Approach and Methodology

TA-8935 MON: Bogdkhan Railway Bypass Investment Program – 01
Alignment Study (48329-001), Mongolia
3. DESCRIPTION OF THE APPROACH AND METHODOLOGY

FOR PERFORMING THE ASSIGNMENT (TECH – 1)
3.1 Understanding of the Objectives
3.1.1 Genesis of the Assignment
The Mongolian railway sector is mainly driven by the export and import of iron ore, copper, petroleum
and cargo between Russia, People's Republic of China (PRC) and Mongolia and the domestic coal
transportation. Thus there are many small and big players in this sector with their own rail-networks.
The main stakeholders are i) “Ulaanbaatar Railway (UBTZ)”, a 50:50 joint venture company between
Mongolian and Russian governments; ii)“Mongolian Railway (MTZ)”, a state-owned company
established in 2008 and “Bold Tomor Yeroo Gol LLC”, a private mining company established in 2007.
Ulaanbaatar Railway (UBTZ) is the biggest national operator with its mainline passing Ulaanbaatar
city and connecting Russia and People's Republic of China at Sukhbaatar station and Zamyu-Uud
station respectively. This line is part of the Trans-Siberian Railway Network and also part of the
Central Asia Regional
Economic Cooperation
corridor 4.
The Ministry of Road and
Transport (MRT) of
Mongolia (government
policy-making and
implementing body) As part
of their Action Plan 2016-
2020; has identified
development of “Bogd
Khan” railways to enhance
the existing railway
network. This new
alignment corridor is
expected to produce
results in line with the
objectives of the Additional
Financing. This proposal is
being defined for the
assignment TA-8935 MON:
Bogdkhan Railway Bypass
Investment Program - 01
Alignment Study under the
auspices of Asian
Development Bank.
The project is mainly based
on providing an alignment
bypassing Ulaanbaatar city
to the southwest and
crosses near the New
Index Map
Airport and proposed
multimodal freight terminal in Khushig valley and links Mandal station in the north to Bagakhangai
station in the southeast.
The freight and passenger traffic is currently passing through the congested Ulaanbaatar city. There is
limited space in Ulaanbaatar to increase the carrying capacity of the Ulaanbaatar railways. For this
purpose MRT has proposed to build a rail network bypassing Ulaanbaatar city which mainly caters to
efficient international and domestic freight transportation.
3.2 Identification of Main Triggers
The Consultants have identified key aspects that need to be addressed through the study as follows:
3.2.1 Trigger 1: Regional Cooperation and Integration
With objectives of capacity enhancement, Central Asia Regional Economic Cooperation (CAREC) for
enhancing trade, convenience of cross-border connectivity to passengers, environment sustainability
and positive social impacts, ADB has agreed to provide Technical Assistance (TA) grant to the
Government of Mongolia for improvement of the transport network and to enhance efficiency of
railway operations.
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3.2.2 Trigger 2: Inefficient Railway Operations

The existing Ulaanbaatar railway line from Bagakhangai station to Mandal station has lots of sharp
curves resulting in an average train speed of 42 km/hr and limitation in load carrying capacity. There
has been excessive wear and tear of the rolling stock and track due to these very sharp curves and
steep gradients. In order to achieve increased economic activity through movement of containers,
wagons and passengers between neighbouring countries and improve railway operations, it was
necessary to formulate an alignment with smooth curves and gradients connecting all the obligatory
locations (i.e. New Airport, Multi-modal Logistic Terminal) and having minimum tunnels and bridges,
so that trains can run at high speeds and wear and tear of track is reduced. This should result in
substantial reduction in unit cost of operation.
3.2.3 Trigger 3: Container Freight Traffic Growth
The export and import between Russia, China and Mongolia is gradually increasing and the existing
UBTZ network cannot cater to this freight traffic growth. The main logistic hub i.e. Ulaanbaatar city is
facing road traffic congestion problems due to the numerous railway level crossing and the pollution
hazards due to various loading and unloading areas for petroleum based and hazardous chemical
along the railway line. Thus there is a prevalent objection from civil authorities and general public for
further expanding the railway network within the city.
In order to resolve these problems and to cater to increased freight traffic a new alignment bypassing
the congested Ulaanbaatar city is required. Connectivity with the New Airport and Multi-modal Logistic
Terminal will be a very significant contributor to this trigger. Connectivity with private sector sidings will
need to be urgently enhanced to be able to meet economic and financial forecast along with
competitive yet financially viable tariffs.
3.2.4 Trigger 4: Noise and Air Pollution
There is an inherent impact on the public health as the UBTZ railways is being used to transport
chemicals and other hazardous goods to Russia and China. The wagons carrying these materials are
sorted at the main railway yard and then shunted to private container yards within the city limits where
they are unloaded. The railway movements for placement of wagons at various freight terminals and
sidings located across the city are causing noise and air pollution.
The demand for relocation of these private container yards and re-routeing hazardous material away
from the population centres has triggered the requirement of an alignment bypassing Ulaanbaatar
city. The new alignment will promote the development of new freight terminals and industries away
from the city centre.
3.3 Requirements of the Assignment
In identifying all the possible alignments the following factors shall be considered:
3.3.1 Purpose of the New Railway Line
The alignment of a new railway line should serve the basic purpose to connect Mandal Station and
Bagakhangai Station while bypassing Ulaanbaatar to the southwest and crosses near the New
Ulaanbaatar International Airport and multimodal freight terminal in Khushig valley. The main purpose
is to remove the Operational bottle necks, connect New International Airport, formation of Freight
Complex, connecting to potential areas of destination and Mining Industries and through backward
areas for promoting social and economic development in the region.
Integrated Development
The new railway alignment shall fit in with the Strategic Development and Technical Modernization
Plan of UBTZ and form a part of the integrated development of the country.
3.3.2 Economic Considerations
To make the Alignment as economical as possible for construction of the railway line, the following
aspects shall be kept in mind:
3.3.3 Shortest Route
As far as possible the shortest and most direct route between the connecting points shall be kept in
mind based on the constraints and design parameters to keep the cost of construction, maintenance
and operation to minimum. There can, however, be other practical considerations that can lead to
deviation from the shortest route.
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3.3.4 Construction and Maintenance Cost

The alignment of the line shall be so chosen that the construction cost is minimum, by achieving a
balanced cut and fill of earthwork, minimizing rock cutting, avoiding Tunnels, steep gradients, sharp
curves and drainage crossings.
3.3.5 Minimum Operational Expenses
The alignment shall be such that the operational and maintenance expenses are minimum by
maximizing the haulage of goods, selecting easy gradients, avoiding sharp curves and adopting a
direct route.
3.3.6 Maximum Safety and Comfort
In order to achieve maximum safety and comfort to the travelling public, all the curves shall be
designed with proper transition lengths and providing vertical curves for change of gradients,
3.3.7 Aesthetic Considerations
While deciding the alignment, aesthetic aspects shall also be given due weightage to visually pleasing
rail journey by avoiding views of borrow pits and passing the alignment through natural and beautiful
surroundings with scenic beauty.
3.4 The Consultants’ Team
In order to achieve the goal set by the tender the Lead Firm Intercontinental Consultants &
Technocrats Pvt. Ltd. has tied up with other international Consultants besides one reputed
Consultants from Mongolia as follows:
Firm’s Country
Firm Status Firm Name of
Incorporation
Lead Firm Intercontinental Consultants & Technocrats Pvt. Ltd. (ICT) India
JV Member Gauff Rail Engineering GmbH & Co.KG (GRE Gauf) Germany
JV Member Etude Services. (ETUDE) India
Sub-consultant ICT-Sain Consulting LLC (ISC LLC) Mongolia
3.5 Site Visit and Site Appreciation Report

The Consultants has visited the entire project corridor to assess condition and capacities of the
existing infrastructure.
3.5.1 General
Presently Mongolian Railway network is not electrified and diesel-locomotives are being used.
Commencement of Bogdkhan Mountain Railway Construction is considered as one of the priority
program in Action plan for 2016 – 2020 of Ministry of Road and Transport (MRT). The 80% of the
terrain for the proposed “Bogdkhan Railway” is mountainous area with quite steep gradient. The
mountains and passes are 1300-1775 m elevated above the sea level and thus relative height is 100-
300 m.
The project region has extreme continental climate experiences absolute maximum temperature
+39°C in summer and absolute minimum temperature of -46°C in winter. The total annual precipitation
is 300 mm, soil freezing depth is 2.5-3.5m, north – west wind with average velocity of 1.5-2.0 m/sec
dominates. Magnitude of earthquake is 7.0 Richter scale. The alignment crosses mountains, valleys,
flats that fall into forest-steppe and steppe zone. The dominant soil type is black cotton brown, and
black soils, and fauna and flora of the region are rich.
3.5.2 Ulaanbaatar
It is a main railway station of the country having three platforms and facility of parking and there are
two major visitors‟ hall, shops for local and foreign tourists, pharmacy, waiting rooms, Duty free,
information desk and ATMs in this station. There are customer service facilities such as ticket offices
for domestic and international trips, international post office, lockers, enquiry, exchange office, ATM,
pay booths, police station and VIP lounge. The railway divides Ulaanbaatar, at its mid-section, into
north and east, and 15-17 double train travels from north to south and 17-19 double trains from east
to west.
There are 102 nos. of branch railways in Ulaanbaatar for purpose of loading and unloading goods.
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The railway, its junctions, branches occupy a quite big areas and it is somehow difficult to widen the
railway further. Instead it is possible to reduce, to some extent, the railway traffic by dissolving some
branches, junctions and shifting sections passing the city centre away to create more lands that would
enable better development of Ulaanbaatar city. As on date the main railway, with its branches,
crosses the roads at same grade at 7 points and as does the transit Railway at 3 points. Such
crossings create significant traffic jam. The study shows that traffic flow suspends at junctions without
grade separator for 120-160 minutes a day due to railway traffic.
Photo 1: View of passing train Photo 2: The Railway divides

used in Mongolia Ulaanbaatar, in its midsection
Hundreds of non-standard terminals, storages for goods and fuels created along the railway occupy
huge area. Numbers of vehicles traveling to and from these areas create substantial traffic jam every
day. There are 11 large railway terminals, 12 branch rails loading and unloading goods and with
relocation, there will be about thousands of hectare land would be available in the A zone, where
residential buildings, schools, kindergartens, commercial facilities can be developed.
Photo 3 : Ulaanbaatar Railway Photo 4 : Platform 2 & 3

Station Ulaanbaatar Station
There are number of incidents where vehicles collide with railway trucks and wagons resulting in to
fatalities. Just as many as 36 accidents occurred in January 2017 alone and two students were killed.
As the central train station is located in the city centre, a great deal of traffic jam is created around the
station, significantly increasing the risk of accidents. The study conducted, in 2011, by the Millennium
Challenge Account and the Ministry of Health marked that road near the Train Car Depot and Train
Station is the 2nd most unsafe road among the top ten dangerous roads of Ulaanbaatar.
Besides, as discussed earlier the trains and wagons create lot of air and noise pollution leading into
environmental hazards and disturbing quality of residents‟ life in addition to those created by
explosives, chemical and poisonous elements There are hundreds of fuel reservoirs, tankers along
the railway at the city centre.
3.5.3 Mandal Station
The rail from Mandal Station upto Rashaant was constructed in 1949. Intermittent repairs have been
carried out since then, however this section has steep upward gradient from Ulaanbaatar side than
the standard, for which double locomotives are used to pull trains loaded with heavy goods. Every
year this causes significant extra expenses. This section, besides, reduces speed of loaded trains to
the great extent. Ulaanbaatar Railway Authority has not taken appropriate actions to remedy the
situation; however the alignment has neither been altered, nor gradients rectified to the full extent due
the paucity of the funds.
As Mandal Station is, as per TOR, the start point of the railway, it might be perceived that the Client
desires that this section of the alignment be altered to ensure that the gradients meet the
requirements as per standards. The assumption of Mandal Station as the start point might increase
both the length of the bypass railway by about 48-55 km as well as cost of the work. However it has
great importance of solving few of the several problems related to Ulaanbaatar-Altanbulag route.
There is so far no existing residential settlement along the Mandal – Rashaant Rail route, however
significant piece of the lands have been granted to people already. The alteration in the alignment
may reduce the extent of pasture land and raise uproar of the local people and therefore the
alignment shall be wholly shifted away from the original alignment will affect the project cost.
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Photo 5 : Mandal station – Start point
3.5.4 Emeelt Station

The station is located at flat area with no settlement. However; there is a dedicated area for Naadam,
traditional festival on the right hand side of this junction. Some recreational facilities are under
development for “Mongol Naadam Complex”.
Photo 6 : Emeelt Railway Junction

The detailed study shall be required, as the available space for railway alignment may be restricted
due to facilities mentioned above. In addition, route may have steep slope and sharp curves on first
10 km which may require construction of long tunnel.
Emeelt station is located at Section 3 in the territory of Khoroo 32 of Songino-Khairkhan district. This
station was initially developed as railway station and is home to 2700 residents with total land of
235000 hectare at present. In recent years, livestock market has developed in this area, thus land is
given to various entities for processing animal stock
materials such as meat, wool, etc. Also development of
an agricultural park is also under process.
On the west boundary of Emeelt, “Mongol Naadam
Complex” for celebrating public holiday of Naadam is
under construction.
These facilities restrain land for railway alignment, thus
proposed alignment shall be constructed within the
boundaries of right-of-way of the existing railroad, when
passing through settlement area of Emeelt, the
alignment need to be set appropriately to ensure Photo 7 : Bagakhangai Station
minimum disturbance to surrounding buildings and lands.
3.5.5 Bagakhangai Station
Terms of Reference states that Bagakhangai station shall be the end point. It is one of the potential
locations where project railroad can be merged with the existing railroad. The alignment length shall
be approximate 170 km from Mandal. By retaining already existing Infrastructure at this station, some
cost saving may be achieved. However, it is the longest alignment compared to others.
The station at Bagakhangai district is the most potential place to be identified as the end point of
railroad alignment. Economic parameters of Bagakhangai district is shown in Table below.
Description 2015
Total land /hectare/ 14000
Population 4131
State owned factories 3
State budgeted organization 19
Factories and
Limited liability companies 19
entities
Entities belonged to Railway agency 9
Non-Government Organizations 5
Head of livestock 20199
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Railroads of Ulaanbaatar – Zamiin Uud, Ulaanbaatar– Baganuur and AH-3 auto road, which is a part
of the Asian road network traverse through this district. Major buildings and facilities used by the
Russian army are located here. Besides that area has potential source of gold, coal, yellow clay for
brick, lime stone as well as pure water recourse adequate for supplying to 40 thousand people. The
district has significant values such as pleasant climate, infrastructure development and administrative
locality etc.
The land is state owned, thus no complication related to land acquisition shall arise.
Based on our understanding of the objectives and the detailed ToR for the services, an appropriate
methodology that addresses the specific requirements has been proposed. Since the scope of
services covers some independent and interdependent activities, it is proposed to follow a Task
Approach to carry out the entire work comprehensively and completely to the satisfaction of MRT, by
carrying out the activities corresponding to each of the tasks. The whole work has been divided into
the following Task Groups given in Table 3.1 below.
Table 3.1: Tasks List
Task No. Task Description Reference in ToR
TASK GROUP 1: MOBILIZATION AND PROJECT MANAGEMENT, DESIGN COORDINATION
AND QUALITY ASSURANCE
Task 1.1 Mobilization B.12,15
Task 1.2 Project Management D.2,21
Task 1.3 Quality Control and Quality Assurance D.2,21
Task 1.4 Document Standards D.2,21
TASK GROUP 2: COLLECTION OF FIELD DATA AND PREVIOUS RECORDS
Task 2.1 Collection of Railway Alignment and Track Plan Detail A.2.1,6(i), (viii) A.2.2,
7(i)
Task 2.2 Collection of 2016-2020 Strategic Development and A.2.1,6(ii)
Technical Modernization Plan of UBTZ
Task 2.3 Collection of Rail Operation and Maintenance Data A.2.1, 6(iii)
Task 2.4 Collection of Railway Bridge Details A.2.4.9(ii), (vi); (vii)
Task 2.5 Collection of Projected Future Railway Traffic A.2.1, 6 (iv)
Task 2.6 Collection of Topographic Maps and Satellite Imaginary A.2.1, 6 (v)
Task 2.7 Collection of Geotechnical Data A.2.1, 6 (vii)
Task 2.8 Collection of Hydrological Data A.2.4, 9 (vi)
Task 2.9 Collection of Information Related to Urban Planning A.2.2,7 (v), (vi)
Task 2.10 Collection of Metrological Data to assess the adverse A.2.2, 7 (vii)
conditions likely to be encountered
Task 2.11 Collection of Environmental Details and Data of the Study A.1.4
Area
Task 2.12 Collection of Details of Livestock and Wild life within the A.2.4, 9(v)
Study Area
Task 2.13 Land Market Data A.2.1.6 (ii), A.2.2.7 (v),
(vi), A.2.4.9 (iv)
Task 2.14 Collection of Socio-economic Data from Secondary A.2.5, 11
Sources
Task 2.15 Collection and Verification of Land Records A.2.5, 11
TASK GROUP 3: TECHNICAL STUDIES
Task 3.1 Topographic Mapping and Satellite Image Processing A.2.1,6 (v); A.2.3,8 (i),
A.2.4.9 (ii),(vii)
Task 3.2 Study of Available Geotechnical Reports A.2.1, 6 (vii)
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Task No. Task Description Reference in ToR

Task 3.3 Study of Available Hydrology Reports A.2.4, 9 (ii) (vi)
Task 3.4 Identification of Potential Environmentally impacted areas A.1.4
within the Study Area
Task 3.5 Traffic and Transportation Studies A.2.4,9(iii)
Task 3.6 Study of available Modern Track Design Criteria of Various A.2.2, 7 (ii)
Railways
Task 3.7 Development of 3 Environmentally Acceptable Alignments A.2.2, 7 (i), (ii), (iii), (iv),
(vii); A.2.3, 8 (ii)
Task 3.8 Design of Formation, Side Drains, Catchment Drains and A.2.3, 8 (v); A.2.4, 9 (i)
Protection Works
Task 3.9 Design Bridges and Culverts and Recommend Span A.2.4, 9 (ii) (vi)
Arrangements
Task 3.10 Design of Tunnels A.2.4,9(vii)
Task 3.11 Design of Tunnel Ventilation A.2.4,9(vii)
Task 3.12 Station Planning and Architectural Design of Terminal A.2.4,9(ix)
stations, Intermediate Station and Yards
Task 3.13 Preparation of SIP for Signalling System A.2.4, 9 (viii)
Task 3.14 Preparation of Cable Route Plan for the Suitable A.2.4, 9 (viii)
Communication System
Task 3.15 Future OHE Provision Studies A.2.4, 9 (viii) (x)
Task 3.16 Railway Operation and Maintenance Facilities A.2.3, 8 (iii)
Task 3.17 Detailing of the Selected Alignment A.2.2,7(i),(ii),(iii),(iv)
(vii);A2.3.8(ii)
Task 3.18 Urban Studies A.2.1.6(ii), A.2.2.7 (v),
(vi), A.2.4.9 (iv)
Task 3.19 Prepare Impact Mitigation Plans for Pedestrian, Livestock A.2.4, 9 (v)
and Wildlife Crossings
Task 3.20 Social Screening Survey A.2.5, 11
TASK GROUP 4. CAPITAL COST ESTIMATE
Task 4.1 Establish Unit Costs A.2.5, 10 (i)
Task 4.2 Cost Estimate A.2.5, 10 (ii) (iii) (v) (iv)
Task 4.3 Environmental and Wildlife Impact Mitigation Cost A.1, 4; A.2.4, 9 (v)
Task 4.4 Land Acquisition Cost A.2.5, 11
Task 4.5 Demolition and Relocation BOQ and Cost of Structures A.2.5, 11
Task 4.6 Utility Relocation BOQ and Cost A.2.5, 11
TASK GROUP 5: REPORTS AND DRAWINGS
Task 5.1 Monthly Progress Reports D.2, 21 (i)
Task 5.2 Draft Final Report D.2, 21 (ii) A.2.3,8(iv),
(v)
Task 5.3 Presentation of Alignment Study D.2, 21 (iv); A.2.3,8(ii)
Task 5.4 Final Report D.2, 21(vi)
Task 5.5 Executive Summery D.2, 21(vii)
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APPROACH AND METHODOLOGY

TASK GROUP 1 - MOBILISATION, PROJECT MANAGEMENT AND QUALITY ASSURANCE
Task 1.1: Mobilisation
Immediately after contract signing, the Consultants will make the following arrangements:
 Organise visas for expatriate personnel  Agree with Client on mobilisation schedule
 Organise work permits in project country  Finalise work schedule
 Make arrangements for office setup  Plan local resources and organise recruitments
 Organise residential accommodation  Organise project and individual vehicles
 Organise kick-off meeting with the Client  Mobilise survey agencies
 Organise data document collection process
This will ensure that the services can commence within the time frame specified in the contract.
Task 1.2: Project Management
1.1.1. Management Approach
The Consultants shall endeavour:
 To organise an efficient design team, with roles and responsibilities defined for each deliverable output;
 To ensure that all interface issues are documented and adhered to through effective interface
management;
 To ensure sub-consultants appointed for specific tasks are monitored for quality, cost and time based
deliverables;
 To finalise with MRT an adaptable work schedule taking reference from that submitted with the bid, with
sufficient flexibility to respond to desired changes and directions, but without hampering key deliverables
and their dates and without causing delay to other works that may be interrelated with this assignment. All
aspects of the assignment, i.e. technical, interfacing, economic, and financial and management aspects
must find a place inside this document;
 To efficiently manage project deliverables by ensuring that required key and non-key professionals are
available according to the schedule of work and work plan agreed with MRT;
 To continuously interact with all connected offices of MRT and UBTZ at Ulaanbaatar, offices and
workshops at various locations along the alignment.
 To continuously interact with all agencies related with the assignment such as ADB, government offices
related with environment, water, drainage, electrification plan, existing workshop / depot / sheds and
metrological data;
 To ensure that Team Leader is duly empowered to decide, act and advise on technical, staffing,
administrative and financial matters related to the contract; and
 To agree with MRT as regards setting up of Consultant‟s offices in Ulaanbaatar, with particular focus on
proximity to offices of MRT and other agencies to minimise travel time.
1.1.2. Timely Completion of the Project
The Consultants will ensure that the project preparation work is completed in time and as per the work plan,
thorough constant and close monitoring during all stages. The Consultants have adequate competent staff to
carry out all the tasks / activities required to complete the assignment within schedule. The Consultants have
also the requisite experience of working in Mongolia and is familiar in the know-how of the local conditions,
rules / regulations and other pertinent requirements.
1.1.3. Establish design standards and approval procedures
The Consultants shall review and where necessary, revise or supplement in close cooperation with MRT
design criteria, standard designs and drawings, cost estimate, standard specifications, codes etc. applicable
for the project. The Consultants shall understand the approval process within MRT, the Government and ADB
and take necessary action accordingly. The Consultants shall immediately inform MRT, if any agreed or
approved scope of work / findings/ issue/design/ drawings/ specification / cost estimate, etc. needed to be
changed with proper justification.
Task 1.3: Quality Assurance
The Consultants shall establish quality assurance system for all alignment design steps and deliverables.
Effective quality management will be achieved by the application of procedures like definition of
responsibilities and duties, implementation of project planning and review, appropriate verification of inputs
and project work, quality auditing and proper documentation. Regular reviews of the project shall be carried
out to ensure progress is in line with requirements of the TOR and expectations of Client. This may mean
adjustment of schedules without causing disruption to the overall schedule.
In order to implement the consultancy project effectively, a Quality Assurance Plan shall be prepared that
guarantees checks at each point in the process to avoid irretrievable errors. QAP will clearly laid down as to
how satellite image processing, ground referencing, alignment design, verification and drawings will be
executed to ensure quality and accuracy. Use of various equipment, computer aided design and software will
also be mentioned therein.
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Task 1.4: Document Standards

An essential element of quality management is an efficient documentation system that allows recording and
traceability at any stage of the project. Such system shall be developed in discussion with the Client. An
important aspect of documentation system shall be to develop and maintain a file sharing system with MRT
with restricted access. The documents to be shared could be drawings, documentation, manuals, input
document listings, site visits, meeting minutes, correspondences, key date submissions, etc.
TASK GROUP 2 - COLLECTION OF FIELD DATA AND PREVIOUS RECORDS
Task 2.1: Collection of Railway Alignment & Track Plan Detail
The Consultants shall obtain all necessary data, documentation, specifications, manuals, layout plans, reports
and future plans of MRT, and other agencies along the alignment and work site. Such data shall be used for
due analysis to properly integrate the various components of the project. The Consultants shall decide the
type of data required to be collected for the study. Since it is expected that there would be certain parts of the
project where sufficient data may not be available, intelligent assumptions based on experience and logic
shall be made in the study.
Data collection shall comprise of secondary data and sufficient resources shall be put in place to conduct
both. As such the Consultants have, during their extensive site visits, already collected certain data for a
better understanding of the ground situation in order to define the best methodology for the assignment.
Finally, in order to carry out detailed studies.
Task 2.2: Collection of 2016-2020 Strategic Development and Technical Modernization Plan
of UBTZ
Strategic development and technical modernization plan – 2016 – 2020 of UBTZ shall be collected from UBTZ
officials by making an official request to MRT. After collection of plan the Consultants shall studied and
analyse features, benefits and limitations of the plan and prepare a report of understanding in consultation
with MRT officials.
Task 2.3: Collection of Rail Operations & Maintenance Data
Layout plans, engineering scale plans, circuit drawings, cable drawings, operating manuals, Maximum Train
Loads, Loop Capacities, Maximum Permissible speeds for Passenger, Express and Freight Trains, Existing
Axle load, maintenance manuals, training manuals, engineering codes, specifications and circulars of all civil,
structural, mechanical and electronic disciplines shall be collected from MRT:
 Permanent Way  Locomotives  Rolling Stock  Mechanical Workshops
 Bridges  Geotechnical  Earthwork  Schedule of Dimensions
 Signalling  Telecommunications  Timetables  Commercial Data
 Buildings  Schedule of Rates  General Electrical 
Task 2.4: Collection of Railway Bridge Details

All the past data in respect of bridges available with MRT and other agencies will be collected and shall be
reviewed by the Consultants and their merits / limitations will be assessed in clear terms. Generally, following
additional data shall be collected / procured but not limited to:
 Span & deck arrangement  Availability of material  Rail traffic data
 Design loadings  Present condition of bridges  Geotechnical data
 Hydraulic & structural performance  Type of structure  Aerial photographs
 Climatic data  Alignment, Plan and Profile  Development plans
Task 2.5: Collection of Projected Future Railway Traffic

The Consultants shall collect all necessary secondary data for Freight, container and passenger traffic from
various agencies. The Consultants shall aim to have a good appreciation of transport systems, networks,
operations, demographic and socio-economic profiles, and utilization levels of various transport systems, viz.
Road, Rail, Air, Waterways and Maritime in order to understand magnitude of transport operations in the
regional transport requirements. Further, an appreciation of various institutional, regulatory and financial
frameworks will enable an understanding of their impact on transport availability, usage, level of service,
geographical coverage, pricing etc. A number of transport planning, operational, regulatory, and maintenance
bodies will be visited in for collection of these data and information.
The Consultants will discuss with MRT and identify data source and relevant government agencies to conduct
traffic and transport study, utilize the given road and rail network map and google images to delineate the
regional setting of the study area. Keeping the scope of works in view, the Consultants will collect various data
which will comprise of the information, but not limited to, on the following:
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 Demographic Data  Economic Data

 Land-use/Economic Activity  Transport Network
 Transport Operations & Maintenance  Transport Infrastructure
 Transport Planning/Regulations  Vehicle Licensing
 Goods movement characteristics by various modes  Passenger travel mode
Task 2.6 Collection of Topographic Maps & Satellite Imageries

The Consultants will collect available hard and digital copies of topographic data, land use data, satellite
pictures, hydrological data, geological data, rainfall data, and information related to constraints in the
alignment i.e. national park boundary, mining area, private land, airport area, pre-existing feasibility study
reports, existing and proposed railway proposal reports, other relevant reports including ongoing city
development projects, data related to physical and social infrastructure, policy documents, maps etc. The
collected information carefully review and check the quality for authentication to integrate in data modelling in
GIS platform to identify possible alternative alignments in project Influence Area(PIA) to select single best
alignment. The Broad methodology has given in flow chart.
2.1.1. Open Source DEM and Google Earth Imageries
The Consultants Initial stage to identify the possible alignments cost effective techniques Open source DEM
and Google Earth Imagery shall be used supplementary to collected Soft and hard copy data from Client for
data analysis, Integration and Modelling in GIS Software.
2.1.2. Procurement of High Resolution Stereo Satellite Imageries
After finalization of single alignment, the Consultants shall procure high resolution Stereo satellite Imagery
from Authorized Agency and processed in image processing software for generation of Ortho Image and
Digital Elevation Model(DEM) for refinement of horizontal alignment and vertical profile to minimize the
construction cost by considering the environmental, social, hydrological, engineering design, terrain,
geological, geomorphological, soil, existing and proposed developments, safety, distance, land market and
other relevant parameters. High resolution data is used along the corridor to identify the latest developments,
vacant lands and Identification suitable locations for Rail way stations and other relevant Infrastructure
development.
Task 2.7 Collection of Geotechnical Data
The Consultants shall collect all existing data and documentation from the available sources. These would
include available geotechnical reports of the area, Terrain and geology, climatic features, Maps (geological,
soil maps, topographical), aerial photographs, and satellite imageries. The information gathered will be
collated and reviewed. All existing relevant data related to other railway projects of that area will also be
collected.
Task 2.8 Collection of Hydrological Data

The following data, records and study reports shall be collected for Hydrology:
2.1.3. Primary Data
 Local inquiries, HFL, History of flooding/ overtopping, mean annual rainfall, regional runoff coefficient;
 Visual inspection – Bed level, clearance, HFL, Overtopping, vegetation cover, flood plain,
blockage/sedimentation, flow direction, terrain, embankment height, scour.
2.1.4. Secondary Data
 Toposheets, Land use, soil type, cover condition and slope;
 90m SRTM Digital Elevation Model (DEM) (from website http://srtm.csi.cgiar.org/) - to analyse the river
catchment characteristics in GIS platform;
 Rainfall Runoff data from Local Offices.
Task 2.9 Collection of Information related to Urban Planning
Information on urban planning for cities and province coming in between shall be collected such as-
 Regional Connectivity (i.e. Details of Approved  Existing plans such as Master Plan and Vision
High Speed Road Project); Documents (i.e. Overall Development Plans of
 Direction of the growth; Ulaanbaatar City);
 Demographic characteristics;  Existing Acts and Regulations;
 Socio-economic profile of the urban centres;  Ownership data at the areas for the location of
 Census data of the urban centre; the stations, Yard and Depot; and
 Base Map of urban centres;  Real estate data on the areas in and around the
 Land Use map; station locations, Yard and depot.
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Task 2.10 Collection of Metrological data and Seismic data to assess the adverse conditions
likely to be encountered
Meteorological data on rainfall, temperature, wind pattern, snowfall etc. will be collected. Flood history of Tuul
River shall be also collected, if any. Historical Seismic activity data will be collected. These data shall be
assessed to establish the past and future trend and suggest climate resilience measures along the project
corridor.
Task 2.11 Collection of Environmental details & data of the study area
This task will include collection of secondary data on environmental aspects such as location of National park
or protected areas if any, vegetation type, wildlife habitat, water bodies in the project area. Desk review of
relevant secondary shall be done however site survey will be done to verify the secondary data, if required.
Environmental policies and regulations of the Government of Mongolia, ADB‟s Environmental Assessment
Guidelines, 2003 and Safeguard Policy Statement, 2009 shall be referred.
Task 2.12 Collection of details of Livestock and Wildlife within the study area
ADB Safeguard Policy Statement, 2009, requires biodiversity conservation and natural resources
management. Mongolia has unique and significant wildlife distribution as well as numerous livestock farms;
the Consultants will collect relevant data on livestock and wildlife dwelling in the project area. Published
literature by World Wildlife Fund (WWF), International Union for Conservation of Nature (IUCN), Wildlife
offices of the Mongolian government etc. shall be referred. Presence of any threatened wildlife species in the
project area shall be reported
Stakeholder consultation shall be carried to identify wildlife corridor or habitat, if any in the project area.
Consultation on livestock rearing and pastureland conservation shall be done as it is an important occupation
in the area.
Task 2.13 Land Market Data
In order to effectively plan the areas surrounding the railway stations. Development and Building approval
requirements will need to be studied. Certain key items that will be reviewed will include:
 Change of Land use, if required;
 Method of calculation of FSI over the entire site including tracks, yards, maintenance sheds, depots,
workshop locations;
 Identification of site boundary and ownership;
 FSI exemption on usages such as Railway operational activities based on the Railway Act; and
 City and Town Master Plans, Development Control Norms and guidelines from City and Town Authorities,
Ownership documents and records from revenue dept.
Following urban planning data would be collected:
 Regional Connectivity  Direction of the growth
 Demographic profile  Socio-economic profile of the urban centres
 Census data of the urban centre  Existing plans such as Master Plan and Vision Documents
 Existing Acts and Regulations
A secondary survey towards an initial land market survey would include the following aspects:
 Government circle rates and market rates  Rental rates
 Preliminary meetings with local authorities  Report on various assumptions for the change in the
for understanding of local aspects real estate scenario
Task 2.14 Collection of Socio-economic Data from Secondary Sources

The Consultants shall collect, review and analyses all existing reports, data and documents from the Client
and other regional government and private agencies relating to the project alignment. To understand the
socio-economic context of the proposed project and for providing necessary inputs into social analysis of the
project, relevant baseline data on socio-economic and cultural conditions will be collected and analysed.
Task 2.15 Collection and Verification of Land Records
The Consultants shall collect the respective village maps, revenue records and cost of lands with the help of
concerned revenue officers. Affected plots falling within PRoW (Proposed Right of way) will be identified from
the super imposed maps and marked separately. Land records of the affected plots will be collected from the
DC‟s office and Mongolian Railways‟ estate office.
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TASK GROUP 3 - TECHNICAL STUDIES
Task 3.1 Topographic Mapping & Satellite Image processing

3.1.1. Data Quality Checking and Image Enhancement
The collected satellite imageries will be processed in any standard
image processing software i.e. ERDAS LPS Suit or Geomantic. For
better visual interpretation suitable image enhancement techniques
shall be applied and verify the correctness of the imagery and data
with truth data of field. The Consultants keeps satellite data in safe
custody and return back after preparation of base maps of project
corridor. To improve the Image quality the Consultants shall use
histogram matching and haze reduction Techniques in image
processing software.
3.1.2. Establishment of GNSS Control Network for Geo-
referencing satellite Images
Primary Control Survey for Fixing of GPS Pillars
After Procurement of High-resolution stereo satellite imageries for
single alignment corridor, for image rectification and stereo data
processing to generate contours, slope, drainage network suitable
triangulation network of GNSS control points shall be established
covering the entire project area with maximum base line length of
20km or less which may further be densified adequately to cover
possible alignment routes. The GNSS control network will adhere
to the national mapping standards of Mongolian and will adopt
national projection system, the Geodetic Datum and the Geoid
Model for all relevant surveys and mapping on the project. The Fig. 1: Stereo Data Processing in
GNSS control network will be used to fix coordinates of ground Leica Photogrammetric Suit (LPS)
control points required for geo-referencing satellite images called software
the GCPs. The locations of the GCPs will be suitable selected so that the location is identifiable beyond
doubts in the satellite image as well as on the ground.
Topographic Survey
Detailed Topographic Survey using Total Station /RTK may be carried out where ever required in developed
areas along final alignment to survey missing information in satellite image due to Obstructions.
3.1.3. Quality Assurance for DGPS and Auto Level Survey
Quality is the essence of the work and cannot be compromised at any stage. Designated Survey Engineer
will ensure that the survey teams working at site adhere to standard international survey practices. All survey
equipment used for survey work at site is in good working order duly calibrated before the start of survey. Only
qualified and trained surveyors shall be deployed for carrying out survey work. Survey Control network will be
established using double frequency GNSS receivers in static mode of observations. All national Bench Marks
available in the project area shall be connected to the GNSS survey control network established for the
project and suitable adjusted to fix desired coordinates of control points including best possible MSL heights
based on the local Geoid model
3.1.4. Stereo Satellite Imageries Processing to Generate Digital Elevation Model (DEM) and Contour
Detailed Step By Step Approach for Stereo Image Processing has been given in below fig. During DEM
Process Proper Assurance will be taken for Quality Control of DTM. Manual and tool based checks will be
performed to ensure accuracy of DTM as per Specification.
Fig.2: Stereo Data Processed Digital Elevation Model (DEM) Snapshot
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3.1.5. Generation of Contours

The Contours will be generated at 2 M interval from the final DTM. Smooth contours will be generated
compatible in CAD environment. Every 5th Contours will be marked as Major Contour and will be shown
thicker than basic contour. Snapshot of Generated Contour Using Processed DEM has been shown in figure.
These contours will be used to refine vertical profile of railway alignment.
Fig.3: Contour Generation Using Processed DEM
3.1.6. Generation of Ortho-Rectified Image from Processed DEM

The "orthorectification" is a process of geometrical correction of satellite images. Ortho-rectification of the
satellite imagery will be done using the DTM and Control points. Image tone balancing, Rectification,
mosaicking, and re projection etc will be done to prepare seamless error free data set for analysis.
3.1.7. Georeferencing
The collected cadastral, topographic, soil, geology, geomorphology, landuse maps, master plans and other
relevant maps shall be converted from hard copy to soft copy through scanning process to carryout
georeferencing. It shall be done using orthorectified images, authentic topo sheets and DGPS field survey.
The georeferenced maps shall overlay to carryout data integration and analysis. For proper edge matching
techniques such as Rubber Sheeting, Spatial Adjustment, Scaling, Alignment, Edge Matching and
Transformation shall be used in any standard image processing software like ERDAS; GEOMATICA etc.
During georeferencing Universal Transverse Mercator (UTM) projection and WGS-84 datum shall be assigned
as per scope of work.
3.1.8. Image Mosaic and Tile Generation
The mosaic of satellite images will be performed using satellite Image processing Software like ERDAS
Imagine. The mosaic line is drawn along the features in one of the image and the resulting locations in the
adjacent image can be viewed alongside. It thus helps in selecting the best area of the two images. While
drawing cut lines, user can clip the images and cross check the quality resultant mosaiced images. Create
closed polygons of the mosaiced lines for each image and export the coordinates of the mosaiced polygons
into a text files. These text files will be used in the tile processing. Mosaiced images are large in size and
difficult to handle. So they need to be cut into small manageable tiles for effective utilization and further
processing. As the images for each tile may come from more than one image, they have to be color balanced
to be visually perfect and seamless. This seamless images will be utilized for thematic data extraction, feature
rectification etc., feature rectification etc. Below figure shows the process of mosaicing and tilting.
3.1.9. Feature Extraction Using High Resolution Satellite Imageries and Projection Assignment
Image interpretation is one of the domain areas where we have done extensive work with wide variety of
satellite images of various resolutions. We developed a method for accurate and improved feature extraction.
This gives an elaborate classification of urban land use (from high- resolution satellite images)
and better representation of roads and built-up areas (by capturing the built-up and non-built-up areas). The
feature extraction using this method is done in a cost and time effective manner using semi-automatic
techniques. Based on level of details and classification type, the features have been grouped into three
categories Point, Line and Polygon or Area Feature. The Consultants shall assign UTM projection system for
all digital layers. Snapshot of Feature extraction from Image given in below.
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Fig. 4: Features Extraction from Satellite Images

3.1.10. Base Map Preparation and Updation
Base map is the Physical representation of actual features on the ground as collected part of the field survey.
The data thus collected form special framework with the attribute database supporting the base map that can
be used for detail design and mapping. For base map preparation the preliminary interpreted map should be
ground verified and the final map is to be prepared by incorporating the ground truth data, these detailed
maps consisting of the planimetric details, Cadastral boundaries, micro level land use and utility services etc,
Improvement / Validation of the existing base map require accurate and precise interpretation / identification
of various natural and man-made features on the satellite image and ground truth collected using total station
survey. Final base maps are to be prepared incorporating the data collected from survey and different entities.
The base maps will be prepared in various layers for ease of operation. Snapshot of data validation using
imageries shown in figures.
3.1.11. Error Removal and Quality Control
Need for Quality Control
Since the process involves collating information from various sources (e.g. Satellite Image, Field Survey,
Secondary Information etc.), and interpretation of satellite images and maps, hence there is a possibility that
the output contains certain errors in it (though most of these errors will be trapped and rectified during the
data development stage itself). Keeping this in mind, Consultant‟s understands the importance of a team, not
directly involved in the Base Map database creation process, for examining the quality of the finished product.
We will depute a dedicated quality control team that will be involved in setting up the project‟s quality related
aspects from the initial stages and will form an integral part of each aspect of the day-to-day project
functioning. This integrated approach will enable us to deliver an accurate, consistent and error free work
throughout the production process
Fig. 5: Highlighting the need for data layer Fig. 6: Highlighting the need for data
validation layer validation
Quality Cycle Stages
The work units that get submitted in the data capture phase will then be ready for quality checking by the
quality checking team. The quality team will be automatically allocated the highest priority work unit for quality
check. The user at this level will select the respective work unit allocated to him / her and based on visual
thematic checks, would pass / fail the output data. Once the user passes a work unit, the features
corresponding to the same are flagged as ready for shipment extraction. All the vector data created / updated
base map will undergo stringent quality check before final delivery for designing of Alignment.
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3.1.12. Digital Data Layers Integration and Modelling

The Consultants shall integrate thematic layers and assign weights in spatial modelling to choose best
possible alignments. Terrain analysis shall be used to identify slopes, elevations, drainage pattern, landslide
prone areas, location of tunnels, crossings and low lying areas etc.
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Task 3.2 Study of available Geotechnical reports

3.2.1 Desk Study
The Consultants shall perform desk study involving review of previous reports, topographical maps, geological
and soil maps of the route corridor, data published by various authorities and any relevant data available
locally concerning the project by the Mongolian government. The data will be reviewed to ascertain the type of
soil and its condition in the project area including section of weak and problematic soil. The study will be used
to anticipate the bearing pressure of the strata to be encountered. Reference of the desk study of the
geotechnical reports of the existing railway / highway bridges shall be taken into consideration for determining
the type of foundations required for the proposed structures. This study will form the basis of preliminary cost
estimate.
3.2.2 Geology
The study area is located around Ulaanbaatar, and the
length of the proposed project railroad is estimated to
be around 80-140 km based on selected alignment
alternative. The proposed railroad shall pass
Ulaanbaatar in its west at the territories of Khan-Uul,
Songino-Khairkhan districts and Batsumber,
Altanbulag, Sergelen, Bayan soums of Tuv province.
The study area belongs to the Hangay-Hentey basin
(Fig. 8). The basin is subdivided into the Silurian
Mandal Group, the Lower Devonian Sergelen
Formation, the Middle- Upper Devonian Gorkhi
Formation, the Lower Carboniferous Altan-Ovoo
Formation and the Lower-Upper Carboniferous
Orgioch-Uul Formation.
Basement units in this area are composed of two
formations with different stratigraphy. One is the
Gorkhi Formation consisting mainly sandstone, and
the other is the Altan- Ovoo and Orgioch-Uul
Formation comprising sandstone and mudstone. The
Gorkhi Formation yields radiolarian fossils from chert.
The shallow marine Carboniferous system is
composed of conglomerate and sandstone in the
lower part and mudstone with thin sandstone beds.
The conglomerate in the lower part yields some kind of
fossils such as brachiopods. Mesozoic Granite
intrudes into the Altan-Ovoo & Orgioch Formation in
the southeast area, and rhyolite, andesite and granite Fig. 7 : Simplified geological map
dikes intrude into the Altan-Ovoo and Orgioch-Uul around project area (modified from
Formation in the northwest area. Talus deposits Tomurtogoo et al., 1998)
mainly consisting of gravel bed are distributed along rivers and in the valley with slightly higher surface than
recent river bed. Fault with large displacement and many folds are reported in the area.
The basal bed of the Altan- Ovoo and Orgioch-Uul Formation consists of pillow and massive lavas of basalt. It
is overlaid by alternating beds of reddish purple mafic tuff, green basalt and mudstone, alternating beds of red
chert and mudstone, siliceous mudstone and clastic rocks in ascending order. The Gorkhi formation consists
of basalt lava as the base layer, tuff, alternating beds of chert and dark red tuff siliceous shale and clastic
rocks showing upward-thickening and coarsening.
Sedimentary features like grading, load cast, cross lamination, channel structure have been reported from the
area. Overturned folds are also identified in the area. The Gorkhi Formation is in fault contact with the Altan-
Ovoo and Orgioch-Uul Formation. Various faults have been identified earlier which also show presence of
fracture zone.
To further study the geology of the area, a detailed survey will be conducted and the geological mapping of
the entire project area will be done to evaluate the most feasible alignment keeping in view the rock types and
various other geological features like folds and faults.
3.2.3 Soil properties of the area
The territory is at a high elevation and there is sporadic distribution of permafrost. The area is situated above
1200msl. The domination of soil forming process is in the minus temperature. Mountain, Forest, Steppe and
Desert soils are present.
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The area has a dense forest taiga soil with discontinuous permafrost. Powdery carbonated dark soil covers
the northern mountains, and swamp soil with permafrost is spread along the Tuul river valley. Dominant type
of soil in Bogdkhan Mountain is a taiga soil. The meadow forest permafrost soil is spread through the higher
parts of the mountain. Sediment rocks that come up on the surface along the edges of the mountain tops are
well spread along in the range.
3.2.4 Geomorphology
The area is capped by a regionally extensive, paleo-erosional surface of inferred Late Cretaceous age.
Surface correlation with counterparts in the basins south and west of the Hangay suggests that it has been
uplifted and the surface morphology of the range suggests that the doming and uplift is relatively recent. The
continental drainage divide separating waters flowing out and into the closed Mongolia Depression of Lakes
and the Gobi Desert is a northwest-trending belt of flat- topped peaks running across the axis of the Hangay
Dome.
3.2.5 Seismology of the area
The rocks record successive episodes of terrain accretions and consequent deformation and the area has
been studied tectonically by many geologists and described as accretionary complex. Hangay-Hentey fold belt
tectonic evolution of continental regime started in late Permian.
Local seismic monitoring has revealed dense seismic activity around the area under study. The reports reveal
that the high micro seismicity of this region is either associated with large fault or with regional widespread
activity. Some quaternary fault scarps are reported around the area.
For further details, seismic study of the project area will be carried out that are necessary to ensure
earthquake safety of the structures under requirements mandated by the site location and its associated
seismic hazard, the selected design and the risk of failure of the competent structures. Accordingly
appropriate mitigation measures shall be suggested.
The following guidelines for seismicity
study will be adhered:
 Review the pertinent and
available geological and
seismological data;
 History of earthquakes in project
site with epicenter(s) and date(s)
of occurrence etc. and details of
seismological data collected from
the seismological observatories
installed by National
seismological center /Department
of mines and geology other
available sources and evaluation
of seismic status of faults, thrusts
and other weak features etc.;
 Micro zoning to estimate site
effects from seismic Fig. 8 : Earthquake Risk Map of Mongolia
measurements; and
 The result will be supplemented by examination of the study of satellite images and aerial photos.
Task 3.3 Study of available Hydrology reports
3.1.13. Design Approach for Hydraulic Study
The Consultants shall carry out preliminary hydraulic study report collected from site and augment wherever
required. The Consultants will carry out hydrological analysis and studies for each bridge site which shall
include:
 Area and Shape of the catchment;  Observed scour;
 Details of the course of main Stream and its  Rainfall records;
tributaries;  Characteristics of Flood such as steady, fleshy
 Longitudinal slope of the main stream; or eddy forming and their hazards;
 Average land slope of the catchment;  Requirement of protection work;
 Nature of soil in the catchment as well in the  Details of the existing bridge such as type,
river channel; span, vertical clearance, scour depth on the
 Extent of vegetation in the catchment; adjoining bridges on the same river, if any;
 Silt Factor for theoretical Scour;  Geotechnical report for the river, if conducted
 Back water flow; in previous studies; and
 Flow distribution;  Climatic conditions (i.e. Temperature, Humidity
 Velocity of flow; and Snow accumulation etc.).
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3.2.6 Hydrological Study for Bridge Design

3.2.6.1 Basin Parameters
The watersheds of the rivers / streamlets at the proposed crossing points shall be delineated with the help of
Google Earth Imagery and ArcGIS Software. The watershed area, fall in height, total and segmental stream
lengths and corresponding elevations shall also be determined with the help of GIS Software.
The superimposition of delineated catchment areas over the digitalized 25, 50 and 100 years return rainfall
isopluvial maps shall be done with the help of ArcGIS to determine the area weighted design rainfall for the
watershed.
3.2.6.2 Estimation of Design Flood
Catchments, where stream flow records (yearly peak discharges) are available for the desired recurrence
interval or more, the design discharge shall be the computed for the desired recurrence interval.
To provide for an adequate margin of safety against an abnormal flood of magnitude higher than the design
discharge (Q) the foundations, protection works and training works except free board, shall be designed for a
higher flood discharge. The magnitude of this discharge shall be computed by increasing the design discharge
(Q) estimated by the percentage indicated below:
Catchment Area < 500 Sq.km 30%
500 Sq.km < Catchment Area < 5,000 Sq.km 30% to 20% (Decreasing with increase in area)
5000 Sq.km < Catchment Area < 25,000 Sq.km 20% to 10%(Decreasing with increase in area)
Catchment Area < 25,000 Sq.km Less than 10%
3.2.6.3 Design Return Period
The below components shall be designed for major and minor bridges,
3.2.6.3.1 For Waterway
Generally the determination of Waterway shall be on the basis of 50 Years return flood. But for Important and
Major Bridges shall be designed for 100 year return period and minor bridges shall be designed for 50 year
return period.
3.2.6.3.2 For HFL
HFLs of Important and Major Bridges shall be designed for 100 year return period and minor bridges shall be
designed for 50 year return period with backwater and compared with HFL value collected from local enquiry.
Higher of these two values will be adopted in design.
3.2.6.3.3 For scour
The stipulations of “Design of Sub-Structures and Foundation of Bridges” shall be adopted for estimating the
scour depth.
3.2.6.3.4 Design Afflux
Maximum permissible afflux under a bridge will be considered as 300 mm.
The headwater elevation of culverts will be determined on the basis of acceptable head up of water upstream
of the bridge point and in no case the Hw/D ratio (Headwater Depth and Diameter/Depth of bridge ratio) will
be more than 1 for the safety of the subgrade / pavement materials.
3.2.6.3.5 Vertical Clearance
The minimum vertical clearances for bridges shall be provided on the basis of stipulations of the Standards.
Task 3.4 Identification of potential Environmentally Impacted areas within the study area
Relevant maps and satellite imageries shall be referred to study the environmental features of the project
corridor. Information on the project, available relevant secondary data/ information/ records and published
literature shall be referred to get an overview of the environmental status of the study area.
Environmental sensitive locations such as Protected areas - National park and Wildlife habitats along the
project corridor shall be identified. Environmental features such as water bodies, pasturelands, hilly areas,
steep slopes etc. shall be also provided.
Environmental sensitive receptors in settlement areas such as health centre, cultural centre, education
institutes etc. shall be identified along the final corridor, if any.
Task 3.5 Traffic and Transportation Studies
3.5.1 Overview
Requirement of traffic and transportation study for proposed railway bypass line alignment around city of
Ulaanbaatar is to assess existing passenger and freight demand through primary and secondary data
collection and analysis, to estimate existing modal share of goods and passenger travel between rail and road
modes. Projected freight and passenger load in proposed Bogdkhan railway bypass line is also to be
estimated. It is also required to estimate and future vehicular traffic on the cross roads to identify requirement
of Rail Over Bridge (ROB)/ Rail Under Bridge (RUB) and at-grade level crossing along the new bypass rail
track.
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3.5.2 Identification of Data Source and Data Collection for Existing Railway corridor through
Ulaanbaatar and its Surroundings
The Consultants will discuss with Ministry of Road Transport (MRTD), Ulaanbaatar Railway Mongolia (UBTZ)
and identify data sources and relevant government agencies to conduct traffic and transport study. The given
road and rail network maps, and google images will be utilized to delineate the regional setting of the study
area corridor. The Consultants will collect various data which will comprise of the various information, but not
limited to, on the following:
 Existing Road and Rail network maps;
 Vehicle Registration data;
 Past Traffic data;
 Demographic characteristics, population growth, Census data;
 Economic base, time series data on Gross Domestic Product, District Domestic Product and City revenue
etc.; and
 Reports on inter-country trade and Regional
economic cooperation.
The Consultants will review the detailed studies and
published documents of the various Government
Agencies/Departments and inter-country trade potential
among China, Russia through Mongolia.
As per Master Plan for Ulaanbaatar, four national and
regional logistics centres will be built in satellite towns
and settlement areas along the railways around
Ulaanbaatar. They will be built towards the west
(Emeelt-Argalant), east (near Nalaikh), and southwest
(Bagakhangai) and the south (Aerocity in Khushig
Valley near to the new international airport).
International standard terminals and logistics centres
will be built in Tolgoit to replace the existing limited
terminals and infrastructure in Ulaanbaatar. The
projected traffic data of these logistic centres will be
obtained from planning bodies and modal split will be
analysed based on consultations and available
software.
3.5.3 Review of Regional Freight Movement in
Mongolia and Neighbouring Countries
Proposed Bogdkhan bypass alignment is included in
2016-2020 Action Plans adopted by the Ministry of
Road and Transport, Government of Mongolia. It is a
Fig.9: Existing and Proposed Regional
part of proposed economic corridor linking Russia,
Railway Network
Mongolia and China. Trade and economic relation
between the three nations and Asia-European countries are expected to be intense in near future. Fig. 10
presents existing and proposed
regional rail corridor among
Mongolia, Russia and China.
The Consultants will analyse the
freight carried by rail, road and air
modes to and from Mongolia. As
per the data available, the total
freight carried in Mongolia was
increased by 6.1% from its
previous year on 2010. Railway
transport carried 15 Million Ton,
road carried 18.7 Million Ton and
air transport carried 3061 Ton of
freight in 2010 in Mongolia.
Mongolia is a landlocked country
and it is dependent on existing
sea ports in China and Russia.
The Consultants will examine the Fig. 109: Existing and Proposed Regional Railway Network
available open source data for
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growth projections of ports in China and Russia, where most of the mining products are exported from
Mongolia through Trans-Siberian Railway.
Economy of Russia, China and Mongolia and the inter-country trade will be examined based on available data
to assess the projected demand for container movement through the proposed new Bogdkhan railway bypass
alignment.
3.5.4 Assessment of Existing and Projected Freight & Passenger Demand
3.5.4.1 Development of Transport Network in GIS
The existing railway line and road network in the study area comprising Ulaanbaatar city, New Airport at
Khushig Valley, Bagakhangai in south and Mandal in north, will be coded in the ArcGIS software utilizing the
inventory data, topographic sheets (if any), and satellite imageries. Development of coded road and rail
network will include type of the link with capacity, junctions and rail stations, etc.
3.5.4.2 Development of Regional Transport Demand Model
A Regional transport demand model will be developed using the coded rail and road network for the study
area around Ulaanbaatar including Bagakhangai and Mandal. Regional transport demand model (RTDM) will
be developed for base year, which will be calibrated and validated with the primary survey data, and then
used for forecasting the travel demand for horizon years. The traditional four-stage transportation planning
process consisting of trip generation, trip distribution, modal split and trip assignment is to be adopted for the
purpose of analysing the base year transport data and also to develop and calibrate the regional transport
demand model.
3.5.4.3 Traffic Analysis Zone (TAZ)
The entire study area will be divided into various Traffic Analysis Zones (TAZ), which are the spatial
subdivision to facilitate the spatial quantification of population and economic factors that influence travel
pattern. Proposed zones or TAZ will be geographically associated with the origins and destinations of
passenger and goods movement as observed from the primary survey. New Airport at Khushig Valley will be
considered as a separate TAZ, trip attractions will be estimated specifically for new airport.
3.5.4.4 Base Year Regional Transport Demand Model (RTDM)
O-D matrix estimation method also will be adopted to develop base year transport demand model using
appropriate transport planning software, which utilizes the midblock link counts, as the traffic distribution
parameters and the trip-ends due to production and attraction will be developed utilizing trip generation and
attraction of the respective TAZs. Regional transport demand model will be calibrated using the base year OD
matrix using established calibration parameters, and validated using primary survey data. The model will work
based on Vehicle Operating Cost (VOC) and Value of Time (VOT) assigned to passenger and goods travel in
each network link. Generalized cost, which includes VOC, VOT and direct cost like tickets, freight charges and
road tolls, etc. for passenger and goods travel, which will act as the determinant for split of passenger and
goods travel (allocation) on competing rail and road network under existing conditions. Coded road/rail links
will reflect existing capacity of road/rail network links with travel time and speed etc. Finally, trips will be
allocated between pairs of zones by the most likely routes using calibrated RTDM, for validation of the RTDM
for Base Year.
3.5.4.5 Trip End Projection and Growth Rates
Econometric method will be used to estimate growth rate for passenger and goods travel demands. The
method of long-term traffic forecasting incorporates analyses of some of the key socio-economic
characteristics in the influence area of the corridors (i.e. the study area) and their anticipated rates of change
during the study period upto horizon year. These characteristics are being taken as indicators for the future
growth of passenger and goods travel.
The Consultants will use elasticity approach for determining the growth rates of future passenger and goods
traffic. This will involve establishing a quantitative relationship between passenger and goods traffic growth in
the network as the dependent variable and growth of various socio-economic indicators as independent
variables. The methodology will involve fitting of a log-log regression equations to the time series data.
3.5.4.6 Future Network and Horizon Year Transport Demand Model
New Bogdkhan Railway bypass alignment, proposed road network in the region and other economic activities
planned with different time frames (horizon years) will be incorporated to the future transport network of the
study region and the development scenarios.
3.5.4.7 Analysis of secondary data for container movement
Existing data on commodity of container, its origin and destination, duration of storage and container loading
and unloading time will be collected from UBTZ and other secondary sources. Existing influence area of
container movement, which will include international border, neighbouring countries and internal locations
within Mongolia. Internal zones within Mongolia and external zones in neighbouring countries will be
developed based on OD survey data. Proportional distribution of zonal influence on each pair of OD of
container movements will be derived through data analysis.
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3.5.4.8 Generated Demand due to Additional Facilities

The Consultants will analyse details of new Multimodal Fright terminal facility at Khushig Valley based on
available reports, in terms of its freight handling and storage capacity and detailed capacity proposed new
International Airport to be developed at Khushig Valley, from published reports and secondary sources.
Projected passenger and freight demand share of the new Bogdkhan railway bypass alignment and the
existing railway alignment through Ulaanbaatar city will be derived through analysis of estimated benefits of
time and cost savings of freight movement along the new bypass rail alignment, freight storage and handling
facilities at Multimodal freight terminal facilities at Khushig valley. Projected additional passenger trips due to
new proposed international airport will be estimated based on potential trip generating zones at the
surrounding cities.
3.5.4.9 Future Horizon Years
The passenger and goods transport demand will be projected for short term 5 years, medium term 10 years
and long term 20 years horizon, and will be assigned to the future network scenarios. Modal split model will be
achieved through generalized cost of the future network including VOC, VOT and other direct costs.
Passenger and goods travel demand, when assigned to the composite future road/ rail network, will provide
the network loads for the road and rail links.
3.5.5 Final Passenger Volume and Freight Volume in Horizon Year
Passenger and freight train services capacity of proposed New Bogdkhan Railway bypass alignment corridor
will depend on the signaling system, speed, frequency and various other factors. Therefore, final passenger
and freight volumes on proposed Bogdkhan bypass alignment corridor in the horizon year will be determined
through a capacity analysis of the rail network using the model output.
3.5.6 Assessment of Existing and Projected Vehicular Traffic at Level Crossings
Annual Average Daily Traffic (AADT) on road at all major and minor level crossings in the proposed Bogdkhan
bypass alignment rail corridor will be determined from primary surveys of classified traffic count. Elasticity
method will be used to estimate the growth rate of each mode of traffic observed at the level crossing
locations, based on socio-economic data in the study region. Projected road traffic at level crossing locations
will be derived using mode wise growth rates. Similarly, railway traffic (in number of trains in each direction)
during an average 24 hour day will be collected from the proposed future train schedules.
Railway Works Manual for Mongolia standard MNS 5833 will be used for understanding the requirements for
manned level crossing and grade separated crossing. Types of level crossing requirement analysis will be
carried out using number of trains passing over the level crossing, which is represented by Train Vehicle Unit
(TVU), and the vehicular traffic volume crossing the railway line.
3.5.7 Recommendation of Proposed types of Level Crossing and ROB/RUB
TVUs of each of the level crossings will be derived multiplying projected road traffic and projected train
frequency in a day. Based on the criteria mentioned in Works Manual MNS 5833, the level crossing will be
recommended to be upgraded to manned level crossing with safety equipment and signage and further to Rail
over Bridge (ROB) or Rail under Bridge (RUB) as grade separated option. Proposed Level crossing up-
gradation will be incorporated in the detailed design of the proposed Bogdkhan bypass alignment.
3.5.8 Assessment of Existing and Projected Passenger Load and Parking at Major Stations
The Consultants will conduct primary surveys and also collect secondary data for the major Railway stations
in the existing rail corridor from Bagakhangai to Mandal. Existing passenger demand will be analysed based
on passenger count at the railway stations, passenger ticket sales through secondary data from UBTZ.
Parking accumulation and duration survey at the existing station locations will be carried out to assess
passenger parking demand at the station premises.
Projected passenger volume at stations will be derived from projected O-D matrix of passenger travel along
with assigned link loadings on the rail network from RTDM and the future train services plan. Passenger
parking at railway stations depends on car ownership of the project influence area and usage of different
access modes. Therefore, the Consultants will assess the volume of private vehicle parking as well as the
public transport parking facilities required at each of the major railway stations along the study corridor.
Task 3.6 Study of available Modern Track Design criteria of various Railways
The available data with the MRT regarding the design criteria for the Russian and China shall be studied
thoroughly to correlate the same with the MRT standards and if any better track design criteria are observed
during the course of study shall be incorporated in the design standards of Mongolian railways in consultation
with appropriate authorities.
Task 3.7 Development of 3 environmentally acceptable alignments and analysis of design
features
Methodology and Route Finalization Definition of alignment alternatives in area of interest entails various
aspects such as geometrical, geological, geo-technical and interference from existing structures of the area
where the alignment is to be executed. In addition to this, important standards about environmental concerns,
land use issues, economics, long-term traffic levels and other economic criteria, as added are far beyond what
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has traditionally been considered. These additional considerations are well beyond normal task of alignment
design in plains but are crucial for appropriate planning and design in mountainous terrain. On a more discrete
level, the basic components of alignment design for particular route includes tangents, grades, horizontal and
vertical curves, super elevations which shall be cost effective, easy to maintain, efficient and safe to operate.
In the initial stage for development of 3 alignment options, Base Map prepared from open source DEM and
Google Earth Imagery shall be used and on finalisation of the alignment option, Base Map prepared from High
Resolution Stereo Satellite Imageries shall be used for further accuracy. The process of alignment design will
be the same for Base Map prepared with either of the imageries as described below. The step wise approach
followed for finalizing the different alignment options is as follows:
 Corridor Selection;  Study of different route possibilities (between
 Define criteria for alignment design; identified blocks and categorize routes options
considering topographic, engineering,
 Finalization of alignment design parameter;
geological and hydrological factors); and
 Identification of possible station location;
 Combine all factors analysis into overall
 Block definition (Start and finish point and any assessment for final route selection.
intermediate towns to be connected);
Each of the above listed steps has been described in brief in the following sections to arrive at best suitable
alignment between defined obligatory points.
3.7.1 Corridor Selection
The planned new railway line will have significant effect on the growth of the towns and villages along the
route. While selecting the corridor; population, the terrain and connectivity to the main habited area shall be
considered. During initial planning stage of the route, it has been kept in mind to achieve social and economic
advantage for deciding the corridor. The corridor selection for the present study is mainly governed by the
requirement of bypassing Ulaanbaatar city to the southwest and providing connectivity to the New
Ulaanbaatar Airport and multimodal freight terminal in Khushig valley. As per Consultant‟s preliminary review
of the study area; Tsarduult, Sergelen, Zuunmod, Songino, Altanbulag, Dartsagt, Emeelt, Arshaant were
identified as possible stations along the route.
Looking into the importance of the places in the proposed corridor with respect to future development, it is
foreseen that the New Ulaanbaatar Airport and probably Zuunmod, Sergelen, Arshaant and Altanbulag
become the fixed points to be connected along the upcoming railway route. Other places along the route need
to be planned to suit the overall alignment between identified obligatory points and to meet operational
requirements.
3.7.2 Criteria for the Alignment Design
For planning new railway route, following main criteria for the definition of the alignment shall be adopted:
 Shortest route wherever possible, adhering to maximum permissible ruling gradient;
 Avoid major interference with the existing infrastructures like roads, bridges, structures etc.;
 As far as possible, cross the geologically weak zones perpendicular to the strike;
 Locate topographic low points in mountain terrain in order to optimize tunneling length;
 Identify most suitable locations for crossing major river and for tunnel portals;
 Improve passenger comfort and speed, reduce the operational wear and tear of rails, reduce maintenance
by increasing the radius of curve;
 Respect obligatory points and make use of existing infrastructure in the area; and
 Minimum interference with natural ground topography and forest in the area.
3.7.3 Alignment Design Parameters
Basic design parameters used for this study are extracted from the tender documents are listed below:
Starting point for study Mandal
End point of study Bagakhangai
Traction Diesel traction with possibility of Electric traction
Loop length Passenger Loops 1250 m
Reception & Despatch lines shall be 10% extra of maximum train length.
Other Sidings as per operational requirement (Minimum 300m)
Classification of 1520 mm Single line /Double line
Railway Gauge
Category Extreme / High Density of Freight Traffic
Track Structure
Rails:  60 -75 kg /1080 Grade for LWR section & non-LWR section on Main line
 Rails 50kg New /90 UTS or 60 KG SH Rails for LWR & Non-LWR section on
loops and sidings
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Sleepers  60 kg PSC sleeper with sleeper density 2000/Km on Main Line

 60 kg PSC sleeper with sleeper density 1680/Km in Turn in Curves on Loop
Line
 50 kg PSC sleeper with sleeper density 1600/Km on Loop Line & sidings
 PSC fan shaped suitable for 60 KG Rail section at turnouts:
 PSC Bridge sleepers suitable for 60 KG Rail section for Deck Bridges with
provision of guard Rails
 Steel channel / H beam wooden sleepers on open web steel girder bridges.
Surface track:  Ballasted Track
 Ballastless Track – Tunnel and specific bridges
Ballast section
Top Width of ballast  shall be 3.85 m
for single Track:  Extra Ballast on outside of curves shall be 10 Cm for curves having Radius
less than 600m.
Side Slope of Ballast:  shall be 1:1.5
Ballast Cushion:  350 mm on Main Line and Main Line Turnouts or 200 mm ballast over sand
bed of 150 mm
 200 mm on Loop Line, Sidings and Sidings Turnouts.
Formation Width:  11.7 m for double line Track on Straight (minimum)
 7.6 m for single line Track on Straight
 400 mm shall be extended on outside of curves & in the part of ever Frozen
Ground as per Mongolian Standard.
 500 mm widened on approaches of Major Bridges up to 10 m from the
Abutments on either side.
Guard Rail (derailment  Important, Major Bridges and minor bridges on high bank
guard or displacement  Tunnels
guard)
 High Banks
Turnouts  1 in 11 to 1 in 18 as per site requirements for Passenger Trains depending
on speed at Turnouts.
 1 in 9 for Freight Trains.
Design Parameters
Ruling gradient  6%ₒ or (1 in 166 Compensated for curves)
Limiting gradient in  1 in 400 (Max) 1 in 1000 nominal
station yard
Maximum Radius of  for Horizontal Curves 1200 m
curvature  For Vertical Curves 20,000 m
Maximum speed  160 km/h for Passenger Train
 120 km/h for Goods Train
 140 km/h for Refrigerated Train
Maximum cant, Ca  150 mm
Maximum cant  as permitted as per Mongolian Standard.
deficiency:
Maximum cant excess:  as permitted as per Mongolian Standard.
Maximum cant gradient:  as permitted as per Mongolian Standard
Length of Platform:  1000 m subject to site availability, feasibility and approval of railway
Height of Platform:  High level platforms at all stations, subject to one platform shall be rail level
to permit movement of Over Dimensional Consignments
Number of loops lines:  To be decided based on railway's operational requirement site availability
and feasibility.
Track centre in yards:  5.3 m between Main Tracks.
 At minor Stations it can be between 4.5 to 4.8 m
Track centre in Block  7.65 m keeping Minimum as 7.4 m
section:
Indicative Block  12 to 15 km apart in general subject to railways approval.
sections length:
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Maximum height of  20 m, subject to review as per site conditions

bank
Blanketing:  As per Mongolian or international guidelines
Berms:  at every 6 m height, 1 m wide berm after every cut/fill of 6 m subject to
review as per site conditions
Protection of Track:  Shall be done as per Mongolian Standard by providing a longitudinal wall for
protection from Snow, Sand, Dirt & other Conditions.
3.7.4 Identification of Possible Station Location
Considering the importance of the places in selected corridor, suitable locations for the station shall be
identified based on feasibility to meet the station construction requirements and its public usage. Aligning the
proposed rail system with the future growth in mind, will maximize the rail patronage. This was the principle
objective guiding the process of selecting possible station locations. Looking into future development of the
region, Tsarduult, Sergelen, Zuunmod, Songino, Altanbulag, Dartsagt, Emeelt, Arshaant have been
acknowledged as the vital points to be connected in selected corridor.
These possible station locations shall be refined based on study objectives and constraints/ issues identified
to locate the station in particular section. In addition to these, other places for station location along the routes
shall be identified based on functional and operational requirements of the route.
3.7.5 Block Definition
After selecting the station location on the Base map, to study the possible connection between any two
identified stations, block study for the section shall be carried out. Each connection between two stations is
designated as separate block. This approach provides an opportunity to study possible different routes
between two points to connect station locations.
Individual block between any two stations shall be studied in detail and compared with other blocks in
particular stretch to derive the best connection option. This methodology shall help in comparison and decide
upon the best possible alignment between defined obligatory points.
The straight path between the obligatory points shall be marked. All constraints and obstructions (i.e. rivers,
canals, water bodies, hills, cliffs, utilities, habitation, environmental protected areas, sensitive structures etc.)
on this path shall be identified and the alignment shall be modified to avoid these constraints and obstruction
by providing horizontal curves to suit the projected speed corresponding to the category of line proposed. The
sharpest radius of horizontal curves shall be 1200 m and Minimum Radius of vertical curves shall be taken as
4000 m as mentioned in TOR / MNS:6229. The shape of transition curves shall be a cubic parabola. The
length of transitions shall correspond to the projected speed, permitted cant deficiency and cant excess for
1520 mm gauge track on Mongolian railways. It will be ensured that the alignment passes at least 50 m away
from the toe of the steep sloppy hill and on the leeward side of the hill in order to protect the track from
landslides and heavy impact of harsh winds, as far as possible.
Provision of tunnels shall be avoided. If it is unavoidable, then tunnel length shall be limited to 2000 m on
straight and 1500 m on curved alignment as mentioned in MNS 6229: 2010 so that mandatory tunnel
ventilation is not required. In case length is more, then tunnel ventilation shall be mandatory and along with
tunnel design ventilation system shall also be design considering the prevailing climatic condition and
geotechnical investigation. It shall be preferred to provide tunnels on straight.
Each of these blocks shall be studied in detail considering different design parameters and constraints of the
particular area that will govern the definition of alignment. This block study shall help in exploring the best
possible route between two identified stations. Preferred block between identified station locations shall be
then combined to derive different feasible alignment options in the defined corridor. Alignment design will be
an iterative process.
4 to 5 alternative alignments will be selected for detailed examination. Weightage (0 to 5) will be allotted to
below mentioned criteria in order to compare and decide upon the best possible alignment.
 Total length of tunnel;  Nos. of bridges;
 Height of bridges;  Geological conditions;
 No. of Livestock and Wildlife Crossings;  Approach roads;
 Connectivity to city, logistic hubs, mining zones etc.;  Ease to locate station;
 Ease of construction; and  Constructability
After detailed examination crucial location on these alignments will be physically visited by the experts. All
tunnel faces and major bridges shall be critically examined. After fine tuning, these alignments shall be
subjected to multi criteria analysis to arrive at 3 preferred options.
3.7.6 Multi Criteria Analysis
After analysing the given corridor with respect to the requirements and selecting the different possible
alignments, it become important to decide on the best possible option that will serve the objective. But to
handle the amount of data collected for each preferred option and compare it to choose the best of rest is
difficult. For this, Multi- Criteria analysis shall be used to select the best option out of three alternative options.
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A Multi-Criteria Analysis (MCA) is a general term that refers to techniques used to obtain the most suitable
solution to a problem by making a series of choices from different data (Arentze and Timmermans, 2000). It is
a technique that can be used to identify a single most preferred option, to rank options, to short-list a limited
number of options for subsequent detailed appraisal, or simply to distinguish acceptable from unacceptable
possibilities. MCA in simple language is a method of breaking the problem into more manageable pieces to
allow data and judgements to be brought to decide on the pieces and then of reassembling the pieces to
present a coherent overall picture to decision makers. The purpose is to serve as an aid to thinking and
decision making, but not to take the decision. MCA has ability to handle large amounts of complex information
in a consistent way and thus can be used in such projects where governing parameters are many. Further,
MCA has many advantages over informal judgement unsupported by analysis:
 It is open and explicit;
 The choice of objectives and criteria that any decision making group may make are open to analysis and
to change if they are felt to be inappropriate;
 Scores and weights, when used, are also explicit and are developed according to established techniques.
They can also be cross-referenced to other sources of information on relative values and amended if
necessary;
 Performance measurement can be sub-contracted to experts, so need not necessarily be left in the hands
of the decision making body itself; and
 It can provide an important means of communication, within the decision making body and sometimes,
later, between that body and the wider community.
For alignment study, Multi-criteria analysis will be used as an approach that involve many evaluation steps
taking into account the relevant geometric, geological /geotechnical factors, constructional, safety, operational
and financial aspects for determining best alignment.
For present study, Linear Additive Model shall be used to carry out the analysis. Linear Additive Model is
generally used where the criteria are mutually preference independent. Most MCA approaches use this
additive model. This model shall be used for the analysis as the criteria‟s are preferentially independent of
each other and uncertainty is not formally built into the MCA model. This model also confirms how option‟s
values on the many criteria can be combined into one overall value. This is done by multiplying the value
score on each criterion by the weight of that criterion and then adding all these weighted scores together.
While deciding the best possible alignment alternative, such analysis will guide to a conclusive solution
making use of wide variety of key parameters and by giving right consideration to their importance. The typical
steps followed for carrying out MCA are as below:
 Identify the options to be evaluated;  Check the consistency of the scores on each
 Identify criteria for assessing the criterion;
consequences of each option;  Assign weights for each of the criterion to
 Organise the criteria by clustering them under reflect their relative importance to the decision;
high-level and low-level objectives in a  Combine the weights and scores for each
hierarchy if possible; option to derive an overall value;
 Assess the expected performance of each  Calculate overall weighted scores at each
option against the criteria. Then assess the level in the hierarchy;
value associated with the consequences of  Calculate overall weighted scores; and
each option for each criterion;  Examine the results.
 Describe the consequences of the options;
 Score the options on the criteria;
Brief description of the above listed steps is as below.
Identify the options to be evaluated: - As per TOR, three options in the defined project area shall be
compared in Multi Criteria Analysis.
Identify Criteria: - Next step is to identify criteria for assessing the consequences of each option. Assessing
options require thought about the consequences of the options. To compare the preferred alignments
alternatives derived from the study, different criteria that will govern the development of project were identified
for comparison and weightages were assigned to each of the criteria based on their importance to the project.
Scoring
The key idea of this step is to construct scales representing preferences for the consequences, to weight the
scales for their relative importance, and then to calculate weighted averages across the preference scales.
Analysis shall be done using two different approaches as mentioned below;
Approach 1- In this approach, score shall be given in a relative way, so that in each comparison the less
preferable value has been taken as “-1” while the more preferable value has been taken as “+1”. The
intermediate values are calculated by interpolation among the preferable and the less preferable values.
Results obtained with this approach shows sizeable variation (i.e.-1 to +1 as stated above) in relative rating
although the difference in the values obtained for identified criteria‟s is less. To lessen this effect, MCA is also
carried out using another approach.
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Approach 2- Relative rating score is calculated by dividing the individual value for particular criteria by
summation of values for all three option for respective criteria. This approach shows better results for
comparison purpose.
Weighting and combining the weights
The overall preference score for each option shall be simply the weighted average of its scores on all the
criteria. Letting the preference score for option i on criterion j be represented by sij and the weight for each
criterion by wj, then n criteria the overall score for each option, Si, is given by:
In simple words, multiply an option‟s score on a criterion by the importance weight of the criterion, do that for
all the criteria, then sum the products to give the overall preference score for that option. Then repeat the
process for the remaining options to arrive at the final rating.
Task 3.8 Design of Track, Formation, side drains, catchment drains and protection works
For the purpose of Cost per unit length of track the following assumptions shall have to be made:
3.8.1 Height of Formation
This will be assumed to be minimum 1m higher than the highest flood level in the area. The data for this will
be collected from local enquiries and Flood marks on the structures and past history of wash away / breaches
/ water flowing over the Structures in the area.
3.8.2 Width of Formation
The width shall be based on the number of tracks, gauge of the track i.e. 1520 mm, assuming Ballast cushion
of 350 mm on main line with cess width of about 1 m or as per MRT Standard, Centre to centre distance
between two tracks in case of proposal for double line & Width of trenches to drain off water in cuttings. The
overall width of the formation at top shall not be kept less than 7.60 m in case of availability of land in the
area. The Cross slope on top of the formation shall be assumed to be 3% or 1 in 30.
3.8.3 Side Slopes
The side slopes shall depend upon the stability of the Earth Work which in turn will be based on Cohesion &
Friction of the soil & its angle of Repose. These shall be slightly flatter than the angle of Repose. For the
purpose of estimation this will be assumed to be 2:1(Horizontal: vertical) in embankment and 1.5:1 in case of
cutting. Turfing (wicker work) shall be taken into account for high banks of more than 4.5 m and Stone pitching
of side slopes at the approaches of high bridges shall be considered which are liable to flash floods.
3.8.4 Side Drains
Side drains shall be provided to receive discharge from embankment surface and countryside runoff and carry
it safely to the nearest outfall point ensuring safety to the embankment toe, which is the area most vulnerable
to erosion / failure passing through sides of hills. Side drains shall also be taken into account for the portion of
track in cuttings with proper longitudinal slope and cross section.
3.8.5 Blanketing Material
At the designed axle load of 25 T and the design speed of 160 km/h there is good likelihood that ballast may
puncture and damage the formation soil. To cope with this problem a suitable layer of coarse granular well-
graded blanket material shall be provided along the entire formation width which shall not be less than 450
mm varying up to 1 metre depth depending the properties of the soils in the area. It has to be ensured that the
ground is well drained upto maximum depth of ground freezing.
3.8.6 Ground stabilization
Generally the poor soils like black cotton shall be removed and replaced upto design depth. However if not
practically possible to replace then suitable ground stabilization measures shall be adopted.
3.8.7 Ballast
The top width of ballast section for the 1520 m gauge shall be taken as 3850 mm in the straight reach and 300
mm extra on outside of curves i.e. 4150 mm on curves. The Ballast Cushion shall be taken as 350 mm for
main line & 200 mm for loops in Station Yards over blanketing layer. The side slopes of the ballast shall be
kept as 1.5:1 (Horizontal: Vertical)
3.8.8 Sleepers
Mono-block PSC sleepers shall be used at all locations except on Steel Girder Bridges without Decks.
Sleeper density on Main line shall be taken as 1667/km. On Steel Girder Bridges where decks cannot be
provided suitable Steel Channel Sleepers or as per MRT standard shall be used with the density of 2000 /km.
3.8.9 Rails
The Rail section for the 25 t axle load shall be taken as 60 Kg UIC 1080 grade for Main line & 50 kg 880 grade
for loops.
3.8.10 Rail fastenings
Elastic fastenings with Metal / Glass Filled Nylon (GFN) liners and Rubber grooved pads (Under Rail Seat)
shall be assumed for the purpose of costing.
3.8.11 Station Yards
Suitable site shall be selected near New Ulaanbaatar International Airport for the proposed Railway Station.
The Station Yard shall be proposed in straight alignment to the maximum extent as far as possible having
ample space for various utilities and services. The ESP of the existing Ulaanbaatar stations shall be studied
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for assuming the required clear standing room (CSR) for different lines for the proposed yard. Keeping in view
the existing traffic facilities at Ulaanbaatar railway station, this Proposed Station Yard shall be designed to
have loading/ unloading facilities, C&W Maintenance depots, Loco Sheds and Store facilities for P Way, S&T,
Works Department. The yard shall have loop lines of 1080 m length with Receipt & Despatch lines for Goods,
Sick, Maintenance sidings for C&W & other sidings as per demand as decided by MRT. The Points &
Crossings for main lines, Loop lines and Sidings shall be in accordance with the Mongolian railway Standard
or as per best international practices as per direction of MRT Officials.
At Other Locations the station yard shall have Crossing facilities with Main Line and minimum of two Loop
Lines of 1080m capacity with turnouts of appropriate standard.
The rails shall be assumed to have LWR and CWR to the maximum extent at the time of laying.
3.8.12 LWR/ CWR
Due to the hilly terrain, It will be checked from the topography about the prospects of LWR/CWR in the
alignment proposed.
3.8.13 Carriage & Wagon & Loco Workshops
The available plans of existing C&W workshop, loco shed and loco workshop shall be studied to assess the
infrastructural facilities to be considered for these workshops at new locations keeping in view future capacity
enhancement. The location for Carriage & wagon workshop & Loco workshop shall be identified to have
ample space for various sheds required for periodic maintenance of carriage, freight stock & locomotives.
3.8.14 Fuelling Storage facility
The site for Fuelling Storage facility shall be identified to have sufficient storage space adjoining the yard with
Decanting facilities with approach roads.
Task 3.9 Design Bridges & Culverts and recommend span arrangements
3.9.1 Overview
This section covers philosophy and methodology for the identifying, standardization, preliminary designs and
drawings and estimation of quantities for various kinds of railway bridges and similar structures along the
various alignments for bypasses the city of Ulaanbaatar, Mongolia for passenger and freight Railway traffic.
3.9.2 Scope of work
Based on the site recurring survey, topographic survey, hydraulic study, general soil quality; the Consultants
shall identify numbers and size of River/Stream Bridges along different possible alignments. The Consultants
shall also identify location of ROBs, RUBs, Level crossings, FOBs, wildlife/livestock crossing etc.
Preliminary design calculations, General Arrangement and other drawings and estimates for the
Bridges/structures would be prepared for different alignment options. The proposal would be discussed with
MRT officials of Mongolia and best possible option would be finalized.
3.9.3 Approach Methodology
The approach to the project shall be covered in following steps:
 Study various alignment options on Satellite imagery (Google Earth) and/or Topographic sheets and mark
probable locations of river/stream for rail bridges;
 Siting of river major bridges shall be carried out to minimize Bridge length and ensure right angled
crossing to the extent possible;
 Recurring survey shall than be carried out to confirm and finalize bridge location;
 Consultants shall identify the structure affected in various alignment options and prepare their demolition
and relocation plan;
 Conduct hydrology study for all identified rivers/streams crossing;
 Collect and study all the available geotechnical reports;
 Standardize minor river/stream crossings in minimum size groups;
 Carry out preliminary design and prepare typical general arrangement drawings for estimate and tender
purpose;
 For Major river crossing, an outline concept shall be prepared;
 Consultants shall also identify Rail Over Bridges (ROBs & Rail Under Bridges (RUBs) at major road
crossing locations and prepare typical drawings for the same after preliminary design calculations;
 In addition to ROBs & RUBs, the Consultants shall identify locations for level crossings as per policy
agreed with MRT. Standard specifications and typical drawings shall be developed by the Consultants for
estimation purpose;
 Constant shall identify suitable locations for pedestrian, livestock and wildlife crossings in accordance with
the policy and discussion with MRT and other stockholders. Wherever required pedestrian Foot Over
Bridges (FOBs) shall be proposed and typical drawings for the same shall be prepared for estimation
purpose;
 Consultants shall than carry out cost estimate for all the rail bridges/structures along various alignment
options; and
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 The Consultants shall also prepare merits and demerits statement for various alignment options and
discuss the same with MRT and ADB project officers for their comments/approval.
A diagrammatic representation of the approach that we would follow is shown below:
Study various Sitting of Major Site Reconnaissance Collect and study

Hydrology study
alignment options Bridges and Investigation Geotech data
Prepare typical
Outline concept
Carry out preliminary General Arrangement Identify ROBs and Concept drawings for
drawing for major
design calculation Drawings for minor RUBs locations ROBs and RUBs
bridges
bridges
Prepare
Identify locations for Detailed bill Preparing Merits and
Identify locations for specifications and
pedestrian, livestock quantities and rates demerits for various
level crossings drawings for Level
and wildlife crossings analysis alignments
crossings
Discussion with MRT

Finalize best suitable
and ADB project
alignment
officers
Task 3.10 Design of Tunnels

3.10.1 Tunnel Elements
A tunnel is more than just a hole in the ground to provide for a desired movement of people or material. To
accomplish the movement satisfactory, one or more of a variety of facilities in simple or complex form must be
provided in addition to the continuous space. Having considered the principal element to consider how a
tunnel is actually designed and constructed. That includes layout, location, ground conditions, and the
theoretical and practical consideration of how the tunnel – hole is kept open, temporarily during construction
and permanently during operation and use. A study approach shall be made with due consideration of
ecological system and Mongolian/ International standard in practice, for deciding the shape, size and length of
tunnels. However, considering the information available at this stage, horse shoe or modified horse shape
seems to be most suitable and stable option.
3.10.2 Tunnel Layouts
The consideration of internal clearances and overall alignment that is common to all transportation tunnels,
including Railway tunnel. Also covered here are limitations on the tunnel layout imposed by operating
requirements and by factors inherent in certain construction methods. Finally, alternative layout concepts for
railway tunnels, which generally admit a greater Variety of approaches.
3.10.3 Tunnel Survey and Alignment Control
Surveying is an integral part of tunnel project from early in the conceptual stage to the completion of the as
built drawings. A preliminary survey, expanded from the existing data but including limited field work, is
necessary and must be provided for planning and concept development. As the planned project develops,
photogrammetric mapping, recording of seismic activity and geophysical profiling become necessary, as does
accurate location of bore holes for the geotechnical investigation.
A preliminary horizontal and vertical control survey is required to obtain general site data for route selection
and records and monuments that are based on the same horizontal and vertical datum that will be used for
final design of the structures. Additional temporary monuments and bench marks are placed as needed to
support field investigations, mapping, environmental studies and route selection. Modern mapping equipment
and techniques provide a wide range of products and services to support planning and design, and ongoing
construction management.
3.10.4 Geotechnical Investigation:
Geology plays a dominant role in many major decisions made in designing and constructing a tunnel, from
determining its feasibilities and cost to assessing its performance. In tunnels, unlike other structures, the
ground acts not only as the loading mechanism, but as the primary supporting medium as well. When the
excavation is made, the strength of the ground keeps the hole open, until supports are installed. Explorations
help evaluate the feasibility safety, design and economics of a tunnel project, in soft ground, rocks and
tunnelling in difficult ground.
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 Developing sufficient understanding of regional geology and hydrology;

 Defining the physical characteristics of the materials that will govern the behaviour of the tunnel;
 Helping define the feasibility of the project and altering the engineer and contractor to conditions that may
arise during construction for the preparation of contingency plans;
 Providing data for selecting alternative excavation and support methods and, where project status
permits, determining the most economical alignment and depth;
 Providing specific rock, soil and hydrologic design parameters;
 Minimizing uncertainties of physical conditions for the bidder;
 Predicting how the ground and groundwater will behave when excavated and supported by various
methods;
 Establishing a definitive design condition (geotechnical basis for the bid) so a “changed condition” can be
fairly determined and administered during construction;
 Improving the safety of the work;
 When project funds permit, providing experience working with the specific ground at the project site
through large-scale tests or test explorations, which in turn will Improve the quality of design and field
decisions, made during construction; and
 Providing specific data needed to support the preparation of cost, productivity, and schedule estimates for
design decisions, and for cost estimates.
The underground poses some formidable, but not impossible, challenges to the geological and tunnel design,
some of these challenges are:
 There is vast uncertainty in all underground projects and the cost and feasibility of the project is
dominated by geology;
 Every feature of geologic investigation is more demanding than tradition foundation engineering projects;
 The regional geology must be well known and understood as fully as the specific geology within the tunnel
corridor;
 Engineering properties change with a wide range of condition, such as time, season, rate and direction of
loading, etc.-, sometimes drastically;
 Ground water is most difficult condition/parameter to predict and the most troublesome during the
construction;
 It is guaranteed that the actual stratigraphy, groundwater flow, and behaviour encountered during
construction will be compared with the geotechnical predictions; and
 Broadly as per Q value system of Barton, the classification of rocks is mentioned below;
Sr. No. Class Type of Rock Q value
1. Class I Good Rock 10 to 40
2. Class II Fair Rock 4 to 10
3. Class III Poor Rock 1 to 4
4. Class IV Very Poor Rock 0.1 to 1.0
3.10.5 Tunnelling Driving Method
Conventional Method (Sequence of operation)
For tunnel driving in soft ground, rocky or in difficult ground conditions following operations or normally
required:
 Surveying and Marking of tunnel profile;  Setting up drilling pattern and commencement of drilling
operation;
 Loading explosive and blasting  De-fuming - Removal of foul gases by naturally or
operation; mechanically;
 Checking of misfires after de-fuming;  Scaling and de-fuming;
 Mucking – Disposal of excavated  Providing temporary and permanent supports as per
material to dumping yard; and approved drawing / design / technical specification
New Austrian Tunnelling Method (NATM - Sequence of operation)
 Drilling and blasting operation;  Defuming - Removal of foul gases by naturally or
 Mucking – Disposal of excavated material to mechanically;
dumping yard;  Scaling;
 Initial layer or sealing shotcrete;  Fixing of wire-mesh;
 Installation of lattice girder;  Fore-poling;
 Final layer of shotcrete;  Rock bolting; and
 Closing the ring as per rock class.
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3.10.6 Tunnel Support System

The principal objective in the design of an underground excavation support design is to assist the rock mass
to support itself. The basic philosophy in tunnelling and rock engineering is that the extent of rock supports
should reflect the actual rock condition. During the excavation, at the working face, temporary supports are
installed to ensure safe working conditions. Generally rock bolts and shotcrete are used for it. The permanent
supports are generally installed after the excavation, behind the working face. The temporary supports will
form a part of the total support requirements.
The most commonly used rock support methods are:
Rock Bolting
The tensioned rockbolts are normally used for immediate support at the working face. These bolts are
anchored mechanically or resin anchored. In corrosive environment, grouted bolts are used. These bolts are
generally tensioned to 25-50% of their yield strength, except under rockburst conditions. In rockburst
situations, a minimum tensioning is applied and large steel plates are used to avoid crushing of the
surrounding rock. For Rockbolting behind the working face, untensioned grouted bolts are commonly used.
Generally, the effect of rockbolting as support for rock mass will depend to a very large extent on the proper
direction and the depth of penetration beyond the discontinuity.
Shotcreting
Recently, the shotcreting is the most commonly used and well-recognized method for supporting rock mass in
tunnels and caverns. Use of the fibre-reinforced shotcrete improves physical properties of shotcete such as
shear and flexural strength, durability, reduction of shrinkage cracks etc. considerably.
Adding steel fibres about 1% of the shotcrete volume, it increases the load carrying capacity of a 50 MPa
shotcrete slab by about 85% and its ductility as much as 20 times the original value.
Accelerators allow the shotcrete to achieve early high strength, preventing sagging and sloughing of shotcrete
during application, thus reducing rebound and increasing the plasticity of the mix. Micro silica in the mix
improves the mix properties of the shotcrete and makes the mix workable. Also, it improves its frost
resistance.
Shotcrete is primarily applied in heavily jointed rock mass as an immediate support with a thickness of about
50mm. In case of heavy rock spalling shotcrete is supplemented with rockbolts and used as a permanent
support. Normally this combination has the capacity to replace concrete lining that was earlier considered as
the only option available in such rocks. Shotcrete can be recommended in the areas with weakness zones
and faults provided water seepage and swelling clay material is not present in the rock mass. If the leakage is
not very high, drainage may be installed along with the shotcrete.
Concrete Lining
Concrete lining is used only in certain areas with exceptionally poor rocks like weakness zones active with
black cotton soil. In the presence of swelling nature of strata, a cast-in-situ concrete lining has the advantage
over shotcrete, as it is subjected to a lower swelling pressure due to the incomplete filling of concrete against
the crown of the support and shrinkage of concrete. Concrete lining is normally designed with a minimum
thickness of 30 cm. The cost of concrete lined tunnels may be as high as 3 to 5 times the cost of unlined
tunnels.
Steel Ribs
The steel ribs are used at certain locations having very poor rock and squeezing ground conditions. The steel
ribs can be placed at a fast rate. Steel ribs cab also be used with shotcrete and rock bolts at certain areas.
Grouting
Grouting is very rarely used in the tunnels or caverns except in cases of high water inflow or tunnelling is very
difficult or there is a risk of washing out of in-filled materials. Pre-grouting can be used in major faults and
weakness zones to improve the strength of rock and seepage of water in the rock. Pre-grouting (ahead of the
face) normally gives better results than post- grouting (behind the face). The grouting is carried out around the
concrete plug in pressure tunnel and pressure shaft extensively.
Grouting can be used in major faults and weakness zones to improve the strength of rock and seepage of
water in the rock. Pre-grouting (ahead of the face) normally gives better results than post- grouting (behind the
face). The grouting is carried out around the concrete plug in pressure tunnel and pressure shaft extensively.
3.10.7 Safety Provisions
In discussing safety provisions, we must keep two facts in mind. First – and contrary to some beliefs –
accidents are not inevitable. Second, accidents are extremely costly, and so accident prevention makes
sound economic sense. The major causes of accidents are:
 Uncontrolled contact between personnel and materials or equipment;
 Failure of temporary structures;
 Inherent constructional hazards such as the use of explosives; and
 Unsafe practices or carelessness by individual workers.
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The employer must recognize these causes and establish programs, rules, regulations, guidelines, and
whatever else might be necessary to reduce accidents. Reducing the number and severity of accidents
reduces much cost in addition to insurance and other items obviously affected by accidents. When an
accident occurs there can be not only lost time of the injured employee, but also lost time of co-workers due to
general work stoppage; lost time of supervisors attending to the injured person. Investigating and preparing
accident report; costs associated with damaged equipment or property; as well as many other partially hidden
costs. Adherence to safety regulations in the sensitive tunnel construction industry is the prudent economic
course to follow.
3.10.8 Fire and Life Safety
Major tunnel have been rare occurrences. However, the potential for entrapment and injury of large numbers
of people who routinely use railway tunnels warrants special considerations. An effective program for fire life
safety in tunnels depends on the coordinated interaction of several subsystems. These subsystems include
detections, alarm, certification, incident location, communications, response plan, personnel evacuation,
smoke control (ventilation), fire suppression and electrical power supplies. Given the interdependence of the
various subsystems, a deficiency in any one of them would reduce the attainable level of total system safety.
3.10.9 Tunnel Lighting
The railway tunnels lighting design can have an intensive lighting zone greater than 1.0Km, owing to the great
mass of the train and stopping distance. Close coordination with railway tunnel operation agencies to
establish intensive zone criteria will be required. Issues such as mandatory train entry speed, grade,
alignment, and train mass will provide a basis for engineering judgments. Economic consideration must
include capital cost, energy and maintenance costs.
Portal to portal illumination will be require assessment of tunnel lining relectance. Low reflectance resulting
from the characteristics of the material and minimal maintenance will require greater lamp lumens with high
reflective surfaces. This suggests that an asymmetrical lighting concept be employed for positive and negative
visibility. Location of luminaries to coincide with refuge niches, to indicate the location as well as providing
visibility, is recommended.
3.10.10 Water Supply and Drainage System
Water Supply
The Railway tunnels are usually provided with hose valves and fire extinguishers and, in some instances, with
water deluge systems on the exhaust fans. The most significant aspect of the water supply requirement is the
tunnel fire protection system. The water for fire protection is transported through a water main located within
the tunnel. The minimum flow and pressure criteria must be established prior to implementation of design.
Drainage System
A drainage system is required in all tunnels to remove water that could accumulate from rainfall, tunnel
washing operations, tunnel seepage, vehicle drippings, firefighting operations, or any combination of these
sources. Drainage of a tunnel can be accomplished either by a gravity flow system or a pumped system. A
gravity flow system will suffice for tunnels with continuous grades, provided that collected water can be
properly disposed of at the lower end of the tunnel. It may be necessary to have a pumped system to dispose
of collected water when a low point occurs within the tunnel.
3.10.11 Service Building and Ancillary Spaces
The number, type and specifics of tunnel ancillary facilities and service buildings depend on the functional
requirements of each tunnel. Broadly speaking, ventilation equipment, electrical switchgear, and other
mechanical and electrical equipment required for the operation of a roadway tunnel are housed in one or more
below – or above –grade buildings, there must be space to house and maintain service vehicles and
emergency trucks, shops for electrical and mechanical repairs, and adequate storage for the material and
equipment needed to operate and maintain the tunnel and related roadways. Traffic control and surveillance,
communications and equipment monitoring functions must be accommodated, and facilities for operating
personnel have to be provided. In addition, facilities for the administrative operation of the tunnel must be
provided, either as part of a broader district operational facility or as stand-alone quarters.
Ancillary spaces for rapid transit underground stations must provide similar functions. Space for ventilation
equipment, electrical switchgear, other mechanical and electrical equipment, train control and
communications facilities, and station maintenance provisions are necessary as patron access provisions, the
attendant‟s booth, and so on.
Task 3.11 Design of Tunnel Ventilation
In general the Tunnel shall be avoided in selection of the alignment but to achieve the objective of making the
alignment as much as possible straight the tunnel shall be provided after ensuring that depth of cutting
minimum 30 m. The following component shall be keeping in mind while designing of the Tunnel.
3.11.1 Tunnel Ventilation
In normal operating condition Tunnel ventilation is required to keep the air quality breathable and in an
emergency condition it should be capable to perform smoke free evacuation of the passengers.
Transverse and longitudinal ventilation systems are the most commonly used for tunnel ventilation. Type and
capacity of ventilation system depend upon the traffic density, length of tunnel and electrified / non electrified
rail lines.
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Transverse ventilation systems use dedicated ducts for fresh air supply and extraction and they are well
suited for long tunnels with bidirectional traffic. They have to be designed to assure smoke confinement in a
small section of the tunnel keeping the air velocity low to enhance their stratification and provide effective
extraction.
Longitudinal ventilation systems use jet fans installed within the tunnel bore (generally on the tunnel ceiling) to
provide longitudinal smoke control. They are highly effective when used in unidirectional traffic tunnels. In the
case of longitudinally ventilated tunnels the air velocity has to be high enough to prevent smoke spreading
against the flow direction.
3.11.2 Smoke Detection Systems by way
This system is used for early detection of fire and to take precautionary action to avoid any mishappening.
Smoke detectors are synced with the tunnel ventilation and fire protection system, so if there is any detection
of smoke the ventilation system inside the tunnel shall get activated to exhaust all the smoke from the tunnel.
3.11.3 Water Sprinkler System
This system is also a precautionary provision to bring down the ambient temperature in case of fire or smoke
and help to keep the temperature normal inside the tunnel. The water sprinkler system shall be synced with
smoke detectors and tunnel ventilation system and act accordingly.
3.11.4 Visibility Systems
Poor visibility can lead to an accident or can bring down the average speed of the train operation. Electronic
Visibility sensor shall be provided inside the tunnel to measure the visibility. To maintain the uninterrupted
movement of the train with safety good visibility inside the tunnel shall be maintained by providing fog lamps,
warm air blowers in ventilation system. Air blower shall maintain the temperature and reduce the fog density.
3.11.5 Temperature Detection Systems
Linear strip running along the Tunnel with temperature sensing at every one meter interval shall be provided
to ensure the required temperature inside the tunnel. Tunnel coolers and warm air blowers are responsible for
maintaining the temperature of the tunnel.
3.11.6 Passenger Guidance System
In the event of an accident or an emergency the LED strip shall be activated to guide and ensure that the
passengers are evacuated safe from the Tunnel. The LED strip shall brighten the direction from where the
fresh air is coming, so the passengers can move in the right direction and evacuated safely.
3.11.7 Gas Detection Systems
The percentage of the gases present in the air such as oxygen, carbon di oxide, carbon mono oxide and other
fumes which exhausted from the engines has to be observed to ensure that the air quality is breathable and
safe for the passengers. Exhaust System to suck out the gases and facilitate the draft of the fresh air to
maintain the good quality of air.
3.1.14. Auto Activation Control System
All the systems to be operated for the tunnel shall be designed for a pre-set atmosphere and shall be capable
of maintaining those conditions.
Task 3.12 Station Planning and Architectural Design of Terminal stations, Intermediate
Station and yards
3.12.1 Master Planning
The Consultants shall prepare a master plan for integrated development of the identified infrastructure from
the detailed analysis of land use development patterns, urban planning, traffic and transportation study, travel
demand forecasting, corridor planning, and alignment design of potential rail network based on extensive
surveys, projections and stakeholder consultation.
Master plan shall include design proposals and zoning plans according to functional relationship between
station areas, transition areas, operational and maintenance facilities, other buildings, physical infrastructure,
etc.
Master plan development should not be limited to the proposed corridor, station development areas,
operational and maintenance infrastructure, etc. but also include proposed infrastructural facilities on adjoining
railway land, surrounding roads network etc.
From conceptualized master plan, Consultants shall prepare development plans and proposals for mitigation
of approach roads with internal road network which leading to different zones, building complexes, parking,
circulation, fire tender movement and transition areas with respect to passenger and vehicular traffic forecast.
In order compliance with barrier free movement for differently abled user and universal design, Consultants
shall formulate safety checks, audits and recommendation on all the proposed stations, operation and
maintenance buildings, control infrastructure etc.
3.12.2 Station Planning
The Station planning and building design will be an analysis of station user study, proposed passenger and
freight handling capacity, level of service (LOS), proposed amenities, sustainably inspired buildings concepts
and passenger environments derived from surveys, projections and global design standards.
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Analysis and segregation of departing and arriving passengers, Ingress and egress flow patterns of freight
within all proposed station areas and loading - unloading bays in transition areas with help of computer based
simulation.
Architectural design, volumetric analysis, area requirement and schematic layouts of station building based on
passengers waiting (concourse), inter-platform transfer and holding areas for peak hour demand with
compliance of adequate level of service (LOS) and other applicable guidelines.
Consultants shall design and propose all facilities and amenities in proposed terminal and intermediate
stations such as enquiry and assistance counters, international signage systems, public address and
information display systems, ticket counters, waiting areas based on passenger profiles, medical emergency
facilities, left luggage office, platform shelters (as required), refreshment and vending stalls, food courts (on
big stations), toilets, sanitation and cleaning facilities, master signaling room, carriage and wagon support
staff facilities, parcel and booking offices, electrical and DG facilities, loading-unloading and stacking areas,
parking etc. in accordance with functional relationship between passenger and freight movement.
3.12.3 Operational, Maintenance and Control Facilities
The Consultants shall prepare zoning plan and schematic architectural layouts with respect to proposed
functional, operational, mechanical requirements and supplementary infrastructural requirement for proposed
rail corridor such as administrative buildings, running staff resting facilities (i.e. drivers, train conductors,
guards), duty rostering crew lobby/lounges, other offices, stores, sheds and other structures, gate lodges at
level crossings, integrated maintenance depots, carriage & wagon and loco workshop, train examination,
washing and cleaning facilities, wagon examination and repair facilities, rolling stocks depots and fuelling
facilities, track and bridge maintenance depot etc. as required and identified in consultation with various
stakeholders.
The Consultants shall also review existing and propose schematic layouts based on volumetric analysis and
area requirements for centralized control officer who can address and handle train control, commercial
control, centralised public announcement and train indication system, communication control systems, loco
control centre, security control (even in case of emergency to maintain law and order), disaster management
system, engineering control systems etc. based on managerial and operational suitability, availability of space
and other infrastructural requirement for proposed rail corridor.
Task 3.13 Preparation of SIP for Signalling System
3.13.1 General
The signalling system as it exists today cannot handle the current and forecast traffic In view of design year as
per this TOR in terms of safety, reliability, speed and efficiency, it is essential to conduct additional studies.
The objective is to convert the entire system including sidings and stabling lines to computer based
interlocking and have the entire route under centralised train traffic control for safer, faster, efficient and
reliable working of trains.
3.13.2 Design Philosophy
It is necessary to study the current status of the signalling along the alignment and at the yards, depots and
maintenance facilities. An Engineering Scale Plan shall be prepared in multiple options based upon the
options of yard layout plans prepared at feasibility stage, separately for station yard and workshop yards. The
approved ESP of each option will be the base for carrying out the signalling studies of various stations, their
yards and the Level Crossing gates for the road users. The demarcation of station section and Block sections
etc. shall also be earmarked for other references.
On the basis of ESP, a Signal Interlocking Plan shall be prepared, clearly indicating the location of points,
signals, the centre point of operations of signalling gears, the place for fixing junction boxes, location boxes,
the system of Interlocking, the class of stations etc. Thereafter a protocol of agreement between various users
directly connected with the train operation and maintenance shall need to be achieved following which the SIP
will have to be finally approved by a Competent Authority. Once the SIP is finalized by the railways, circuit
diagram and all other relevant diagram will be prepared on the basis of SIP.
In view of future design to handle traffic growth, Microprocessor based solid state interlocking or CBI
(computer Based Interlocking) system is the latest options to provide better service and improved headway. A
relative techno-economic study of both the alternatives will be prepared and put up to the Client for decision.
In case level crossings cannot be avoided, than level crossing will be interlocked with additional warning
features for road users. Track circuits together with axle counters and other safety features similar to ETCS
level I shall need to be introduced into the system. Interlocking at sidings, workshops and ICD rail yards etc.
will be decided on case to case basis.
3.13.3 Centralised Train Control
This system is essential to be planned for the project line, to be integrated with entire network. A complete
system architecture shall have to be drawn up at concept design stage based on which the details of CTC
shall be worked upon.
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Task 3.14 Preparation of Cable Route plan for the suitable communication system
The existing telecommunication system shall be evaluated and feasibility of enhancements shall be evaluated
as follows:
Additional Installations for
Additional Installations for
Common Installations Workshop Areas and Logistic
Station Area
Terminal
 Public Address Systems  Passenger Information Display  Access Control System
 Surveillance CCTV  GPS / GPRS Digital Clock  Electronic Weighing Scale
 IP based EPABX  Cable TV Network  Digital Display System
 Wi-Fi (Wireless Fidelity)  X-ray Baggage Inspection System  DFMD & HHMD
 Optical Fibre Cable (OFC)  M&E SCADA
Task 3.15 Future OHE Provision Studies

3.15.1 Electric Traction
Currently Mongolian Railway is 100% run on diesel electric locomotives. In the long run, electric traction
locomotives would need to be gradually introduced due to the obvious benefits of cost, speed, hauling
tonnage etc.
3.15.2 Requirements
In order that electric locomotives can be run on the same track as being developed under this current project,
it would necessary to consider certain current provisions and certain future modifications so that the migration
becomes easy.
The following provisions and modifications shall be required as a minimum:
Civil
 The formation width shall need to be checked for accommodating future OHE masts, including at turnouts;
 Similarly bridges shall have suitable provision for installing future OHE masts at the time of construction;
 Yard plan shall have to match be with the future OHE plan and hence the yard plans that shall be
prepared as part of this assignment must keep provisions;
 Yard facilities need to keep provision for OHE traction, hence designed accordingly at this time itself;
 All height clearances for bridges, RUBs, FOBs, tunnels etc. shall be provisioned at this stage of design;
and
 Suitable space provision for traction sub-station yards and related auxiliary systems must be kept in the
design.
Electrical
 All 33 kV cable crossings shall have to be moved under the track;
 All transmission wires equal to or greater than 66 kV need to have a height clearance of at least 15 m;
and
 Transmission towers close to the alignment shall be constructed such that the distance from the nearest
track is at least equal to the height of the tower + 6 m.
Signalling
 All signalling relays shall be immunized induction type along with provision of repeater relays;
 Impedance bonds shall be installed to take care of traction return current; and
 All cables must be properly shielded and earthed, so must all junction boxes be.
3.15.3 Double Stacked and Oversized Containers
Depending upon the regional and international container traffic, a future provision of double stacking of
containers shall be kept, primarily from the point of view of height clearances, axle load etc. Since the current
assignment deals with 25 T axle load, any double stacking shall be limited to be designed for 25 T axle load
for all structural components.
Task 3.16 Railway Operation and Maintenance Studies
3.16.1 Main Features of the Suggested Operational Plan
In designing an Operational plan for the Eastern Railway Line, one major underlying principle is to
ensure that forecasting the traffic demand and the projected sales for each calendar year is
determined in advance in order to make available, adequate resources in terms of specialised and
unspecialised manpower, equipment and rolling stock, infrastructure amongst others to support the
expected traffic demand without sacrificing the benchmarked performance and efficiency.
Consultants will examine and identify the key elements and considerations that have to be factored
into preparing the operational plan for this section of Railway Line. These include:
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3.16.2 Traffic Demand and Sales Forecasting

Outline of the Stages in Traffic Demand Assessment
Based on the infrastructure parameters of the proposed Railway line, Consultants will provide the guidelines
for the preparation of the traffic demand forecasting once the bypass is operational. Ideally, this assessment
should be done annually to help provide an up-to-date and efficient operational plan. The suggested outline
for demand forecasting is as follows:
3.16.3 Demand Capacity and Workload Planning
Capacity and Workload Planning
Given that all the necessary forecasts for traffic demand 1 2
and the necessary infrastructure that will be needed to TRAFFIC DEMAND
support their transportation have been considered, it is DEMAND CAPACITY
important for a closer look to be taken at the capacity of AND SALES AND
the railway operations in order to further assess its ability FORECASTIN WORKLOAD
to handle the expected demand and how the demand will G
be managed through workload planning.
3 4
Consultants believe that this will go a long way to help RESOURCE PRODUCTION
improve the efficiency of the railway operations along the PLANNING AND SERVICE
bye pass Line and adequately manage any unexpected DESIGN
changes in the traffic demand. PLANNING
The estimated average train length factored in the freight
workload planning is proposed to BE45 wagons. The container flat rake that will be used for transporting
containers on the railway line should have capacity of 90 TEUs each.
The tank wagon rake, which will be used for transporting liquid cargo along the line, should have a capacity of
2200 tons .Open wagons and covered wagon rakes used in operations should have a carrying capacity of
3000 tons each.
Based on the Traffic Assessments the number of trains required to be operated will be worked out for different
categories of traffic, following are the categories anticipated:
 International through traffic  Domestic long distance traffic,
 International traffic originating or terminating in Mongolia  Domestic regional traffic
The traffic in each category will have following sub categories:
 Passenger super-fast,  Passenger commuter  Freight.
The freight traffic will have following sub categories:
 Container- on flat wagons,  Minerals, coal, quarry products, mining products
 Petroleum- in tank wagons, etc.- in open wagons,
 Cement, food grain, livestock etc. - in covered  Refrigerated cargo (Cold chain) - in special
wagons, container or Tank wagons.
The demand for each category of traffic will be assessed separately and tabulated, taking into account the
seasonal variations. The peak demand and average demand on will then be worked out.
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The requirement of different types of Locomotives will also be worked out.

3.16.4 Resource Planning
Importance of Resource Planning
Having worked out the requirement of different types of rolling stock, the resource planning such as,
examination points and maintenance stations will be determined. The need for maintenance infrastructure will
also be calculated based on this demand assessment.
Resource or supply planning involves using personnel and systems used to assess and allocate the
resources used in rail operations to support its optimal utilisation and performance. Some of the elements of
the railway operations that feed into supply planning include:
 Provision of Utilities at the stations (water and  Infrastructure such as station points and rail
electricity); tracks;
 Operational Logistics(Rolling Stock) such as  Human Capital Management; and
locomotives, wagons, operational and
maintenance services and facilities;  Management Information Systems for railway
operations.
 Maintenance Works Scheduling;
Inefficient use of resources can bloat the annual cost of passenger and freight operations. In today‟s
increasingly competitive and challenging economic climate, management of the Eastern Railway line need to
put in place various measures, adequate plans and support systems that will help optimise the elements listed
above in the most efficient and cost effective way to ensure profitability.
3.16.5 Production and Service Design Planning
Importance of designing a well-defined Service
Plan Helps
After the traffic forecasts and tariff authorisation monitor and Productive
have been completed and the necessary identify any Rail
stakeholder engagements have been carried out to capacity Operations
access the required capacity, workload and supply shortfalls
needs, the management of the railway have to
design a service plan. Helps Benefits of
The service plan essentially gives a schedule or regulate Rail
time table as to the frequency of trips required daily and Service Improved
and weekly and for what specific cargo as well as improve Efficiency
Planning in delivery
passenger timetables. The service plan will facilitate arrival
an efficient and productive flow of freight and times of service
passengers.
The intersectional running times will be worked out Facilitates
for different types of trains, considering the (i) length Operational
of the section, (ii) curves and gradients, (iii) Train Contingencies
characteristics (iv) Signalling delays etc. Trial „Train
Operation and scheduling plans‟ will be generated
using appropriate simulation software‟s. Appropriate paths will be allocated to the passenger carrying trains in
consultation with stakeholders and then the simulation will be run again. At the next stage the available
unhindered paths will be allocated to faster and valuable freight traffic. After several iterations, a complete
Master chart of train operation plan will be generated in graphical form and tabular form. Tabular form may
look like:
Bagakhangai to Mandal STATION Mandal to Bagakhangai
POINT
F1 S1 F2 P1 F3 F4 P2 F5 S2 F1 S1 F2 P1 F3 F4 P2 F5 S2
04.2 06.0 08.0 10.0 12.0 14.0 17.0 19.2 21.2 Bagakhan 08.3 09.2 12.2 15.4 16.0 17.3 22.3 23.0 00.3
0 0 0 0 0 0 0 0 0 gai 5 0 0 5 0 0 0 0 0
04.5 -- 08.3 10.5 12.3 14.3 18.1 19.5 -- Tsarduult 07.5 -- 11.3 14.3 15.3 17.0 21.2 22.2 --
0 0 5 0 0 0 0 5 5 0 0 0 5 5
05.3 -- 09.1 11.4 13.0 15.0 18.5 20.1 -- Zuunmod 07.3 -- 10.5 13.4 15.0 16.3 20.5 21.5 --
0 0 0 0 0 5 5 0 5 0 0 0 0 0
08.0 -- 11.4 14.4 15.1 15.3 21.4 22.5 -- Songino 04.2 -- 08.2 10.3 12.2 14.2 17.0 19.4 --
0 0 0 5 0 5 0 0 0 0 0 0 0 0
08.2 08.5 12.0 15.1 15.3 17.5 22.1 23.1 00.2 Mandal 04.0 06.0 08.0 10.0 12.0 14.0 17.3 19.2 21.2
5 0 0 0 5 0 5 0 0 0 0 0 0 0 0 0 0 0
KEY
F-Denotes the fast trains with limited stops. S-Denotes superfast trains nonstop.
P- Denotes slow sectional trains stopping at all stations including halt stations
Suitable maintenance corridors will also be incorporated in simulation.
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3.16.6 Key Performance Indicators

The operating performance has to be benchmarked which will depend on the alignment design as well as
traffic pattern.
After finalisation of Train Operation Plan, the simulation will be run to assess and lay down the performance
parameters. Following parameters may be considered relevant:
1. Engine Km per day per Engine in use for 14. NTKM per engine day
Passenger 15. NTKM per goods train hour
2. Engine Km per day per Engine in use for Freight 16. NTKMs per annum per route Km
3. GTKMs per Kg of Tractive Effort 17. NTKM per wagon per day
4. NTKM per route Km 18. Wagon Km per wagon day
5. Passenger Km per route km 19. Wagon turnaround
6. GTKM per route km 20. Train Km per running track km
7. NTKM per running track Km 21. Train km per employee
8. Passenger Km per running track km 22. Average speed of passenger train
9. GTKM per running track km 23. Train accident per million train km
10. Vehicle Km per Vehicle day 24. Punctuality % of passenger trains
11. Average freight train load 25. Punctuality % of commuter trains
12. Average freight train speed 26. Specific Fuel Consumption
13. NTKM per engine hour
The performance indicators are dynamic in nature and will have to be readjusted time to time as the
congestion level increases.
Task 3.17 Detailing of the selected alignment
After selection of the finalised alignment in consultation with Client a detailing of the selected alignment shall
be done with reference to the base map prepared from high resolution Stereo satellite Imagery. The detailing
of selected alignment shall include the following plans, documents and drawings, but not limited to:
 Topographical Maps;  Typical General Arrangement Drawings for
 Index plan; Bridges / ROB/ RUB / Viaduct;
 Plan and Profile;  Location Plans for carriage & wagon depot and
 Schedule of curves; locomotive depot, fuel storage, maintenance
 Schedule of bridges and Viaducts; sheds etc.;
 Schedule of RUB / ROB;  Typical Drawings for Level Crossings;
 Schedule of protection works / retaining walls;  Typical Cross section diagram of Track &
 Schedule of river training works; Formation;
 Schedule of drains;  Typical Cross section of Tunnel;
 Schedule of stations / yard diagram / yard plans;  Typical drawing for Drains and slope protection
 Schedule of Level crossings; works; and
 Schedule of Land Acquisition plan;  Typical drawings for wild life and livestock
 Concept Plans for station yards, depots and crossings.
maintenance facilities etc.;
Task 3.18 Urban Studies
3.18.1 Brief Profile of the Urban Centres
From the secondary data, analysis of the urban centres would be conducted which would include:
 Regional connectivity;
 Growth of the city - This would include the physical shape of the city has changed over the decades and
what has been the rate of increase of population;
 Demographic analysis (such as population concentration, urban settlement pattern, density, etc.);
 Socio-economic base of the cities (literacy, sex ratio, economic base of the city, work participation ratio,
occupational pattern, per capita income, GDP, NDP, tourist flow, etc.).
This data would be useful in the population projection.
3.18.2 Review of Various Plans and Regulations– Master Plan, Vision Documents, Acts and
Standards
Review of various Plans, Acts and Regulations would help to understand the existing enabling provisions for
the development of the railway corridor. The concerned acts and regulations would be reviewed with aim to
understand legal and policy framework for spatial / urban planning perspective of railway project in Mongolia.
Furthermore, this will also help in deriving various alternatives for location of stations, depot and yard within
the corridor.
3.18.3 Broad Land Use Study
Land use study is an important aspect of urban planning. The existing and proposed land use of the planning
area of the urban centre would be studied in relation to the railway corridor of Bogdkhan. This would be
helpful in identifying the preferred areas for station location, yards and depot.
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3.18.4 Real Estate Study

The study would involve understanding various feasible models within the existing rules, regulations and by-
laws, suggesting innovative methods for generating revenue by developing real estate and quantifying
revenues from possible real estate development conforming to compatible urban uses at and around station
sites, depot and yards along the corridor. The location of the new stations would have options for commercial
potential. In case of depots areas identified should not be of high commercial value.
3.18.5 Land Market Survey
The secondary land survey would be further supplemented through detailed land market survey and would
include primary surveys to understand the real estate scenario. This would be conducted to supplement and
validate the data from the secondary sources. The real estate survey would be conducted with the developers
and the property dealers. This would help to give an idea on the prevailing market rate and the rate of change
that is anticipated by the prospective developers / property dealers. It would further help in identifying the
market barriers and prospects for real estate development.
3.18.6 Detailed Land Use Study
The land use study would be done at two levels – at the proposed station area, yard and deport; and in the
influence area from the proposed site.
At the proposed station area, yard and depot- The study involves micro level land use analysis with the
plot level details at the proposed station area and yard based on the existing scenario. It would include
detailed analysis at the plot detail land use for the selected site for stations and depots such as the existing
land use and the proposed land use (if any).
At the influence area from the proposed site – This would be the immediate area under the influence of the
development of the site which would be affected by the development of the proposed site. The land use study
would reflect on the nature of land use around the site. This area would be the influence zone for the real
estate study.
3.18.7 Land Ownership Study at the proposed site for stations and Yards
The detail ownership study would be done at the proposed site. The ownership details would include whether
it is government or private land. In case it is government land, it is under which department would be
identified.
3.18.8 Detail Real Estate Study
The detail real estate study would be conducted for area within the influence area of the proposed site for the
location of new stations and major existing stations such as railway junctions. This would indicate the existing
rental change within the influence area and the anticipated change in the rentals in that area due to the
location of the new stations. The study would be indicate the existing sale price and anticipated change in the
sale price within the vicinity of the station location.
The real estate consideration for the location of depot should be the land of low real estate value on the
outskirts of the city.
3.18.9 Identification of the Areas for the Location of the New Stations, Depots and Yards
Identifying the location would include identification of the preferred options. The analysis of the preferred
options would be analysed in relation to the following aspects:
 Defining the site condition;  Consultations with concerned officials;
 Connectivity to the rest of the city and regional  Existing and proposed land use;
connectivity;
 Various transport proposals;  Any other developmental proposals and
 Development potential; priority projects of the government;
 Environmental considerations;  Land ownership and availability;
 Scope of commercial exploitation / real estate value.  Advantages and disadvantages; and
For the location of new station should be easily approachable, have potential to develop and should have the
possibility of commercial development. For the location for depots should be preferably located on outskirts of
the city where real estate value are low. Based on the above aspects, options would be suggested and
consultations with the Client would be conducted to finalise the location
3.18.10 Preparation of the Concept Plan for the Station, Yards and Depot
The concept plan would be prepared for finalized option for new station locations and depot which would be
selected. Concept plan will be emphasized based on the station and Depot requirements. Further, the
exercise would overview the aspects of circulation plan, passenger flow, vehicular entry and exit, goods
movement, administrative area, residential area and commercial area within the station.
Task 3.19 Prepare Impact Mitigation Plans for Pedestrian, Livestock and Wildlife Crossings
Environmental Impacts of the final approved alignment will be assessed and mitigation measures will be
suggested for construction and operation phase with reference to movement of pedestrian, livestock and
wildlife of the project area. Suggestions/ opinion of the stakeholders shall be considered while proposing
mitigation measures. Appropriate clearance height of structures such as bridges, culverts etc. shall be
considered to facilitate movements of livestock and wildlife.
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Livestock farms located along the corridor shall be identified and provision of livestock crossing shall be
provided at suitable locations after stakeholder consultation.
Pedestrian crossing shall be provided for safe crossing. Safety measures shall be suggested for safe
movement of people, livestock and animals dwelling in the area.
Task 3.20 Social Screening Survey
3.20.1 Review of Available Legislative, Policy, Standard and Statutory Provisions
The Consultants will undertake a review of policies, guidelines, statutory and legislative provisions and
administrative framework such as ADB's Guidelines for Incorporation of Social Dimensions in Bank Operation
(1994), ADB's Safeguard Policy Statement (2009), ADB‟s Handbook on Social Analysis (2012) and Poverty
Handbook (2006) or other latest publishing such as norms/standards and specifications which has been in line
with GOM (MRT) policy and other laws and administrative manuals within which the social impact assessment
report of the selected railways alignments works will be carried out.
3.20.2 Baseline Socio-Economic Data through Secondary Sources
The necessary secondary data will be collected on physical, biological and socio-economic environment of the
project area as well as project affected persons. Information of socio-environmental features like demographic
characteristics of potential PAPs, households and communities, gender-distribution of resources, formal and
informal associations, geology, geography, surface and ground water resources, air, water and noise
pollution, wildlife, forest, other flora and fauna, and socio-economic condition of the area from the website and
concerned govt. offices will also be collected.
The Study will be preparing a comprehensive socio-economic profile, which would reflect the regional
performance indicators, and also covering the immediate project influence area. The efforts will help
identifying various benefit areas and beneficiaries on account of upgrading railway alignment, and also
identifying tangible and intangible benefits of the proposed investment. For the purpose, the Consultants will
obtain relevant socio-economic data for the past 5-10 years mainly from published documents, publications,
specific office records, other specific studies, etc., and also through a series of consultative process, and
primary surveys and enquiries, if so required.
3.20.3 Initial Social Screening Survey
A preliminary field assessment will be made through screening survey by using pilot screening questionnaire
for initial identification of potential impacts on people and properties after selection of different alignment. For
the impact assessment accordingly a checklist will be prepared. The collected data from the field will be
analysed to assess the magnitude of impacts and accordingly the negative social impact will be minimized
and mitigated which will involve the following:
 Initial identification of PAPs
 Initial identification of the potential social impacts i.e. population, structures, and livelihood
 Initial identification of land requirement and resettlement and rehabilitation (R&R) cost
However, given the significance of any adverse social impacts of project, any future full-scale
feasibility/detailed study of the project will carefully investigate these impacts and consider suitable mitigation
measures through detailed field-level studies. For this a checklist will be prepared for the completion of the
task.
3.20.4 Desk Review for Site Visit-Secondary Research
After collection of data from initial screening social survey of selected railway alignment, the work of
documents and data will be collated and reviewed. The desk studies of the existing railway alignment and
condition survey data obtained from available primary/secondary information will be carried out to identify the
social impact assessment and its mitigation measures. Based on the available information, the requirements
of relevant surveys and investigations or any review of methodology will be identified for adoption in
consultation with Mongolian Authority.
The assignment will be undertaken entirely as a desktop exercise, where applicable, drawing on the personal
experience of the Consultants. As it is a prefeasibility study, the impact assessment of selected railway
alignment will be based primarily on data that will be readily available from various secondary sources,
including Satellite, Google Image, Internet Research, document review of concerned government
department‟s previous studies and reports. Assessment of magnitude and intensity of potential impacts
(positive as well as adverse) will form inputs into the multidisciplinary analysis of possible project options.
3.20.5 Stakeholder’s Consultation and Community Participation
To incorporate the relevant views of the stakeholder‟s in the project design, a separate questionnaire,
interview schedule and format will be developed that will be used during the consultation process. A
methodology will be developed, which will be applied during stakeholder‟s consultation, public participation
meetings, group discussions and group interview. Findings of the meetings based on the interviews
conducted will be recorded; names & signature of all stakeholders who have attended the meetings will be
attached in the report.
For the finalization of feasible alignment, the relevant stakeholders will be identified. This will include affected
persons, government ministries, technical specialists, local regulatory bodies, authorities and the development
proponent, educational institutions and local service providers.
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3.20.6 Investigation of Alternative Routes

After analysing the multiple alignments through field assessment, Satellite and Google Image, the Consultants
will suggest cost-effective measures for minimizing or eliminating adverse impacts of the proposed works. The
Consultants will also recommend appropriate mitigation measures in the field of resettlement of families or
institutions, including identification of host communities and families, relocation community infrastructures,
identifying alternative livelihood opportunities and providing appropriate training etc.
However, best suitable alignments will be considered for safety and environmental reasons as deemed
necessary and any other sections to minimize housing relocation and compensation. Technical viability of the
final route will be assessed in terms of its geometry, alignment, traffic volume, and project cost and cross-
border connectivity.
TASK GROUP 4 – CAPITAL COST ESTIMATE
The prime target of the exercise of preparing BOQ and itemised costs would be to ensure viability and hence
the need for the lowest possible CAPEX costs for all options. For this purpose, a very efficient preliminary
design of all elements of the project is absolutely essential followed by accurate listing of BOQ and cost
estimates.
The development of the capital cost estimate shall comprise of the following steps:
Step 1 - Development of a Work Breakdown Structure (WBS) to defining the project scope.
Step 2 - Determining the system of material procurement and construction technique used.
Step 3 - Development of the estimate using estimate data from recent and equivalent reference projects.
Data shall be then modified to suit the project scope before costs are escalated to reflect current
prices and exchange rates. No estimates shall be referenced where the data was more than three
years old. All estimates referenced shall be accurate to at least +/- 30% at the time of project
completion.
Step 4 - Verification of estimate costs data with the incorporation of reference data such as equipment
pricing (where available).
Step 5 - Calculation of basic quantities and rates for items specific to the project where reference from
existing data is not relevant / available.
Task 4.1 Establish Unit Costs

Based on preliminary designs and drawings developed, the work items will be identified and for each work
item, quantification will be done, generally using computer aided tools. For Railway works quantities will be
calculated for Railway component, Track, Signalling, Electrification and other structures like Level Crossing.
Quantities will be further aggregated on section – wise basis and for the whole project
The unit prices shall be analysed for each of the work items to be carried out under the Project taking into
account comparative rates for ongoing or recent similar Railway works in Mongolia, further supplemented with
analysis based on market rates for materials, labour and equipment hire. The unit prices will comprise of direct
costs (costs of materials including transport, handling storage, royalty and miscellaneous expenses, cost of
construction plant and equipment including rental rates or depreciation wages, fuel and maintenance and cost
of labour including salaries and allowances) and indirect costs (overheads, profits and taxes). The item costs
will be broken down into foreign currency, local currency and tax components.
Some local (Mongolian) equipment and materials pricing will be taken from recent supplier quotes. Other
construction type pricing of some of the key rail track, ballast, sleeper, and formation shall be done from
similar on-going project.
4.1.1. Project Cost Basis and Exclusions
The project cost basis comprises all assumptions and qualifications will be made in the estimating process.
The key assumptions are summarised as follows:
 The preliminary Project Delivery Schedule will set out according to the timing of the capital expenditure.
 All costs shall be kept in USD$ or Mongolian Tughrit (MNT).
 Escalation shall not be applied to the projects direct capital costs.
 Contingency shall be applied to the estimate at 20% of the projects direct capital costs.
 The facility will utilise modern processing equipment and technology.
 Diesel powered generators will be used for construction, erection, and commissioning works.
 It will be assumed that there are no site access or landownership issues that would prevent the movement
of plant, labour, and equipment to and from the construction sites from main roads used to delivery
materials to site until it is informed by authorities..
 No customs, duties, excise, or other taxes payable upon importation of equipment into Mongolia or any
other countries.
 All Owners costs shall not be included. These items may include:
- Engineering & Administration Staff salaries and expenses.
- Contingency for items such as scope changes or variations.
- Escalation for capital costs. Head office, regional office and site office costs applicable to this project
- Joint Venture costs.
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- Process rights, royalties, license fees and the like.

- Financing charges and interest charges.
- Staff and operator recruitment & training.
- Working capital.
- Permits, authorisations, and approvals.
- Insurance, including builder's risk insurance, material damage, and delayed start up, loss of profit and
construction work insurance.
- Performance bond premiums or other bonds as may be required.
- Legal costs.
4.1.2. Estimate Accuracy
The capital cost estimate shall be prepared on the basis that the work has been undertaken to the level of
detail necessary for a concept or "prefeasibility" study.
The capital costs developed shall be accurate, by the definition of work undertaken for this TA, to within +/-
20%. Items falling outside this accuracy range include civil and concrete works; drainage works generally, the
electrical power supply and reticulation costs, raw water supply and reticulation costs, and those issues
arising from not having a geological model, ground control survey, or geotechnical data at this time.
Task 4.2 Cost Estimates
Work item-wise costs for all Railway sections will be derived by multiplying the relevant quantities and unit
costs for each identified work item. The item-wise costs would be aggregated to derive the Capital cost, to
which would be added other cost components, such as cost of Utility Relocation. Provision would also be
made for unforeseen and contingency work expected to be handled through the contractor on a day – work
basis.
Adequate provision will also be made for price fluctuation, physical contingency, Resettlement Action Plan
(RAP) Implementation, Land Acquisition, mitigation of environmental impact of project.
The cost of construction supervision, office accommodation and running expenses, transportation and other
facilities for supervisory staff and providing quality control laboratories would be assessed and taken into
account in working out the Total project cost.
Bill of Quantities (BOQ) will be presented where only quantities will be indicated against each item of work
and columns for unit price and total price will be left blank for tenderers to fill in.
4.2.1 Contingency and Risk Allowance
Contingency
 For the purposes of this capital cost estimate  Alignment/Tunnel plan changes that impact on
contingency shall be defined as an allowance quality or quantity and the location of
that is included, over and above the base cost, to infrastructure development
ensure the success of the project by taking into  Rail alignment changes that impact on the
account uncertainties that include: location of rail infrastructure generally.
 Undefined project risks (technical, schedule and  General and special specification changes or
cost). market changes that may impact on the specified
 Extreme cold/inclement weather delays during works, plant and equipment.
construction (including dust storms).  For this TA program a contingency allowance of
 Industrial disputation, social issues, and local 20% of direct capital shall be added to the project
customs and practices. estimate and a contingency allowance of 10% of
 Design growth allowance. direct capital shall be added to the rail
 Scope changes. infrastructure project estimate.
Risk Allowance
 A risk allowance shall be included to cater for any uncertainty that exists in the following aspects of the
work:
 Technical risk, based on the current state and level of the design.
 Technical risk, based on the uncertainty of ground conditions and elevations under major civil structures
and concrete foundations.
 Schedule risk, based on the criticality of any individual component to the overall schedule.
 Schedule risk based on the uncertainty of land acquisition, project approvals and permits, wet weather
effects on construction, or HV electrical supply to the project site.
 Cost risk, based on the methodology used to arrive at the cost estimate for each element, giving
consideration to the cost rates and material quantities used. It should be noted that in this TA program a
risk allowance shall not be included in the capital cost estimate. It will be applied, line- item by line-item,
where it may vary depending on specific risks and uncertainty. The Consultants will apply a risk allowance
to the Alignment study based on range of factors beyond the scope of this T.A. study.
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Table 3.2 - Cost Summary

No. Description USD($)m or MNT
1 Formation
2 Bridges
3 Building works
4 Miscellaneous works
5 Track works
6 Capital cost ( USD)
7 Physical Contingency (@ 20% of capital)
8 Price Escalation (% to be decided later)
9 EPCM costs (@ 10% of capital)
10 Land Acquisition
11 Resettlement Action Plan (RAP) Implementation
12 Environmental mitigation cost
13 Utility Relocation
14 Total Project cost (Total 6+7+8+9+10+11+12+13)
15 Owners Costs
TOTAL (USD) or MNT
Task 4.3 Environmental & Wildlife Impact mitigation cost

A preliminary environmental budget for management of environmental issues shall be provided. The budget
shall have provision for mitigation of potential adverse impacts, enhancement measures and wildlife
management measures. Environmental budget shall be provided for construction and operation stage
inclusive of monitoring cost.
Task 4.4 Land Acquisition Cost
The Consultants will undertake a desk review and identify land acquisition requirements due to project
implementation, considering the overall development plans of UB City and related provinces. Necessary
documents and records will be collected to assess the perceived impacts of the project. This exercise will
decide future course of study.
Land acquisition is primary thing which will be needed to execute the project. The amount of land acquisition
will depend upon the alignment plan. The Consultants will go for rapid survey of assessment of social and
land acquisition for the identified alignment. This exercise will help the Consultants to enumerate the amount
of land acquisition, which will decide the severity of project impacts due to land and property acquisition. The
proposed ROW will constitute a basis for calculation of land acquisition and ownership of the affected plots at
the pre-project condition.
Task 4.5 Demolition and Relocation BOQ & Cost of Structures
After analysing of entire desktop exercise from impact assessment assessed from different primary/secondary
sources, the Consultants will prepare Demolition or Relocation Plan/Cost for people, structures and livelihood.
Consultants will identify the methods of valuing those assets which are eligible for compensation under the
policy principles that meet the Government of Mongolia and Asian Development Bank‟s requirements.
Consultants will identify methods for inventorying assets, assigning values to each type of asset, and coming
to agreement with each affected person or group on the total profile of losses and compensation. Consultants
will prepare an “entitlement matrix” which shows the types of affected people, the types of losses, and the
forms and amounts of compensatory actions that will be taken for each type.
During detailed design stage all cost for resettlements will be estimated and grouped in a separate bill of
quantities (BOQ) for the project
Task 4.6 Utility Relocation BOQ & Cost
The tentative locations of underground utilities like water supply pipelines, buried drainage pipes, electrical &
telephone cables etc. shall be enquired from the locals and tentatively plotted in the final alignment drawings.
Relocation of utilities and resettlement can be easily ascertained from superimposition of design drawings on
the survey drawings of same coordinate system and scale factor.
After quantification of utilities (water supply pipelines, buried drainage pipes, electrical & telephone cables) to
be relocated, a budgetary estimate shall be prepared based on the Mongolian unit rates
TASK GROUP 5 - REPORTS AND DRAWINGS
Submissions shall be made on the tentative dates mentioned in “Form TECH-3 Work Schedule”. The following
main submissions shall be made:
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Task 5.1 Monthly Progress Report

Monthly Progress Report shall include the actual status of task planned for the previous month and the
planned task of the current month highlighting all problem areas and hindrances that have been encountered
or likely to be encounter in the current month. This report shall also discuss about the data collection, analysis
of data, identified alignment options and other technical matters which needs to be brought in to the notice of
the Client to resolve them at appropriate time in order to avoid the delay.
Task 5.2 Draft Final Report

The Draft Final Report shall be prepared for the final alignment, which shall be selected by the Client from the
options or the combination of the options proposed by the Consultants. This report shall discuss the
passenger and freight traffic growth, alignment design criteria, selection of station locations, physical
constraint and obstructions, environmental and social factors influencing the alignment selection, livestock
and wild life crossing locations, land acquisition, utility relocation plans, project costing and multi criteria
analysis of the alignment.
This report shall include the following plans, documents and drawings, but not limited to:
 Topographical Maps  Index plan
 Plan and Profile  Schedule of curves
 Schedule of bridges and Viaducts  Schedule of RUB / ROB
 Schedule of protection works / retaining walls  Schedule of river training works
 Schedule of drains  Schedule of stations / yard diagram / yard plans
 Schedule of Level crossings
 Concept Plans for station yards, depots and  Schedule of Land Acquisition plan
maintenance facilities etc.  Typical General Arrangement Drawings for
 Location Plans for carriage & wagon depot and Bridges / ROB/ RUB / Viaduct.
locomotive depot, fuel storage, maintenance  Typical Drawings for Level Crossings
sheds etc.
 Typical Cross section diagram of Track &  Typical Cross section of Tunnel
Formation
 Typical drawing for Drains and slope protection  Typical drawings for wild life and livestock
works crossings
Task 5.3 Presentation on Alignment Study

After submission of the draft final report the Consultants shall give a presentation to the stakeholders i.e.
MRT, ADB etc. on the finalised alignment highlighting the salient features, constraints, the results of multi
criteria analysis of the alignment, the impact of this alignment on the train operations, capacity enhancement
of the railway network and multi model freight transportation.
Task 5.4 Final Report

The Final Report of the alignment study shall be submitted to the Client for the approval, after incorporating all
the comments of the stakeholders on draft final report and presentation.
Task 5.5 Executive Summery

The Executive Summary of the final report (five copies) shall be submitted to the MRT and ADB in both
English and Mongolian.
Besides the above, there shall be other relevant reports e.g. Traffic study report and Policy on pedestrian,
livestock and wildlife crossings that would be required for submission, which shall be detailed out after award
of contract.
All reports which Consultants shall submitted to MRT / ADB shall be in English and Mongolian.
Technical Proposal
3 - 43

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TA-8935 MON: Bogdkhan Railway Bypass Investment Program – 01

Alignment Study (48329-001), Mongolia

3. DESCRIPTION OF THE APPROACH AND METHODOLOGY

3.2.2 Trigger 2: Inefficient Railway Operations

3.3.4 Construction and Maintenance Cost

JV Member Etude Services. (ETUDE) India

Sub-consultant ICT-Sain Consulting LLC (ISC LLC) Mongolia

3.5 Site Visit and Site Appreciation Report

Photo 1: View of passing train Photo 2: The Railway divides

Photo 3 : Ulaanbaatar Railway Photo 4 : Platform 2 & 3

Photo 5 : Mandal station – Start point

3.5.4 Emeelt Station

Photo 6 : Emeelt Railway Junction

Task No. Task Description Reference in ToR

Task 1.4: Document Standards

Task 2.4: Collection of Railway Bridge Details

Task 2.5: Collection of Projected Future Railway Traffic

 Demographic Data  Economic Data

Task 2.6 Collection of Topographic Maps & Satellite Imageries

Task 2.8 Collection of Hydrological Data

Task 2.14 Collection of Socio-economic Data from Secondary Sources

TASK GROUP 3 - TECHNICAL STUDIES

Task 3.1 Topographic Mapping & Satellite Image processing

Fig.2: Stereo Data Processed Digital Elevation Model (DEM) Snapshot

3.1.5. Generation of Contours

Fig.3: Contour Generation Using Processed DEM

3.1.6. Generation of Ortho-Rectified Image from Processed DEM

Fig. 4: Features Extraction from Satellite Images

3.1.12. Digital Data Layers Integration and Modelling

Task 3.2 Study of available Geotechnical reports

3.2.6 Hydrological Study for Bridge Design

3.5.4.8 Generated Demand due to Additional Facilities

Sleepers  60 kg PSC sleeper with sleeper density 2000/Km on Main Line

Maximum height of  20 m, subject to review as per site conditions

Study various Sitting of Major Site Reconnaissance Collect and study

Discussion with MRT

Task 3.10 Design of Tunnels

 Developing sufficient understanding of regional geology and hydrology;

3.10.6 Tunnel Support System

Task 3.15 Future OHE Provision Studies

3.16.2 Traffic Demand and Sales Forecasting

The requirement of different types of Locomotives will also be worked out.

3.16.6 Key Performance Indicators

3.18.4 Real Estate Study

3.20.6 Investigation of Alternative Routes

Task 4.1 Establish Unit Costs

- Process rights, royalties, license fees and the like.

Table 3.2 - Cost Summary

Task 4.3 Environmental & Wildlife Impact mitigation cost

Task 5.1 Monthly Progress Report

Task 5.2 Draft Final Report

Task 5.3 Presentation on Alignment Study

Task 5.4 Final Report

Task 5.5 Executive Summery

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