NATIONAL INTELLIGENCE SURVEY 33; IRAN; TRANSPORTATION AND TELECOMMUNICATIONS

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CIA-RDP01-00707R000200070043-1
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APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070043 -1 NATIONAL INTELLIGENCE SURVEY PUBLICATIONS The basic unit of the NIS is the General Survey, which is now published in a bound-by-chapter format so that topics of greater per- ishability can be updated on an individual basis. These chapters� Country Profile, The Society, Government and Politics, The Economy, Military Geog- raphy, Transportation and Telecommunications, Armed Forces, Science, and Intelligence and Security, provide the primary NiS coverage. Some chapters, particut'arly Science and Intelligence and Security, that ore not pertinent to all countries, are produced selectively. For small countries requiring only minimal NIS treatment, the General Survey coverage may bf bound into one volume. Supplementing the General Survey is the NIS Basic Intelligence Fact book, a ready reference publication that semiannually updates key sta- tistical data found in the Survey. An unclassified edition of the factbook omits some details on the economy, the defense forces, and the intelligence and security organizations. Although detailed sections on many topics were part of the NIS Program, production of these sections has been phased out. Those pre- viously produced will continue to be available as long as the major portion of the study is considered valid. A quarterly listing of all active NIS units is published in the Inventory of Available NIS Publications, which is also bound into the concurrent classified Factbook. The Inventory lists all NIS units by area name and number and includes classification and date of issue; it thus facilitates the ordering of voS units as well as their filing, cataloging, and utilization. Initial dissemination, additional copies of NIS units, or separate chapters of the General Surveys can be obtained directly or through liaison channels from the Central Intelligence Agency. The General Survey is prepared for the NIS by the Central Intelligence Agency and the Defense Intelligence Agency under the general direction of the NIS Committee. It is coordinated, edited, published, and dissemi- nated by the Central Intelligence Agency. t�tztxc This document contains information affecting the national defense of the United States, within the meaning of title 18, sections 793 and 794 of the US code, as amended. Its transmission or revelation of its contents to or receipt by on unauthorised person is prohibited by law. I CLASSIFIED BY 019641. EXEMPT FROM GENERAL DECLASSIFI- CATICN SCHEDULE OF E. O. 11652 EXEMPTION CATEGORIES 55 (1), (2% (3). DECLASSIFIED ONLY ON APPROVAL OF THE DIRECTOR OF CENTRAL INTELLIGENCE. APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070043 -1 WARNING The NIS is National Intelligence and may not be re- leased or shown to representatives of any foreign govern- ment or international body except by specific authorization of the Director of Central Intelligence in accord-once with the nrovisions of National Security Council Intelligence Di- rective No. 1. For NIS containing unclassified material, however, the portions so marked may be made available for official pur- poses to foreign nationals and nongovernment personnel provided no attribution is made to National Intelligence or the National Intelligence Survey. Subsections and graphics are individually classified according to content. Classification /control designa- tions are: (U /OU) Unclassified /For Official Use Only (C) Confidential (S) Secret APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070043 -1 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. APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070043 -1 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 APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070043 -1 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 APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070043 -1 9 fr�/C uw 1.t 1 lr LL _SY 111 ri w'. .u..araw,�.. APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070043 -1 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. APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070043 -1 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 APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070043 -1 (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 APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070043 -1 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 APPROVED FOR RELEASE: 2009/06/16: CIA- RDP01- 00707R000200070043 -1 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 Ci APPROVED FOR RELEASE: 2009/06/16: CIA-RDP01-00707R000200070043-1 N z z C i X. &f N et V 0 i cNi 0 0 LU od LL Ci 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