China and Mongolia have been trying to solve one of Asia’s costliest logistics problems for more than a decade: getting coal and metals from Mongolian mines to Chinese steel plants. without using eternal truck caravans. The solution: a railway corridor between the mines of Tavan Tolgoi and the Chinese network capable of transporting up to 50 million tons of cargo, such as declared the Mongolian president.
The project carries on the table since 2012 and, after delays and stoppages, the first part was completed. In 2025 the second phase started: a cross-border link of just 19.5 kilometers in length at the Gashuunsukhait-Gantsmod pass whose completion is scheduled for 2027. Let China be capable of remodeling a train station in one night but it takes 22 months to build only eight kilometers, anticipating the technical and orographic challenges it faces.
Context. Mongolia owns some of the largest reserves of coal and copper in the world. deserves special mention Tavan Tolgoione of the largest unexploited coking coal deposits on the planet, with an estimate of 6.4 billion tons of this resource. Copper and gold also works well in Oyu Tolgoi. In fact, has a projected production by 2030 of 500,000 tons of copper per year. But Mongolia is landlocked. China is historically the largest importer of Mongolian coal. As? With lines of trucks crossing the desert.
From an environmental and economic point of view, the switch to rail makes the most sense but it has fine print: the Mongolian railway network It has 1,815 kilometers of Soviet gauge trackof which the majority are part of the TransMongolia line that connects Russia with China. The network is practically single track, with limited capacity and vulnerable to snowfall in winter and Gobi sand in the southern section.
Trans-Mongolian crossing the Gobi Desert. PIERRE ANDRE LECLERCQ
Why is it important. Because this fully completed corridor will close a strategic logistics chain for China at a time when there is tension in the supply of critical raw materials. Without going any further, he already faced a Australian coal veto a few years ago, having to seek supply in Russia and Mongolia.
Mongolia also gains by improving its coal and metals export infrastructure. As declared the Mongolian governmentthe average export volume will go from 83 million tons to 165 million per year, which represents an increase of 1.5 billion dollars. Of course, it reinforces its dependence on China: It already exports 90% of its raw materials.
First phase. The history of the Tavan Tolgoi–Gashuun Sukhait railway is checkered to say the least: it began in 2012, when Mongolian Mining Corporation announced a railway from Ukhaa Khudag to the Gashuun Sukhait border crossing, with completion scheduled for 2015.
With the earthworks very advanced, the work became entrenched both due to economic and political problems how to choose what the track width should be. Work resumed in 2018 under new management. Finally, the line will be inaugurated in 2022 233.6 kilometers long crossing the Gobi Desert (258 km with auxiliary infrastructure), with 16 bridges and designed for loads of 25 tons per axle. According to Tavantolgoi Railway LLC and collected by AFPthe price of a ton of coal fell from 32 dollars to 8.
The pending critical phase: the border. The Mongolian railway reaches the border from 2022, but the critical thing remained: coal could not cross to China by train. The main reason for being is pure engineering: Mongolia uses the Soviet width of 1,520 mm and China uses 1,435 mm, the international standard width. At the Gashuun Sukhait pass there was a physical gap that required the transshipment of goods, with the delays, costs and inconveniences that it entails.
They are going to solve it with a double track widthwhich extends both the Mongolian and Chinese lines, thus allowing trains from both systems to enter the area without transfers. This cross-border link will have a main road 19.5 kilometers and includes bridge structures between 8 and 31 meters high, necessary to bridge the topographic gap between the two sides of the border. The Chinese side is being built by the state-owned company China Energy Investment Corporation and on the Mongolian side, Tavantolgoi Railway LLC.
A corridor full of challenges. The delay of the railway corridor project due to financial and political issues is just the tip of the iceberg of other challenges it has faced, ranging from the engineering problem of the track gauge to the extreme climate of the Gobi: the Mongolian section passes through one of the most inhospitable places on the planet, with temperature ranges ranging from -40 °C in winter to more than 40 °C in summer. It is no longer that it is uninhabitable, it is that it affects the structure of the road itself.
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