ROAD CONDITIONS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000500480045-7
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 16
• Document Creation Date: December 15, 2016
• Document Release Date: October 1, 2003
• Sequence Number: 45
• Publication Date: June 8, 1954
• Content Type: REPORT

Approved For Release 2004/03/25 : CIA-RDP80-00809A000500480045-7
CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
THIS DOCUMENT CONTAINS Ih,OTYAT ION ATrECT ING THE NATIONAL DC ICSON
01 THE UNITED STATICS. .1TN111 TNCNCANINO Of `ITC[ IC. SECTIONS SCS
AND . [ S. .DOE. AS ANENDCD. ITS TRANSMISSION OR REAL
LATIO>N..1O( ITTSNCOUNT.ENTS TO OR? RECEIPT OT AN UNAUTNORI'CCD PERSON IS
NO. OF PAGES 15
NO. OF ENCLS.
SUPP. TO
REPORT NO.
THIS IS UNEVALUATED INFORMATION
1. Kerman to Zahedan
From Kerman to Barn, the road is of graded n,,ravel, wide enough for two
cars to pass at high speed. No bad washes exist except one about 10
or 15 kilometers out of Kerman, which is caused by a dry river bed
descending the left side of a low mountain. About half of the way
is washboard and tends to throw the ca1? badly. A speed of 50 to 65
kilometers per hour is possible.
From Ban to liosratabad, the ruad is a perfectly flat desert h ighway,
we11 graveled and with practically no turns, -permitting very high
speeds except at three points in the desert near the southern tip of
the Lut. There sand dunes blow across the road. At noon a high
wind came un and turned the desert into a sand storm. The sandwas
black and filled with (,ravel. The sun was darkened and ti_e air
became almost unbreathable. The wind came from north to south at
speeds estimated at 65 kilometers per hour.
About 20 to 30 Lilomcters out of i??osratabad on the way to Zahedan, the
road leaves the desert and starts to climb a continuous E;rade through a
low pass. It runs along the center of a dried stream bed which, if
filled with water, would probably destroy it said make it impassable.
The grade can be climbed by a loaded Chevrolet station wat on most of
the way ir_ second gear. 'T'here are no switchbacks or traverses. After
passing the summit the road descends rapidly and later becomes well
graded and wide with speeds of 90 kilomters possible. It meets with
the Meshed Road about five kilometers before Zahedan. The part of
the road from Kerman to Zahedan crossing the desert is paralleled by
a 'three wirc line with steel toles, which the British strung to India.
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l This report is for the use within the USA of the Intelligence components of the Departments or
Agencies indicated above, It is not to be transmitted overseas without the concurrence of the
originating office through the Assistant Director of the Office of Collection and Disse:mir"tion, CL7L,
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2. Zahedan to Birja id -(anpror:irn.at.ly 500 1:ilor cis)
Toe road from Zahedan to Birjand passes through rolling country and
crosses several wide washes caused by mountain rivers, all of which
were dry when we were there despite the terrific rains in the Zabol
Area. Between Zai:cdan and Sefidabeh there are one or two water
crossings and a few hills of no consequence. iron;: there on o Birjand,
the road is alaost perfectly straiget, running up the left side of a
beautiful series of valleys. It is wide, flat and very smooth.
Speeds up to 105 kilometers per hour arc possible. A few travelling
tribes and several genda:rre stations were rioted. There were no
habitations or towns. The valley ,which is used for razing of sheep and
goats lies between. snow-capped mountains.
Birjand to I?leshed (Approximately 500 Y.ilora_tere)
The road goes through two or three bad water passes inniadiatei;; after
leaving Birjand. This town is located on a iiog back ridge in the
middle of a flat valley lying bettiebn snow covered ranges. After the
first two kilometers going out of town, the road becomes very Good
again, sir,.llar to that South of the town. After passing Qaun, the
road crosses a section of the Kavix Desert. There a constant wind at
right angles to the road from the west causes the sand to drift in
wisps across the road. However, no iergt: drifts are formed. The sand
is white and extremely fine. High speeds across this section are possible
up to Torbat liaidari. In m"lddle of this desert there is a river,
with water, between 50' and 150' wide. It is spanned by a stone or
concrete bridge, double width, permitting passing at high speed.
After leaving this desert, the road passes through Dazing land and then
small sections of cultivated lard. Between Torbat-IIaidari and Shah-
Taghi, where this highway masts the I:ishapur Road, are two or three
passes, none with snow but with e. soapy soil, a hind of volcanic Cray-
green with patches o' red. Here the road is narrow, has bad switch
barks and is probabl"; dangerous in wet weather. There are no road
crossings that I recall.
I+. Tehran to S1:abrud (332 I;iloineters )
The road out of Tehran is only fair and not satisfactory for high speeds.
It climbs through a low Gal) and cones out into a plain. A cut-off to
Rey has been proposed. It would go across flat land and serve some
proposed industries. However, there is no pressing need for its building,
as through traffic would not move that way on account of a longer
distance. The road across the plain is low and is subject to water diffi-
culty. Relocation being; considered. 33 to 40 1:ilnrnet..rs from
T(_'1?]ran, a now sect-ion has-been constructed. Seven bridges and 142 cul-
verts are in this section. It is also raised ,which helps v,--r,,- much.
About 77 l:ilonrctc:ru from Tehran, the road enters a pass some 3.1 kilo-
meters in length. The road winds back and forth over a stream which
could easily interrupt traffic in a heavy storms. There have been
plans to build a new road with several bridges which will enable traffic
to continue without these interruptions. irnerging from this pass, the
road conies onto a "plain near Garmsar. This stretch showed sins of
bad cond.tioeo caused by water. `fliere were several fords and many washes.
Passing Serihan at 211 kilometers, the road struck off north of west for
a pass in the mountain which ran north and south.
At 235 kilometers, the read dropped dots, into a gully and. passed a tea-
house. A new and shorter line has been located and partially constructed
cutting off extra distance as well as a lot of rise end fall. A few
kilometers further, the road Goes over the su=it and straightens out
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considerable? So ..._,--:. t' -at 66 ]:i lor..et r = ??r.-lo .
~ covered in on.. hours drive
b_ for. reach :. ; Dan.:gcan at 321 kilometer , ;. were several dips east of
DampJ:en but the road improved at 333 kilometers. So iermore dips occurred
at 360 kilometers. The rest of the road into Shabrud was fast.
Shahrud to hashed.
The road for some (.:0 _ilometers east of Sl:ahrud was fair, permitting average
speeds o 54 kilometers per hour. `There ore a nunnuer of dips that a better
location would have i_ nimized, An e; oensivo overpass has been built over
the railroad (yet to be finished) which was not all justified by the amount
of traffic that will flow for sometime to cone.
Considerable elevation is attained at 17-array. Clit,ibin(; continues and the
road becomes very winding before reaching a high plateau. At one point
for a lenL;th of some three kilometers, the road runs for stretches through
a dry river bed. A relocated line has already been graded. Beyond this
plateau, the road dro_,s dorm into the north. end of the desert at Abassabad.
Just beyond, the road crosses the delta of Abrisharr, Rud. Thu road follows
an old route which crossed the river on an old arch bridge, i,hil.e wet
weather does not interfere too seriously with travel by ani:rsl, it com-
pletely disrupts travel by automobile. For a distance of 10 kilometers
the road has a very poor foundation. It is not good even in dry weather.
There are mountains just a short distance to the north and a good all
weather relocation does not present any difficulties. A modern bridge
would be the principal item of construction. After solid ground is reached,
the road continues east with occasional soft snots until reaching Sabzevar.
From that point, it heads straight northwest to a gap in the mountains. A
new road has been constructed through this gap. The rise is evenly Graded
but the line is v'i?y crooked at times. Beyond the summit, the road is
reasonably straight as it descends into the valley of the Qaleh-i-Mura at
Sultanabad, where it forks. One road Goes on over the mountain in a norther-
ly direction to Quchan. The rain road turns east toward Hishapur. The
first section of some 22 kilometers ~s very winding with a great deal of
rise and fall. This is due to following old trails. A new line, several
kilometers shorter, is being constructed on a much better alignment and
gradient. The road f ollow,rs the valley, with several dips and fords that
are troublesome in wet weather, to Ilishapnur. The presence of much vegeta-
tion and cultivation in this valley should make: the year round situation
better than at Abassabad.
Beyond E ishapur, the road starts to climb over better r. ?ou nd until it joins
the road from the south (Zahcdan). It then turns ;north over the easterly
nose of the Binalud Mountains. The section froa.i there into Meshed is the
best of the whole road, permitting high average snecds. [chile dust slowed
movement, clear weather permits hourly runs of over 60 kilometers. I,Iost
of this last section is on high ground, son;-- of it, riding a ridge, so that
heavy rains do not seriously interfere,
The railroad touches at several points and the road should be relocated to
eliminate grade crouings whereever practicable.
6. Meshed to Torbat-Jai.!
At 39 kilometers south of Meshed, this road turns southeast on a fairly direct
and reasonably level course towards the Afghanistan border (and I'Ierat).
There is but little traffic over this road and the surface is good for tl.a.
amount of traffic. There are several dips and fords that should be stone
surfaced said Graded to permit better all weather operation. This valley is
one of the best in Iran, there being much cultivation (both dry and irri-
gated). There is also a lot of gazing land as is evidenced by the large
.flocks of sheep and herds of cattle observed. Cattle can only be raised on
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better i.,;*?ad?~ of Paz n lands. Some ccb taln;: tens from Meshed, w.:
stopped at Faril:;an, a iaoci-l village construct:_d by the late Shah.
There are good mill buildings that arc idle by reason of loss of
machinery. There are also good hotels and other buildings in the
main square. It is an .:xceptionally pleasant place. It was designed
to house 50,000 people and has only a fraction of: that number. With
such good surrounding faun lands, efforts should be made to realize
more of the original plans made for this poti l The transportation
arteries are reasonably ;food enough to _t into this ;picture. The
potentih.l.ities of this suction are a co ~r_vaht:'d from being realized
by the trickle of cormmerce that moves Over th? Afghan border .Though
Afghanistan ?rnc ifl:urnsan have generally siniiar con_omics, there: is
still the possibility of moving some of t e o'rtc? and imports through
Iran via this rout.
7. Zahedan to hllasi:
The northern section of this road is in had condition. Passing is
possible for most of the whole length. ` here are no towns, only two
posts and one hou,?e, between the two cities. Grading is :nerally
fair except in and out of water coarser. There are no bridges or
culverts. Two small gardens and an active: volcano were noted along
this road.
E. Ihash to Iranshabr (160 kilometers)
This road is a former ccunel track which was improved by military labor.
Consequently, the ali.gnraent is probably >O;o too long and in tbe.wrong
place for 90,; of the lung-Lb. i io repairs were made after the floods
of two or three years ago, so much of the aligrmient is not now in use.
The road is narrow, very winding, with short steep gradients and no
passing places. `Bi.ere are no culverts or bridges. The only habitations
existing are at Karavander. One date and one rice (Lrden were noticed
at this place. A ten kilometer stretch of this road lies in the bed of
the I ravandar Rud and is dangerous and difficult. Good venter is found
at Karavandar, Iranshalr and Bampour. This road may eventually become
part of the road from Zahedan to Chahbahar, if the port at Chahbahar is
developed.
9. Iranshah-r to Chahbahar
Some work has recently been done on this road but last years flood
destroyed the parts of it which followed stream beds.
10. Teheran to Qurn ( 146Xilohne:ters) Driving time.: 2 lhrs and 50 minutes
This rohd is a wide)- tWo -la.ne highwayp paved with asphalt, except for
throe short sections over low ridges of hills, where it has several
sham curves and steep grades. Preshwhably it is the highway depart-
ment's' intention to relocate these sections before paving - at least
that is what should be done.
The asphalt pavement is breaking up in several places - r.:ost notably
where the roadbed is not properly drained. These: sections should he
properly drain: d by the construction of suitable culverts and drain
ditches, and all breaks in t e pavement repaired at the earliest possi-
ble date, so as to guar d against further damage to a fairly good road
which has been built at a conside. able cost. The approaches to
certain. culverts should be mc'.ified co as to relieve the humps and
thereby improve the riding qualities of the road.
Evidently the highway department has no mechanical equipment for the
maintenance of its highways. It is a waste of time and money to build
new highways or improve existing ones, without having the necessary
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equipment Co maintain then. Small breaks in a pavement soon lead to larger
ones, and then to extensive destruction of pavea:,ent and roadbed.
Several small maintenance _rews were observed along the route between
Teheran and Qum, but they had only small. hand tools to, work' with, and no
available stock of matorial, such as crushed atone, LXavel or asphalt.
There was considerable commercial automottivc traffic observed operating this
road. We met only 11 privately owned auton.obiles? 3 camels and 12 donkey
caravans - the latter carrying mostly brush and roots for firewood.
We want to repeat that the damage to the paving, above referred to, should
be repaired at the earliest possible moment, so as to avoid further destruc-
tion. The obvious need is for some mechanized equipment and paving
material.
11. Qum to Kashan (108 kilometers - driving time: 2 hours and 15 minutes)
There is a double-lane metalled highway all the way, except for several
short stretches, which were hardly wide enough for vehicles'. The loose
rock used for surfacing this road is Lwad".ally being worked'. off to the sides.
We observed three maintenance gangs of ..four. men each levelling off some of
the bad corrugations and throwing the loose rock back on to' the road. There
was a lot of stock material (loose rock) distributed at various places
along the highway, to be used for maintenance work. However, so long as
this stone is not bound with a good clay or tar binder, little will be
achieved by throwing it, back on to the highway.
Very little comrnercisl traffic was observed on this section, - five buses
and three trucks.
12. Kashan - Iratanz - Moghba..,. Ardestan - Hain ( 240 kilometers - driving time:
six -hours)
This section of 240 kilometers is designated as a two-line metalled high-
way, but it is generally in poor. condition, with many shoi?; sections
where it has only one vehicle lane,. In many places the crushed stone
topping has been scattered away by vehicles, and the bare 'ound exposed -
particularly between Natanz - MoLbba and Ardstan - a distance of 60' kilo-
meters. This section needs extensive repairs.
Very little corucercial traffic was observed - 2 buses and 4 trucks.
13- Nain - Yazd (1.75 ?silos. ters - driv:in;- time: 3 hours and 15 minutes)
The first 100 kilometers of this highway is in fair shape. It is two lanes
wide, well stoned and fairly well ditched for drainage, but the loose stone
is being scattered to the sides by the automotive vehicles. Some 40 kilo-
meters of this iiight?ray (near Yazd) was covered in irony spots with shiftint
sand. Four maintenance gangs (of one foreman and four mon) were observed
shovelling loose roc1: back onto the road. This is an important section
o?f the normal route between Yazd and Isfahan, and it should be keptup in
better shape.
A couple of road scrappers, some liquid asphalt and a couple of road rollers
are needed
li+. Yazd - Main (175 kilometers - driving tithe: 2 hours and forty-five minute;, )
This trip was returning over the same sc(Aion which had been covered the
previous afternoon. Better driving tine was made because: th, entire
distance was covered in daylight, whereas, a part of the southbound t-rJp,
of the previous a-fterr-)on, z-'ras made afar dark.
Little commercial auto trrzi'fic was observed. Only five buses', and five trucks
were naet, and two private cars.
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A very intcrestinZ irrigation project was observm--u about 50 kilonetv'rs,
North of Yazd, at a place known as Ardilan. Yazd has a population of
X0,000 and is a very interprising city.
.5. Pain - Isfahan (159 L-ilorneters - driving tine: 3 hours and 10 minutes)
This is a two lane, metalled highway. The, section from i?iain to the suruit
of the first mountain ridge - a distance of about 35 kilometers - was in
good condition, except for the loose stone. From this surrmtit across the
high plateau for a distance about. 50 milometers, the highway was in fair
condition, e cept for a distance of about three kilo:netcr where a c:?eek
crossed and recrossed it several times, without the benefit of culverts.
Nearing Isfahan, we found the roadway badly corrugated for many 1?:ilo-
meters and on entering Isfahan it was still wors_ - having been inundated
recently by the Zayandeh River overflowing its banks. Three small r:rain-
tenance gangs of four men mach 'mere observed en route.
Very little corrmiercial traffic was seen - only two buses and ten trucks
(four -o- which were Anglo-Iranian oil tankers). This section should also
be better maintained because it is a part of the important Yazd - Pain -
Isfahan -- Theran route. It too needs some mechanized road maintenance
equipment.
16.,Is:Fahan Shahreza - Abadeh (2J0 kilometers; dry vit: ; tiiie 3 hours and 211 minutes)
The 1? ? ' *-???- Torn Isfahan for a distance of 30 kilometers is graded
eight meters roadway, well drained and quite heavily stoned. The stone,
however, is constantly being scattered towards the sides by the automobiles.
Several maintenance crews of one foreman and four Llcn were observed,
shovelling the stone 'eacl: to the center of the road - an almost useless
effort at highway maintenance. A road scraper, some liquid asphalt, a tar
sprinkler and a road roller are badly needed. on this section to preserve
the crushed stone and hold it in place on the road bed. Highway Director
Idolai accompanied us on this trip. lie is quite a competant man.
The section from Sitahreza to Abadeh (120 kilometers) was not of the same
high character) but it eras quite fair. There was one quite bad section
through the village of Izadhhash, and across a ravine. This section is to
be relocated and rebuilt. The balance of the distance to Abadeh was well
stoned but not as well Eraded. There were also several humps that should
be cut don:. The usual scattering of the stone and road corrugations were
quite evident.
17. Abadeh to Shiraz (2t.9 kilometers - driving ?ti.: e : ci;: hours)
This section of the ruaC. is in worse condition than the road between Isfahan
and Abadeh. The terrain is more rolling and in several places it is badly
broken, necessitating ntu.:erous shar?o curves and steep grades. Thu last 25
kilometers before reaching Shiraz was being relocated and rebuilt. All
iratert?rays were carried through well designed culverts; sharp curves were
being eliminated and steep grades reduced. This wort: was being done with
only hand tools. Road-building equipment is badly needed on this job.
13. Shiraz - Kazoroon - Dalaki - Bushehr (295 kilometers)
Time did not permit covering more than 37 kilometers of this highway between
Shiraz and a point across the high pass - about 36 kilometers from Kazeroon.
The highway westward from Shiraz across the valley for a distance of 10
kilomctors has been ,g aded and stoned, bitt it is badly crrrugated. From
that point it rises rapidly for about 10 kilometers to the plateau, follow-
ing a ravine with many sharp carves and steep grades. This section should
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be relocated and rebuilt before improved or, paved, because in its present
location it cannot be made suitable for auto:aativz: traffic,.
Across the plateau for a distance of 4,7 kilom?2ter3 road crosses
numerous gulleys and creeks (most:. of 'which are not; br-idCed) and it is'
poorly stoned, with no surplus material readily available.
At a point about 75 r:ilometsrs: west _of Shiraz the road starts ov,r a
high mountain ridge, with numerous very sharp. curves and steep (Wades.
The descent has the same characteristics_ This section of about 12
kilometers over this ridge is not safe, nor can it be made safe in its
present location for auto traffic. It should be relocated and rebuilt
before it is improved ov paved. Nothing but the most rugged trucks or
jeeps can cross over it safely.
Aside from the inglo