{"id":95259,"date":"2026-04-28T00:00:00","date_gmt":"2026-04-28T00:00:00","guid":{"rendered":"https:\/\/enterpriseam.com\/logistics\/?p=95259"},"modified":"2026-04-28T06:19:41","modified_gmt":"2026-04-28T06:19:41","slug":"hormuz-showed-why-gulf-rail-matters-and-why-it-is-not-ready","status":"publish","type":"post","link":"https:\/\/enterpriseam.com\/logistics\/2026\/04\/28\/hormuz-showed-why-gulf-rail-matters-and-why-it-is-not-ready\/","title":{"rendered":"Hormuz showed why Gulf rail matters \u2014 and why it is not ready"},"content":{"rendered":"

\n

More<\/strong> than a month into the Iran war, rail remains stuck in a <\/strong>strategic gray <\/strong>zone <\/strong>\u2014 too developed to ignore, yet too fragmented to carry the weight of a true contingency network. The region still lacks a seamless inland spine, leaving rail as a partial option rather than a decisive solution. In contrast, ports along the eastern coast outside the Strait of Hormuz continue to offer the clearest pressure release, with overland distribution still making the most sense in theory.<\/p>\n

That\u2019s not to say rail played no role.<\/strong> When the first wave of disruption hit, cargo flows were rerouted toward eastern UAE ports, Omani gateways, and Red Sea alternatives, before being pushed inland. But that inland stretch defaulted to trucking. Rail simply wasn\u2019t ready<\/a> \u2014 the network remained incomplete, with limited cross-border links and misaligned port\u2013rail connections.<\/p>\n

Where rail is actually moving<\/p>\n

What has changed is not scale, but direction.<\/strong> The map is filling in at the edges \u2014 unevenly, but now physically rather than just on paper. The clearest movement is along the Indian Ocean side.<\/p>\n

Only one corridor is operational:<\/strong> Etihad Rail\u2019s Package D line to Fujairah remains the region\u2019s only heavy rail link to the Indian Ocean. Khorfakkan still lacks a rail connection, despite earlier plans for a spur. The link to Sohar is progressing via Hafeet Rail \u2014 around 40% complete, with construction advancing across Al Ain, Buraimi, and Wadi Al Jizzi, Urs Mosimann, a former strategy director at Etihad Rail and a Dubai-based transport, logistics, and infrastructure expert, tells EnterpriseAM.<\/p>\n

Jordan is the clearest new northbound piece: <\/strong>The UAE and Jordan are moving ahead with<\/a>the USD 2.3 bn Aqaba railway<\/a>, in a 360 km rail line that will link Aqaba port to Jordan\u2019s mining hubs in Al Shidiya and Ghor es-safi.<\/p>\n

Saudi Arabia\u2019s role is still forming, but the direction of travel is becoming clearer.<\/strong> Riyadh and Amman are beginning to formalize the idea of a through-connection, even if the route itself remains unsettled.<\/p>\n

Where Saudi clicks in: <\/strong>Saudi Arabia and Jordan are activating a joint committee<\/a> to study a rail line via Syria, including route options and technical alignment. The line would cover Jaber (Jordan-Syria) and Al Omari (Jordan-Saudi), plugging Jordan into a north-south freight spine.<\/p>\n

Beyond that, the longer-term vision is shifting toward Mediterranean access <\/strong>\u2014 stitching together existing projects into a viable alternative corridor.<\/p>\n

Turkey is in the play \u2014 but the bigger picture is Mediterranean connectivity.<\/strong> \u201cSaudi Arabia has separately commissioned studies on a Saudi-Turkey rail link through Jordan and Syria. Together, these form a credible path to a northbound rail corridor reaching Mediterranean ports, reducing reliance on the Strait of Hormuz entirely,\u201d Mosimann notes.<\/p>\n

The missing link is Syria:<\/strong> Signals from Damascus point in both directions \u2014 toward reconstruction, but without firm commitments yet in place. Syria\u2019s Transport Ministry shut<\/a>down<\/a> reports of a finalized USD 200 mn<\/a> rail agreement with the World Bank as inaccurate, stressing that the project is still under discussion with no agreement signed.<\/p>\n

Rail\u2019s real ceiling<\/p>\n

Plenty of berth space, less inland muscle: <\/strong>Ports on the UAE\u2019s east coast \u2014 along the Gulf of Oman, outside Hormuz \u2014 can take more diverted cargo than the rail debate often assumes, but that doesn\u2019t mean the system can carry it inland at scale. Port capacity is not the constraint \u2014 inland movement is.<\/p>\n

The capacity to absorb a redirection is already established: <\/strong>Fujairah Terminals now maintains a capacity of 720k TEUs<\/a> of container capacity, while Khorfakkan Port provides further critical scale, with a current capacity of 5 mn TEUs<\/a>. Meanwhile, the Port of Sohar \u2014 which handled 943k TEUs<\/a> in 2024 \u2014 continues to expand its footprint. \u201cTaken together, the east coast ports have several mn TEUs of port capacity that could be activated during a Hormuz event,\u201d Mosimann notes.<\/p>\n

The handoff is the chokepoint:<\/strong> The problem isn\u2019t getting cargo off ships \u2014 it\u2019s moving it inland. That transition point is where congestion and limits start to appear, because the transport network isn\u2019t as strong as the ports.<\/p>\n

Progress is visible \u2014 but integration remains limited. <\/strong>Physical connectivity is beginning to materialize, with a bonded rail corridor<\/a> from Khalifa Port to Fujairah port terminals \u2014 a project that aims to connect the two ports to their adjacent freezones, forming a \u201ccustoms corridor\u201d that could help reduce clearance times through coordinated customs operations. But the network remains incomplete: Khorfakkan still lacks a rail connection, with no confirmed spur despite earlier plans. \u201cBuilding a rail-port interchange at Khorfakkan is the cleanest single investment that would unlock meaningful east coast rail capacity,\u201d Mosimann adds.<\/p>\n

The network needs scaling: <\/strong>\u201cEtihad Rail\u2019s current freight fleet is sized for today\u2019s contracted volumes. Scaling it to absorb mns of TEUs of diverted maritime cargo would require an order for additional locomotives and container wagons,\u201d Mosimann says. Package D was built to allow a second track later, but it is still operating on a single<\/a> -track basis now. That setup can handle volumes in the hundreds of thousands of TEUs annually \u2014 double-tracking would lift capacity into the low mns,\u201d he adds.<\/p>\n

Incremental gains, not a full substitute:<\/strong> Rail can help, but under the current setup, its role remains bounded. \u201cToday, rail could realistically absorb a low-hundreds-of-thousands of TEUs of diverted cargo,\u201d Mosimann says. \u201cWith a focused program of a Khorfakkan rail spur and terminal, double-tracking Package D, additional rolling stock, and inland terminal capacity expansion, the realistic rail-carried share could be lifted into the low mns of TEUs within a three to five year window,\u201d he adds.<\/p>\n

The fragility factor<\/p>\n

Harder to scale, easier to hit:<\/strong> Rail may promise efficiency, but it also concentrates risk in ways road networks largely avoid<\/p>\n

A single point of failure can stop everything: <\/strong>\u201cIf an adversary actually wanted to disrupt a Hormuz workaround, rail would be easier to target than road,\u201d Mosimann argues. A single hit to a rail bridge, tunnel entrance, or substation could stop the whole corridor, and fixing the damage could take weeks or months, he tells us.<\/p>\n

Flexibility matters more than efficiency under stress: <\/strong>Road networks offer multiple routing options, faster repair cycles, and the ability to work around damage in real time. Rail, by contrast, is less about absorbing shocks mid-crisis and more about adding efficiency and capacity when conditions are stable \u2014 or when disruptions build gradually rather than suddenly, Mosimann says.<\/p>\n

\n","protected":false},"excerpt":{"rendered":"

Rail can help, but under the current setup, its role remains 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