MONGOLIA

MINISTRY OF ROAD, TRANSPORT,

CONSTRUCTION AND URBAN
DEVELOPMENT

BASIC DESIGN STUDY REPORT

ON
THE PROJECT FOR
CONSTRUCTION OF RAILWAY FLY-OVER
IN ULAANBAATAR CITY
IN
MONGOLIA

December 2008

JAPAN INTERNATIONAL COOPERATION AGENCY

CTI ENGINEERING INTERNATIONAL CO. LTD.

 PREFACE

In response to a request from the Government of Mongolia, the Government of Japan decided to

conduct a basic design study on the Project for Construction of Railway Fly-Over in Ulaanbaatar

City in Mongolia and entrusted the study to the Japan International Cooperation Agency (JICA).

JICA sent to Mongolia a study team from March 20 to May 6, 2008.

The team held discussions with the officials concerned of the Government of Mongolia, and

conducted a field study at the study area. After the team returned to Japan, further studies were made.

Then, a mission was sent to Mongolia in order to discuss a draft basic design, and as this result, the

present report was finalized.

I hope that this report will contribute to the promotion of the project and to the enhancement of

friendly relations between our two countries.

I wish to express my sincere appreciation to the officials concerned of the Government of Mongolia

for their close cooperation extended to the teams.

December 2008

Eiji HASHIMOTO
Vice-President
Japan International Cooperation Agency
 LETTER OF TRANSMITTAL

We are pleased to submit to you the basic design study report on the Project for Construction of

Railway Fly-Over in Ulaanbaatar City in Mongolia.

This study was conducted by CTI Engineering International Co., Ltd, under a contract to JICA,

during the period from March 2008 to December 2008. In conducting the study, we have examined

the feasibility and rationale of the project with due consideration to the present situation of Mongolia

and formulated the most appropriate basic design for the project under Japan's Grant Aid scheme.

Finally, we hope that this report will contribute to further promotion of the project.

Very truly yours,

Kenji MARUOKA
Chief Consultant
Basic Design Study Team on the Project for
Construction of Railway Fly-Over in
Ulaanbaatar City
CTI Engineering International Co., Ltd.
 SUMMARY

1. BACKGROUND AND BASIC CONCEPT OF THE PROJECT

“The Master Plan Study on Improvement and Rehabilitation of Road Network in Ulaanbaatar”
was conducted by Japan International Cooperation Agency (JICA) in 1999 to formulate the
master plan to improve the road network and traffic situation. The JICA study concluded that,
in addition to the two (2) existing flyovers, a new railway flyover is required, as a part of the
Middle Ring Road, to form an efficient road network and sustain the socio-economic activities
in the area. However, the Mongolian side recognized certain difficulties in constructing a new
railway flyover especially from the technical and financial viewpoints using their own funds.
Under such circumstances, the Government of Mongolia (hereinafter referred to as “the GOM”),
in June 2005, requested the Government of Japan (hereinafter referred to as “the GOJ”) to
implement the construction of the railway flyover project (hereinafter referred to as “the
Project”) under the Japanese Grant Aid Program.

In response to the application for Japanese Grant Aid, JICA dispatched the Preliminary Design
Study Team to Mongolia three times, between February 2007 and November 2007, to conduct
site surveys and hold discussions with the Mongolian side. Accordingly, the following points
have been confirmed:

1. The Project, which will connect the northern and southern areas of Ulaanbaatar City, is
urgently required to secure safe and reliable traffic.

2. The through-traveled lane of the new railway flyover will be 4-lane to accommodate the
traffic demand which is presently large enough to justify the construction of a 4-lane road.

3. The request of the Mongolian side to procure equipment for construction and maintenance
of the Project is set aside because necessity remains low.

4. The proposed location of the flyover is justified through the comparison of alternatives.

5. No involuntary relocation of project-affected-persons is found, while it is necessary to

acquire land for the Project.

On the basis of the preliminary design study results, JICA decided to conduct the Basic Design
Study for the construction of a flyover above the railway and Narny Zam, i.e., a grade
separation structure connecting with Ikh Toyruu/Narny Zam and Engels Street. Accordingly,
JICA dispatched the Basic Design Study Team to conduct the Study in Mongolia from
March 20, 2008 to May 6, 2008.

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2. STUDY RESULTS AND CONTENTS OF THE PROJECT

The Basic Design Study Team held discussions with the officials concerned of the GOM to
confirm the contents of the request for Japanese assistance, and it also conducted a field study
involving natural conditions, traffic situation, and procurement condition of construction
materials and equipment.

After deliberations in Japan on the basic design and the results of the field study in Mongolia,
JICA dispatched the Basic Design Study Team again to Mongolia, which discussed and
explained the contents of the Draft Report from October 30, 2008 to November 6, 2008,
including the engineering design, project implementation plan, project cost estimates and so on.
The Mongolian side had consented to the contents of the Draft Report, including the
undertakings that should be done without reservation by and under the responsibility of the
GOM. The concepts of conclusive planning of the Project are as described below.

(1) Extent of Work under Japanese Assistance

The Project consists of the construction of a railway flyover having the total length of
895 meters, including the construction of approach roads from Narny Zam, as well as
from Ikh-Toyruu and Engels Street, to link the northern and southern areas of
Ulaanbaatar City.

(2) Road Planning

Traffic demand on the project road has been forecasted to be 45,500 PCU/day in 2017
and thus, a 4-lane flyover is justified from the viewpoint of traffic capacity. On/off ramps,
which induce efficient dispersion of prospective traffic in the north–south direction, are
to be installed to ensure smooth access from/to Narny Zam Street. The maximum grade
of approach roads has been set at less than 5% to ensure climbing performance on
slippery frozen surface as well as to mitigate accidents on the steep slope in winter season,
as evidenced by the result of site survey on several road sections with steep gradient.

(3) Bridge Planning

Since there are many underground utilities at the project site including main hot-water
pipes (φ500 x 2), the horizontal alignment as well as location of respective abutments and
piers has to be set to minimize effects to the existing underground facilities.

As for the superstructure, steel I-girder (4-beam) type has been adopted from the
viewpoint of economic and traffic safety, especially because of lower girder height and
gentler gradient of the approach road.

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 Steel multi-pillar type piers have been adopted from the economical aspect and driver’s
visibility at intersections. Based on the geotechnical investigation result, cast-in-place
concrete pile is deemed appropriate for foundations, in principle, except for the limited
application of rotary penetration steel pile for P4 near the railway.

(4) Construction Schedule

The appropriate period for concrete-placing and asphalt paving is deemed to be from
mid-May to mid-September based on the annual temperature records. Full utilization of
such weather-free construction materials as structural steel and pre-cast concrete products
has to be duly taken into consideration to pursue the shortest construction period, and the
construction schedule has to be formulated based on the condition that
manufacturing/pre-fabrication and construction/installation work can be done during
winter and summer seasons, respectively.

Summary of Scope of Construction Work

Section Item Description
1. Railway Flyover
Bridge Length 262 m (Span arrangement: 30+47+50+55+50+30 m)
Type of Superstructure 6-span Continues Steel I-Girder
Erection Methods Crane with Bent and Launching Method
Abutment: RC Inverted-T type (A1/A2)
Pier: Steel Multi-Pillar Type (φ=1.5 m)
Type of Substructure Foundation: Cast-in-Place Concrete Pile (φ=2.5 m):
A1, A2, P1, P2, P3, P5
Rotary Penetration Steel Pile (φ=1.5 m): P4
Other Facilities Street Lighting, Drainage
2. North Approach Road
Road Length 280 m
Channelization Length 428 m (East Side: 223 m; West Side: 205 m)
Drainage, Guardrail, Road Marking, Street Lighting, Skid-Resistant
Other Facilities
Pavement,Delineator
3. South Approach Road
Road Length 353 m
U-Turn Road Length 560 m
Other Facilities Drainage, Guardrail, Road Marking, Street Lighting,Delineator
4. Intersection
Number of Intersections 2 locations at the crossing point with Narrny Zam
Drainage, Guard-pipe, Road Marking, Street Lighting, Traffic Signal,
Other Facilities
Road Signboard

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3. SCHEDULE AND COST OF THE PROJECT

In case the Project is implemented with Japanese Grant Aid, the detailed design and tendering,
including the preparation of tender documents and assistance in tender evaluation will take
around nine (9) months, while the construction period will be around 37 months. Total cost to
be borne by the Government of Mongolia required for the complete implementation of the
Project has been estimated at 6,800 million Tg.

4. VERIFICATION OF PROJECT EFFECTS

The direct recipients of benefit and/or utilization of the Project are the 1.031 million residents in
Ulaanbaatar City. The direct and indirect effects expected to be derived from the
implementation of the Project are as follows:

(1) Direct Effects (Effect Index)

• Construction of a safe and reliable flyover in Ulaanbaatar City (0→1)

• Shortening of travel distance between Peace Avenue and Chinggis Avenue

(4.7km→1.8km)

• Alleviation of control to heavy vehicles in the north-south traffic (15-ton→40-ton)

(2) Indirect Effects

• Improvement of vehicular traffic movement and promotion of cargo movement.

• Enhancement of convenience for residential/industrial estates and new international

airport in the southern part of Ulaanbaatar City.

• Sustenance of socio-economic activities in metropolitan area and improvement of

access to public facilities such as hospitals and schools.

• Reduction of car exhausts due to shorter vehicular travel time and alleviation of
environmental burden.

The Project will contribute to: i) effective improvement of road network, as well as
ii) improvement of quality of social life in Ulaanbaatar City. Accordingly, it is deemed
justifiable to avail assistance through the Japanese Grant Aid Program for the implementation
of construction of the Project. The Mongolian side has sufficient institutional capacity in terms
of manpower and budget and thus, can sustain the maintenance work for the Project.

To assure the smooth implementation of the Project as well as realize the direct/indirect effects
mentioned above, the GOM shall carry out its obligations without delay and reservation, as
follows:

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Prior to Commencement of Construction Work

• To acquire the necessary land for the Right-of-Way of the Project.

• To relocate existing utilities that will obstruct the construction of the Project.

Prior to Completion of the Project

• To improve the existing roads that will connect to the Project section implemented
under Japanese Grant Aid, namely Ikh-Toyruu and Engels Street, into 4-lane arterial
roads.

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 BASIC DESIGN STUDY
ON
THE PROJECT
FOR
CONSTRUCTION OF RAILWAY FLY-OVER
IN ULAANBAATAR CITY
IN MONGOLIA

TABLE OF CONTENTS

Preface
Letter of Transmittal
Summary
Table of Contents
Location Map/Perspective
List of Figures and Tables
Abbreviations

CHAPTER 1 BACK GROUND OF THE PROJECT ................................................................1-1

CHAPTER 2 CONTENTS OF THE PROJECT ........................................................................2-1

2-1 Basic Concept of the Project............................................................................................2-1

2-2 Basic Design of the Requested Japanese Assistance........................................................2-2
2-2-1 Design Policy .........................................................................................................2-2
2-2-2 Basic Plan.............................................................................................................2-12
2-2-3 Basic Design Drawing .......................................................................................2-28
2-2-4 Implementation Plan.............................................................................................2-29
2-2-4-1 Implementation Policy...........................................................................2-29
2-2-4-2 Implementation Conditions ...................................................................2-30
2-2-4-3 Scope of Work .......................................................................................2-31
2-2-4-4Consultant’s Supervision ........................................................................2-32
2-2-4-5 Quality Control Plan ..............................................................................2-33
2-2-4-6 Procurement Plan...................................................................................2-36
2-2-4-7 Implementation Schedule ......................................................................2-39
2-3 Obligations of the government of Mongolia..................................................................2-41

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 2-4 Project Operation Plan ...................................................................................................2-42
2-5 Project Cost Estimation..................................................................................................2-44
2-5-1 Initial Cost Estimation .......................................................................................2-44
2-5-2 Operation and Maintenance Cost .......................................................................2-44
2-6 Other Relevant Issues ....................................................................................................2-46

CHAPTER 3 PROJECT EVALUATION AND RECOMMENDATIONS ...............................3-1

3-1 Project Effect ...................................................................................................................3-1

3-2 Recommendations............................................................................................................3-1

[APPENDICES]

1. Member List of the Study Team......................................................................................A-1

2. Study Schedule................................................................................................................A-2
3. List of Parties Concerned in the Recipient Country........................................................A-5
4. Minutes of Discussions ...................................................................................................A-7
（1）M/D of Basic Design Study ..................................................................................A-7
（2）M/D (for Explanation of Draft Report) ...............................................................A-15
（3）Technical Memorandum of Basic Design Study.................................................A-21
（4）Technical Memorandum (for Explanation of Draft Report) ...............................A-47
5. Meeting Record on Stake Holder Meeting....................................................................A-57
6. Progress on Land Acquisition .......................................................................................A-63
7. Others............................................................................................................................A-71
（1）Traffic Count Survey...........................................................................................A-71
（2）Axle Laod Survey ...............................................................................................A-73
（3）Travel Speed Survey ...........................................................................................A-74
（4）Georgical Survey ...............................................................................................A-76
（5）Condition Survey for Existing Bridges ...............................................................A-86
（6）Underground Utility Surevey..............................................................................A-95
（7）Underground Utility Surevey..............................................................................A-99
8. Basic Design Drawings ...............................................................................................A-107

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PERSPECTIVE
 List of Figures

Figure 2-2-1 Extent of the Project...........................................................................................2-2

Figure 2-2-2 Directional Traffic Movement at Intersections on Narny Zam ..........................2-5
Figure 2-2-3 Extent of Project Section..................................................................................2-12
Figure 2-2-4 Flow Chart of Bridge Planning ........................................................................2-14
Figure 2-2-5 Location of A1 Abutment and Driver’s Visibility at Intersection..................2-15
Figure 2-2-6 Location of A2 Abutment and Trajectory of Semi-Trailers..............................2-15
Figure 2-2-7 Required Clearance of Road and Railway under Flyover Bridge in Mongolia .....2-16
Figure 2-2-8 Erection Methods for Bridge............................................................................2-19
Figure 2-2-9 Geotechnical Conditions near the Bridge ........................................................2-20
Figure 2-2-10 Installation of Heat-Insulating Plate .................................................................2-22
Figure 2-2-11 Extent of Sidewalk and Pedestrian Bridge.......................................................2-22
Figure 2-2-12 Cross Section of Reinforced Earth Wall of Approach Road (Engels Street) .........2-23
Figure 2-2-13 Cross Section of Reinforced Earth Wall of Approach Road (Ikh Toyruu Street) ...2-23
Figure 2-2-14 Configuration of Pavement for Approach Road...............................................2-24
Figure 2-2-15 Layout of Traffic Barrier..................................................................................2-25
Figure 2-2-16 Sequence of Traffic Signal ...............................................................................2-26
Figure 2-2-17 Drainage System ..............................................................................................2-27
Figure 2-2-18 Implementation Schedule of Detailed Design and Tendering ..........................2-40
Figure 2-2-19 Implementation Schedule of Construction Work .............................................2-40
 List of Tables

Table 2-1-1 Requested Items and Study Results ...................................................................2-1

Table 2-2-1 Traffic Demand Forecast at the 2007 Level on Railway Flyover (PCU/day) ....2-4
Table 2-2-2 Location of Pier and Erection Method ...............................................................2-7
Table 2-2-3 Measures for Minimization of Adverse Environmental Impact .......................2-10
Table 2-2-4 Summary of Geometric Criteria.......................................................................2-12
Table 2-2-5 Specification of Materials ................................................................................2-13
Table 2-2-6 Requirement for Location of A1/A2 Abutments ..............................................2-14
Table 2-2-7 Comparison between Steel and Concrete Bridges ...........................................2-16
Table 2-2-8 Comparison of Superstructure Types ...............................................................2-17
Table 2-2-9 Comparison of Number of Girders ..................................................................2-17
Table 2-2-10 Conditions for Selection of Foundation ...........................................................2-20
Table 2-2-11 Comparison of Bridge Foundation Types ........................................................2-21
Table 2-2-12 Comparison of Bridge Piers.............................................................................2-21
Table 2-2-13 Summary of Required Structure Number by Road ..........................................2-24
Table 2-2-14 Location and Type of Traffic Barriers..............................................................2-25
Table 2-2-15 Street Lighting Specification............................................................................2-26
Table 2-2-16 Period-Rainfall Intensity ..................................................................................2-27
Table 2-2-17 List of Drawings ..............................................................................................2-28
Table 2-2-18 Undertakings of the Government of Japan and Mongolia ...............................2-31
Table 2-2-19 Quality Control Plan for Bridge.......................................................................2-33
Table 2-2-20 Quality Control Plan of Bridge Accessories ....................................................2-34
Table 2-2-21 Quality Control Plan for Foundation................................................................2-34
Table 2-2-22 Quality Control Plan for Concrete Works ........................................................2-34
Table 2-2-23 Quality Control Plan for Earthworks and Pavement Works.............................2-35
Table 2-2-24 Materials Procurement Plan .............................................................................2-36
Table 2-2-25 Major Machinery Procurement Plan ................................................................2-38
Table 2-4-1 Items of Periodical Inspection..........................................................................2-42
Table 2-4-2 Personnel Required for Periodical Inspection..................................................2-43
Table 2-4-3 Item of Rehabilitation Work and its Frequency ...............................................2-43
Table 2-5-1 Project Cost to be borne by the Mongolian Side..............................................2-44
Table 2-5-2 Major Maintenance Items and its Annual Expenses ........................................2-45
Table 3-1-1 Direct and Indirect Effects by the Project Implementation ................................3-1
CHAPTER 1 BACK GROUND OF THE PROJECT

The study “the Master Plan Study on Improvement and Rehabilitation of Road Network in Ulaanbaatar”
was conducted by JICA in 1999 to formulate the master plan to improve the road network and traffic
situation. It was concluded by the JICA study that, in addition to the two (2) existing flyovers, a new
railway flyover is required, as a part of the Middle Ring Road in the aspect of forming efficient road
network and sustaining socio-economic activities. However the Mongolian side recognized certain
difficulties in constructing a new railway flyover, especially, from the technical and financial viewpoints
using their own funds. Under such circumstances, the Government of Mongolia (hereinafter referred to as
“the GOM”), in June 2005, requested the Government of Japan (hereinafter referred to as “the GOJ”) to
implement the construction of the railway flyover project (hereinafter referred to as “the Project”) under the
Japanese Grant Aid Program.

In response to the application for Japanese Grant Aid, JICA dispatched a preliminary study team to
Mongolia on three occasions between February 2007 through and November 2007, to conduct site surveys
and hold discussions with the Mongolian side. Accordingly, the following points have been confirmed:

1. The Project, which will connect the northern and southern areas of Ulaanbaatar City, is urgently
required to secure safe and reliable traffic.

2. The through traveled lane of the new railway flyover will be 4 lane to accommodate the traffic
demand which is presently large enough to justify the construction of a 4 lane road.

3. The request of the Mongolian side to procure equipment for construction and maintenance of the
Project is set aside because necessity remains low.

4. The proposed location of the flyover is justified through the comparison of alternatives.

5. No involuntary relocation of project affected persons is found, while it is necessary to acquire land for
the Project.

On the basis of the Preliminary Design Survey results, JICA decided to conduct a Basic Design Study for
the Project (hereinafter referred to as "the Study") and dispatched the study team to Mongolia from March
20, 2008 through May 6, 2008. The study team held discussions with the officials concerned of the GOM to
confirm the contents of request, and conducted a field study with reference to natural conditions, traffic
situation, procurement condition of construction material and equipment.

After deliberations in Japan on the basic design and the results of the field study in Mongolia, JICA
dispatched the Basic Design Study Team again to Mongolia, from October 30, 2008 to November 6, 2008
to explain the draft report after conducting studies extended to engineering design, project implementation
plan, project cost estimates and so forth. The Mongolian side had consented to the contents of the Draft
Report, including the undertakings that should be done without reservation by and under the responsibility
of the GOM through a series of discussion.

1-1
CHAPTER 2 CONTENTS OF THE PROJECT

2-1 BASIC CONCEPT OF THE PROJECT

(1) Objective of the Project

The flyover and approach roads to be constructed under the Project will constitute a part of the Middle
Ring Road encompassing the central business district of Ulaanbaatar City. The objective of the Project
is to ensure safety and smooth vehicular traffic in Ulaanbaatar City by complimenting the two (2)
existing and degraded railway flyover bridges located along the arterial road.

(2) Project Overview

The Project as planned is to construct a flyover above the railway and Narny Zam, i.e., a grade
separation structure connecting with Ikh Toyruu / Narny Zam and Engels Street, to achieve the above
objective. The end result will be a high security and reliable railway flyover constructed in
Ulaanbaatar City to mitigate the restriction on large vehicular traffic and to shorten travel time in the
area. Among the Project’s scope of work, the portion to be implemented under Japanese Grant Aid
will be the construction of the 895 meter long road, including a railway flyover bridge, as shown in
Table 2-1-1.

Table 2-1-1 Requested Items and Study Results

GOM Requested Items JICA Study Results
Number of Lanes 2 4
Road Length 990 m 895 m
Bridge Length 275 m 262 m
Continuous Steel I-Girder Continuous Steel I-Girder
Type of Superstructure
(2-Beam) (4-Beam)
Type of Substructure N.A. Steel Multi-pillar Pier
Type of Foundation N.A. Pile Foundation
Crane with Bent and Launching
Erection Method N.A.
Method
Procurement of Equipment Construction Equipment N.A.

Note: N.A. means not applicable.

As can be seen in Table 2-1-1, the original request of the GOM was for a 2-lane road. However,
during the series of discussions in the preliminary study stage, the Mongolian side strongly requested
the Japanese side to revise this into 4-lane in order to ensure traffic safety on the approach roads, as
well as at merging/diverging points of access to Narny Zam. The results of the Study summarized in
Table 2-1-1, therefore, comprise the scope of work for the portion of the Project that will be
undertaken with Japanese Grant Aid based on such major findings as traffic demand forecast, study on
practicability and construction economy, and comparison of bridge type alternatives.

2-1
2-2 BASIC DESIGN OF THE REQUESTED JAPANESE ASSISTANCE

2-2-1 Design Policy

(1) Basic Policy

Through the comparative study and evaluation of five (5) alternative locations during the
Preliminary Design stage, the location of the railway flyover has been selected as the place
that will connect with Ikh Toyruu / Narny Zam and Engels Street in conformity with the
request of the Mongolian side. The basic policies on the framework and scope of the Project
are described below.

a) Extent of the Work covered by Japanese Assistance

The portion of the Project that will be covered by Japanese assistance is the grade
separation section consisting of the railway flyover bridge and the approach roads which
will connect with Ikh Toyruu and Engels Street to link the northern and southern areas of
Ulaanbaatar City. The beginning and ending points of each approach road are the places
where the elevation and cross-section of the approach road coincide with the existing
road.

Figure 2-2-1 Extent of the Project

b) Request for Procurement of Construction Equipment

The request to procure equipment for construction and maintenance of the Project has
been set aside from the Project based on the result of discussions held between the
Mongolian side and the Preliminary Study Team.

c) Road Improvement by the Mongolian Side

The Project is planned to be a 4-lane arterial road as a result of the strong request from
the Mongolian side to revise the specification into 4-lane from the 2-lane originally

2-2
 requested in the preliminary study stage. Accordingly, the necessary widening of Engels
Street from 2-lane to 4-lane and the improvement of Ikh Toyruu Street shall be carried
out concurrently without reservation by and under the responsibility of the Mongolian
side. Therefore, the basic plan of the Project has been formulated based on the condition
that the above works will be implemented without delay.

(2) Natural Condition

Temperature in Ulaanbaatar City fluctuates in the range of 40°C to +40°C; hence, the
project structures have been designed taking the severe variation of weather condition into
account. As for the construction schedule, it has been formulated by making full use of
weather free works such as manufacturing of steel structures and pre casting of concrete
products to minimize the construction period. Furthermore, the latest Mongolian Standard
has been applied to the seismic design of the railway flyover to assure safety against
earthquake.

(3) Condition of Construction and Procurement

Eighty percent (80%) of construction materials in Mongolia are currently being imported
from third countries, especially China. Due to the increment of domestic demand for
construction materials in China, however, an unstable supply of materials from China might
occur which will result in uncertain procurement of construction materials for the Project.
Accordingly, it will be necessary to procure construction materials and equipment from
reliable suppliers in Japan and/or other third countries.

(4) Utilization of Local Contractor

There is only one university in Mongolia having a department of civil engineering under its
faculty of engineering, and graduates of this university are either working in government
organizations or have become employees of foreign enterprises. Besides, local contractors
originally founded as state owned public corporations in Mongolia have privatized as
Mongolia shifted to market economy in the 1990’s. Approximately 145 local contractors are
presently registered with license in road construction work.
Although local contractors have no substantial experience in steel bridge construction work
and only a few engineers have the necessary expertise for specialized works, it may be
possible to involve a local contactor in the approach road construction work, particularly, the
pavement and drainage system.

2-3
(5) Road Operation and Maintenance
UBZZ which is the implementing agency for road maintenance under the Ulaanbaatar City
Government has much experience on road pavement work but less experience on systematic
bridge maintenance. Hence the type of bridge which requires simple maintenance has been
selected while it will be necessary for UBZZ to develop its capacity on bridge maintenance
work.

(6) Road Planning

Traffic demand on the project road has been forecasted to reach 25,600 PCU/day at the 2007
traffic situation on the assumption that the railway flyover is completed to connect with Ikh
Toyruu/Narny Zam and Engels Street. In addition, the traffic demand in 2017 has been
projected to reach 45,500 PCU/day. Since the 2-lane flyover originally requested by the
Mongolian side will not be able to meet the traffic demand forecast, the revision into a
4-lane flyover is justified from the viewpoint of traffic capacity.

Table 2-2-1 Traffic Demand Forecast at the 2007 Level on Railway Flyover (PCU/day)
A: Traffic Before Flyover B: Traffic After Flyover B/A
Gurvaljin Bridge 21,500 20,400 95%
Peace Bridge 48,200 37,900 79%
Railway Flyover 0 25,600 -
Ikh Toyruu 31,100 33,900 109%
Engels Street 3,000 16,800 560%
Narny Zam, East 56,300 55,100 98%
Narny Zam, West 29,100 29,600 102%

2-4
 ( PCU / Day )

Figure 2-2-2 Directional Traffic Movement at Intersections on Narny Zam

(7) Bridge Planning

1) Traffic Safety Aspects

a) Maximum Grade
The site survey has revealed that the road sections having problems due to steep
slopes are Sansar Tunnel (6.4%) and Chingunjav Street (5.8%), while the roads
having lesser problems are Khusgol Street in front of Geser Temple (5.1%), East
Cross on Ikh Toyruu (5.0%), Ard Ayush Avenue (4.9%), Amarsanaa Street (4.0%),
Gurvaljin Bridge (4.0%), and Peace Bridge (3.7%).

Based on the above, the maximum grade of 5% shall be set for approach roads,
considering the risks against climbing performance on slippery road in winter season
due to frozen surface and the high accident rate on steep slopes.

2-5
 b) High Visibility with Sufficient Sight Distance at Intersection
The abutment in the vicinity of Narny Zam shall be set 100 meters away from Narny
Zam to secure sufficient sight distance, and the multi pillar type shall be adopted for
the pier beside Narny Zam to improve visibility.

The former is warranted by the reason that it is necessary to keep sufficient sight
distance for traffic safety where roads for channelization run parallel to the railway
flyover and approach to the intersection with Narny Zam, while the latter is justified
by the fact that predominant directional traffic movement occurs between Ikh Toyruu
and Narny Zam (East Side) and the multi pillar pier type will secure high visibility at
the intersections.

2) Underground Utilities
Hot-water main pipes (φ500 x 2) exist 1.0 m deep beneath former bus terminal running
north-southward along Ikh Toyruu. The pipes are covered with heating insulator of
asbestos and splash prevention of asbestos is rather difficult in Mongolia provided that
relocation of pipe requires dismantle and/or removal of heating insulator.

Horizontal alignment is set to avert the hot water pipes, and location of pier and
abutment is selected taking into account that pipe relocation requires another budget
allocation and takes time to adversely affect the project implementation schedule.

It was confirmed that the affected utilities would be relocated under the responsibility of
the Mongolian side prior to the commencement of flyover construction work.

3) Location of Pier and Erection Method of Girder

The railway flyover will be 262 meters long, comprising six (6) spans with two (2)
abutments and five (5) piers. As shown in Table 2-2-2, the girder erection method
without traffic disturbance has been selected depending on the condition of the site.

2-6
 Table 2-2-2 Location of Pier and Erection Method

Span Site Condition and Design Policy Erection Method

- Setting of horizontal alignment to avoid underground pipes.
A1 – P1 30 m - Adoption of multi-pillar type to improve visibility. Crane with Bent
- Setting of abutment to secure sufficient sight distance.
- Setting of pier location outside the sidewalk for the flyover at Narny Zam .
P1 - P2 47 m - Maintenance of existing traffic on Narny Zam in the range of 30,000 to 50,000 vehicles. Crane with Bent
- Providing P2 with staircase for the access of pedestrians.
- Setting of foundation of P2 so as not to affect underground drainage and cables.
P2 - P3 50 m Crane with Bent
- Setting of location of P3 within the premises of VIP Platform.
- Construction of flyover at main lines and branch lines of railway.
- Maintenance of existing traffic of 34 daily railway operations.
P3 - P4 55 m Launching Method
- Maintenance of existing traffic in shunting yard.
- Control of railway operation for neighboring construction work.
- Construction of flyover at branch lines of railway.
P4 - P5 50 m Crane with Bent
- Maintenance of existing railway traffic to private factory.
- Provision of frontage road for access to adjacent areas.
P5 - A2 30 m Crane with Bent
- Setting of abutment to secure sufficient space for the U-turn of container vehicles on Engels Street

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4) Bridge Design Approach
Bridge planning has been made by referring to the results of the survey on
structural soundness of existing bridges and the lessons learned from actual
practices.

i) Construction Economy
Since the railway flyover consists of six (6) spans and the joints are apt to
suffer damage, the continuous steel bridge type has been selected to minimize
not only the construction cost due to the shorter construction period but also
the maintenance cost by eliminating the weak points vulnerable to structural
damage

ii) Practicability
Frigid weather conditions with daily average temperature below 0°C last for
five months from November through March at the project site. It is, therefore,
important to increase work efficiency by applying the appropriate construction
method that would enable full performance of weather-free works, e.g.,
manufacturing of steel structures and pre-casting of concrete products.
However, bridge surfacing and asphalt paving works for which site works are
indispensable and sound quality control must be employed should be finished
by the middle of September.

iii) Traffic Safety

Traffic safety measures on both road and railway shall be taken appropriately,
especially for the railway connecting Russia and China which need to be
secured definitely from accidents caused by the erection of girders. Since the
current traffic arises from the 34 daily railway traffic operations with
additional operation at the shunting yard, the time that could be secured for
construction work involving the control of railway operations (called
“window time”) will only be four (4) hours in nighttime at the project site.
Taking the above circumstances into consideration, the safest and most
reliable construction method that could complete girder erection on the
railway in one night shall be employed.

iv) Ease of Maintenance

High durability shall be given high priority on the selection of bridge
materials to ease the burden imposed on maintenance work under severe
weather condition with temperatures fluctuating between -40°C and +40°C

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 causing frost damage, since the project site is located in the central business
district with heavy traffic.

v) Durability
The Steel-Concrete Composite Deck Slab Type is proposed to secure high
durability. High durability and performance could be secured by i) arranging
proper girder position against wheel track, ii) selecting an expansion joint that
would minimize sliding displacement, and iii) adopting quality paint to
optimize life-cycle cost.

vi) Bridge Design against Seismic Force

The continuous girder is proposed to lessen the risk of bridge collapse in the
central business district of Ulaanbaatar, where it is necessary to abate traffic
disturbance by bridge collapse caused by excessive seismic force beyond the
seismic design standard in Mongolia.

(8) Construction Planning

a) Reliable Transportation
Construction planning shall be made considering i) importance of maintaining the
existing traffic at both railway and road and ii) practicability of a reliable
construction method. In case construction materials and equipment are transported
by railway through China, it will be necessary to transship them at the Zamin Uud
Station in Mongolia due to the difference in railway gauges (Mongolia: 1,520mm;
China: 1,435 mm). Through the study, it has been confirmed that all necessary
materials and equipment could be transported without delay. The Steel I Girder (4
Beam) could be selected on condition that neither problem nor risk has been
confirmed regarding transportation and transshipment.

b) Optimum Construction Period

Full utilization of weather free works such as manufacturing of steel structures
and pre casting of concrete products shall be taken into account in the
construction planning to minimize the construction period under the premise that
no major site work is expected during winter season.

Cement concrete placing shall be done at site within four (4) months, from the
middle of May to the middle of September. Therefore, construction planning has
to be made on condition that cement concrete placing is not in the critical path by
setting the optimum number of formworks together with their appropriate recycle
to meet volume requirements.

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 Furthermore, it is necessary that bridge surfacing and asphalt paving works shall
be completed by the middle of September in case the actual project
implementation plan is made.

c) Optimization of Project Cost

Project cost has been estimated with high rationality and relevance based on
optimized construction period stemmed from practicability with a reliable
construction method. It is concluded that, as far as practicability is secured, a
shorter construction period will contribute to the optimization of project cost,
considering the salient features such as importing almost all materials and
equipment, idling of imported equipment in winter, and price escalation of steel
and oil products as a worldwide tendency.

(9) Environmental and Social Considerations

In the scoping of IEE conducted in preliminary study stage, several environmental

elements were classified to Rank B (potential adverse environmental impact to some
extent) or most serious category, Rank A. Through sound review of the said scoping,
comprehensive measures against potential adverse environmental impact are
proposed as listed in Table 2-2-3 corresponding to planning and implementation
stages. The same Table 2-2-3 also contains the proposed timing and methodology of
necessary monitoring on the measures for minimization and reduction of anticipated
environmental impact during construction.

Table 2-2-3 Measures for Minimization of Adverse Environmental Impact

Monitoring Method
Items Specific Issues Measures to be taken Before During After
Construction Construction Construction
• Secure the entrance to keep the way
for guest who is going to the
building.
Effect on Commercial Checking of
Business Activity/ • Cleaning of site in front of the Supervision of Final
1 Establishment at the Construction
Livelihood commercial building. Implementation Inspection
Construction Site Plan
• Adjustment of the vertical interval
between side walk and entrance of
the buildings.
• To select a construction method to
shorten the construction period.
• Detour and security guard for Narny
Effect on traffic Zam shall be provided during the
Checking of
Traffic/ control of existing erection of girder over the road. Supervision of
2 Construction ―
Lifeline road and railway • Launching Method will be selected to Implementation
Plan
during construction complete the girder erection within
4-hour that has been agreed by
Railway Authority as the Window
Time

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 • Secure the entrance to keep the way
Consideration on
Landownership/ for guest who is going to the Checking of
commercial building Supervision of
3 Water Concession/ building. Construction ―
near the intersection of Implementation
Commonage • Cleaning of site in front of the Plan
Narny Zam
commercial building.
• Accident on the • Pre-meeting with Railwa Authority
railway during and placing strict security control
construction shall be undertaken.
• damage at • Confirmation of relocation plan of Checking of
Casualty/ Supervision of
4 underground under ground utilities. Construction ―
Infection Implementation
utilities • To ensure the health and security Plan
• Increasing of control by the Contractor
infections in works • Instruction and education regarding
for the construction the infection to workers
• Multi pillar type pier has been
Trimming of existing selected to minimize occupied space Checking of
Beings/
5 tees due to by structure. Construction ― ―
Biogeocenosis
construction of pier. • To hold the meeting with Ulaanbaatar Plan
City to induce new tree plant.
6 Landscape Change of landscape • Securing high visibility in urban area Discussion
due to new bridge by adopting Steel Multi-pile Pier with
• Lessening oppression stemmed from Ulaanbaatar
high embankment by adopting lower city
― ―
abutment
• Selecting optimum color of
superstructure to harmonize with
urban landscape
7 Atmospheric Air contamination by • Proper operation of vehicles for Checking of Supervision of
Contamination exhausted gas from construction works Construction Implementation
construction machine • Maintenance and inspection of Plan
vehicles for construction works ―
• Alleviating adverse impacts brought
by fugitive dust by operation of water
sprinkler trucks
8 Water Waste water arising • Discharge waste water into existing Checking of Supervision of
Contamination from construction site. drainage after proper treatment Construction Implementation
9 Soil Infiltrate of waste • To construct a retention facility for Plan ―
Contamination water arising from oil and fuel for exclusive use.
construction site
10 Waste • Disposal of • Disposing construction wastes to Checking of Supervision of
construction waste designated places Construction Implementation
―
• Human waste arise • Setting of toilet and management of Plan
from workers. waste dumping.
11 Noise and Noise and Vibration • Restricting working hours at night Checking of Supervision of
Vibration arising from • Utilizing oil pressure equipment or Construction Implementation
―
construction non-vibration glove-hammer for Plan
equipment excavation of cast-in-place piles
12 Smell Exhausted gas from • Proper operation of vehicles for Checking of Supervision of
Construction construction works Construction Implementation
―
Equipment • Periodic maintenance and inspection Plan
of vehicles for construction works
13 Traffic Accident • Accident risk on • Prior consultation with railway Checking of Supervision of
heavy vehicle for authority and traffic police Construction Implementation
construction • Proper arrangement of guard position Plan ―
• Accident risk on • Prior notice to road and railway users
girder erection by public relations

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2-2-2 Basic Plan

(1) General

a) Extent of Project Section under Japanese Grant Aid

The extent of the Project section will be 895 meters, consisting of i) railway
flyover of 262 m and ii) approach roads totaling 633 m (North side: 280 meters;
South side: 353 meters).

Figure 2-2-3 Extent of Project Section

b) Geometric Design
Road planning shall comply with the applicable Mongolian standard, with
supplementary application of Japanese standard on aspects that the Mongolian
standard does not refer or deemed to be insufficient.

Table 2-2-4 Summary of Geometric Criteria

Item Unit Design Criteria
1. Design Speed km/h 60
2. Traveled Land Width m 3.25
3. Outer Shoulder Width m 0.5
4. Median including Marginal Strip m 1.5
5. Cross fall of Traveled Way % 2
6. Maximum Super elevation % 6
7. Minimum Horizontal Curve Radius m 150
8. Minimum Horizontal Curve Length m 100
9. Minimum Transition Curve Length m 50
10. Maximum Grade % 5
11. Minimum Vertical Curve Length m 50
12. Min. Horizontal Curve Radius for
m 13.0
Channelization
Note: The geometric design criteria for at-grade intersection refer to the Japanese standard.

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 c) Design Standard for Bridges
The following standards are deemed applicable for the Project:

• Specification for Highway Bridges, Japan Road Association

• Designing of Road Bridges and Culverts (BNbD 32.02.03), Ministry of
Infrastructure, Mongolia, 2005

i) Design Load
• Live Load: Type-B (Specification for Highway Bridges, Japan Road Association)
• Temperature Variation: +40~-40°C
• Seismic horizontal coefficient: Kh=0.1 for allowable stress analysis
• Earth Pressure: Coulomb Theory

ii) Materials

Table 2-2-5 Specification of Materials

Material Applicable Location Specification

Concrete Abutment, Pile, Concrete Barrier σck=24kN/mm2
Deck Slab σck=30kN/mm2
Reinforcing Bar SD345(JIS)
Structural Steel Super Structure, SM520, SM490Y, SM400,
Multi-pillar Pier SS400 (JIS)
Steel Pipe Steel Pipe Foundation (P4) STK400, STK 490 (JIS)

(2) Bridge Planning

Bridge planning for the railway flyover has been conducted through the study on
comparative modules, as graphically shown in Figure 2-2-4.

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