Located on Iran’s southeastern coast, Chabahar has long been a strategic bypass for New Delhi to landlocked Afghanistan and Central Asia, bypassing Pakistan’s blockade points, which do not allow land transit for Indian goods. The 10th-century Persian scholar and writer al-Biruni, in his book Tarikh al-Hind (History of India), described the coastal region near the city of Chabahar, then known as Tiz or Tis, as “the entry point or beginning of coastal India”.For Tehran, the port is a lifeline for global reintegration, countering decades of Western isolation. Fatahli stressed its regional pivot, saying, “We believe that Chabahar can become an important hub connecting Central Asia with open waters.”The Chabahar port project dates back to the 1970s, when Iran’s last Shah, Mohammad Reza Pahlavi, proposed it as a deep-sea hub in the Gulf of Oman. During the 1979 Islamic Revolution in Iran and the subsequent leadership change, work on the project slowed down. In the 1980s, when the Iran–Iraq War made Iran’s Persian Gulf routes unsafe, Iran doubled its focus on relocating its trade and expanding Chabahar.When India began talks to develop the port around 2003, its main objective was to provide access to Afghanistan and Central Asia, bypassing Pakistan. But it was also in response to initial construction in Pakistan’s Gwadar under Beijing’s flagship $62 billion China-Pakistan Economic Corridor (CPEC).The partnership was formalized with an MoU in 2015, in which India committed up to $500 million during PM Narendra Modi’s 2016 visit to Tehran. The agreement, renewed for 10 years in 2024 (previously renewable annually), promises to give India a direct sea-land corridor to Central Asia and beyond – vital for trade in minerals, grains and energy.Through Chabahar, goods can be shipped from Indian ports to Iran and then moved inland by road and rail and to Russia, Central Asia, Europe.India has invested in port equipment and operations, while Iran has worked on increasing connectivity from the port to its internal transportation network. Progress has been uneven due to sanctions on Iran and delays in infrastructure development.In the current phase of the port, India has committed over $350+ million in core investment as well as credit lines including equipment, berths, and the proposed next phase includes additional berths and rail connectivity, and it is anticipated that additional funds will be required. The Iranian envoy’s statement comes at a time when India is considering its options under US sanctions on Iran. The waiver deadline of April 26, 2026 is approaching.Amid ongoing uncertainty in the regional security environment, Fatahli’s comments signal optimism and assurance that the project will remain on track and gain momentum after its completion, despite ongoing geopolitical tensions.