NATIONAL INTELLIGENCE SURVEY 33; IRAN; TRANSPORTATION AND TELECOMMUNICATIONS

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• Collection: NIS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP01-00707R000200070043-1
• Release Decision: RIF
• Original Classification: U
• Document Page Count: 35
• Document Creation Date: October 25, 2016
• Sequence Number: 43
• Content Type: REPORTS

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This chapter was prepared for the NIS by the
Defense Intelligence Agency and includes contri-
bt�ions on merchant marine from the Department
of the Navy and on airfields from the Defense
Mapping Agency. Research was substantially com-
pleted bu January 1373.
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CONTENTS
This Gcneral Survey supersedes the or, date4 No-
vember 1969, copies of which sltoul(.r he destroyer!.
A. Summary
1. Systems
Appraisal and overview of transportation and
telecommunications networks.
2. Strategic rrlol)ility
Capabilities and difficulties of transportation
and telecommunications systems to support
military operations.
CONFII)FNTIAI,
1
1
2
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B. Railroads
Mileage figures and ownership; general descrip-
tion of major lines; administrative control; yards,
bridges, and tunnels; signals and communications;
equipmc it inventory, general characteristics, con.
struction and mainte,ance of rail lines; traffic and
commodities carried; track structure.
C. Highways
Highway distribution and general characteristics;
bridges and tunnels; construction and mainte-
nance; development programs; traffic restric-
tions; transport operations; vehicle inventov
D. Inland waterways
Mileage and traffic statistics and description of
principal waterways, factrws interrupting or
hindering traffic; data on inland waterway ports:
management of waterway ports.
Page Page
2 G. Merchant marine lg
Data on the sire, composition, and ownership
of the Peet; operations; training.
H. Civil air 19
Brief descriptioc of civil aviation and develop-
ment plans; extent of service by the comary's
A only schedled air carrier; fleet anti personnel
Inventory; naint ^nance and training operations
anti membership in international organizations.
I. Airfields 20
9 Inventory and characteristics of facilities; details
Of most important airfields.
J. Telecommt+nications 2A0
Bapid growth of telecom facilities iu 1972; brief
description of hgh development project; admin-
istration and control; data on the number and
�.Atent of microwave sites built in 1972; new
telephone exchanges compieted and planned;
characteristics of the satellite ground s:aiion;
extent of broadcast facilities; production of equip-
ment.
E. Pipelines 10
Mileage statistics and general description of
systems; developtncnt plans; characteristics of
selected pipelines.
F. Ports 14
Brief summary description of seven major and
six minor ports; characteristics of major ports.
FIGURES
Fig. 1
Railroad bridge (photo)
Page
4
Fig. 6
Selected pipeline systems (table)
Pale
11
Fig. 2
Characteristics of selected rail lines
Fig. 7
Kharg Island tanker facilities photos)
15
table)
5
Fig. 8
Port of Khorramshahr photo)
15
Fig. 3
Gravel road near Bojnurd photo)
6
Fig. 9
Major ports table)
16
Fig. 4
Rossi tunnel photo)
7
Fig. 10
Selected airfields table)
20
Fig. 5
Characteristics of selected high-
Fig. 11
Terrain and transportation
ways table)
8
map) follotes
?3
ii
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9
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1 lr LL _SY 111
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Transportation and
Telecommunications
A. Summary (C)
1. Svstems
The transportation and telecommunications
(telecom) systems of Iran are geuerally adequate for
peacetime needs and compare favorably with those of
neighboring Middle Eastern countries. The systems
are concentrated in the north and west; the southern
and eastern parts have chiefly desert tracks usable only
during dry weather. The systerns traverse rugged
mountains and broad deserts. Development has been
mostly on it north -south axis connecting the Persian
Gulf area with the relatively heavily populated and
commercially active north (figure I I, the map at the
end of the chapter). Because eastern Iran is generally
barren and sparsely populated, development of the
systems there has been less urgent.
The rail, highway, and port systems are greatly
dependent upon each other. Railroads are the leading
long -haul mode and carry heavy freight between the
Persian Gulf ports and the major populated and
industrial areas. The highway system, which has
undergone continuous improvement and develo,
ment, supplements the rail system, constitutes file
major distribution mode for short -haul traffic, and
serves the outlying areas of the country. In extensive
areas of Iran, bigbways arc the only moans of
transportation, and the trucking industry is large and
well developed.
Inland waterway transport plays a minor tole. Its
economic significance is limited to moving
equipment, supplies, and personnel in support of the
petroleum industry. The pipeline network includes the
largest system for refined products in the Middle East,
as well as a crude -oil systell) capable of handling the
second largest crude -oil production in the Miciclle
h;ast. Iran's small merchant marine plans a minor role.
'I'll(- civil air transport system, it significant factor in
tlc Iranian economy, is the only Method of linking
uunerous domestic points otherwise isolated I>v long
distances, mountainous terrain. and inadequate
surface systems.
Tl'1CCOm facilities are gcncrall% good, and certain
local services in major urban areas are excellent.
Intercity telecom service is not altogether adequate
because long distance facilities are not invariably
conncctcd to local systems and because there is a
severe shortage of trunk circuits. \Mitt the completion
of an INTELSAT ground receiver station in October
1969, international telecommunications became
excellent.
The transportation systems are connected with those
of adjacent countries. Ilafar Channel connects the
Rud -c Karlin (Karon river)' with the Shatt al Arab of
Iraq. Tk- Caspian Sea is used jointly by the U.S.S.R.
and Iran. The civil air system includes service to 17
foreign cities, and highways provide international
connections with all neighboring countries. The
railroad .system connects with 'Turkey near Qotur, and
with the Soviet Onion at jolfa where a change of tract:
gage requires transloading. Since the closing of the
Suez Canal, these connections have become
increasingly important on alternative routes. 'file
other international rail connection is with Pakistan, 6
miles cast of Mirjaveh; bowever, this line does not
connect with the major Iranian system. Current plans
include extending the southeastern line to connect
with fit(- branch from Pakistan.
The transportation and telecom networks are
controlled ait(I administered by the central
gover.ment chiefly through the Ministry of Roads and
Communications, and the Ministry of Post,
'1'elegrcph, and 'Telephone. Iran has undertaken an
'For diacritics on placo n:unes see the list of n:innes on the apron
of the Terrain and Transportation Map and the mat; itself.
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wnbitiuus program to upgrade all Iranspurl;aliill it
telecom systems. RaiIwa(I maintenance anal Ir ;Iiniog
programs ;,n� expected to cunlinue at the present high
level, and the extension ef a line� inh Pakistan ill
improve the syslena's geogr;apiaic coverage. VivIvr the
current plan fur highways, the emphasis will be on
upgrading existing roads and improving feeder re;u:s
to ne\y agricultural areas. In addition, the
inlcnralional route are being resurfaced mide�r the�
auspices of CEN'I'O. The government, in i iplement-
ing its interest in developing a stronger merchant
marine established it maritime ac�a(lenn in 1970. The
civil air system is expected to improve willl c�olatinne(1
emphasis on increased air routes and upgrading of
facilities. Other projects planocd include developing
the telecom system into one of the worl(l *s hest.
Pipeline construction continues to mpand with the
increased production of crude and mfined products.
and in addition. exploitation of Iran's natural gas
resources is rapidly increasing in importance.
Construction of several extensiyc natural gas pipelines
has already begun.
2. Strategic mobility
The capability of the Iranian transportation syst;�na
to support large -scale military operations would be
seyerly limited by it lack of alternate route�." and by
poor distribution of roads and rail lines in large
sections of the country. 'The Iran State Railway is
capable of transporting heavy freight between the
Persian Gulf and the major industrial and populated
areas of the country. Priorities would be required
during it major military conflict because the system
could not provide for both military and economic
needs.
Clearance (difficulties are of major concern on the
Iranian rail network. N9osl rail routes have structures
that prevent the movement of the largest military
eyuipmc�nt. ;1 continuous high (quality maintenance
program, however, keeps the network in good
condition and has upgraded the standard -gage system
to it ?I -short ton maximum axleload.
Numerous structures on single -truck lines, a lack of
alternate lines, and long distances through rugged
te rrain make the system particularly vulnerable to
interdiction. 'I'll( density of strucllares is the highest in
the world, with 5. per mile.
The lack (if cast -west line~ between Iran and Iraq is
the most severe operational weakness in the Iran Stitt(
Railways' capability to support military operations.
The capabilih of the highway Network to support
sustained military resupply operations would be
limited by the lack of alternate through routes, the
0
e\islenee of bottleneck Iva IiircN. and Ilia� mkcrse
effects X11 climate. Viibridged %%mlies. hmk ferric-,
uarro\% bridges, sue block.u flooding. ;111(1 difficnll
;aligunn�nl ill the nwunlainons Ivrrain %mllld impede
operations.:\;( pule mad connections, hm%cyer, exi
wills all m igllbonng comlries.
Xluch of the 565 miles of navigable %%atvr%%a\s
ssithin Iran is hampered b excessive silliog during
high %:aler. \1';atery:as have little potential for
milita,, its( The major maritime port, wiles he Used
Im military purpose however. all h;a%v vulnerable
estuarial bwalions.
I ran s pipeline system could he usud b militar%
forties. Ihmever. interdiction of the pipeline s\stena
could disrlpl the economy and diminkh its capubiiit\
to sustain long-range military operations.
I ran's merchant fleet has 15 ships of 1.000 g.r.t. or
over, totaling about 16),(1(1(1 (I.w.l. I -Amen dry -cargo
ships have it loudest potential for shorl-haul (ilp in 18
hours steaming) troop -lift and sustained IogisIic�s
support in nearscas operations. These ships have a
military lift and supply transport potential of 130.92
cargo dcadweight tons. Of the eight units haying self
loading and unloading c�apabidily. six have heavy -lift
booms ranging from 100 to 200 lolls capacity, hatches
of i 2 feet in length. and service speeds of is) knots. The
four tankers, with an estimated capacity of about
589.600 barrels (U.S.) of petrodemn, c�onld proyiele it
11)(Ovst fleet -oiler support capabilih for it short period.
The 1 -10 civil aircraft registercd in the countr\.
inc�loding personnel, would be available to the
goyernna�nt in the event of a national co�.e, ;enc�\.:\
lack of indigenous pilots and other skilled personnel
would limit operations if fran National :\irline's
foreign employees were \yithdrami.
Five major airports arc capable of supl;orlin 1 1 I
aircraft. Six other airports are capable of handling C-
130 aircraft. 'These fields have m aintenanc�e and
support facilities, including jet fuel an i ilvgas supply
capabilities. and can support sustained operations.
'I'll( strength and diversity of the tclec�om system
would make it of great inapmtanc�e during military
operations. Installations are vulnerable because of the
vast territory and sci, -city of troops to guard the m.
Upon completion of prose.' projects, it grcaler number
of alternate routes will be availal le for military use.
B. Railroads (C)
'I'lec Iranian railroad network consists of 2, 9.12 route
miles of single -track lines. 'I'll( government -owned
Iran Stale Railways operates 2,875 route miles of
standard -gage (T8 lines and 57 route miles of
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(i broad gage line liailru srr%41 pri ill; ails to
(time freight bet%%een Ilse� I'er%i :it Gulf ports ;ail
Tehran. Since the closure� of Ilse� Siez (::anal, there ha%
In�e�u an incre :rsed %olimv of rail Iraffic form Fa%Iern
Mid WCslem Eirope mid t1e l .5.5.11 lltrmigla Jolfa le
Tehran. Major line�% also 41xtend east :amt nurtlmvst
fre)lit 'Tehran. The r�aii n41t%%ork is capal)Iv cif carrying
hea%v militar% C(piipnovtt amt troops; litm ver, its
sparseness, limited (list rib�tlion. ill(- exi,t41nce cI
nimenus structures. and the lack of alternate ronles
%%oilcl be limiting factors. Good connecliom% bel%%r en
rail lines and bivh%%;a\s afford access to moist section%
of the cmmtr%.
The rail nelv%ork radiates from 'Tehran: the majtr
line exten(Is south lo) the port of Bandar -e Shali ir.
%%ith brunch lines frirn Alwaz 10 Khorramshahr and
frctn Qom 101 Yazd %%ith spur lines to F4ah:it and the
steel mill lit Iii A secoml line 41xtend% %%41%1 (min
'I'elr:an theta north%%o�st to the Jolf;a tcitsloading fac�ilit%
%%he;e it connection is made %%ills the V.S.S.R..i'll >;as;41
line. A branch of this line form Snfiat. built ender
the sponsor%1ip of the (:entral 'Twat% Organizalinn
(CENTO), connect.. %%ith the Tltrkish standard -gage
system. A third line from 'Tehran extends east to
Mashhad, v%ilh a branch ti :urgatt. A 5'6" broad-
"age line from Pakistan exte�rnd% to %ahe :lat. 'I'lai%
roite -mile line has no connection v%ith the Iran State
The greatest volttnt(� of rail traffic is generated
between the Persian Gulf ports and Tehran. consisting
of loaded curs moving north and 41rnptie% relenting
south. 13ec�aise of the increased volimo� of traffic
handled at Jolfa. major improvements and ;addition%
to Ir:isloading facilities have been made there.
The Iran State liailvcays is operated under 11C
direction of the `linistr% of Bond% and Commninica-
tions. It is managed h% it Director General, v%ho
:erciscs responsibilities for rail operaalion% through it
Council composed of three department directors. The
s%stern is organized into 10 operating and adminislra-
tive divi%ions. As of I January 1972. the� staff of the
Inia State Huila%% numbered 29.18-1. it re(luc�tion of
-I8:3 employees from 1970. The staff. %c hid is
Competent awl ell trained, provides ade(ptate�
maintenance and efficient operations. Personnel .ua%e
been trained in the united State% and F urope for the
repair, maintenance, and Operation of (lie %el
e(Iiipno�nt. Sono� Of the� foreign trained personnel
have been assigned to a training school at 'Tehran.
This ,gaff also) conducts an (in- the -job training
program for it(-%% railroad personnel in several %1.4
tilroighOmt the country.
The major rail facilities are located at Tehran,
Alivitz. Khorramshahr. Bandar -e Shalipir. Mashha(1.
T abri and Julfu. Major repairs ;or( made it[ 'I'e1r ;111,
%%1er41 t en� are also IaciIiIiv% for a %sennIling rolling
.luck.
I'he topogrlplr% of Iran reepiin�% it t;re at number of
tunnels and bridgv%. Thert� are 11.,:3.2 bridge of
%%hich 13(: are� 1410 f41el and mer: Ili� longest is a %ingle�-
track :3, 166' -leu)t deck girder %Irttctirc Figme I
Crus%ing the� IN(h. Karin near Ahca/ on lbe'Tehran to
Bandar -e Shahlir line�. In tneinlaint1r, terrain, most
bridges are inammr% -arch comtmction: in :an�:n %villa
more g41nlle ,lope.. bridges :a re i,ia11 %reel on
mammr% piers. 'There are 268 Immels on the Iran Slate
Bail a\% %\stmt. the longest being 9, 1(12 foot single
track stricture hocided .thud 11) miles rtorllea%t of
Lintz Koh. 'Timm -L are� isually Writ lined or ventilated.
The absolatte block .\.term of train cmilml is in
force. Th41 token and instrrinaent tnetliml for traffic
control is still in i%C on omo- lines, but the� Iran Slate
Bail ass h'as adopted an antentadc signal cmltrol
%%Stemn and all train -line die,el Im-411imthes 11,1\1. been
fitted %sitlt a sitnitlified ai!mnatic signal %%arnin
device. v%hich check% the aIvrtie%% of the Im-mmiti%e
CnginCer a% he approacles it signal. Distant and lonu
signals are of the� semaphore t\ p1., ail rail .%%itches art-
operated Cleclric: all%. A telephone rtetv%crrk provides
cttn1n11nic�ations beh%een station a lelel%pe and
radio 1411ephone c�irciit% are hmalled at the umjur rail
centers.
'11141 nnoli%e -ptmer im%41nton cvmskl% of 21 diesel-
electric locolnoti%CS. of %%hick 1:56 are used for main
line operations. 'I'll(- predmi itimil tvpC is tfae 4:3400t
Iong General MOlon G -12. 11 -B. IA25- horsep mer
locomiticC v%ilh a continnois tractive effort of 22,000
pounds :at 19 miles per hair. lo) addition. about 50
di41.el loc:inoti%e% of ntic�h ,greater horsep mer lave
heen pirc�hawd front 1141 Vuilvd States for ope�naling
on lint�% %erv .rtg the ()ont I ?%f :ahan- %urund area. vvftCr41
sea%% orf and %ted proelicl train% are oper:aIirtg.
\41arly 1.11(1(1 special car% for ore� transport Ila%e also
b4141n purchased.
The freight -car pool total% 6,593 c :tr%, of %%hicl
about I.S00 are 1 -axle cars. and the n�ntainder have
t%%o axles. The average capac�ih of freight cars is 27.9
%hart tow, 'I'll(- rolling %hoc k inventor% inc�Incles:
'I'1C main source% for rolling stock are the l'nited
Kingdom and Fastern Furopeat c�ounlriC%. Bolling
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A VERAGE SHORT TON
T YPE
No. OF CARS
CAPACITY
$ax cars
2,900
22.7
Gondolas
1.656
25.2
Tank cars
1,104
42.3
Flat curs
763
27.4
Others
470
Not pertinent
Passenger cars
461
Do.
'I'1C main source% for rolling stock are the l'nited
Kingdom and Fastern Furopeat c�ounlriC%. Bolling
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FIGURE 1. Railroad bridge over
the Rud -e Karun at Ahvaz. The
bridge rests upon the foundation
of the great weir built by Shapur
II in the fourth century A.D. (U/OU)
,lock is e( iii ppc(1 %%iIIi ;sir I)mIse ,la it( ar(I I� :uro fit -it n
hook- and -link couplet, plact-d 12 incitc.:ibo%v lop of
rail. and .idc I)i&vr �paced 5 Iccl 9 inches apart ;utd
12 incbe� al)u%c top of rail.. 111', of all car, arc
n0rnta11% in rcl;.cir bop for mitinlenauce. Adc(lnatc
supplies of diesel fuel an� :t%ailahlc d(imvsticall%.
Cmi%tnrc�tion and nt.tintcn:utcc of rail lines arc
ban �red h% lltc lopograpli% and acicersc climalic�
crn(Iition Bugged motnl;tinon lerr.in rc�(lctire�
ettten,i c gr,ulin>r and IItc comtnrc�lilit of rel:tining
Immeh. ;un1 hridt;c.. Ilc.i%% nocc 11 in the
monnt;timms area. often causes blockage of line
Oraring the r;tim svitson. :.utchlidt. :end ;t�hout�
c�au,c damage rata\ rc�(li ire c\lcnsi%v repitir and
recon %triwlion. Drifting :nd prc mime main
l(�nartc�c ImAdcim in the desert are;t
'I'll( Iron ~talc Baikit\s bos nmudc sit,nificant
improw�tncnt� to the rail system in recenl scars. 'I'hc
most itnporlanl of These has hccrt the lol:d comcr�inn
to diesel moti%r po.ier. ..hick bas prrnided fwt tvr.
more economical. mid more chici(�nt rail trutsporla-
"im. Track ult;radint! and rcplacemcul lug he1.rt a
conlinuitilt Iin Pi! ra lit 'I'll(- prinmtn dc%1.lo )it -it t
project mider lac i, Ibe httciclintt of it line froth 1 aid (o
Kerman. it is heliv%ud that Ihc� tits� bas hccrt
completed in 4mind. alum- plan� call for 1111.
c04.11.iort cI This line to connect %%itb the 5 g:(ge
Pakistan :t( Irauslo;uling fac�ililic, near Ihc
border. Anuthcr lice is also to fc vocnded from
hcripum south to the port of Ban(Ltr ':\Iha�. Otbcr
pnjccl %%hicb ha%v hccn considered for inclirion in
Ill(- fifth I)c%clopnteni flan I9; i tit arc the
c�onstmetion of mn addilional rail cmmeclion betm-en
Oic I..ti.1.li. and Iran al Asl arm: llic� electrilic� ;tlion of
IItc 'I';thriz -Jolla line� ul the e\lertsitIn cif the
'I'vbran- \Iashhad line to 111� Alghanktan border.
1'rojects c�otuplcted in 1971 inducted the 'f nikec-
Ir:ut (:I�:X'fO rail link, and lbe e\lension of the line
oulhcasl front K.vl to to Yazd. including tx\o spur
line, to lbr ,feel trill ;it Iliz.
B( seen 1969 and 1970 freight tons carried
dccrc ,1.d only ,liglttk. ahilc freight ton toile.
in Ih
creased ht li` tring lit(- vmic period pu�engers
traml)ortcd increased 1)% 3, and pa,u�ngcr -mile, m-re
ill) h\ ti',. Oflic�i ;tl re,vine traffic sta' tics. in
Ihnu for Ib(� I96S -70 period are its folhms:
Freicht:
1968 1969 19
Slug: tom
3,825
3960
3,954
Short- ton -miles
1.3 2,118
1,315,837
1,495,698
Pa,sc�n�ers
3,416
3,717
3,839
P.c..c ns 1.r -miles
910.036
1,045.825
1,133,320
\gncultmal product. ha\c (\ertoken oil a, the
rat rrt rml 1.(miim di I\ carried. it toll and fruits are the
nt.ttoy t�\,,crls, and chemical, and nr;(c�him�rn t c t lit in
tntlHlrt carrit-d he the railroad,. Ilecau,e of improper
c.Ity" II.tll(IIillg h\ the Ir;ut ~late liaiI\%it a Ictrg1.
p(�rccntat:c nl cargo is (Immit cd in trtnsil.
1'roh1cm% related to poor c(lnipment maintenance
h;1. 111.4.11 oterconte sine� lb(� c�ontplele die,clizatiou
of the Iron ~talc liailcc;t\s mill lbe implement;ttion of
the tr(iniug prcgr;tot. Mitior operational problems are
atlrihttlahle to the c\i,tcnc�c of mitnerons stncc�tnre,
\%itb limited (�IVkr;mccs, steep grade,. ,burp c�nr\es.
.no... ice. I;urd,lide,, and sca,onul flooding.
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070043 -1

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APPROVED FOR RELEASE: 2009/06/16: CIA-RDP01-00707R000200070043-1
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APPROVED FOR RELEASE: 2009/06/16: CIA-RDP01-00707R000200070043-1

TItc� Iran State� liail\\:(vs operatcd at a prol'it
through tile 1960 hrnw%cr, since m�do Ihev have
operated at a elt'fiCit. Receipts totaled I!SS52.9 million
i 1 19; 1 and expendittire�s US
855.9 million, reselling in
an operating ratio, of 105.6.
Track struc�iure has bt'c�n greatlx improved in recent
years. 'I'- st'c�liot pail, of various types, is useel
throtghoul the t'uunlrv. The standard types found un
rain lines are 92.5 pounds per yard in 11 lengths,
i i pounds per hard ill -11 -1' It'ngths, and (ii pounds
pvr yard in 3>";' -foot lengths. Branch lines use 62
pounds per yard in 42 -foot lengths -end 0 pounds per
yard in 2 'i40( t lengths. All rail is thermit welded
into 1 2 3 3 -foot lengths, an(I the \vt'!dcd sections are
joined by fish plates.
Abott W( of all ties are creosote- intpregnaled
hardwood. 255(' are steel, and 5!t' are concrete. On
nt'\v -lint� construction and tic replacemelit the Iran
State Rail\vays list's donu�stic�ally produeed t\yo section
reinforced concrete tit's. \Voocicn tics art' spaced it
2.180 pt'r mile� steel tit's at 2:320 per stile�. and
concrete al 2.700 per mile. Tic� Platt's. wbich are
secured by screw spikes and bolts, are used to fasten
rail to wooden tit's. Rsil is st'cured to steel tit's b\ (-lips
and bolts. Crushed stone and gravel are used fur
ballast, \will a nininum depth of 7N inches.
Characteristics of st'lo cn tl standard-gage I ran State
Railways lines are given in Figure 2.
C. Highways (C)
The pattern and distribution of the Iranian high\ya\
systt'n have be-ii greatly influenced by geographic
factors. Ilighw1 vs art' cletsest in the populated and
commercial northern and western parts of the country:
road; are sparse in the desert region of the eastern half
of the country. The netw(A density of 0.0.1 nti! q
highway per square stile (4 area is tmfavomble
conipwed sith the adjacent countries of' "F(irkey. I r a q,
Pakist,m. and A fghanistan. 'I nc art,�rial uctwwk
focuses on Tchratt where routes radiate to all major
cities and lusts; hu ever, many isolated areas Lack
feeder roads. The principal north -south routes are
those linking Tehran with major Persian Calf ports.
The principal east routes inc�ludv the road front
Tehran to Mashhad and the 'Trans -Asian or (ventral
'I'reaty Organization (LENTO) road from the Turkish
border to the Pakistan border via 'Tabriz and Kvrntan.
11mids afford international c�onnec�linns \with all
neighboring countries.
The highway network totals about 26,500 stiles,
consisting of 7,100 milt's of bituminous or bilettninous-
treated surfaces, 12,900 milt's of gravel (Fignrc :i),
6
FIGURE 3. Gravel road near Boinurd in northeast
Iran (U /OU)
c��trshcd stone, ur improved earth: :ctc! 6,500 miles of
earth roads and nr usable tracks. Additionally. the
National Iranian Oil Co. (N1OC) maintains oyer500
miles of service roads \yhich provide access to oilfields
and installations. The general c�oudition of the
highway ncl\%ork ranges Drone poor to goo(1. National
higlmay, are the primim routes an(1 generally ha\c
biluntinotts or bituminous- treated surfaces. 12 to 36
feet Wide, \\ilh it gravel or crushed -stone has(� (i to S
inc�hcs thick. Sec-ondary roads link smaller to\yn, \%ilh
the provincial capitals: in gciieral. these roads have
bitnntinous- treate(I ur gravel sirrl'ac�es ranging Drone 10
to 28 feel in width. 'Third class roads connecting rural
Villages with provincial towns are of impro\ed or
unimproved earth. to 2.2 feet \Vide. Shoulders, here
thc�\' exist. are gravel or earth up to 6 (eel \yi(le:
ho\vever, 2- to i-fool shoulders are most c�onunou.
'I'ht're are about .00 highway bridges 20 feet nr o\ er
in 1(�ugth un the net\york. About 90(; ol' the bridges are
of nt:csonry -arch (,r rt'infurcrd cones tc construction
\yitli inclividu.d span lengths ranging from 6 to 175
feet: masonr\ bridges are of arch design. and c�onc�rety
t,ridges are slab, arch, or 'I' -beans struc�turt's. The
remaining 1W of the bridges are chiefly steel- truss.
girder, be:tnt, urarch types \yilh sp:ui lengths up to 15(1
feel: ft'\\� timber bridges exist on the net\\wk.
Ilorizonlal clearance., range from S to 50 feet: most
bridges. however, can ac�c�onuttcxlate IwO -I:mc traffic.
Vvi tic�al clearances are usually (tnlimiled because must
structures are deck types. Ilo\yt'yt'r. some through
truss .u(d lied -arch structures have ntininunt vertical
c�learatievs of IS I Bridges are generally in fair to
good condition. Load capacities of hriclges� excluding
timber structures. range froth 15 to 50 toils. The
Cilihi �itY of timber bridges is probabl less than tons.
There arc al Icast 20 tunnels (I` igurc� 1). eight
nndcrpasses, four snu\ysheds. and one ferry on th
APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070043 -1

FIGURE 4. Entrance to tunnel on
road to Caspian Sea from
Tehran (U/OU)
IIigh%% ;I% net% +irk. Morels are nanu�rous on st-COIIdan
and Ix�al rand,. The Imii4est bridge in the c�ounlr% is
dw ,021-fool structnn� o%t-r t11e land e Karen at
Khorramshahr.
liesponsihilit for highcca constn(clion and
maintenance is %4-Ac I in the \lini,lr% 4 lioads and
:onunnaic�atiIlls and the Hall and Bridget tl()rmvrI%
the Klan Organizatimo. :umtrlu�tion is ct
perforined b% Iranian c�ontru�tors: 11o.cerr. fwvign
c�()ntractor, 11aw� the opportunih to subatit bids. '1'111
Minisln of Boads and :onttnttni(�.ltiou, is n
for all 1141iW-11 -utct- a, %cell as fur constrlu�ti()t1 0l'
roads
Major c�on,lructi(.n pnobleats are altribntable Io
Iowa iII and climate. )list rnc�ti)it is clifficalt an(I
costI% in dW "11149e(I Ill( ount ;li it( n, terrai it. rt-clniring
e\tensi\e grading and 111e conslr(u�tion of retaininit
\calIs. tnntrc�Is. sno�11ecls. c�(I,ert,. and bridge,.
During t11e r1in\ season and :after sprint; 111;1sc s.
floo(Iitlg. lalld,licl.�s. and \cas11o(ts .I list- daIllagv
chic�h eta\ wit Ili re e\tensi\c al;li itenaac�e ;uul
rec I11 the desert .Irea c(Pnstrlll�tilill is
ad\t-ru Ic affect b\ hit:11 tt-ntpev.11ums. \cater
shortages. sand (Irifts. ,alt Ina rshes. and (foist
c�un(litions.
Suitable c�uastruc�lion materials suc11 as sm 1, i;ra\t-i.
stone, and timber are gee( rill\ it\ailable. Bitnalinous
materials and c�etnent art- pro(lowed d( ..n(I
art- in ade(l tit tt- supply. I vr, stnu�tunl{ steel.
c�onstriwtion equipment. aml,onu ,part- earl, atnst be
('u(ler the FuurlIt De%clopnu�nt PI ;;n 1 Ill(iti :it. the
egrti"Ileal of abuat ('SS676 Million %%a, allucuted for
Ibv comlruclion ill 2.9M' miles of it-\% bitunlinuas-
surfaced high,cas: for n;cligning, ,ci(It-nini;. :ul(I
resnrf;u�ing (4 2.795 :::;Ies of c\isting roads. and for the
cmi,triwHi n of 5. tail�, cif rival or ft-t-(ler n(ads.
I:nlp11usis 11as been i4ken to apgracling main roads and
ia:pr(o\ing It-t-(ler mails \%bic11 are urgcntl\ needed to
do cc Iccl niaing and agricultural area,. lildiulc d in
Ibis 1 or( gr;Ili ;Is Ili� bituminous surfacing of Iltc-
roals front Shir:cz to Btislivhr is hazvrun: l aM to
Bilghin: ~11.111 Pasmid In Bodnar(: and Qhc{taa to
\I:tshhal. Ill()\ellients to
'I urkec and P:cki are being resnrlaccd �ith
bilutnl�n miler the auspices of (:I�:\'I *O.
Ilig11c ;1 Iaoceatent is r(�stri(�tc(1 b\ p11\sic�al
bottleneck, ;(nd cliaalic lactors. In Iht- (difficult
Inoctntainon% terridit of ,cesiern and it( rll(ccrsten
Iran, Ihere :(ry atan\ sharp cur\e,. steep grades. and
defiles. Other hottIvnec�ks consist (if ferries. ford%.
Iitnncls. it nderpasses. ,nu\% lie ls. and cabridged
callies. In addition. them an� sonic narro\s bridges
\illl rest ricled \crt ic:l clearance, mid nainer4m'.
ur,urfaced roads ,c it It loss supporting c�ha;ac�terislics.
Precipitation is gencrall, light in most parts of the
county er. rainfall ;(fleets unsurfacvd road,
uul occa,ionall cau inuluL(tions ;un(I
Snocc and fog e,peciall he nnrlIt and
corlhcc t-slern m( n gions. occasio llidlc
inivrrapt Iraflic nurcrat-al. In the desert areas of
cent :(nd eastern Iran. It 4,11 lvinpvrlt 11 re,, sa ndri ft s.
Mid dustsh:rn, affect traffic mo%cn(ent. Occasional
t-arthclu .1kes, espt-ciall\ in the north%%vst. destro% road
sections aril bridges an(I canst- fan