Post on 18-Dec-2021
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ინოვაციური ეკონომიკა და მართვა, ტომი.7, N2, 2020 Innovative Economics and Management, Vol. 7, No.2, 2020
ბადრიბადრიგეჩბაიაგეჩბაია
ბათუმისშოთარუსთაველის
სახელმწიფოუნივერსიტეტის
ასოცირებულიპროფესორი
ბათუმი,საქართველო
E-mail:gechbaia.badri@bsu.edu.ge
https://orcid.org/0000-0003-2815-2228
ამირანამირანწილოსანიწილოსანი
ბათუმისშოთარუსთაველის
სახელმწიფოუნივერსიტეტის
დოქტორანტი
ბათუმი,საქართველო
E-mail:atsilosani@gmail.com
https://orcid.org/0000-0003-2809-5964
2019წლისმიწურულსადა2020წლისდასაწყისშიპან-
დემიასთან დაკავშირებულმა მოვლენებმა, რასაც შედე-
გად მოჰყვა, გლობალურად, მსოფლიო ქვეყნების საზღ-
ვრების ჩაკეტვა, ადგილი ჰქონდა საზღვაო ტვირთების
გადაადგილების გარკვეულ შეფერხებებს. მოცემულ პი-
რობებში, რიგი ქვეყნებისათვის, ერთადერთ ხსნად სახ-
მელეთოსატრამსპორტოსაშულებებიიქცა,რამაცკვლავ
გააცოცხლა ინტერესი სახმელეთო სატრანსპორტო დე-
რეფნებისმიმართ.
ერთ-ერთ ასეთ სატრანსპორტო დერეფანს წარმოად-
გენს „ევროპა-კავკასია-აზიის სატრანსპორტო დერეფა-
ნი“, რომელიც დაარსების დღიდან დღემდე არ ფუნქ-
ციონირებდა სრული დატვირთვით, თუმცა აქვს მომა-
ვალი განვითარებისდიდი პოტენციალი,რისი ნათელი
მაგალითებიც არის მოცემული დერეფნის ფარგლებში
წარმატებით განხორციელებული ისეთი მნიშვნელოვა-
ნი პროექტები, როგორიცაა „ბაქო-თბილისი-ჯეიჰანის“
(BTC)ნავთობსადენი,„ბაქო-თბილისი-ერზრუმის“(BTE)
გაზსადენიდა„ბაქო-თბილისი-ყარსის“(BTK)სარკინიგ-
ზომაგისტრალი,რაცმნიშვნელოვნადზრდისდერეფნის
გეოპოლიტიკურმნიშვნელობას.
მოცემულინაშრომისმიზანია„ევროპა-კავკასია-აზიის
სატრანსპორტო დერეფნის“ მნიშვნელობის, შესაძლებ-
ლობებისდა ასევე შესაძლო განვითარების გზებისა და
პერსპექტივებისგანსაზღვრა,რეგიონშიმიმდინარეპრო-
ცესებთანმიმართებაში.კვლევისმიზანიააღწეროსევრა-
ზიის რეგიონში მიმდინარე გეოპოლიტიკური და ეკო-
ნომიკურიპროცესებიდაგამოკვეთოს„ევროპა-კავკასია-
აზიის სატრანსპორტო დერეფნის“ ძლიერი და სუსტი
მხარეები.
აღნიშნული კვლევის ორიგინალურობა და ღირებუ-
ლება მდგომარეობს „ევროპა-კავკასია-აზიის სატრანს-
პორტოდერეფნის“არსებულიმდგომარეობისშესწავლა-
ში,მისკონკურენტუნარიანობისგანსაზღვრაშისხვაალ-
JEL Classification: O18, R1, R40DOI: 10.46361/2449-2604.7.2.2020.104-113
ISSN2449-2604
„ევროპა-კავკასია-აზიის სატ რან ს პორ ტო „ევროპა-კავკასია-აზიის სატ რან ს პორ ტო
დე რეფ ნის“(TRACECA) გან ვი თა რე ბი სათ ვის დე რეფ ნის“(TRACECA) გან ვი თა რე ბი სათ ვის
გა დად გ მუ ლი ნა ბი ჯე ბი, გა მოწ ვე ვე ბი და გა დად გ მუ ლი ნა ბი ჯე ბი, გა მოწ ვე ვე ბი და
პერ ს პექ ტი ვე ბიპერ ს პექ ტი ვე ბი
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ინოვაციური ეკონომიკა და მართვა, ტომი.7, N2, 2020 Innovative Economics and Management, Vol. 7, No.2, 2020
ტერნატიულსატრანსპორტოდერეფნებთანმიმართებაში
დაასევეარსებულიდაპოტენციურიპერსპექტივებისგა-
მოვლენასადამათიმიღწევისგზებისგანსაზღვრაში.
კვლევისმიზნებისმისაღწევადგამოყენებულიქნაინ-
ფორმაციის მოპოვების კომპლექსური მეთოდები. ბიბ-
ლიოგრაფიულიკვლევითგანხორციელდამეორადიმო-
ნაცემებისმოპოვება,დახარისხებადაანალიზი.კვლევის
თეორიულისაფუძველიამოცემულსაკითხზეარსებული
ლიტერატურა:სამეცნიეროშრომები,კვლევები,პუბლი-
კაციები,პერიოდულიბეჭდვითიგამოცემებისსტატიები,
ინტერნეტითმოძიებულიმონაცემები.
ნაშრომშიგანხილულია„ევროპა-კავკასია-აზიისსატ-
რანსპორტო დერეფნის“ მომავალი განვითარებისა და
სრულიდატვირთვითფუნქციონირების პერსპექტივები
ევროკავშირისადაცენტრალურიაზიისქვეყნებსშორის
სავაჭრო ურთიერთობების გაღრმავებისა და ტვირთბ-
რუნვისგაზრდისშედეგად.
საკვანძოსიტყვები:საკვანძოსიტყვები:ევრაზია;ცენტრალურიაზია;ტრა-სეკა;სატრანსპორტოდერეფნები
შემოსულიარედაქციში:შემოსულიარედაქციში:
ივნისი, 2020რეცენზირებულია:რეცენზირებულია:
ივლისი, 2020
©ინოვაციურიეკონომიკადამართვა,
2020
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ინოვაციური ეკონომიკა და მართვა, ტომი.7, N2, 2020 Innovative Economics and Management, Vol. 7, No.2, 2020
BADRIGECHBAIABADRIGECHBAIA
AssociatedProfessorofBatumiShota
RustaveliStateUniversity,Georgia
E-mail:gechbaia.badri@bsu.edu.ge
https://orcid.org/0000-0003-2815-2228
AMIRANTSILOSANIAMIRANTSILOSANI
DoctoralStudentofBatumiShota
RustaveliStateUniversity,Georgia
E-mail:atsilosani@gmail.com
https://orcid.org/0000-0003-2809-5964
Edited by:June, 2020Reviewed by:July, 2020
Pandemic-related events in late 2019 and early 2020,which resulted in the closure ofworld borders globally, led tocertaindelaysinthemovementofmaritimecargo.Undertheseconditions,foranumberofcountries,landtransporthasbecomethe only solution,whichhas revived interest in land transportcorridors.
One such transport corridor is the “Europe-Caucasus-AsiaTransportCorridor”,whichhasnotoperatedat its fullcapacitysinceitsinception,buthasgreatpotentialforfuturedevelopment,as exemplified by such important projects as “Baku-Tbilisi-Ceyhan” (BTC) oil pipeline, the “Baku-Tbilisi-Erzurum” (BTE)gas pipeline and the “Baku-Tbilisi-Kars” (BTK) railway, whichsignificantlyincreasethegeopoliticalimportanceofthecorridor.
The aim of this thesis is to determine the importance,opportunities and possible development paths and perspectivesofthe“TransportCorridorEurope-Caucasus-Asia”inrelationtotheongoingprocesses in theregion.Theaimof thestudy is todescribethecurrentgeopoliticalandeconomicprocesses intheEurasianregionandtoidentifythestrengthsandweaknessesoftheTransportCorridorEurope-Caucasus-Asia.
Theoriginalityandvalueofthisstudyliesinthestudyofthecurrentstateofthe“Europe-Caucasus-AsiaTransportCorridor”,its competitiveness in relation to other alternative transportcorridors, aswell as the identificationof existing andpotentialperspectivesandthewaystoachievethem.
Complex methods of obtaining information were used toachieve the objectives of the study.Bibliographic researchwasusedtoextract,sortandanalyzesecondarydata.Thetheoreticalbasis of the research is the existing literature on the subject:scientificpapers,studies,publications,articlesinperiodicals,dataretrievedfromtheInternet.
Thethesisdiscussestheprospectsforthefuturedevelopmentandfull-fledgedoperationofthe“Europe-Caucasus-AsiaTransportCorridor”asaresultofdeepeningtraderelationsandincreasingfreighttrafficbetweentheEUandCentralAsiancountries.
Key words:Key words: Eurasia; Central Asia; TRACECA; Transportcorridors
JEL Classification: O18, R1, R40DOI: 10.46361/2449-2604.7.2.2020.104-113
ISSN2449-2604
STEPS, CHALLENGES AND PERSPECTIVES STEPS, CHALLENGES AND PERSPECTIVES
FOR THE DEVELOPMENT OF THE FOR THE DEVELOPMENT OF THE
“EUROPE-CAUCASUS-ASIA TRANSPORT “EUROPE-CAUCASUS-ASIA TRANSPORT
CORRIDOR” (TRACECA)CORRIDOR” (TRACECA)
©InnovativeEconomicsandManagement,
2020
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There are many initiatives, economic
associations and routes in the Eurasian region
today, such as the “Belt and Road Initiative”,
the “Eurasian Economic Union”, the “North-
South International Transport Corridor”, the
“LapisLazuliCorridor”andotherswhichaimto
promotetransportcorridorsandatthesametime
economicdevelopment.
All of the above transport corridors are
competing corridors of the “Europe-Caucasus-
Asia Transport Corridor”, but this is especially
trueofthe“North-SouthInternationalTransport
Corridor” and transport corridors within the
“Eurasian Economic Union”. The “Belt and
Road Initiative” and “Lapis Lazuli Corridor”
doesnot ruleoutGeorgia’s involvement in the
transport economic corridor,whichwe cannot
say about the “Eurasian Economic Union”
and the “North-South International Transport
Corridor”.Themainchallengesofalltheabove
projectsremaintheunderdevelopmentandlow
qualityoflogisticsinfrastructure,andinthecase
of the “North-South International Transport
Corridor” and the “Europe-Caucasus-Asia
TransportCorridor”, all this is compoundedby
theabundanceofintermodaloperations,which
significantly increasestransportcostsaswellas
deliverytimes.
It should also be noted that the “Europe-
Caucasus-Asia Transport Corridor” and its
most recent achievement, the “Baku-Tbilisi-
Kars” Railway, could be harmed by the new
infrastructureprojectsthataretobeimplemented
between Azerbaijan and Iran, aimed at the
construction of new railway sections and the
expresswaybetweenthetwocountries[1][2].
According to the World Economic Forum
2019 Global Competitiveness Index, Georgia
ranks 74th among 141 countries in theworld.
Asthechartbelowshows,Georgiarankslastin
the Caucasus region. It is noteworthy that the
2019 Global Competitiveness Index of Georgia
hassignificantlydeterioratedcomparedto2018,
when Georgia was leading in the Caucasus
region.
ChartN1-2019and2018GlobalCompetitivenessIndexChartN1-2019and2018GlobalCompetitivenessIndex
Source:(WorldEconomicForum,TheGlobalCompetitivenessReport,2019)
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Also,ifwelookattheinfrastructureindicators
of Turkey, Central Asia and the Caucasus
countriesparticipatinginthe“Europe-Caucasus-
AsiaTransportCorridor”,wewillseethatthey
differsignificantlyinthedegreeofdevelopment.
For example, Turkey and Azerbaijan are
significantly ahead of the three Central Asian
countries,GeorgiaandArmeniaintermsofroad
infrastructure (Uzbekistan and Turkmenistan
arenotincludedintheWorldEconomicForum
study). In terms of railway infrastructure, the
Caucasus countries are significantly ahead
of Central Asian countries, while in the case
of maritime infrastructure, comparisons are
possibleonlybetweenGeorgiaandTurkey(due
tothefactthatothercountrieslandlocked)and
hereGeorgiaissignificantlylower(92ndplace)
as compared to Turkey (28th place). For the
above figures, see TableN1 and ChartN2 and
N3below.ChartN3 shows thequalityof joint
infrastructuredevelopmentratebycountry.
The World Bank’s Logistics Performance
Index (LPI) is also used to determine the
development of the logistics and transport
sector, which is a comprehensive summary of
thevariouscomponentsoflogisticsandincludes
customs and border clearance procedures, ease
of international shipping, trade and transport
TableN1
ChartN3
ChartN2-AccordingtothedataoftheWorldEconomicForum2019,theindicatorsofthequalityofroad,ChartN2-AccordingtothedataoftheWorldEconomicForum2019,theindicatorsofthequalityofroad,
railwayandmaritimeinfrastructuredevelopmentbycountriesrailwayandmaritimeinfrastructuredevelopmentbycountries
Source:(WorldEconomicForum,TheGlobalCompetitivenessReport,2019)
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quality, criteria for control/monitoring of
parcels,evaluationofdeliverydates.TheWorld
Bankpublishesthesedataeverytwoyears,and
accordingtothelatestdatapublishedin2018,in
thecaseofGeorgia,thereisanegativedynamic,
whichcanbeseeninthetablebelow(seeTable
N2), where Georgia ranks 119th out of 160
countriesandGermanyranksthefirstplace[3].
It should be noted that according to the
logisticsperformanceindex,thememberstatesof
the“Europe-Caucasus-AsiaTransportCorridor”
are located at significantly lower positions
comparedtocompetingtransportcountriessuch
asRussia and Iran. In the case ofGeorgia, this
isclearwhencomparingthecomponentsofthe
givenindexwithRussiaandIran(seeChartN4).
Despitetheabovenegativeindicatorsrelated
to the deterioration of the logistical indicators
of themember statesof the “Europe-Caucasus-
AsiaTransportCorridor”(TRACECA-Transport
Corridor Europe-Caucasus-Asia [4]), which
fails tomeet the currentneeds and challenges,
it should be noted that the corridor, which
is part of the “Trans-Caspian International
Trasnport Route” (TITR), also known as the
“Middle Corridor”, has recently seen some
activityduetotheactivationofblocktrainsfrom
the China-Kazakhstan border to Georgia. The
TableN2-GeorgianLogisticsPerformanceIndexTableN2-GeorgianLogisticsPerformanceIndex
Source:(TheWorldBank,LogisticsPerformanceIndex,2018)
ChartN4ChartN4
Source:(TheWorldBank,LogisticsPerformanceIndex,2018)
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shareofcargotransportedusingthiscorridorin
China-CentralAsia-EU shipments isnegligible.
Themain stopping factor for the development
of the “Middle Corridor” is its high cost and
unreliability,whichisreflectedinthefact that
rail transport through the “Central Corridor”
fromCentralAsiatoEUcountriesis22%more
expensiveand50%longerthantheroutewithin
“EurasianEconomicUnion”[6].
Nolessimportantisthefactthatthe“Europe-
Caucasus-AsiaTransportCorridor”isofregional
importance for the Caucasus and Central Asia,
supported by the EU and the US, which is
reflected in technical and financial support,
as this transport corridor is an important
geopoliticalprojectforthem.
Also noteworthy is the fact that the three
member countries of the “Europe-Caucasus-
Asia Transport Corridor”, Georgia, Turkey
and Azerbaijan, have successfully continued
to expand economic cooperation, especially in
the mega-projects of the transport and energy
sectors,inwhichCentralAsiacountriesarealso
participating. Three such large projects are the
“Baku-Tbilisi-Ceyhan” (BTC) oil pipeline, the
“Baku-Tbilisi-Erzurum” (BTE - so called “Shah
Deniz”)gaspipeline,andthe“Baku-Tbilisi-Kars”
(BTK)railway.
l The “Baku-Tbilisi-Ceyhan” (BTC) oil
pipeline, backed by Western companies
led by British Petroleum (BP), was
commissioned in 2005. It is Azerbaijan’s
“main export pipeline”, through which
crudeoil isalsoexportedfromKazakhstan
andTurkmenistan;
l The “Baku-Tbilisi-Erzurum” (BTE) gas
pipelineconnectsthesourceofAzerbaijan’s
natural gas field, Shah Deniz, with the
Turkish city of Erzurum via Georgia. It
is noteworthy that the EU facilitated the
initiationof connectingTurkmenistanand
Kazakhstan throughtheTrans-Caspiangas
pipeline;
l “Baku-Tbilisi-Kars” (BTK) - Involvement
oftheCaucasus, inparticular,Georgiaand
Azerbaijan (as a “Caucasian tandem”[7])
withintheframeworkoftheSilkRoadproject
contributestothesuccessfulimplementation
and completion of the “Baku-Tbilisi-Kars”
(BTK)Railway(alsoknownastheIronSilk
Road),whichofficially opened inOctober
2017andconnectsthreecountries,namely
Georgia,AzerbaijanandTurkey,andwhich
established the passenger and freight link
between Europe and China, bypassing
RussiaandArmenia[8].Theannualcapacity
of this railway is determined by the
transportation of 1million passengers and
6.5milliontonsofcargo,andby2034it is
planned to increase these figures and the
target is to transport 3 million passengers
and17milliontonsofcargo.
Although economic cooperation between
Georgia,AzerbaijanandTurkeyisquitestrong,
it should be noted that the third country in
the Caucasus and one of the members of the
“Europe-Caucasus-Asia Transport Corridor”,
namely Armenia, is excluded from these
economicrelationsduetopoliticalissues.Asthe
latterhassevereddiplomaticrelationswithboth
Turkey and Azerbaijan and has open borders
withonlyIranandGeorgiaoutof4neighboring
countries. Armenia’s economy and its stability
are significantly linked to Russia, which is
Armenia’slargestimporter.Alltradeoperations
withRussiaarecarriedoutbyArmeniathrough
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the territory of Georgia. Armenia further
deepened its economic integrationwith Russia
in 2015 through membership in the “Eurasian
EconomicUnion”(EAEU),whichwasdrivenby
pressurefromRussiaandwasakindofresponse
totheEU’songoingcooperationwithArmenia.
Another step forward is the “Trans-Caspian
InternationalTransportRoute”initiative,which
runs through China, Kazakhstan, the Caspian
Sea,Azerbaijan,Georgia andTurkey, and then
across the Black Sea to European countries.
DeliverytimefromChinatoEuropewithinthis
route averages 14-15 days. The initiative was
supportedbybothstakeholdersandChina,and
theEUplayedanimportantroleincreatingthe
technicaldocumentation.
The “Trans-Caspian International Transport
Route” Development Coordination Committee
wasestablishedin2013byGeorgian,Azerbaijani
and Kazakh transport companies, including
“Georgian Railway”, “Aktau International Sea-
port”,“AzerbaijanCaspianShippingCompany,”
“Azerbaijan Railway”, “Baku International Sea
TradePort”and“BatumiSeaport”.Theactivities
of the Coordination Committee resulted in
coordinated cooperation between transport
companies in the field of technology and the
approvalofintegratedratesfortransportation[9].
There have also been positive shifts in the
CaspianSeasection,whichliesinthedevelopment
and expansion of Baku International Seaport
infrastructure. Within the framework of this
project, the Government of Azerbaijan plans
to turn the country into a logistics hub of the
CaspianSea,andeffectivestepshavealreadybeen
takeninthisdirection.Theportinfrastructureis
being actively upgraded, and it is also planned
tocreateafreeeconomiczone,whichwillcover
400hectaresandwherecompanieswillbenefit
from significant tax benefits[10]. Also, no less
important, Azerbaijan has put a regular feeder
service on theBaku-Turkmenistan-Baku route,
whichwill significantlyreducecargohandling,
whichuntilnowhasoftenbeenthecasedueto
thelackofregularfeederservice.
Clearly,alloftheabovewillhaveapositive
impactonthefutureeffectivenessofthe“Europe-
Caucasus-Asia Transport Corridor”, as well as
US-imposed sanctions on Iran and Russia are
in favor of the corridor.Member states should
makethemostofittotheiradvantage.
ConclusionConclusion
The events of the first half of 2020, which
were related to the pandemic declared by the
World Health Organization and also the total
closureoftheworldborders,showedhowmuch
the world economy is dependent on China,
whichledtoasignificantbreakinthepreviously
functioningsupplychain.
Itistheabovementionedeventsthathaveled
tothediscussionswithinthedevelopingcountries
regarding bringing back their manufacturing
facilities and the relocationof their enterprises
and multinational companies from China to
otheralternativemarkets,inordertomaximize
theriskdiversificationincaseofsuchasituation
inthefuture.
In our opinion, the above-mentioned alte-
rnativemarketsarethecountriesofCentralAsia,
andthereareseveralexplanationsforthisview,
namely:
l ExportingenterprisesfromChinatoneighb-
oringCentralAsian countries is associated
withlowercosts;
l The economies of Central Asian countries
are not well developed and diversified in
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differenteconomicsectors,andusuallythe
whole economy is based on minerals and
tradeinnaturalresources.Thiscircumstance
makes the economies of Central Asian
countriessignificantlyvulnerableandtheir
economic stability depends on the world
marketpricesofnatural resources (natural
gas, fuel, etc.), which often fluctuate. It
shouldalsobenotedthattheresourcesgiven
areusuallyexhaustibleandnon-renewable;
l Central Asian countries are interested in
diversifying their economies and reducing
the share of natural resources in total
economicactivitythroughtheuseofother
economicsectors(typicallymorethan50%
of theCentralAsianeconomycomes from
naturalresources);
l CentralAsiancountrieshavealargeamount
ofhumanresourcesthatcanbeusedinnew
economic activities and thus contribute to
reducinglabormigration(thepopulationof
CentralAsiancountriesreaches72million
people);
In our opinion, the transfer of production
from the Chinese market to Central Asian
countries will significantly contribute to the
intensification of the “Europe-Caucasus-Asia
TransportCorridor”,asnoCentralAsiancountry
has access to the sea and most of the cargo
producedwillbedestinedfortheEU,yetalmost
allCentralAsiancountries aremembersof the
mentionedtransportcorridor.Thisisfacilitated
by the fact that the EUhas developed a “New
CentralAsiaStrategy”in2019,underwhichthe
EUhasalreadysignedanEnhancedPartnership
andCooperationAgreement(EPCA)withsome
parts of Central Asia (PCA - Cooperation and
Partnership Agreement) agreements, some of
whichareinanactivephaseofnegotiation.
In view of all the above and also on
the condition that the implementation of new
infrastructure projects within the “Europe-
Caucasus-Asia Transport Corridor” and the
modernization of the existing ones continue,
this will be compounded by the identification
and development of competitive advantages
by member country’s state bodies, we can
assume that the “Europe-Caucasus-Asia
Transport Corridor” will become a corridor
with a significant advantage over the Eurasian
continent.
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