Summary
This Supply Route Snapshot provides an overview of the current supply routes used by partners to continue operations in the region and provides key logistics information and analyses on the primary and secondary affected countries.
Content
The humanitarian consequences of the crisis in the Middle East have intensified since February 2026. The effects of the situation extend across the region, with primary humanitarian operational impacts across Afghanistan, Lebanon, the Occupied Palestinian Territory, Syria, and Iran, creating supply chain and market disruptions in neighbouring countries and regions, including humanitarian responses in East Africa. Regional transport corridors, airspace, ports, border crossings, and fuel supply chains have been disrupted, resulting in complex cross border logistics challenges. This Supply Route Snapshot provides an overview of the current supply routes used by partners to continue operations in the region and provides key logistics information and analyses on the primary and secondary affected countries.
Key Situation Updates
The crisis in the Middle East has remained largely static in recent weeks, with no significant developments affecting the broader operating environment. However, measures affecting maritime access to Iranian ports and adjacent waters, introduced on 13 April, remain in force. These measures were further expanded on 16 April, contributing to ongoing constraints on both humanitarian and commercial regional shipping activity and broader regional and global trade flows.
The International Maritime Organization (IMO) reports that 20,000 seafarers aboard 800-1000 ships, as well as port workers and offshore crews are impacted by the ongoing situation in the Strait of Hormuz. During a Security Council session on maritime safety, the UN Secretary General emphasized the urgent need to maintain uninterrupted shipping flows, noting that disruptions have already had immediate global economic impacts.
The Secretary General urged support for coordinated international measures to ensure the safe movement of vessels and protection of crews, while reaffirming the importance of upholding freedom of navigation, particularly through key trade routes. He also called for the restoration of normal shipping activity without discriminatory or restrictive measures.
On 25 April, Pakistan opened six overland transit routes for Iran-bound cargo with the Transit of Goods through Territory of Pakistan Order issued by the Ministry of Commerce. The order enables goods from third countries to be transported overland through Pakistan into Iran, though does not include goods originating from India. More than 3,000 Iran-bound containers have been held at the Port of Karachi for several weeks, unable to continue to Iranian ports due to the ongoing situation in the Strait of Hormuz.
Shipping & Port Access
Shipping through typical maritime routes in the Middle East remains limited and complex, with congestion at alternative ports and greater reliance on multimodal and overland corridors that often face delays at key border crossing points.
Hundreds of ships remain idle in the Persian Gulf, awaiting transit through the Strait of Hormuz.Current estimates on the exact number of stranded and transiting ships differ as they are based both on consultations with shipping companies and Automatic Identification System (AIS) data, the latter of which is inherently uncertain in the current context. Current publicly available AIS-based estimates from 5 May include 5 vessel transits and 895 stranded ships remaining in the Gulf, though the IMO estimates as many as 1,000 ships may be stranded. The highest number of reported vessel transits (20) through the Strait since the onset of the conflict occurred on 20 April.
As liner carriers are currently not operating within the Persian Gulf, the impact of the situation on Iranian ports cannot be confirmed. War-risk insurance premiums for the region remain far above historical norms (reportedly increased by 500% to 1,000%). At the same time, bunker fuel costs and availability risks have increased, driven by supply constraints and market volatility. Access to bunkering services has also become less predictable due to operational limitations at ports and broader safety considerations. As a result, vessel operators must factor in higher voyage costs, potential rerouting for refueling, and the need for additional fuel reserves. These factors reduce operational efficiency, complicate voyage and calling planning, and place upward pressure on freight rates and overall supply chain performance, contributing to sustained operational uncertainty for shipping companies.
Note: The below table reflects the status of ports at the time of writing. While several ports are reported as “operational,” actual port activity may be constrained, and vessel calls remain limited due to the range of factors outlined above (e.g. cost increases, access uncertainty, and operational risks).
|
Country |
Port Access and Operational Information |
|
UAE |
Fujairah, Khor Fakkan, Jebel Ali, Hamriya, Khalifa, Mina Zayed, and Sharjah Ports are reportedly operational, but are under sustained pressure due to rerouted volumes driving higher call volumes, extended berthing waits, and constrained accessibility due to the closure of the Strait of Hormuz. Extended waiting times at Jebel Ali Port for breakbulk/bulk/ro-ro cargo have been reported. Some ocean carriers are calling Khor Fakkan for inbound cargo and export shipments are reviewed on a case-by-case basis. There are reports of increased calls and berthing wait times for certain vessel classes at this port. Continued reports of premium pricing and multimodal handling for Gulf cargo. |
|
Kuwait |
All ports are reported as being fully operational, but access is constrained due to the closure of the Strait of Hormuz. |
|
Oman |
All ports are reported as being fully operational, including Salalah and Sohar. Sohar and Duqm Ports are experiencing elevated container and tanker activity as these ports are primary diversion/transshipment options in the current routing context. Container yard congestion, sequencing delays, and stretched feeder vessel/truck capacity reported in Sohar, Duqm, and Salalah Ports. The “Green Corridor” between the UAE and Oman remains open as a multi-modal shipping lane for import of cargo into UAE through Oman and beyond via Salalah and Sohar ports. Transit medical cargo can be transported from Dubai through Oman via the Green Corridor directly to the port or airport of departure for air or sea freight, without requiring approval from the Oman Ministry of Health, provided the shipment is consigned from origin to the final destination. |
|
Iran |
The impact of the crisis on commercial port terminals and the current level of accessibility at Iranian ports cannot be confirmed as liner carriers are not currently operating within the Persian Gulf. |
|
Saudi Arabia |
All ports are reportedly operational. Accessibility to eastern ports is constrained due to the closure of the Strait of Hormuz. |
|
Qatar |
Hamad Port, Doha Port, Al Ruwais Ports are reportedly operational. Al Ruwais Port is restricted to small craft only, including dhows and barges. Accessibility to all Qatar ports is constrained due to the closure of the Strait of Hormuz. |
|
Lebanon |
All ports remain operational and accessible. |
|
Egypt |
All ports and the Suez Canal are operational. However, transit volumes through the canal are reduced as carriers are mostly rerouting through the Cape of Good Hope. Red Sea Ports of Sokhna and Safaga are impacted by the security situation in the Red Sea. Mediterranean ports (Alexandria, Damietta, Port Said) are experiencing increased volumes. |
|
Jordan |
Aqaba Port is operational and accessible. Partners have reported throughput pressure and container yard congestion due to surge demand and the security situation in the Red Sea. |
|
Iraq |
Iraq ports (UQR ports North & South, KAZ) are operational. Accessibility to all Iraq ports is constrained due to the closure of the Strait of Hormuz. |
|
Yemen |
Hodeida Port capacity to handle large vessels is reduced. Aden Port remains a functional gateway, though infrastructure constraints persist despite ongoing rehabilitation efforts. Vessel waiting times are extended. Yemen remains a high-risk area with volatile operational status. Insurers caution that conditions can change rapidly, and war-risk pricing can be prohibitive depending on voyage specifics, limiting commercial carrier availability, though there is existing container service. Reports of an electricity crisis in Yemen, resulting in an unreliable power supply. Most mainline carriers are avoiding Red Sea through traffic due to security concerns to the Bab el-Mandeb Strait but are still delivering in the Red Sea through feeder operators. |
| Sources: InchCape Shipping Services, partner reports, World Food Programme, media outlets | |
Airspace Status & Air Cargo Capacity Updates
Airspace across the region remains generally operational but dynamic, with some routing adjustments and capacity constraints observed. Air cargo capacity is available but under pressure, with increased demand, longer lead times, and higher costs reported on certain corridors, requiring advance planning and flexibility in routing.
|
Country |
Status |
Description |
|
Iran |
restricted |
The Tehran Flight Information Region (FIR) west sector is closed to overflights; the east sector is open with specific air traffic control (ATC) and equipment requirements. Most major airlines are not operating in Iranian airspace. |
|
Syria |
OPEN |
Syrian airspace is open. Damascus airport is open but does not currently have cargo capacity. There are indications that Deir Ezzour and Qamishli airports may reopen in the near term. |
|
Egypt |
OPEN |
Egyptian airspace is open and Egyptair is operating flights to/from Gulf countries. |
|
Jordan |
RESTRICTED |
Jordanian airspace remains open; flights to Gulf states have resumed from Amman. |
|
Afghanistan |
RESTRICTED |
Afghanistan’s airspace is open with restrictions and Kabul airport is receiving cargo flights; occasional short-notice restrictions have been reported over Eastern Afghanistan. Charter flights into Kabul continue to operate successfully. UNHAS has commenced operating special flights to and from Islamabad subject to operational feasibility and required approvals for medical evacuations, security relocations, and charted missions. The availability of Jet A1 fluctuates but is currently normal; prices increased roughly 40% since the onset of the Middle East crisis. |
|
Israel |
RESTRICTED |
Airspace is now open but restricted. Flights on regional carriers are departing from/arriving in Israel on a limited basis. |
|
Lebanon |
OPEN |
Airspace is open, but humanitarian and commercial access is limited due to reduced schedules. Regional airlines are operating, including Middle East Airlines (MEA), Fly Dubai, and Qatar Airways. |
|
Pakistan |
OPEN |
Pakistan’s airspace is fully operational. Direct commercial flights between Iran and Pakistan resumed after a 60‑day suspension, marked by the arrival of a flight from Tehran to Islamabad. |
|
Iraq |
RESTRICTED |
There is no new FIR-wide closure Notam and regional operators are flying into the country on limited schedules, including Air Arabia, Fly Dubai, Egypt Air, Royal Jordanian, Mahan Air, Turkish airlines, Qatar Airways; but with restrictions in the wider Gulf corridor, transit through Iraq airspace is not feasible. |
|
United Arab Emirates |
RESTRICTED |
UAE airspace is open but operating under restrictions. Air freight operations at DXB, AUH, SHJ, and DWC are functioning. Dubai Airports maintain 24/7 cargo operations. Airlines including Emirates and Ethiad are operating though with adjusted schedules. |
|
Saudi Arabia |
RESTRICTED |
Airspace is open. Flights are available out of KSA (several international airlines, not including European carriers, are operating with limited operations; several Gulf carriers with limited capacity using restricted air corridors/rerouting; Saudi-based carriers with full capacity). Overall capacity is maintained to the UAE, Istanbul, and South Asian hubs, though flights to Europe are limited. |
|
Qatar |
RESTRICTED |
Airspace is open but operating under strict controlled corridors. Overflights and movements are permitted, but not fully normal. Airlines are gradually resuming schedules, with significant capacity and routing constraints. |
|
Kuwait |
RESTRICTED |
Airspace is reopened but remains heavily restricted with controlled routing. Commercial operations are ongoing at reduced levels; both national and foreign carriers are gradually restoring flights. The national airline Jazeera Airways has commenced flights from Cairo. |
|
Oman |
RESTRICTED |
Airspace remains open, though several international and regional routes are suspended or rerouted. |
|
Bahrain |
RESTRICTED |
Airspace is open but operating on an approval/clearance basis with controlled entry/exit points. Flights are active but subject to short-notice restrictions and coordination requirements. |
|
Source: Ops Group, Safe Airspace, Notamify, World Food Programme, partner reports, media outlets NB: Restrictions can include rerouting, controlled corridors, operational constraints (NOTAMs, etc.) |
||
Fuel & Energy Prices and Importation
|
Estimated local fuel price increases since 28 February 2026 |
||
| Country | Gasoline price increase | Diesel price increase |
|
Lebanon |
35.3 % | 65.5% |
|
Egypt |
16% | 17.1% |
|
Gaza |
7% | 20% |
|
Afghanistan |
NA | 7% |
| Syria | 2.4% | 2.4% |
Fuel prices in Lebanon have increased significantly compared to other countries in the region, driven by a combination of structural factors. These include a dependency on fuel imports, increased reliance on diesel generators due to an ongoing electricity crisis, and the lack of fuel subsidies exposing local fuel prices to global prices and the dollar exchange rate, compounded by continued currency instability and depreciation.
In Gaza, UNOPS facilitated the entry of 730,000 litres of diesel between 22 and 29 April and distributed approximately 835,000 litres (including pre-existing stocks) to support humanitarian operations. Fuel entry remains constrained by limited operating windows at the Kerem Shalom crossing, as well as procedural delays linked to information flows between the Israeli authorities, Egyptian authorities, and private sector suppliers including a two-step notification process prior to authorisation for entry. There have been no fuel shortages reported in Egypt or Israel, where fuel supply remains relatively stable due to diversified sourcing.
Brent crude prices have risen by more than 50% since the onset of the regional crisis, driven by a significant reduction (approximately 95%) in maritime traffic through the Strait of Hormuz. As of 10 May 2026, the price of Brent crude oil averaged USD $102/barrel. Alternative energy export routes are operational, including the Saudi Arabian East–West pipeline and the Fujairah, UAE terminal, helping partially offset supply disruptions, though the capacity of these corridors is not sufficient to normalize global supply levels. An alternative energy corridor from Iraq to the Baniyas Port in Syria through the Rabiaa'-Al Ya'rubiyah border crossing point has been established, serving as an important supply route while the Strait of Hormuz remains largely inaccessible. This route is reported to take between 7 and 15 days depending on border crossing procedures.
Source: Global Petrol Prices
Multi-Modal Supply Corridors: Middle East
This section provides an overview of key multi‑modal supply corridors supporting humanitarian and commercial flows into Afghanistan, Syria, Lebanon, and Iran, reflecting the current operating environment across the region. It highlights the primary routes, modalities, and access points being utilised, as well as emerging constraints affecting movement, cost, and lead times.
Given the relatively static operating context, these corridors remain critical for maintaining supply continuity. However, they are subject to ongoing adjustments due to capacity limitations, administrative procedures, and evolving logistical conditions. The analysis aims to support operational planning and decision‑making by identifying viable routing options, associated risks, and potential bottlenecks across these priority corridors.
Corridors into Afghanistan
|
“Lapis Lazuli” multimodal route |
|
|
Mode |
Sea + overland (road & rail) |
|
Primary Routing (Origin → Destination) |
Mersin (Türkiye) seaport → overland via Georgia → Azerbaijan → Turkmenistan and/or Uzbekistan → Afghanistan |
|
Border Crossing Point(s) |
Torghundi or Aquina (AFG/Turkmenistan) or Termez (AFG/Uzbekistan) |
|
Current Status |
Active / in use |
|
Indicative Lead Time |
15–20 days |
|
Notes / Current Constraints |
Current viable option for northbound access into Afghanistan. |
|
Northern Corridor (Gulf-Turkey + Lapis Lazuli) route |
|
|
Mode |
Overland (multi-country trucking) + onward via Lapis Lazuli (road & rail) |
|
Primary Routing (Origin → Destination) |
UAE → Saudi Arabia → Jordan → Syria → Türkiye → onward through Lapis Lazuli routing into Afghanistan |
|
Border Crossing Point(s) |
Torghundi or Aquina (AFG/Turkmenistan) or Termez (AFG/Uzbekistan) |
|
Current Status |
Active but slow / constrained |
|
Indicative Lead Time |
> 42 days |
|
Notes / Current Constraints |
Long lead times due to multiple borders, permissions, and route constraints. Lead times increased from ~10 days (via Iran) to ~75 days (via northern routings); cost increases ~1300% per 40ft container (additional). |
|
China–Central Asia rail to Termez |
|
|
Mode |
Rail |
|
Primary Routing (Origin → Destination) |
China → Kazakhstan → Uzbekistan → Termez |
|
Border Crossing Point(s) |
Termez (AFG/Uzbekistan) |
|
Current Status |
Active / in use |
|
Indicative Lead Time |
~3.5 weeks |
|
Notes / Current Constraints |
More predictable than long overland corridors but dependent on rail availability and transshipment handling. |
|
Western Corridor via Iran - disrupted |
|
|
Mode |
Rail |
|
Primary Routing (Origin → Destination) |
Mersin (Türkiye) seaport → Iran → Afghanistan (via Islam Qala across to Rahzanak by rail) |
|
Border Crossing Point(s) |
Islam Qala |
|
Current Status |
Active |
|
Indicative Lead Time |
30 days |
|
Notes / Current Constraints |
Regional crisis has paused practical usability of overlanding through Iran. The Islam Qala BCP is not closed; commercial flows continue and humanitarian movements are possible but the corridor has been assessed as higher risk due to regional insecurity. |
|
Southern/Western Corridors via Iran - disrupted |
|
|
Mode |
Overland |
|
Primary Routing (Origin → Destination) |
Bandar Abbas into Iran transit routing into Afghanistan (via Islam Qala) |
|
Border Crossing Point(s) |
Islam Qala or Zaranj/Abrisham bridge |
|
Current Status |
Disrupted / effectively paused |
|
Indicative Lead Time |
Previously 15-30 days |
|
Notes / Current Constraints |
Regional crisis has paused practical usability of overlanding through Iran. The Islam Qala BCP is not closed; commercial flows continue and humanitarian movements are possible but the corridor has been assessed as higher risk due to regional insecurity. |
|
Southern corridor via Pakistan - disrupted |
|
|
Mode |
Overland |
|
Primary Routing (Origin → Destination) |
Pakistan corridor (southern access) into Afghanistan |
|
Border Crossing Point(s) |
Chaman/Spinboldak or Torkham/Jalalabad |
|
Current Status |
Constrained / disrupted, Previously 10 days |
|
Indicative Lead Time |
- |
|
Notes / Current Constraints |
Constrained since Oct 2025; containerized cargo accumulating at ports/warehouses in Karachi (approximately 800 containers). There is no operational update on the facilitation of a humanitarian corridor. |
|
Air cargo from India |
|
|
Mode |
Air |
|
Primary Routing (Origin → Destination) |
New Delhi, India → Kabul, Afghanistan |
|
Current Status |
Active |
|
Indicative Lead Time |
1 day |
|
Notes / Current Constraints |
Partners have reported this as a lower cost option in comparison with other air cargo routes. |
Corridors into Syria
|
Gulf–Jordan–Syria Corridor (via KSA) |
|
|
Mode |
Overland |
|
Primary Routing (Origin → Destination) |
UAE → Saudi Arabia → Jordan → Syria |
|
Border Crossing Point(s) |
Nasib/Jaber (Jordan/Syria) |
|
Current Status |
Active |
|
Indicative Lead Time |
8–10 days |
|
Notes / Current Constraints |
If routing also transits Oman, lead time increases to 10–11 days. |
|
Türkiye / Caucasus → Northwest Syria |
|
|
Mode |
Overland |
|
Primary Routing (Origin → Destination) |
Türkiye → Syria |
|
Border Crossing Point(s) |
Cilvegözü–Bab alHawa (Turkey/Syria) |
|
Current Status |
Active |
|
Indicative Lead Time |
1-2 days |
|
Notes / Current Constraints |
Primary short haul corridor for northwest Syria. |
|
Lebanon–Syria Corridor |
|
|
Mode |
Overland |
|
Primary Routing (Origin → Destination) |
Lebanon → Syria |
|
Border Crossing Point(s) |
AlMasnaa / Jdidet |
|
Current Status |
Active |
|
Indicative Lead Time |
1-3 days |
|
Notes / Current Constraints |
The lead time for this route is largely dependent on border congestion. |
|
Iraq–Syria Corridor |
|
|
Mode |
Overland |
|
Primary Routing (Origin → Destination) |
Iraq → Syria |
|
Border Crossing Point(s) |
AlWaleed / At Tanf or Rabiaa / Al-Ya'rubiyah |
|
Current Status |
Active |
|
Indicative Lead Time |
2 days |
|
Notes / Current Constraints |
- |
|
Jordan–Syria Corridor |
|
|
Mode |
Overland |
|
Primary Routing (Origin → Destination) |
Jordan → Syria |
|
Border Crossing Point(s) |
Nasib–Jaber |
|
Current Status |
Active |
|
Indicative Lead Time |
2 days |
|
Notes / Current Constraints |
Shortest and most direct corridor from Jordan. |
|
Europe–Syria (Mediterranean) |
|
|
Mode |
Maritime |
|
Primary Routing (Origin → Destination) |
European ports → Syria |
|
Border Crossing Point(s) |
Tartous or Latakia ports |
|
Current Status |
Active |
|
Indicative Lead Time |
3-4 weeks |
|
Notes / Current Constraints |
Tartous and Latakia ports remain operational. |
|
Dubai–KSA–Jordan–Syria Corridor |
|
|
Mode |
Overland |
|
Primary Routing (Origin → Destination) |
Dubai → Saudi Arabia → Jordan → Syria → Damascus/Homs/Aleppo/Latakia |
|
Border Crossing Point(s) |
Al Ghuwaifat/Batha (Dubai/Saudi) AlOmari/Al Hadithah (Saudi/Jordan) Nasib–Jaber (Jordan/Syria) |
|
Current Status |
Active |
|
Indicative Lead Time |
8-10 days |
|
Notes / Current Constraints |
Long-haul Gulf–Syria overland route |
|
Strait of Hormuz maritime routes - Disrupted |
|
|
Mode |
Maritime |
|
Current Status |
Largely inaccessible |
|
Operational Impact / Notes |
Limited impact on Syria operations as Latakia and Tartous remain fully operational via Mediterranean access. |
|
Red Sea → Jordan → Syria corridor - Disrupted |
|
|
Mode |
Maritime + Overland |
|
Current Status |
Limited / constrained |
|
Operational Impact / Notes |
Maritime access via the Red Sea is possible but highly constrained and not commonly used for Syria bound cargo. |
Corridors into Lebanon
|
Gulf–Syria -Lebanon Corridor |
|
|
Mode |
Overland |
|
Primary Routing (Origin → Destination) |
Dubai → Saudi Arabia → Jordan → Syria → Lebanon |
|
Border Crossing Point(s) |
Al Ghuwaifat/Batha (Dubai/Saudi) AlOmari/Al Hadithah (Saudi/Jordan) Nasib/Jaber (Jordan/Syria) Al Masnaa / Jdidet (Syria/Lebanon) |
|
Current Status |
Active |
|
Indicative Lead Time |
6-8 days |
|
Notes / Current Constraints |
-- |
|
Gulf–Aqaba–Egypt–Lebanon (RORO option) |
|
|
Mode |
Overland + Maritime |
|
Primary Routing (Origin → Destination) |
Dubai → Saudi Arabia → Jordan → Aqaba Port → RORO ferry to Nuweiba Port → overland to Al Arish Port (bulk/break bulk, not containerized cargo) → Port of Beirut |
|
Border Crossing Point(s) |
Al Ghuwaifat / Haditha (UAE/SA) Haql / Al Durra (SA/Jordan) Nuweiba Port (Egypt) Port of Beirut (Jordan) |
|
Current Status |
Active |
|
Indicative Lead Time |
7–8 days |
|
Notes / Current Constraints |
Multimodal option, bypasses Syrian overland routes |
|
Egypt – Suez – Jordan – Syria – Lebanon Corridor |
|
|
Mode |
Overland + Maritime |
|
Primary Routing (Origin → Destination) |
Cairo, Egypt → Suez Canal → Nuweiba Port, Egypt → Ferry to Aqaba Port, Jordan → Overland through Jordan → Syria → Lebanon |
|
Border Crossing Point(s) |
Aqaba Port, Jordan Nasib-Jaber (Jordan/Syria) Al Masnaa / Jdidet (Syria/Lebanon) |
|
Current Status |
Active |
|
Indicative Lead Time |
NA |
|
Notes / Current Constraints |
-- |
|
Türkiye–Syria–Lebanon Corridor |
|
|
Mode |
Overland |
|
Primary Routing (Origin → Destination) |
Türkiye → Syria → Lebanon |
|
Border Crossing Point(s) |
Cilvegözü–Bab alHawa (Turkey/Syria) AlMasnaa / Jdidet BCP (Syria/Lebanon) |
|
Current Status |
Active |
|
Indicative Lead Time |
~2–2.5 days (TBC) |
|
Notes / Current Constraints |
Transshipment required at LEB/SYR border per Turkish transporter requirements; lead time subject to border congestion and humanitarian prioritization. |
|
Jordan–Syria–Lebanon Corridor |
|
|
Mode |
Overland |
|
Primary Routing (Origin → Destination) |
Jordan → Syria → Lebanon |
|
Border Crossing Point(s) |
Nasib / Jaber (Jordan/Syria) Al Masnaa / Jdidet Yabus (Syria/Lebanon) |
|
Current Status |
Active |
|
Indicative Lead Time |
3 days |
|
Notes / Current Constraints |
Transshipment likely required at each BCP. |
|
Mediterranean Maritime Routes |
|
|
Mode |
Maritime |
|
Primary Routing (Origin → Destination) |
Mediterranean Ports → Lebanon |
|
Border Crossing Point(s) |
Port of Beirut |
|
Current Status |
Active |
|
Indicative Lead Time |
Variable dependent on origin port |
|
Notes / Current Constraints |
Port operations ongoing |
Corridors into Iran
|
Eastern Corridors through Pakistan |
|
|
Mode |
Overland |
|
Primary Routing (Origin → Destination) |
Gwandar Port → Gabd → Iran Port Qasim → Lyari → Ormara → Pasni Gabd Port Qasim → Khuzdar → Dalbandin → Taftan Gwadar → Turbat → Hoshab → Panjgur → Nagg → Besima →Khuzdar → Lakpass → Dalbandin → Nokundi → Taftan Gwadar → Lyari → Khuzdar → Lakpass → Dalbandin → Nokundi → Taftan Port Qasim → Gwadar → Gabd |
|
Border Crossing Point(s) |
Gabd (southern border with Iran) and Taftan (northern border with Iran) |
|
Current Status |
Active |
|
Indicative Lead Time |
Gwadar Port – Gabd corridor = two to three hours (compared to 16 to 18 hours from Karachi). Use of the Gwadar–Gabd route could reduce transport costs by 45 to 55% relative to shipments departing from Karachi. |
|
Notes / Current Constraints |
The six designated routes link Pakistan’s main ports, Karachi, Port Qasim and Gwadar, with two Iranian border crossings, Gabd and Taftan, passing through Balochistan via Turbat, Panjgur, Khuzdar, Quetta and Dalbandin. The notification does not extend to Indian-origin goods. A separate Commerce Ministry order issued in May 2025, following the India-Pakistan aerial war that month, bans the transit of goods from India through Pakistan by any mode and remains in force. |
|
Turkey Corridor |
|
|
Mode |
Overland |
|
Primary Routing (Origin → Destination) |
Ankara, Turkey → Tehran, Iran |
|
Border Crossing Point(s) |
TBC |
|
Current Status |
Unknown |
|
Indicative Lead Time |
TBC |
|
Notes / Current Constraints |
The current security situation constrains overland routes into Iran. |
|
Jordan - Iraq Corridor |
|
|
Mode |
Overland |
|
Primary Routing (Origin → Destination) |
Amman, Jordan → Iraq → Tehran, Iran |
|
Border Crossing Point(s) |
TBC |
|
Current Status |
Unknown |
|
Indicative Lead Time |
TBC |
|
Notes / Current Constraints |
A partner has reported use of the Jordan – Iraq corridor to deliver supplies to Tehran, however the exact routing is currently unknown. The current security situation constrains overland routes into Iran. |
Supply corridors into Gaza: there are no functioning OPT seaports. All Gaza-bound sea cargo is routed through Ashdod and Haifa Ports in Israel, Al-Arish and Port Said Ports in Egypt, and Aqaba Port, Jordan. The Ashdod container yard has reported congestion and extended dwell times for humanitarian cargo since early March; it is currently the main corridor for humanitarian cargo, followed by Egypt and Jordan. The Cyprus Maritime Corridor into Ashdod Port via a UNOPS mechanism is operating intermittently and handles limited tonnage.
Secondary Impacts on Humanitarian Supply Chains
The Logistics Cluster in Somalia conducted a survey assessing the impact of regional disruptions in the Middle East on humanitarian logistics operations in Somalia. Based on responses from 39 NGOs and UN agencies, the findings reflected that:
-
Fuel stocks are sufficient in the short term, but sustainability varies across partner organisations due to affordability constraints and uncertainties surrounding replenishment.
-
Fuel affordability is the primary operational challenge, driven by sustained fuel price increases that are impacting all modes of transportation and programme costs.
-
Delays in international shipments are ongoing, which are affecting the delivery of food, nutrition, and medical equipment. Port disruptions have resulted in cargo being delayed by more than 30 days.
-
Freight and insurance costs have increased significantly, in some cases doubling compared to pre-crisis rates.
-
Future supply risks cannot be ruled out if market volatility and regional disruptions persist, requiring close monitoring and preparedness.
-
Continued Logistics Cluster coordination, market monitoring, contingency planning, and advocacy are essential to mitigate cost pressures and sustain humanitarian operations.
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The survey further indicated that current conditions do not justify the establishment of a dedicated fuel provision service. Fuel remains available, with affordability identified as the main constraint rather than shortages and physical access.
The information presented in this Snapshot is based on inputs provided by humanitarian partners, complemented by publicly available media reporting and market information. All data reflects the situation at the time of compilation and is subject to change as the operational context evolves.
Contacts
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Katherine Ely |
Regional Logistics Coordinator |
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Ayack Montalvan |
Field Support Desk Officer |
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Kendall Naylor |
Regional Information Management Officer |
