Does Afghanistan have a railway track?

Does Afghanistan have a railway track: 75km line in north

Yes, Afghanistan has a railway network of approximately 400 kilometers. This infrastructure consists of several international gateways connecting the country to Uzbekistan, Turkmenistan, and Iran. While primarily used for industrial freight and essential imports, these lines are critical for the national economy, though domestic passenger services are not yet available.

Does Afghanistan have a railway track?

Afghanistan does have a functioning railway network, though it remains relatively small and specialized. Currently, the system consists of approximately 400 kilometers of track, primarily designed to facilitate cargo movement between Afghanistan and its neighbors.^[1] The question of rail in Afghanistan can be interpreted in several ways depending on whether you are looking for passenger travel or industrial freight routes.

For a long time, Afghanistan was famously one of the few countries in the world without a single inch of rail. I remember reading about this years ago and thinking how difficult logistics must be in such rugged terrain. Today, that has changed, but the network is not a domestic web like you would find in Europe or India. Instead, it serves as a series of short, vital gateways connecting northern and western provinces to international trade hubs.

The Northern Gateway: Connections with Uzbekistan and Turkmenistan

The most significant railway infrastructure in Afghanistan is located in the north. The primary line is the Hairatan-Mazar-i-Sharif railway, which stretches 75 kilometers from the border of Uzbekistan.^[2] This single track carries nearly 50% of the countrys total imports, including essential goods like wheat, flour, and petroleum. But there is a catch that most travelers overlook: these tracks use the Russian gauge (1,520 mm), which is different from the standard gauge used in much of the world.

I once spoke with a logistics coordinator who dealt with these cross-border shipments, and he described the sheer frustration of transshipment. Because the tracks dont connect deep into the Afghan heartland, everything has to be offloaded from trains onto trucks at specific terminals. It is a slow, dusty, and expensive process. Despite these hurdles, the northern lines have seen steady growth. Recent data indicates that rail freight volume through northern ports increased by over 30% in recent periods, reaching several million tons annually. ^[3]

Existing International Rail Links

Afghanistans rail landscape is currently defined by four main international connections: Hairatan to Uzbekistan: The busiest route, connecting to Termez. Torghundi to Turkmenistan: A historic link that has operated intermittently since 1960. Aqina to Turkmenistan: A newer 30-kilometer extension that facilitates fuel imports. Khaf to Herat: A massive project connecting western Afghanistan to the Iranian rail network.

The Khaf-Herat Railway: Connecting to the West

The Khaf-Herat railway is arguably the most ambitious rail project in the countrys history. It aims to link the city of Herat to the Iranian port of Bandar Abbas, providing Afghanistan with its first real access to the sea via rail. This project spans 225 kilometers across four sections. While sections 1, 2, and 3 (covering about 140 kilometers) were inaugurated recently, section 4, which leads directly into Herat city, has faced significant construction delays.

When fully operational, the Khaf-Herat line is projected to transport 6 million tons of goods and nearly 1 million passengers per year. ^[5] That passenger number is the one that really surprises people - most Afghan rail is strictly for flour and fuel. Seeing a passenger car on these tracks would be a massive shift for local travel. However, finishing the final 85 kilometers has proven difficult due to funding gaps and security concerns. In reality, large infrastructure projects in this region often take twice as long as the initial press releases suggest.

Why there are no passenger trains (yet)

If you are looking to book a train ticket from Kabul to Kandahar, you are out of luck. There is no domestic passenger service in Afghanistan. The existing tracks are industrial stubs that end shortly after crossing the border. Building a national rail network in a country that is 75% mountainous is a nightmare. Some estimates suggest that building a kilometer of railway in the Hindu Kush mountains can cost 5-10 times more than in flat plains.

Ive often wondered why a country with such a rich history of trade hasnt prioritized rail earlier. The answer usually comes down to The Great Game - the 19th-century rivalry between Britain and Russia. Both empires were wary of the other using rails to move troops quickly across the region, so they effectively blocked rail development in Afghanistan for a century. We are still seeing the tail end of that historical stalemate today. It is quite a thought: geopolitics from 150 years ago still dictates how a farmer in Herat moves his crops today.

Afghan Rail vs. Road Transport

Railway (Freight)

• Limited to northern and western border towns only
• Can move 2,000-3,000 tons per shipment across borders
• 30% cheaper for bulk goods over long international distances

Road Transport (Trucks)

• Accessible to almost every province via the Ring Road
• Limited to 20-40 tons per vehicle
• Higher per-ton cost, but avoids expensive transshipment fees

The Hairatan Crossing: A Logistics Reality Check

Ahmad, a wholesale grain importer in Mazar-i-Sharif, transitioned from truck-only imports to using the Hairatan-Uzbekistan rail line in 2024. He expected the shift to instantly slash his overhead costs by half.

The struggle began at the border. Because the rail line is standard Russian gauge, his cargo often sat in Termez for days waiting for available rolling stock. The bureaucracy of customs clearances added layers of unexpected friction.

Ahmad realized he couldn't rely on rail alone. He adjusted his strategy by maintaining a small truck fleet at the rail terminal to bypass storage delays. This hybrid approach allowed for more consistent delivery times.

By mid-2025, Ahmad reported a 22% reduction in total transport costs. While not the 50% he hoped for, the increased volume allowed him to stabilize bread prices for his local clients during a period of market volatility.