Bandar-e Imam Khomeini (ra)
Bandar-e Imam Khomeini (ra) is located at the northwesternmost end of the Persian Gulf, 92 kilometers from the mouth of Musa Bay, in the south of Khuzestan Province. This port experiences hot, humid weather and has very limited vegetation.[1] The residents of the port are mostly non-native and have migrated mainly from the Aligudarz, Kermanshah, Bakhtiari region, Shadegan, Mahshahr, Hendijan, and Abadan. The common language in Bandar-e Imam Khomeini (ra) is Persian with an Abadani accent. Arabic is also spoken among the Arab inhabitants. The majority of the port’ s residents are Shia Muslims.[2]
During Reza Shah Pahlavi’ s era, when the north– south route was chosen for constructing the national railway line to protect British interests, Musa Bay was designated as its southern terminus. Since no proper port existed at Musa Bay— only a few reed-hut fishermen lived there— construction of a pier began simultaneously. In 1926, a wooden pier was built at Musa Bay for ships to dock.[3] On July 4, 1928, it was named Shahpur.[4]
The first ship docked at Shahpur Port on December 9, 1928, carrying rails for the national railway project. In 1931, the port’ s initial facilities were constructed. The Shahpur pier was expanded in 1938-1940 to accommodate two oceangoing vessels.[5]
In early 1941, establishing a military naval base at Shahpur Port was placed on the agenda. Alongside buildings for the naval base, a 6,000-ton floating dry dock was installed for ship and vessel repairs, and the Iranian Navy’ s Karkas and Shahbaz ships entered the port.
On August 25, 1941, during the Allied invasion, the port fell to British control. In the summer of 1942, the British handed port administration to the Americans, who managed it until 1945.[6]
Between 1941 and 1945, more pier facilities were completed to berth three more ships, and the port officially began operations with two piers. Expansion of Shahpur Port continued in 1953. Construction of four piers (Piers 7 to 10) began in 1971, and additional piers followed from 1974.[7]
After the victory of the Islamic Revolution, on September 17, 1979, the interim government cabinet approved renaming the city and district of Bandar-e Shahpur to Bandar-e Khomeini (ra). On October 13, 1982, it was changed to Bandar-e Imam Khomeini (ra).[8]
At the outset of the Iran-Iraq War, Bandar-e Imam Khomeini (ra) — after Bandar-e Khorramshahr— was the country’ s second-largest port. Its advantages included rail and road connectivity, proximity to Tehran and central regions, modern loading and unloading facilities, capacity to berth multiple ships, location on the Musa Bay, and the ability to accommodate oceangoing vessels.[9] With Iraq’ s invasion of Iran and the ports of Abadan and Khorramshahr shutting down, its role became even more critical. Statistics for cargo handling at Bandar-e Imam Khomeini (ra) in the first year of the war show that the port has maintained its first-place ranking among all ports in the country. That year, it handled 4,106,000 tons of unloaded cargo (65.06 percent of the national total) and 258,000 tons of loaded cargo (40.69 percent of the national total).[10] Since the start of the war, Iraq has sought to disrupt the port’ s operations. Air and missile attacks on ships transiting Musa Bay, mine-laying in the Musa Bay,[11] and bombardment of the port’ s facilities were Iraq’ s main tactics to shut it down. On October 15, 1980, Iraq attacked the tugboat Payam and the ship Navid;[12] on October 25, 1981, two Iranian and Indian commercial vessels;[13] on June 6, 1982, the Greek ship Koudlak;[14] on June 26, 1982, another Greek vessel;[15] and on September 4, 8, 9, 11, 13, and 17, 1982, as well as December 18, 1982, and January 2, 1983, various Iranian and foreign ships transiting Musa Bay.[16]
To reduce these attacks, starting in 1983, it was decided that ships traveling from Bushehr to Bandar-e Imam Khomeini (ra), as well as those departing the port, would move in convoys every ten to twenty days, escorted by Iranian Air Force fighter jets, Army Aviation (Havanirooz) and Oil Company helicopters, Iranian Army Navy missile boats, armed high-speed boats, and Islamic Revolutionary Guard Corps (IRGC) tugboats.[17] Despite these measures, Iraq often found out about the movement timings of convoys and managed to carry out attacks. Although the Iranian air-defense systems provided limited protection, in many cases, several vessels in a convoy would be hit by Iraqi rockets.[18] Between September 1983 and August 1984, Iraq repeatedly targeted Iranian convoys heading to or departing from Bandar-e Imam Khomeini (ra). On September 12, it launched an airstrike on a convoy of 21 ships headed for Bandar‑e Imam Khomeini (ra).[19] On October 12, a convoy of 19 ships departing the port was attacked,[20] and on October 31, a convoy of 20 commercial vessels en route to the same destination came under fire.[21] On the 21st of November, 23 commercial ships transporting goods from Bushehr to Bandar‑e Imam Khomeini (ra) for unloading— along with 17 others that had completed unloading and were awaiting departure— were attacked near Musa Bay.[22] Additional attacks were also carried out on December 8, April 25, July 1 and 10, 1983, as well as August 11, 1984.[23]
The port facilities themselves were bombed 158 times by Iraqi aircraft during the war, causing severe damage to infrastructure and equipment, the martyrdom of 12 people, and injury to 38 others. Over 50 percent of the port’ s facilities, equipment, and installations were damaged. Certain loading and unloading systems became unusable in a way that repairing them was costly and uneconomical.[24]
Despite Iraqi threats, Bandar-e Imam Khomeini (ra) played a crucial role from the start of the Iran-Iraq War until the first phase of Bandar-e Shahid Rajaee in Bandar Abbas came online in September 1984. It served as a key logistics hub for the warfronts and the supply of essential goods nationwide.
With Abadan under siege early in the war, the only remaining supply route for forces in Abadan was the waterway from Bandar-e Imam Khomeini (ra) through Musa Bay and the Bahmanshir River (Chavibdeh), using barges. This route remained vital until the Shahid Shahshahani (Vahdat) Road was built to support troops in Abadan.[25] After the siege of Abadan was broken on September 27, 1981, the port continued as the main rear logistics base for Abadan and Khorramshahr. Piers 10 and 11 were used for moving incoming and outgoing supplies, ammunition, military personnel, and more. The port also served as a rear logistics hub during operations Valfajr 8 and Karbala 5.[26]
At the time, the port played a crucial role in supplying essential goods to the country. As the war continued, despite the tireless efforts of its staff, heavy enemy attacks reduced the port’ s activity and slowed its development, shifting attention to other Persian Gulf ports such as Bushehr, Bandar Abbas, and Chabahar.
In the years 1981, 1982, 1983,1984, 1985, 1986, 1987, and 1988, Bandar-e Imam Khomeini (ra) handled the following shares of national cargo: 48.22, 50.3, 69.12, 45, 0, 0, 0, and 17.10 percent for loading, and 97.30, 26.21, 40.25, 90.19, 0, 0, 67.3, and 56.13 percent for unloading respectively. Over time, its role faded, and Bandar‑e Shahid Rajaee gradually became the country’ s main port.[27]
After the war ended, reconstruction and repair of the port’ s piers, facilities, and equipment became a top priority.[28] During the First and Second Development Plans, major repairs were carried out on the western piers and on the concrete decks of several other piers. New warehouses, yards, and other trade-related infrastructure were built, increasing the port’ s capacity.[29]
In 2011, Bandar-e Imam Khomeini (ra) was designated a special economic zone. By expanding into the surrounding area, the port now covers more than 11,000 hectares and is the largest special economic zone in Iran.[30] With 38 berths extending over 7 kilometers, the port has an annual cargo-handling capacity of 54.5 million tons.[31]
References
- [1]. Sait-e Daneshnameh-ye Jahan-e Eslam, Bandar-e Imam Khomeini (ra) (Bandar-e Imam Khomeini (ra).
- [2]. Sait-e Marja-e Shahrha-ye Iran, http://www.irancities.ir/showcity.aspx?code
- [3]. Qayem, Bahador, Marakez-e Eqtesadi-ye Khuzestan dar Jang (Economic Centers of Khuzestan during the War), Tehran, Sepah-e Pasdaran-e Enqelab-e Eslami, Markaz-e Asnad va Tahqiqat-e Defa Muqaddas, 1397, Pp. 82– 83.
- [4]. Qayem, Bahador, Elal-e Eshghal-e Nezami-ye Manteqeh-ye Khur-Musa Tavasot-e Qovaye Englestan dar Jang-e Jahani-ye Dovom va Payamadha-ye Aan (Causes of the Military Occupation of the Musa Bay by British Forces during World War II and Its Consequences), Pazhooheshha-ye Oloom-e Tarikhi, No. 1, Bahar-Tabestan 1395, p. 80.
- [5]. Qayem, Bahador, Marakez-e Eqtesadi-ye Khuzestan dar Jang (The Economic Centers of Khuzestan during the War), Ibid., Pp. 83– 84.
- [6]. Qayem, Bahador, Tarikh-e Hashtad Saleh-ye Bandar-e Imam Khomeini (ra) (Eighty-Year History of Bandar-e Imam Khomeini (ra)), Isfahan, Homay-e Rahmat, 1388, Pp. 133, 149, 153, 154.
- [7]. Qayem, Bahador, Marakez-e Eqtesadi-ye Khuzestan dar Jang (The Economic Centers of Khuzestan during the War), Ibid., Pp. 84– 85.
- [8]. Sait-e Markaz-e Pazhooheshha-ye Majles-e Shoray-e Eslami, https://rc.majlis.ir/fa/law/show/105037; https://rc.majlis.ir/fa/law/show/106649
- [9]. Bakhtiari, Masoud, Bandar-e Imam Khomeini (ra) va Seyadat-e Daryayi (Bandar-e Imam Khomeini (ra) and Maritime Supremacy), Tehran, Iran-e Sabz, 1391, Pp. 11, 13.
- [10]. Qayem, Bahador, Marakez-e Eqtesadi-ye Khuzestan dar Jang (The Economic Centers of Khuzestan during the War), Ibid., Pp. 346– 347.
- [11]. Ibid., p. 347.
- [12]. Sadeqi-Gouya, Nejatali, Defa az Abadan (Defa az Abadan dar Sal-e Aval-e Jang-e Tahmili) (Defense of Abadan: Defense of Abadan in the First Year of the Iran-Iraq War), Tehran, Iran-e Sabz, 1391, p. 61.
- [13]. Lotfollahzadegan, Ali-Reza, Azadsazi-ye Sarzaminha-ye Iran – Gam-e Dovom: Bostan (Owjgiri-ye Terrorha-ye Kur, Tashkil-e Dowlat Pas az Bohran) (Liberation of Iranian Territories – Second Step: Bostan- The Escalation of Indiscriminate Terrorist Attacks and Establishing the Government after the Crisis), Tehran, Sepah-e Pasdaran-e Enqelab-e Eslami, Markaz-e Asnad va Tahqiqat-e Defa Muqaddas, 1394, p. 309.
- [14]. Habibi, Abolqasem, Azadsazi-ye Khorramshahr – Payan-e Royay-e Tajziyeh-ye Iran (Liberation of Khorramshahr – The End of the Dream of Iran’ s Partition), Tehran, Sepah-e Pasdaran-e Enqelab-e Eslami, Markaz-e Motaleat va Tahqiqat-e Jang, 1379, p. 798.
- [15]. Lotfollahzadegan, Ali-Reza, Obur az Marz – Taaqib-e Motajavez ba Amalyat-e Ramazan (Crossing the Border – Pursuit of the Aggressor with Operation Ramazan), Tehran, Sepah-e Pasdaran-e Enqelab-e Eslami, Markaz-e Asnad va Tahqiqat-e Defa Muqaddas, 1381, p. 73.
- [16]. Lotfollahzadegan, Ali-Reza, Amalyat-e Moslem ibn Aqil – Azadi-ye Ertefaat-e Somar va Tahdid-e Mandali (Tasvib-e Qatnameh 522 Shoray-e Amniyat) (Operation Moslim ibn Aqil – Liberation of the Somar Heights and Threatening Mandali), Tehran, Sepah-e Pasdaran-e Enqelab-e Eslami, Markaz-e Asnad va Tahqiqat-e Defa Muqaddas, 1391, Pp. 203, 252, 267, 295, 317, 371; Lotfollahzadegan, Ali-Reza, Valfajr Muqaddamati – Dastgiri-ye Markaziyat-e Hezb-e Tudeh va Afzayesh-e Tiregi-ye Ravabet ba Shoravi (Operation Valfajr Muqaddamati – Arrest of the Tudeh Party Leadership and Increasing Tension with the Soviet Union), Tehran, Sepah-e Pasdaran-e Enqelab-e Eslami, Markaz-e Asnad va Tahqiqat-e Defa Muqaddas, 1392, Pp. 50, 167.
- [17]. Lotfollahzadegan, Ali-Reza va Iraj Hemati, Roozshomar-e Jang-e Iran va Araq – Nokhostin Amalyat-e Bozorg dar Shomal-e Gharb (Chronology of the Iran– Iraq War – The First Major Operation in the Northwest), Tehran, Sepah-e Pasdaran-e Enqelab-e Eslami, Markaz-e Asnad va Tahqiqat-e Defa Muqaddas, 1396, Pp. 39– 40.
- [18]. Nemati, Yaqoub va Digaran, Amadeh-Sazi-ye Amalyat-e Valfajr 4 – Tajhiz-e Araq be Jangandehha-ye Super É tendard (Tahdid-e Iran be Basten-e Tangeh-ye Hormoz) (Preparation for Operation Valfajr 4 – Iraq’ s Acquisition of Super É tendard Fighters; Iran Threatened to Close the Strait of Hormoz), Tehran, Sepah-e Pasdaran-e Enqelab-e Eslami, Markaz-e Asnad va Tahqiqat-e Defa Muqaddas, 1394, p. 426.
- [19]. Ibid.
- [20]. Ibid., p. 1043.
- [21]. Lotfollahzadegan, Ali-Reza, Hemati, Iraj, Nokhostin Amalyat-e Bozorg dar Shomal-e Gharb (The First Major Operation in the Northwest), p. 436.
- [22]. Ibid., Pp. 810– 811.
- [23]. Ibid., p. 1035; Yazdanfam, Mahmoud, Aghaz-e Jang-e Naftkesh-ha – Tavafoqe Gheyre Mostaqim baraye Qat-e Hamalat be Manateq-e Maskuni (Beginning of the Tanker War – Indirect Agreement to Stop Attacks on Residential Areas), Tehran, Sepah-e Pasdaran-e Enqelab-e Eslami, Markaz-e Asnad va Tahqiqat-e Defa Muqaddas, 1397, Pp. 100, 791, 875; Nemati Voroujeni, Yaqoub va Hojjatollah Karimi, Rokud dar Jebheh – Tahrrok dar Diplomasi (Stagnation at the Warfronts – Dynamism in Diplomacy), Tehran, Sepah-e Pasdaran-e Enqelab-e Eslami, Markaz-e Asnad va Tahqiqat-e Defa Muqaddas, 1398, p. 473.
- [24]. Bakhtiari, Masoud, Ibid., Pp. 12, 23.
- [25]. Lotfollahzadegan, Ali-Reza, Hoveyzeh – Akharin Gamha-ye Eshghalgar (Zamingir Shodan va Tavaqof-e Kamel-e Doshman) (Hoveyzeh – The Occupier’ s Last Steps- The enemy Being Pinned Down and Brought to a Complete Stop), Tehran, Sepah-e Pasdaran-e Enqelab-e Eslami, Markaz-e Asnad va Tahqiqat-e Defa Muqaddas, 1373, Pp. 75– 77; Bakhtiari, Masoud, Ibid., p. 11.
- [26]. Qayem, Bahador, Marakez-e Eqtesadi-ye Khuzestan dar Jang (The Economic Centers of Khuzestan during the War), Ibid., Pp. 352– 353.
- [27]. Ibid., Pp. 343, 346, 347.
- [28]. Bakhtiari, Masoud, Ibid., p. 23.
- [29]. Qayem, Bahador, Marakez-e Eqtesadi-ye Khuzestan dar Jang (The Economic Centers of Khuzestan during the War), Ibid., p. 85.
- [30]. Sait-e Bandar-e Imam Khomeini (ra), Darbareh-ye Bandar (About the Port), https://bikport.pmo.ir
- [31]. Ibid.
