| Chabahar Port بندر چابهار | |
|---|---|
 | |
 Interactive map of Chabahar Port بندر چابهار | |
| Location | |
| Country | Iran |
| Location | Chabahar,Sistan and Baluchestan Province |
| Coordinates | 25°18′01″N60°36′46″E / 25.300278°N 60.612778°E /25.300278; 60.612778 |
| Details | |
| Opened | 1983 |
| Operated by | India Ports Global Limited |
| Owned by | Iran Ports and Maritime Organization |
| Size of harbour | 480 ha (1,200 acres) |
| Land area | 440 ha (1,100 acres) |
| No. ofberths | 10 |
| Employees | 1,000 |
| Director General | Behrouz Aghayi |
| Statistics | |
| Annual cargotonnage |  2.1 million tons (2015) |
| Website chabaharport | |
25°18′1″N60°36′46″E / 25.30028°N 60.61278°E /25.30028; 60.61278Chabahar Port (Persian:بندر چابهار) is aseaport located inChabahar in southeastern Iran, on theGulf of Oman. It serves as Iran's only oceanic port, and consists of two separate ports namedShahidKalantari andShahidBeheshti, each of which has five berths.[1] It is only about 170 kilometres west of the Pakistani port ofGwadar.
Development of the port was first proposed in 1973 by thelast Shah of Iran, though development was delayed by the 1979Iranian Revolution.[2] The first phase of the port was opened in 1983 during theIran–Iraq War as Iran began shifting seaborne trade east towards the Pakistani border in order to decrease dependency on ports in thePersian Gulf, which were vulnerable to attack by theIraqi Air Force.[3]
India and Iran first agreed to plans to further developShahid Beheshti port in 2003, but did not do so on account ofsanctions against Iran.[4] As of 2016, the port has ten berths.[1] In May 2016, India and Iran signed a bilateral agreement in which India would refurbish one of the berths atShahid Beheshti port, and reconstruct a 600 meter long container handling facility at the port.[5] The port is partly intended to provide an alternative for trade between India and Afghanistan as it is 800 kilometers closer to the border of Afghanistan than Pakistan'sKarachi port.[6] The port handled 2.1 million tons of cargo in 2015,[7] which was planned to be upgraded to handle 8.5 million tons by 2016, and to 86 million tons in the future.[8][9]
In October 2017, India's first shipment of wheat to Afghanistan was sent through the Chabahar Port.[10] In December 2018, India took over the port's operations.[11] Following the re-imposition of sanctions against Iran, foreign companies became reluctant to participate in the port's expansion,[12] and only 10% of the port's 8.5 million-ton total capacity was utilized in 2019.[13] Sanctions also played a role in reducing India's involvement and investment in the US$1.6 billionChabahar–Zahedan railway.[14]
The port of Chabahar is located on the Makran coast ofSistan and Baluchistan Province, next to theGulf of Oman and at the mouth of theStrait of Hormuz. It is the only Iranian port with direct access to theIndian Ocean. Being close toAfghanistan and the Central Asian countries ofTurkmenistan,Uzbekistan and others, it has been termed the "Golden Gate" to these landlocked countries.[15]
Chabahar is 700 km (430 mi) away fromZahedan, the capital of the Sistan and Baluchistan province, 950 km (590 mi) away fromMilak, the closest city to the Afghan border, and 1,827 km (1,135 mi) away fromSarakhs on the Turkmen border.[15]
The marine distance toDubai is 353 nautical miles (654 kilometres; 406 miles), toKarachi in Pakistan is 456 nmi (845 km; 525 mi), and toMumbai in India is 843 nmi (1,560 km; 970 mi) .[16] Pakistan'sdeep sea port at Gwadar is also on the Makran coast, at a distance[17] of a mere 76 nautical miles. Gwadar also claims to provide access to Central Asia, and comparisons between the two ports are frequently made by analysts.[18][19][20]
Because 90 percent of Iran's population is concentrated in the western part of the country, the eastern part is relatively less developed. Iran is intending to change that with the development around Chabahar port, with a free trade zone and road and rail links between Chabahar and Central Asia. Its plan is to use Chabahar port as the gateway to Central Asia and to maintain theBandar Abbas port, which currently handles 85% of Iran's seaborne trade, as a hub for trade with Russia and Europe.[15]
The highly congested Bandar Abbas port is not a deep water port and cannot handle the 250,000-ton oceangoingcargo ships. At present, such ships dock in theUnited Arab Emirates (UAE) and the cargo is transferred to smaller, 100,000-ton ships for onward shipment to Iran. This makes Iran dependent on the UAE for shipments and represents a loss of revenue. Unlike Bandar Abbas, Chabahar has the ability to handle standard cargo ships.[21][22]
A former port namedTis in Chabahar's neighborhood dates back to the Sasanian times, and was known toPtolemy as "Tesa".[23]Alberuni wrote that the sea coast ofIndia commences with Tis.[24]The Portuguese forces underAfonso de Albuquerque gained control of Chabahar and Tis, staying there until 1621. The British, and later the Portuguese in the 17th century entered this region.[25]
Chabahar dates back to around 1970, when it was declared a municipality, and large port projects were started by order ofMohammad Reza Pahlavi, the Shah of Iran. The Shah planned to construct a $600 million naval base at Chabahar, mostly employing American companies as contractors. The American naval officials held talks with their Iranian counterparts on securing an "option" to operate out of Chabahar in the event of an emergency.[26] However, in 1977, the Shah got strapped for cash, caught in a tug of war between theOPEC and western oil companies over oil prices, and the construction of Chabahar base was postponed. Soon afterwards, the Shah was overthrown in the 1979Iranian revolution.[27]
After the Iranian revolution, the foreign companies left the projects and Iranian public companies linked to the Ministry ofJahad-e Sazandegi (or jihad for construction) took them over. TheIran–Iraq War (1980–1988) caused Chabahar to gain in logistical and strategic importance. War brought insecurity to theStrait of Hormuz and ships were unable to enter the Persian Gulf. Accordingly, Chabahar became a major port during the war.[28]
The Chabahar port actually contains two separate ports calledShahid Kalantari andShahid Beheshti. Between 1982 and 1983, Iran constructed four 45 meters (150 feet) berths at Shahid Kalantari and four 150 meters (492 feet) berths at Shahid Beheshti.[25][29] Two larger berths, 235 meters (771 feet) and 265 meters (869 feet) meters long, were constructed in 1997 and 2004 respectively.[29]
In 2013, India approved a cabinet proposal to invest $115 million into the port.[30]
In August 2017, Indian Union Minister of Ports, Nitin Gadkari, informed at an event in Iran that the civil work at Chabahar port developed by India is complete, and the Indian government is ordering INR 400 crores (US$63 million) worth of mechanised equipment and cranes, and the port will be operational in 2018 to export Indian wheat to Afghanistan. after meeting with Iranian President Hasan Rouhani, he said "now, we are building a railway line in Iran. From Chabhar, we can go to Afghanistan, Uzbekistan and Russia."[31]
In August 2017, India Global Ports Limited (IGPL) had applied for the permission to run the Chabahar port in the interim, while Iran has already completed the construction of jetty and IGPL will build two new terminals, one for the containers and another for the multi-purpose ships. In October 2017, IGPL had already started constructing the terminals after placing order for the construction equipment.[32]
On 29 October 2017, the first shipment through the port was sent from India en route to Afghanistan.[32] To demonstrate the viability of the route, seven shipments of wheat as aid to Afghanistan were planned to be sent by India by the end of January 2018.[33]
On 3 December 2017, the first phase of the port construction was inaugurated by Iranian President Hassan Rouhani.[34]
In January 2018, Iran and India signed an agreement worth $2 billion for cooperation in the rail sector. A part of the agreement pertains to a memorandum of understanding worth $600 million for Iran to purchase locomotives and freight cars from India.[35]
In November 2018, TheUnited States has exempted the multinational Chabahar port project from itssanctions against Iran due to its economic importance to Afghanistan.[36]
In February 2019, Afghanistan Launches New Export Route To India Through Chabahar Port. At the inauguration of the new export route, officials said 23 trucks carrying 57 tonnes of dried fruits, textiles, carpets and mineral products were dispatched from the southwestern Afghan city of Zaranj to Iran's Chabahar port. The consignment will be shipped to Mumbai.[37][38]
On 14 July 2020, Iran proceeded with the construction of the Chabahar-Zahedan rail link independently, citing delays in the proposed funding from India.[39] Iran issued a statement, clarifying that while the funding of the rail link by IRCON had come up in negotiations, it had not been agreed upon between India and Iran.[40]
In late February 2024, theTaliban-ledgovernment of Afghanistan announced an investment of $35 million in the Chabahar port in southern Iran.[41] According toThe Diplomat, cooperation between Afghanistan and Iran can provide the Taliban regime with more policy options and reduce its dependence on Pakistan.[42]
In 2026, India was reported to have exited the port citing the American tariffs,[43] however, the Indian government denied such reports and added that they are in talks with the US for extension of the waiver.[44] One government source added, "India has no choice but to exit the Chabahar port".[45]
During the 1990s Iran and India, along with Russia, collaborated in backing theNorthern Alliance in Afghanistan against the Pakistan-backedTaliban. At this time, Iran invited India to develop the Chabahar port to obtain ready access to Afghanistan.[46][47] In 1997, a trilateral agreement was signed with Turkmenistan to expand trade into Central Asia and, in 2000, another agreement with Russia to provide seamless transport between India and Europe via an InternationalNorth-South Transport Corridor.[48]
After theAmerican presence in Afghanistan, India, Iran and Afghanistan got together in January 2003, agreeing on a joint development of transportation links to Afghanistan. India agreed to expand the Chabahar port and to lay a railway track between Chabahar andZaranj. Iran has completed 70 percent of the first phase of the Chabahar project at a cost of $340 million.[49] India has spent $134 million during 2005–2009 to construct a road fromDelaram in Afghanistan toZaranj at the Iran–Afghanistan border.[50] Iran has also built a roadway betweenMilak, close to Zaranj, and Chabahar passing throughZahedan andIranshahr. Through Milak, Zaranj and Deleram, connectivity has been established to the Afghan 'garland road', which connects the major Afghan citiesHerat,Kandahar,Kabul andMazar-e-Sharif.[51] In March 2012, ships from India docked at Chabahar carrying 100,000 tonnes of wheat under humanitarian aid to Afghanistan.[52] The Afghan businesses have begun to shift from the Karachi port to Chabahar port for transit.[53]
In 2016, India signed a deal with Iran entailing $8 billion investment in Chabahar port and industries in Chabahar Special Economic Zone, including an aluminium smelter and a urea making facility, at Chabahar port is being developed was a transit route to Afghanistan and central Asia.[54] India has already built a 240-km road connecting Afghanistan with Iran.[54] Also in planning is a rail route connecting Chabahar with the India-promoted $11-billionHajigak iron and steel mining project in central Afghanistan,[54] as seven Indian companies in 2011 acquired rights to mine central Afghanistan's Hajigak region, which contain Asia's largest deposit of iron ore.[55] TheGovernment of India has pledged to Afghanistan to spend $2bn in developing supporting infrastructure including Chabahar to Hajigaj railway.[55] All this will bring cargo to Bandar Abbas port and Chabahar port, and free Kabul from its dependence on Pakistan to reach the outer world, giving India access to Afghanistan and beyond toTurkmenistan,Uzbekistan,Tajikistan,Kyrgyzstan,Kazakhstan,Russia andEurope via 7,200-km-long multi-modalNorth–South Transport Corridor (INSTC).[54]
However, without further development of the Chabahar port, these road links would remain underutilized.[51] Despite intentions, India's involvement in the infrastructure development within Iran has been minimal, possibly due to the Western pressure to applysanctions. Iran is also believed to have a shown a preference for Iranian contractors instead of Indians.[56][57] The initiative was restarted in August 2012 in a trilateral meeting on the sidelines of a Non-Aligned Summit.[56]
"This is a very, very crucial agreement for Afghanistan. The opening of this corridor will help us to fully reach our potential, give us a new trade route. This is a completely new chapter".
—Shaida Abdali, Afghan ambassador to India, April 2016.[57]
In May 2016, India signed a series of twelvememoranda of understanding, which centered upon the Port of Chabahar.
The trilateral transit agreement signed by India, Iran and Afghanistan allows Indian goods to reach Afghanistan through Iran. It links ports in the western coast of India to the Chabahar port and covers the road and rail links between Chabahar and the Afghan border.[58]
The bilateral agreement between India and Iran gives India the right to develop two berths of the Chabahar port as agreed in 2015 and allows them to be operated for 10 years by India Ports Global, a joint venture betweenJawaharlal Nehru Port Trust andKandla Port Trust, in partnership with Iran's Aria Banader.[59] India Ports Global has guaranteed handling of 30,000TEUs by the third year of operations, and aims to eventually handle 250,000 TEUs.[60]
The berths will be developed at a cost of $85 million over the course of 18 months.[61] Under the agreement, India Ports Global will refurbish a 640 meters (2,100 feet) long container handling facility, and reconstruct a 600 meters (1,970 feet) long container handling facility at the port.[5] India Ports Global will modernize ancillary infrastructure by installing four rail-mountedgantry cranes, sixteen rubber-tire gantry cranes, two reach stackers, two empty handlers, and six mobileharbor cranes.[62] Upon completion of upgrade works agreed to in the May 2016 agreements, Chabahar's capacity will be increased to 8 million tons from the current 2.5 million ton capacity.[4]
The investment is supplemented with a $150 million credit line to Iran through theExim Bank of India.[58][63] India has also offered to supply $400 million worth of steel towards the construction of a rail link between Chahbahar andZahedan.[64] Indian commitments to Iranian infrastructure could total $635 million as per the twelve memoranda of understanding signed in May 2016.[65]
As per the deal, India will also be developing various industries, including aluminum and urea production plants, in the Chabahar economic zone attached to the port.[66]
Iran's ambassador to Pakistan, Mehdi Honerdoost stated that Pakistan and China had both been invited to contribute to the project before India, but neither China nor Pakistan had expressed interest in joining.[67][68]
On 29 October 2017, the trilateral transit trade and route was implemented when the first shipment of wheat was sent from India to Afghanistan via Chabahar.[32]
TheIndia–Iran–Afghanistan three-waymemorandum of understanding (MoU) plans have committed at least $21bn to Chabahar–Hajigak corridor,[69] including $85m for Chabahar port development by India,[64] $150m line of credit by India to Iran,[64] $8bn India-Iran MoU for Indian industrial investment in Chabahar Special Economic Zone,[54] $11-billionHajigak iron and steel mining project awarded to seven Indian companies in central Afghanistan,[54][55] and India's $2bn commitment to Afghanistan for developing supporting infrastructure including theChabahar-Hajigaj railway,[55] with potential for several times more trade via connectivity to 7,200-km-long multi-modeNorth–South Transport Corridor (INSTC) connecting to Europe and Turkey,R297 Amur highway andTrans-Siberian Highway across Russia,[70] and planned Herat to Mazar-i-Sharif railway providing access toTurkmenistan,Uzbekistan,Tajikistan andKyrgyzstan.[70] Chabahar Port also provides direct access to India'sFarkhor Air Base in Tajikistan.[71] Chabahar route will result in 60% reduction in shipment costs and 50% reduction in shipment time from India toCentral Asia.[72]
India had initially proposed a plan to construct a 900 km Chabahar–Zahedan–Hajigak railway line that would connect Chabahar to the mineral-richHajigak region of Afghanistan.[73][74] In 2011, seven Indian companies acquired rights to mine central Afghanistan's Hajigak region, which contain Asia's largest deposit of iron ore. TheGovernment of India had pledged to spend $2bn in developing supporting infrastructure.[55] In May 2016, a MoU was also signed for financing of the plannedChabahar–Zahedan railway section of Chabahar–Zahedan-Hajigak railway,[75] as part ofNorth–South Transport Corridor, byIndian Railways's public sector unitIrcon International.[76]
India had offered to supply approximately $400 million worth of steel towards the construction of this railway,[77] as well as offered to finance construction of the Chabahar to Zahedan rail line at a cost of $1.6 billion.[78] India began shipping rail tracks worth US$150 million in July 2016, and in December 2016 Iran also allocated US$125 million toward this rail route.
However, on 14 July 2020, Iran announced that it would be proceeding with constructing the Chabahar-Zahedan railway independently, citing delays in the Indian funding as the reason for dropping the partnership.[39] The Iranian government has projected completion of the rail link by March 2022, utilising theNational Development Fund of Iran to complete the project.[39]
Chabahar's connection to the country's railway plan is under study and consideration.[citation needed] A rail link between Chabahar and Zahedan, when completed, can connect Chabahar to theKerman–Zahedan railway and further to theTrans-Iranian Railway.[79]
Mashhad in north east Iran toHerat in north west Afghanistan rail route has four sections, two each in Iran and Afghanistan. Within Iran, section-1 from Khaf to Sangan 16 km route was completed in September 2016 and section-2 from Sangan to Iran–Afghanistan border at Shamtiq (Shematigh, Shmtygh, شمتیغ) 62 km was completed in October 2017. Within Afghanistan, section-3 from the Iran–Afghanistan border at Shamtiq–Jono (Jonaw, Junaw) toGhurian 61.2 km route was completed in October 2017 and finally section-4 from Jono toHerat is an Italy-supported 86 km route.[80][81] Herat is already linked withTurkmenistan via rail and road routes.[82] India and Afghanistan plan to extend rail route from Herat toMazar-i-Sharif.[70] Mazar-i-Sharif is already linked withUzbekistan andTajikistan via rail as well as via road routes with other central Asian nations.[82][70]
India's minister of Road Transport and HighwaysNitin Gadkari also stated that Indian companies could potentially invest over₹1 lakh crore (US$12 billion) in theChabahar Special Economic zone.[83] He however stated that potential investments would depend on whether Iran would be willing to supply Indian projects with natural gas at tariffs substantially lower than those offered by Iran.[84]
In March 2017, India has invited expression of interest from private parties to manage the port for 10 years,Adani Group and Ruia family'sEssar Group are interested, and India announced that port equipment such as crane etc. will be procured soon.[85] In March 2017, India is already running training inNagpur for the Afghan customs officials to be posted at Iran-Afghan border customs post built by India on the road built by India and Afghan ambassador to India announced that Indian shipments to Afghanistan via Chabahar will commence soon.[86]
Chabahar Port benefits from the protection of theArmed Forces of the Islamic Republic of Iran military bases located inKonarak, Iran, across Chabahar Bay to the West.
Chronicinstability in Afghanistan may limit the usefulness of Chabahar as a conduit to Afghanistan and Central Asia.[87] Road networks between Chabahar and Afghanistan rely upon connections to the AfghanRing Road.[88] In August 2016, insurgent activity by Afghanistan'sTaliban insurgent group forced closure of the Ring Road betweenKandahar andHelmand Province.[89] After the Taliban took power in Afghanistan,IS-KP became a major security threat in the region.[90]
Iran'sSistan and Baluchestan Province, in which Chabahar port is located, was also the stage for insurgent activity by the insurgent groupJundallah, which claims to be fighting for the rights of Sunni Muslims,[91] and the localethnic Baloch.[92] In 2010, Jundallah fighters dispatched asuicide bomber to aShi'ite mosque in Chabahar, killing 38 people.[93] In the 2020s, its successor,Jaish ul-Adl, continues terror attacks in theBaloch insurgency.
There have been several instances of misinformation campaigns aimed at undermining Iran’s foreign engagements related to the Chabahar Port, including the dissemination of false claims regarding its agreements with partner states.
In July 2025, the Iranian Embassy in India flagged a misinformation campaign targeting the India–Iran Chabahar Port agreement, warning that fake social media accounts—some traced to Pakistan—were impersonating Iranian entities to falsely claim that Tehran was reconsidering the pact. The embassy released screenshots of these accounts, some bearing verified badges, and labeled them as deliberate attempts to undermine bilateral relations by spreading disinformation.[94]
American policy analyst Rorry Daniels has characterized both the Indian investment in Chabahar and the Chinese investment inGwadar as generating perceptions of "strategic encirclement". According to her, China fears encirclement by the US, India by China, and Pakistan by India. All of these encirclements are seen by the respective countries as "containment strategies", which they attempt to break out of.[18] Indian news commenter Shishir Gupta described India's Chabahar Port deal as "a counter to theChina-Pakistan Economic Corridor," as it has "broken through the strategic encirclement by China and Pakistan."[95]
Scholar Neil Padukone however disagrees that India has a goal of encircling Pakistan.[96] India needs access to iron from Afghanistan'sHajigak mine and other natural resources from the Central Asian countries ofKazakhstan,Turkmenistan, andUzbekistan, which is made possible by the Chabahar port. But, in the long run, the pipeline-to-road-to-rail-to-sea-to-road shipment costs through Chabahar should be circumvented by direct transit through Pakistan. So far, Pakistan has been reluctant to provide such access.[97] The US State Department does not currently see military cooperation between Iran and India as part of the Chabahar project, although it has cautioned India to remain within the legal parameters with respect to collaboration with Iran.[98] The US also sees the Indian presence in greater Central Asia beneficial for spreading the soft power of democratic and friendly regimes.[18] India hopes to see the Western countries use the Chabahar route to link to Afghanistan and reduce their dependence on Pakistan.[99]
Padukone agrees that India has need for establishing a "naval counterweight" to China's presence in Gwadar,[96] as India sees theGwadar Port as a manifestation of a strong China–Pakistan alliance that seeks to choke Indian investments in the Indian Ocean region.[18] ScholarChristophe Jaffrelot states that Gwadar gives the Chinese a key listening post to monitor US and Indian naval activity in the Persian Gulf as well as a dual-use civil-military base for Chinese ships and submarines. India perceive a direct threat and its response has been to help build the Chabahar port.[19]
Iran has stated that Chabahar is not a rival to Pakistan's Gwadar and invited Pakistan to join in its development. Pakistani analysts have endorsed the view, stating that Gwadar has an advantage by being a deep sea port and the expansion of Chabahar would in fact expand trade through Gwadar. Larger vessels that cannot dock at Chabahar could dock at Gwadar and the cargo transshipped to Chabahar.[100] Pakistan's foreign policy advisorSartaj Aziz has signaled that Pakistan may link the Gwadar port to Chabahar.[101]
However, in 2016, a retired Pakistani military officer characterized cooperation between India, Iran, and Afghanistan as a "security threat to Pakistan", that had "ominous and far-reaching implications" to the region. He also bemoaned the country's increasing "isolationism" and blamed what he called the “inaction” of the Foreign Office of Nawaz Sharif's government.[102]
In light of trade restrictions imposed on Iran by USA, India had reduced oil imports from Iran, but USA has not intervened directly in the port's development. Jeff Smith, a South Asia expert atThe Heritage Foundation in Washington, said in November 2017, "conservative analysts in [Washington] DC have accepted the fact that India will maintain some form of relationship with Iran, Iran is more about a transport corridor to Afghanistan; that it has no interest in advancing Iran's agenda in the Middle East; and that whatever space India evacuates there will be filled by China".[32]
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Consistent with its desire to be seen as a significant regional player, Iran has taken the initiative to engage with all the neighbouring countries to enhance the transit potential of Chabahar. It has signed a memorandum of understanding (MoU) with Afghanistan and Tajikistan on the construction of railway lines, water pipelines and energy transmission lines. It has been keen to extend the Khvaf-Herat rail line to connect to the railways of Central Asia, Turkey, and Europe. It has entered into an agreement with Oman, Qatar, Turkmenistan and Uzbekistan to establish a transport corridor between these countries. It is also a key partner in the InternationalNorth-South Transport Corridor (INSTC) along with Russia, Ukraine, Turkey, Oman, Syria, India and the Central Asian countries, which aims to connect South and Central Asian countries to Northern Europe via Iran and Russia. Specifically with respect to Chabahar, Iran has envisioned it as a key port in linking India with Afghanistan and Central Asian countries. Initiatives in this regard include a roadway from Chabahar toMilak on the Afghanistan border, Chabahar-Faraj-Bam railway, Chabahar-Zahedan-Mashhad rail link, which will be further extended toHerat andMazar-e-Sharif in Afghanistan andTermez in Uzbekistan.[103] Iran also plans to build theIranrud, aSuez Canal like canal through Iran to connect theCaspian Sea with thePersian Gulf.[citation needed]
According to the provisional deal, IPGPL will refurbish a 640-meter (2,100-foot) container handling facility through deployment of new equipment, including four rail-mounted gantry cranes, 16 rubber-tire gantry cranes, two reach stackers and two empty handlers. For the rebuilding of a 600-meter (1,969-foot) multi-purpose berth at Chabahar, Indian authorities will invest in six mobile harbour cranes, 10 forklifts and 10 trailers.
Deputy Industries Minister Hossein Modarres Khiyabani said Chabahar has the capacity of handling up to 8.5 million tons of cargo per year; we are seeking to activate at least 50% of this capacity as soon as possible."
"Currently only 10% of the capacity of Chabahar Port is being utilized, Khiyabani said recently.
Under the agreement, IPGPL will invest about $85 million in the modernization of infrastructure at two existing cargo berths at Chabahar on a 10-year operating concession with a provision to renew the contract with mutual consent. IPGPL has guaranteed 30,000 twenty-foot-equivalent units in the port's third year of operation and aims to handle 250,000 TEUs in the 10th year.
IPGPL will refurbish a 640-meter (2,100 feet) container-handling facility through the deployment of new equipment, including four rail-mounted gantry cranes, 16 rubber-tire gantry cranes, two reach stackers and two empty handlers. In addition, it will upgrade a 600-meter multipurpose berth with six mobile harbor cranes, 10 forklifts and 10 trailers for breakbulk and other cargoes.
India announced its participation in the Chabahar port project.
Honardost went on to say that Pakistan and China were offered to join the Chahbahar port development deal before India. However, both Pakistan and China did not show any interest, he added.
The offer to cooperate had first been extended to Pakistan and then China, implying neither had expressed interest, he said while speaking on Pakistan-Iran relations at the Institute of Strategic Studies in Islamabad (ISSI)[permanent dead link]
memorandums of understanding on provision of services by Indian Railways, including financing to the tune of $1.6 billion, for the Chabahar–Zahedan railway line
Confirmation Statement between EXIM Bank and Central Bank of Iran This confirms the availability of credit up to INR 3000 crore for the import of steel rails and implementation of Chabahar port.
MoU between IRCON and Construction, Development of Transport and Infrastructure Company (CDTIC) of Iran MoU will enable IRCON to provide requisite services for the construction of Chabahar-Zahedan railway line, which forms part of transit and transportation corridor in trilateral agreement between India, Iran and Afghanistan. Services to be provided by IRCON include all superstructure work and financing the project (around USD 1.6 billion).
India is ready to invest Rs 2 lakh crore at Chabahar SEZ in Iran but the investments would depend on gas prices as India wants it to be lowered," Gadkari said... On talks on supply of natural gas, Gadkari said that Iran has offered gas to India at $2.95 per million British thermal unit to set up urea plant at the Chabahar port but India is negotiating the gas price, demanding lowering the same... India, which imports around 8-9 million tonnes of the nitrogenous fertiliser, is negotiating for a price of $1.5 per mm [million] Btu with the Persian Gulf nation in a move that, if successful, will see a significant decline in the country's Rs 80,000 crore subsidy for the soil nutrient.
But additionally, India's bet on Afghanistan or Chabahar may turn out to be a poor choice. Afghanistan remains politically unstable. Any government that comes to power after the 2014 elections, if led by the Taliban or another Pakistani-supported political faction, may not be as enamored of increased trade with Iran or India as the current government is. And Chabahar is located in one of Iran's most explosive regions, where the Sunni Baloch insurgents have carried out repeated attacks against the regime in recent years.
From Chabahar port, the existing Iranian road network can link up to Zaranj in Afghanistan. This road can then connect to the 218-km Zaranj-Delaram road -- constructed by India in 2009 at a cost of Rs 680 crore – and finally to Afghanistan's Garland highway.
The closure of Helmand-Kandahar Highway for the past four days - due to the presence of Taliban in parts of Helmand province – has created numerous challenges for battle-weary residents.
Jundallah, an ethnic Baloch nationalist rebel group, has been waging a campaign of violence and terrorism in the name of local Baloch minority rights against Tehran in Iran's southeastern province of Sistan-Balochistan since 2003.
In the most recent high-profile strike in Iranian Balochistan, two suicide bombers struck the Imam Hussein mosque in the port city of Chabahar on December 15, 2010, killing 38 and injuring over 100.
