When the world gets closer.

We help you see farther.

Sign up to our expressly international daily newsletter.

Green

Global Warming Could Sink Mongolia's "Permafrost Highway"

Mongolia built an extensive road network on a permafrost foundation. Now, the permafrost is melting.

Road engineer looking through a scope on a metal tripod in the Mongolian steppe

Munkhbaatar Tumur, an engineer, examines the elevation of a road

DOLGORMAA SANDAGDORJ, GPJ MONGOLIA
Dolgormaa Sandagdorj

ALAG-ERDENE, KHUVSGUL PROVINCE, MONGOLIA — Munkhbaatar Tumur mounts a scope on a metal tripod and peers through it. He assesses the elevation of a road that stretches across the steppe and into the mountains.

He is a general engineer at Khuvsgul-AZZA, a state-owned corporation responsible for maintaining the roads in this northernmost province, on the border with Russia. Today, he and his team are repairing bulging and sunken asphalt along the road, which stretches more than 100 kilometers (62 miles) up to Khuvsgul Lake.


“Subsidence occurred due to permafrost here in this section,” Munkhbaatar says. To repair the road, the team fills in potholes and levels uneven areas, then covers the repairs with a cement-concrete composite.

The backbone of regional development plans

Repair teams have been busy across the country. Since Mongolia’s transition to democracy and a market economy in the 1990s, the government has made road construction the backbone of its regional development plans, helping to connect urban centers, reduce transportation costs and improve travel times between cities for people and goods. In 1998, the government established a domestic road network and connected the country to the Asian Highway Network, which links Asia and Europe. And in 2001, the government launched the Millennium Road project to build a main east-west highway across the country, as well as a number of north-south highways to connect provinces and link Mongolia with China and Russia.

As of 2020, Mongolia had built about 15,000 kilometers (9,300 miles) of national roads, about half of which are paved, says Khanbayar Amarsaikhan, head of road use at the national Road and Transport Development Center, a state-owned enterprise. “We have never had such a long road [network] like this before.”

But as the infrastructure network has grown, problems have skyrocketed, with roads requiring significant and frequent repairs. In 2020 alone, heavy rain damaged and destroyed national roads in 46 locations in 18 provinces, according to the Ministry of Road and Transport Development of Mongolia. Traffic was disrupted and safe travel became impossible in many parts of the country, as drivers slipped and became stuck on muddy, damaged roads.

A car driving on a damaged road in Ulaanbaatar, Mongollia

Cracks and potholes scar a road in Ulaanbaatar, the capital of Mongolia

NANSALMAA OYUNCHIMEG, GPJ MONGOLIA

Problems caused by climate change

Dangerous potholes emerge each year on the roads in the center of Murun, the main city in Khuvsgul province, says Ganbat Mishingee, a local resident who runs a small food shop with his wife. He bought a car in 2018 and says the shock absorbers have already deteriorated, and he has had to replace four tires after distributing his food products via local roads.

“Tires, especially on small cars, do not last on the road up to Khilent Bridge,” he says, referring to the road leading south out of town.

Many of these problems are the consequence of changing weather conditions caused by climate change, engineers and road repair officials say. In Khuvsgul province and other parts of the country, the rising global temperature is increasing the size and intensity of floods and melting the permafrost atop which the roads are built.

“As soon as the ice melts, the ground sinks, and the road sinks,” Khanbayar says. “It’s a big challenge for us.”

Paved roads also contribute. The black asphalt heats up as it absorbs sunlight, then melts the permafrost beneath it.

"They only want to make money"

Khanbayar says engineers have been experimenting with ways to prevent the permafrost from melting, such as drilling ventilation pipes to keep the roads cool. He says another major cause of damage is overloaded cargo trucks that exceed the roads’ weight limits. As the number of paved roads has increased, the problems have only grown.

Some critics blame the road construction companies themselves.

“Road companies are for-profit organizations,” says Lkhagvaa Bayantogtokh, the head of For Khuvsgul Development and Progress, a local nongovernmental organization that has collaborated with the World Bank on road inspections in Murun.

“They only want to work and make money, be it with a quality road or not.”

Oyuntuya Munkhbat, head of the Development Policy Department at the provincial Governor’s Office in Khuvsgul, says road companies in the province tend to pursue major national projects. “Therefore, big road companies are unable to work on road patching and minor and low-budget roadwork,” she says.

Men smoothening the fresh concrete on a road being built in Mongolia

Workers pour a cement-concrete mixture on the road and smooth it by hand

DOLGORMAA SANDAGDORJ, GPJ MONGOLIA

The need for more funding and equipment

Galbadrakh Buriad, executive director of Khuvsgul-AZZA, says the company is doing the best it can with the limited equipment, manpower and funds at its disposal. “Road maintenance work slows down because of poor availability of technical and human resources,” he says. To keep up with demand for repairs, he says, the government should provide more funding and equipment.

The Road and Transport Development Center estimates that it would cost 60 to 65 billion Mongolian togrogs ($21 million to $23 million) each year to prevent Mongolia’s roads from deteriorating. In the 2021 budget, however, the Ministry of Finance approved only half that amount.

That decision is partly due to the economic strain caused by the coronavirus pandemic. But it simply isn’t enough to support the country’s road repair needs, Khanbayar says, and it suggests that road maintenance needs to increase in priority. “Right now, there is so much road damage,” he says. “But the budget is not enough to conduct maintenance according to the norms and standards.”

You've reached your monthly limit of free articles.
To read the full article, please subscribe.
Get unlimited access. Support Worldcrunch's unique mission:
  • Exclusive coverage from the world's top sources, in English for the first time.
  • Stories from the best international journalists.
  • Insights from the widest range of perspectives, languages and countries
Already a subscriber? Log in

When the world gets closer, we help you see farther

Sign up to our expressly international daily newsletter!
Geopolitics

NATO Entry For Sweden And Finland? Erdogan May Not Be Bluffing

When the two Nordic countries confirmed their intention to join NATO this week, Turkish President Recep Tayyip Erdogan repeated his plans to block the application. Accusing Sweden and Finland of' "harboring" some of his worst enemies may not allow room for him to climb down.

Turkish President Recep Tayyip Erdogan declared opposition to Finland and Sweden entering NATO

Meike Eijsberg

-Analysis-

LONDON — When Turkish President Recep Tayyip Erdogan declared his opposition to Finland and Sweden entering NATO, it took most of the West's top diplomatic experts by surprise — with the focus squarely on how Russia would react to having two new NATO members in the neighborhood. (So far, that's been a surprise too)

But now Western oversight on Turkey's stance has morphed into a belief in some quarters that Erdogan is just bluffing, trying to get concessions from the negotiations over such a key geopolitical issue.

Stay up-to-date with the latest on the Russia-Ukraine war, with our exclusive international coverage.

Sign up to our free daily newsletter.

To be clear, any prospective NATO member requires the consent of all 30 member states and their parliaments. So Erdogan does indeed have a card to play, which is amplified by the sense of urgency: NATO, Sweden and Finland are keen to complete the accession process with the war in Ukraine raging and the prospect of strengthening the military alliance's position around the Baltic Sea.

Keep reading... Show less

When the world gets closer, we help you see farther

Sign up to our expressly international daily newsletter!
You've reached your monthly limit of free articles.
To read the full article, please subscribe.
Get unlimited access. Support Worldcrunch's unique mission:
  • Exclusive coverage from the world's top sources, in English for the first time.
  • Stories from the best international journalists.
  • Insights from the widest range of perspectives, languages and countries
Already a subscriber? Log in
THE LATEST
FOCUS
TRENDING TOPICS

Central to the tragic absurdity of this war is the question of language. Vladimir Putin has repeated that protecting ethnic Russians and the Russian-speaking populations of Ukraine was a driving motivation for his invasion.

Yet one month on, a quick look at the map shows that many of the worst-hit cities are those where Russian is the predominant language: Kharkiv, Odesa, Kherson.

Watch Video Show less
MOST READ