Iran's road transportation system, with an annual movement of over 600 million tons of cargo (equivalent to nearly 90 percent of the country's total cargo), is recognized as one of the key pillars of the country's logistics. This movement relies on a fleet of 477,000 active trucks (with smart cards) and over 585,000 professional drivers (about 90 percent of whom are self-owners). However, despite these vast dimensions, the method of allocating and distributing demand in this market faces deep and structural challenges.
Tangible Crises and Inefficiencies in the Transportation System
The structural imbalance in Iran's road transportation system is manifested in three tangible crises: 1- The deteriorating accumulation of fleets at loading hubs, leading to delays of 10 to 14 hours (and in some cases several days). 2- Astronomical waste of logistical capacity, showing over 30 percent empty return trips on main corridors and hubs. 3- The failure of a transparent pricing mechanism, resulting in hidden and informal commissions of 30 to 50 percent deducted from driver fares.
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Structural Gaps and Reasons for Failure in Reforms
Structural problems in the cargo announcement system reveal the existence of four deep faults: 1- Data gap that prevents online connectivity between the "actual fleet inventory" and the "actual cargo supply." 2- Motivation gap that shows the persistent conflict of interests among drivers, cargo owners, and transportation companies. 3- Queue economy that turns waiting into a "priced economic good." 4- Contract gap that conducts market exchanges without service level agreements.
These challenges in recent years have led to multiple failed attempts to resolve chronic conflicts. Policymakers often reduce the issue to launching a "new software" or "regulatory directives," while the main problem lies in economic governance and information asymmetry. To address these issues, it is essential to set aside mental fallacies.
The role of cargo owners is also significant in this logistical cycle. Many of them are state-owned companies and industrial giants that do not take responsibility for this cycle. For example, in southern ports like Imam Khomeini and Shahid Rajaei, bulk carriers of 60,000 tons dock daily, but trucks remain idle for long periods and are used as free warehouses.
Ultimately, a uniform cargo policy for the entire country is a fatal error. It should be noted that loading points in Iran have different operational and behavioral natures that require special approaches to solve logistical problems.
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