The Chennai-Vladivostok eastern maritime corridor (EMC) is now a strategic sea link connecting ports on India’s East Coast and Russia’s Far East. Data show a significant increase in cargo volumes on the EMC, with coal shipments rising by 87 per cent and crude oil transport growing by 48 per cent year-on-year in FY 2024–25. The EMC is likely to see more volumes in the future, as the long-drawn Red Sea crisis forces many ships on the western sea route to avoid the Suez Canal and take the longer route via the Cape of Good Hope in South Africa.
The distance between Mumbai port and the Russian port of St Petersburg, via the Suez Canal, is 8,675 nautical miles (16,066 km). In comparison, the distance from Chennai port to Vladivostok port, via the EMC, is shorter at 5,647 nautical miles (10,458 km).
Strategic start
It all started on September 4, 2019, with the signing of a memorandum of intent (MoI) in Vladivostok between the Indian Ministry of Ports, Shipping and Waterways and the Russian Ministry of Transport to enhance maritime connectivity between Chennai port and Vladivostok port.
The Chennai Port Authority (ChPT) engaged CRISIL to conduct a feasibility study on the corridor. The finding was that the Chennai-Vladivostok sea link is 45 per cent shorter than the Mumbai–St Petersburg route, with potential to reduce ocean freight cost and transit time. The study identified coal, crude oil, LNG, fertilizers and containers as key cargo for this route.
In May 2023, Sunil Paliwal, Chairman, ChPA and Kamarajar Port Ltd, presented the findings at the third India-Russia Joint Maritime Commission in Moscow. In January 2024, ChPA organised an Indo-Russia joint workshop on EMC. The rest is history as more cargo, especially crude oil and coal, started to flow through the corridor.
Strong momentum
The strong growth in cargo volume reflects the corridor’s growing relevance as a viable alternative trade route. Additionally, coal handling at non-major ports such as Dhamra, Gangavaram and Krishnapatnam has shown significant progress, as indicated in the trade discussions, Paliwal said.
To further boost the cargo traffic, sources said, ChPA is working on understanding the consumption pattern in Far East Russia. On the aggregation points for containerised cargo, it is understood from trade sources that demand for a minimum of 100 containers per week is needed to start a dedicated vessel service between Chennai and Vladivostok. Chennai port can act as a cargo/container aggregation point for the different ports on the East Coast of India, he said.
Further, financial institutions should establish mechanisms to enable trade between India and Russia in rupee and rouble. As a long-term measure, Russia could explore the setting up of fertilizer production and LNG export facilities in its eastern region, given the high demand for them in India, he said.
The potential is in terms of both volumes and timelines. Shipping of coking coal can start immediately; since Russia has good quantities, it can export from its Far East region, he said. “We have steel plants on the East Coast of India. When we get coking coal from Far East Russia, it is much cheaper than what we can get from Australia and other countries. Similarly, when we get crude from Russia, it will be cheaper for us. We have seen substantial growth in trade not only on the East but also the West Coast,” he said.
Eurasian trade
An official with a leading maritime research firm pointed to India’s heavy reliance on imported coking coal, with Australia being a primary supplier. While Australia’s share in India’s coking coal imports has historically been high (70-75 per cent), it has recently dipped (about 60 per cent) with more steel mills exploring alternative suppliers like Russia and the United States.
As the East Coast of India accounts for more than 70 per cent of India’s crude steel capacity, the Chennai-Vladivostok route is expected to cater to the growth in the import of coking coal from Russia to Indian ports such as Haldia, Dhamra, Paradip, Visakhapatnam, Gangavaram and Kakinada, he said.
A faculty member at a large maritime institute said that, for India’s East Coast, the link opens doors to new export markets, industrial growth near ports and job creation. While challenges like Vladivostok’s harsh winters and container imbalances remain, both nations are working together to address them.
As the corridor matures, India is poised to evolve from a user of global trade lanes to a key architect, with the Chennai-Vladivostok route serving as a symbol of its strategic and economic aspirations in Eurasian trade, he said.
