0.1
11 Copper Cu mg/l 0.01
12 Chromium Cr6+ mg/l 0.01
13 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.

134
 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.

135
 APPENDIX IIC

LIST OF FLORA AND FAUNA

136
 Table 1: List of Dominant Plants
Zone Dominance
Cerastium lithospermifolium, Dryadanthe tetrandra, Parrya exscapa, Kobresia
High mountain belardii, Carex melanatha, Carex orbicularis
Festuca lenensis, Oxytropis oligantha, Potentilla nivea, Stellaria pulvinata,
Artemisia argyrophylla, Kobresia filifolia
Festuca lenensis, Helictotrichon desertorum, Festuca valesiaca, Poa
Mountain steppe 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
Dry steppe 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
Desert steppe
Stipa glareosa, S.sibirica, Agropyron cristatum, Cleistogenes squarrosa,
Allium equardii, Artemisia rutifolia, Caragana bundei, Lophanthus chinensis
Stipa glareosa, Caragana bundei, Euratia certoides, Anabasis brevifolia,
Stepped desert
Artemisia xerophytica, Agropyron nevskii
Nanophyton grubovii, Eurotia ceratoides, Stipa glareosa, Artemisia
Grasses – gracilescens, Reamurea songorica
undershrub desert Anabasis brevifolia, Stipa glareosa, Arthemisia xerophytica, A.hanthochroa,
Ajania fruticosa, Zygophyllum pterocarpum, Ephedra sinica
Euratia certoides, Reamurea songorica, Haloxylon ammodendron, Artemisia
Undershrub and terrae-albae, Anabasis salsa, A. truncata
shrub desert Haloxylon ammodendron, Anabasis brevifolia, Zygophyllum xanthoxylon,
Reamurea songorica,
Achnathuerum splendens, Leymus, Iris lacteal, Carex enervis, Kalidium
Hamad foliatum, Reamurea songorica, Phragmites communis, Tamarix ramosissima,
Haloxylon ammodendron, Popolus diversifolia
Source: EIA 2007.

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
1 Asiatic Wild Dog* Чоно, цєєвєр Cuan alpinus Bodonch Canyon
in Bodonch Canyon,
near Tsambagarav
2 Snow leopard* Ирвэс Uncia Uncia Nature Reserve, Shine
Pass, Siilkham
National Park
Southern part of
3 Asiatic Wild Ass Хулан Equus hemionus
Bulagan soum
4 Wild Boar Зэгсний гахай Sus scrofa nigripes Khar Us Nuur
Mankhan Nature
Saiga Соргог бєхєн Saiga tatarica tatarica Reserve, Khar Us Nuur
National Park
Near Khar-Us Nuur
Mongolian saiga
5 Монгол бєхєн Saiga tatarica mongolica and Mankhan Nature
antelope*
Reserve
Mankhan Nature
6 Goitered Gazelle Хар сїїлт зээр Gazella subgutturosa
Reserve
7 Wild mountain sheep Алтайн аргаль Ovis ammon Nearby Bodonch river

137
 English name Mongolian name Latin name Potential occurrence
in the Project Area
in Bodonch canyon,
near Tsambagarav
8 Ibex Янгир Capra Ibex siberica Nature Reserve, Shine
Pass, Siilkham
National Park
9 Beaver* Тєв азийн минж Castor fiber birulai Bulgan river
Таван хуруут Khar Us Nur National
10 Satunin’s Jerbao Cardiocranius paradoxus
атигдаахай Park
Thick-tailed Pygmy Khar Us Nur National
11 Єєхлєг атигдаахай 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.

Table 3: Rare and Endangered Local and Migrant Bird Species of in Khovd
English name Mongolian name Latin name Khovd
1 Dalmatian Pelican Борцгор хотон Pelecanus crispus +
2 Great white Egret Цасч дэглий Egretta alba +
3 Eurasian Spoonbill Халбаган хошуут Platalea leucorodia +
4 Black stork Хар єрєвтас Cionia nigra +
5 Whopper Swan Гангар галуу Cygnus Cygnus +
6 Bar-headed Goose Хээрийн галуу Eulabeia indica +
7 Swan Goose Хушуу галуу Cygnopsis cygnoides +
8 Osprey Явлаг сар Pandion haliaeus
9 White tailed Sea Eagle Усны цагаан сїїлт Haliaeetus albicilla +
бїргэд
10 Altai snowcock Алтайн хойлог Tetraogallus altaicus +
11 Ring necked Pheasant Гургуул Phasianus colchicus +
12 Japanese White napped Цэн тогоруу Grus vipio +
crane
13 Houbara Bustard Жороо тоодгой Chlamydotis +
undulate
14 Great Black-headed Gull Итэлгэн цахлай Larus ichthyaetus +
15 Hodgson’a bushchat Єгєєлэй Saxicola insignis +
шулганаа
16 Euroasian pinduline Tit Уран шувуу Remiz pendulinus +
17 Henderson’s Ground Jay Хулан жороо Podoces hendersoni +
Source: EIA 2007.

138
 APPENDIX II D

HISTORICAL AND CULTURAL HERITAGE

139
 Deer Stones beside the Road Close to Baga Ulaan Davaa

140
  

APPENDIX 3.

OVERVIEW OF ENVIROMENTAL LAW AND CONVENTIONS

141
International Environmental Conventions

1. 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.

Table A3.1: International Environmental Conventions Signed by Mongolia

Convention 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 YEAR OF
ACCESSION
Vienna Convention for the Protection of the Ozone Layer 1996
Montreal Protocol (regulating substances that deplete the ozone layer) 1996
Convention on International Trade in Endangered Species of Fauna and Flora 1996
(CITES)
Convention on the Transboundary Movement of Hazardous Waste (Basel) 1997
Rotterdam Convention on the Prior Informed Consent Procedure for Certain 2000
Hazardous
Chemicals and Pesticides in International Trade
Stockholm Convention on Persistent Organic Pollutants (POPs) 2004
World Heritage Convention 1990

Environmental Law

2. 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.

142
 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
Law on Protection from Toxic Chemicals Apr 1995
Law on Environmental Impact Assessment 1998, revised in 2002
Law on Tourism 1998
Law on Solid Waste Nov 2003
Law on prohibiting export and transportation of Hazardous Waste Nov 2000

1. Law on Environmental Protection

3. 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.

143
2. Law on Air

4. 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 country’s 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.

5. 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.

6. 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. Law on Water

7. 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.

4. Law on Water and Mineral Water Use Fees

8. 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.

9. 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.

10. 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.

5. Law on Specially Protected Areas

11. 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 land’s 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).

12. 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.

144
13. 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.

14. 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.

15. 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.

6. Law on Buffer Zones

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

7. Law on Fauna

17. 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).59

18. 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.

8. Law on Flora

19. 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.

20. 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.

59
Government of Mongolia. 2007. EIA.Ulaanbaatar.
145
9. Law on Forest

21. 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.

10. Law on Protection of Cultural Heritage

22. 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.

23. 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.

24. 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.

25. 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.

26. The Ministry of Education, Science and Culture (MESC) is responsible for determining the status of
historical, architectural and memorial sites of archaeological significance.

11. Law on Land

27. 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.

12. Law on Hunting

28. 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.

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