Rashad al-Alimi, the head of the Riyadh-based Yemeni Presidential Leadership Council, announced on Sunday that Saudi-backed forces were launching a major offensive aimed at capturing all areas of Yemen under the control of Ansar Allah, also known as the Houthis. Al-Alimi has been based largely in Saudi Arabia for more than a decade, having left […]

By Kamran Yeganegi | The Cradle | October 3, 2026

Saudi oil tankers are loading again at Yanbu, less than three weeks after drone strikes shut down the East–West Pipeline that supplies the Red Sea port. On 24 September, crude was reported to be flowing west again, although no ship had yet loaded a cargo.

By 29 September, trade sources and shipping data showed that loadings had resumed. The interruption and recovery have offered a costly demonstration of what an oil route around the Strait of Hormuz can, and cannot, do.

Yanbu, Ceyhan and Baniyas sit at three very different points on that spectrum.

Yanbu has a 1,200-kilometer pipeline in operation and an established export terminal. Ceyhan is already loading Iraqi crude, though current Iraqi flows are measured in hundreds of thousands–not millions–of barrels a day. Baniyas could eventually give Iraq a major Mediterranean outlet, but for now it remains a project that depends on new infrastructure and financing, political agreements, and protection across two fragile states.

The comparison begins with the oil that reaches ships during a crisis. Pipeline capacity matters only as much as the pumps, terminals, and security along the route allow.

Yanbu’s exposed lifeline

Saudi Arabia’s 1,200-kilometer East–West Pipeline has a nominal capacity of 7 million barrels per day (bpd). Before the September strikes, reported flows through the system were already below that capacity. Three pumping stations were damaged, and the shutdown halted crude loadings at Yanbu. Riyadh blamed Iraqi resistance factions; the Islamic Resistance in Iraq denied responsibility for the strike. Baghdad condemned the strike and opened an investigation.

Restarting the line on 22 September did not immediately restore exports. Crude had to reach Yanbu and replenish stocks before tankers could load. Two vessels scheduled for 23 September left without cargo, according to shipping data cited by Reuters. Loadings resumed days later, after a strike on pumping stations hundreds of kilometers inland had kept the port idle.

Yanbu was moving between 2 million and 2.65 million bpd when tankers returned. Traders expected flows to rise to 3 million to 4 million bpd, but a return to the pre-attack level of roughly 5.5 million bpd could take another month.

The voyage has become more expensive, too. Quoted war-risk premiums for Saudi-linked tankers calling at Yanbu have risen to around 3 percent of vessel value, up from below 1 percent in early July. For a $100 million tanker carrying two million barrels, a 3 percent premium adds roughly $1.50 to the cost of each barrel, before fuel or freight. Yanbu may bypass Hormuz, but insurers are charging heavily for the detour.

Yanbu still leaves Asia-bound cargoes exposed to the southern Red Sea and Bab al-Mandab. Attacks and warnings by Yemen’s Ansarallah-aligned army have made passage through those waters more costly and uncertain. Heidmar Maritime Holdings chief executive Pankaj Khanna has highlighted another problem for shipowners: the Red Sea lacks the US naval protection sometimes available around Hormuz.

Saudi Arabia has escaped one strait only to send its oil toward another. Cargoes bound for Europe can head north through the Red Sea, but Asian customers require the southern passage. That split limits how freely Riyadh can reroute shipments when risks around Bab al-Mandab rise.

Ceyhan’s southern supply problem

Ceyhan is already loading Iraqi crude, though its northern supply remains small compared with the volumes exported through the Gulf. Flows stood at roughly 200,000 bpd in mid-September, down from about 250,000 bpd before the war. Baghdad’s challenge is getting oil from its vast southern fields into that northern export system.

Iraq has begun moving southern oil north by road. A September trial sent 209 tanker trucks carrying about 38,000 barrels to Kirkuk over two days. Basra Oil Company later said around 250,000 bpd was being transported north for onward export through Ceyhan.

Truck convoys are useful during a crisis, but they cannot replace a high-capacity pipeline. The first trial averaged about 182 barrels per truck. Moving 250,000 barrels at that rate would require roughly 1,370 loaded truck trips, with vehicles returning south for the next run. Road conditions and loading points impose additional constraints. Expanding Ceyhan therefore depends less on the Turkish terminal than on a reliable south-to-north connection within Iraq.

Energy analyst Richard Bronze of Energy Aspects has warned against treating bypass infrastructure as a substitute for Hormuz altogether. “The idea that the strait will stop mattering or become worthless is pure rhetoric,” he told Arab News. For Iraq, the road to Ceyhan provides an outlet. It cannot yet carry southern crude at a scale that would loosen Baghdad’s reliance on the Gulf.

Baniyas across the war map

Baniyas is the most ambitious option because it could reshape Iraq’s export map. Iraq has approved preliminary studies comparing routes including Basra–Haditha–Kirkuk–Ceyhan and Basra–Haditha–Baniyas, with a consortium that includes Chevron, TI Capital, and Qatar’s UCC. Chatham House estimates the wider Iraq–Syria network at around $15 billion, with a proposed initial capacity of roughly 2 million bpd and construction potentially taking about four years.

Syrian officials have given a somewhat shorter timeframe. Syrian Petroleum Company chief Youssef Qablawi said in August that the Haditha–Baniyas project could take around 30 months to three years after final agreements and engineering work. Even the shorter timetable places Baniyas beyond the present shipping crisis, assuming agreements and funding are secured.

The route’s security problem is also more complex than a line drawn on a map. A pipeline from Haditha toward Syria would traverse western Iraq, including areas where ISIS cells remain a concern, before entering eastern Syria, where state authority remains uneven and armed groups continue to operate.

Chatham House noted in September that armed actors, including ISIS, have attacked oil wells and tanker trucks in eastern Syria, while Iraq’s fragmented security system leaves multiple actors capable of obstructing or extracting rents from infrastructure.

Israel’s strikes and military presence in Syria would loom over any pipeline to Baniyas. There is no evidence that Israel plans to attack the project, but a route through Syrian territory would depend on security guarantees Damascus cannot yet provide.

Baniyas itself is more functional than the word “reconstruction” sometimes suggests. Iraqi-origin fuel oil has already been trucked through Syria and handled at the terminal, demonstrating that a commercial logistics chain can operate.

The existing trade gives the project a foothold, but handling trucked fuel oil is far removed from loading 1–2 million bpd of pipeline crude. Storage, pumping systems, berths and terminal reliability would have to be scaled accordingly.

The old Kirkuk–Baniyas line was badly damaged, and the planned network may take a different route. Existing truck traffic therefore offers little indication of the cost or the construction work required to handle sustained crude flows.

Sanctions are another constraint, though less severe than under Bashar al-Assad. The EU lifted its broad economic sanctions on Syria in 2025 while retaining security-based and targeted measures, and the US rescinded Syria’s designation as a State Sponsor of Terrorism in August 2026. That lowers, but does not eliminate, banking, insurance, due-diligence and counterparty risk for a multi-billion-dollar project.

Iran’s leverage runs through Iraq

The geopolitical logic behind Iraq’s western routes is often framed as a means to reduce Iranian leverage over Hormuz. Iran’s influence in Iraq also extends through energy trade, political networks, and armed factions embedded in Iraq’s fragmented security order.

At the same time, Tehran does not treat Iraq exactly as it treats other Gulf states. Mostafa Khoshcheshm, a political commentator on Iranian television, told Al Jazeera in August that Iran viewed Iraq as a “friendly state” and had allowed some Iraqi oil tankers to pass Hormuz.

He said Baghdad had “always stood up to the United States.” His view is one Iranian reading of Baghdad’s position. An Iraqi move toward Gulf- and US-backed western export corridors would also alter the economic leverage surrounding it.

An expansion through Baniyas or Ceyhan would give Baghdad more room to negotiate export terms without severing its ties to Iran. Gulf investment would bring new transit partners and sources of capital, though it would not automatically shift Iraq’s political alignment.

The security question cuts both ways. Iran-aligned resistance factions could be a source of vulnerability if they viewed a corridor as threatening their strategic interests. ISIS remnants and local power brokers could also obstruct it, while transit-state disputes might halt flows without an attack. Yanbu’s damaged pumps are a warning about the vulnerability of a land corridor.

Iraq’s other proposed exits face obstacles of their own. Reviving the dormant Iraq Pipeline through Saudi Arabia (IPSA) would require Riyadh’s agreement and extensive repairs. The Basra–Aqaba route would have to be built across western Iraq and Jordan.

Egypt’s SUMED pipeline is already operating, but Baghdad has no direct way to feed Iraqi crude into it. For now, the southern Gulf terminals remain Iraq’s only outlet capable of handling exports at scale.

What reaches the tanker?

As of early October, Yanbu can move the largest potential volume because the pipeline and port already exist, but its 7 million bpd nameplate figure overstates the immediately exportable capacity, while Red Sea shipping costs and the Bab al-Mandab remain concerns.

Ceyhan can now load Iraqi crude, but expansion depends on resolving Iraq’s internal north–south logistics. Baniyas offers the largest geopolitical transformation, but it remains years, billions of dollars, and security agreements away from moving crude at scale.

Hormuz remains central to the region’s oil trade even as states invest in alternatives. Yanbu, Ceyhan and Baniyas each shift some exposure from the strait to pumping stations, desert corridors, insurers or transit governments. Their value will be measured by the barrels reaching ships when the Gulf route is under threat, not by the capacity listed in a project plan.

By Robert Inlakesh | MintPress News | October 2, 2026

Scrambling to halt the ongoing offensive of Yemen’s Armed Forces, Israel and Saudi Arabia have strengthened ties through a joint covert campaign aimed at salvaging what remains of their supremacy in the Red Sea region. Tel Aviv and Riyadh’s losses of key military strongholds in Yemen’s Western coast, has ushered in a new era of soft-normalisation.

Saudi Arabia has carried out hundreds of airstrikes in Yemen, resulting in thousands of casualties since its renewed bombing campaign began this July. It now heavily relies on Israeli targeting intelligence backing in order to conduct dozens of strikes across Yemeni territory on a daily basis, including attacks on civilian market places and residential buildings.

Meanwhile, Israeli officials heaped praise on Riyadh this Wednesday for facilitating the first ever commercial flight between Israel and Saudi, following the Kingdom’s intervention to aid Israeli passengers on-board a Flydubai plane that was forced to undergo an emergency landing.

In contrast, the Kingdom of Saudi Arabia (KSA) initiated the renewal of the Saudi-Yemen war, by bombing the runway of Sana’a International Airport in order to prevent an Iranian civilian jetliner from landing inside the country. This measure was taken to enforce a long-standing aerial blockade on Yemen, while Israeli aircraft freely use Saudi airspace.