Iran is shifting trade toward northern ports and land routes to mitigate the impact of a US-led maritime blockade on its southern ports.

Facing a US-led maritime blockade that has disrupted trade through its southern ports, Iran is accelerating efforts to utilize northern borders, railways, and land corridors. Economy Minister Ali Madanizadeh has advocated for shifting a significant share of imports and exports away from maritime routes. While the strategy aims to increase resilience, experts warn that these alternatives face significant capacity constraints and higher costs compared to traditional sea-based shipping.

Capacity and Infrastructure Challenges

Iranian authorities reported in late 2025 that northern ports held over 30 million tons of nominal annual capacity, with less than one-third currently in use. Despite this, infrastructure bottlenecks remain, such as the unfinished Rasht-Astara rail link. The Astara freight terminal, designed for 3.5 to 4 million tons annually, handled only about 345,000 tons during the first five months of 2026. Experts note that land transport is significantly more expensive than maritime shipping. Majidreza Hariri, head of the Iran-China Chamber of Commerce, stated that moving a container from China to Iran by land costs roughly $12,000, compared to $3,000 via southern sea ports. A prolonged shift to land routes could potentially add $18 billion to Iran's annual trading costs.

Limitations for Energy Exports

While land and rail corridors can facilitate the movement of food, medicine, and industrial inputs, they cannot replicate the scale of seaborne energy exports. A large crude tanker carries between 1.5 and 2 million barrels, a volume that would require thousands of tanker trucks to replicate by road. Although the Goreh-Jask pipeline was constructed to reduce reliance on the Strait of Hormuz, its actual usable capacity remains below original projections.