Download WP 6 Extending of cooperation structures to the Black Sea bordering

Freight and Logistics Advancement in Central/South-East Europe - Validation of trade and
transport processes,
Implementation of improvement actions,
Application of co-coordinated structures
WP 6
Extending of cooperation structures to the Black Sea bordering and TRACECA
countries
Action 6.1.2
SWOT-analysis to identify problems and opportunities of intermodal transport in the
Black Sea bordering countries
Date:
Version:
10.12.2012
[approved]
Public Document
Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
Involved FLAVIA partners:
Technical University of Applied Sciences Wildau, DE
Upper Austrian University of Applied Sciences Research & Development Ltd. - LOGISTIKUM, AT
The information in this document is provided as is, and no guarantee or warranty is given
that the information is fit for any particular purpose. The user thereof uses the information
at its own risk and is solely liable for its usage.
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
Content
1
Executive Summary ........................................................................................................... 4
2
Relevance for the CENTRAL EUROPE Goals .................................................................. 5
3
Methodology ....................................................................................................................... 6
4
Country profiles of TRACECA countries.......................................................................... 7
5
4.1
Armenia ....................................................................................................................... 7
4.2
Azerbaijan ................................................................................................................... 8
4.3
Bulgaria ....................................................................................................................... 9
4.4
Georgia ...................................................................................................................... 10
4.5
Kazakhstan ................................................................................................................ 11
4.6
Kyrgyzstan ................................................................................................................ 12
4.7
Moldova ..................................................................................................................... 13
4.8
Romania .................................................................................................................... 14
4.9
Tajikistan ................................................................................................................... 15
4.10
Turkey ........................................................................................................................ 16
4.11
Ukraine ...................................................................................................................... 17
4.12
Uzbekistan ................................................................................................................. 18
SWOT analysis of the intermodal transport and trade along the TRACECA corridor 19
5.1
SWOT analysis .......................................................................................................... 19
5.2
Description of the entries ........................................................................................ 20
5.2.1
5.2.2
5.2.3
5.2.4
6
Strengths............................................................................................................................... 20
Weaknesses ......................................................................................................................... 21
Opportunities......................................................................................................................... 23
Threats .................................................................................................................................. 25
Conclusions ...................................................................................................................... 27
6.1.1
6.1.2
6.1.3
6.1.4
Summary – strengths ............................................................................................................ 27
Summary – weaknesses....................................................................................................... 27
Summary – opportunities ...................................................................................................... 28
Summary – threats ............................................................................................................... 30
Tables ........................................................................................................................................ 31
Figures ...................................................................................................................................... 31
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
1 Executive Summary
The TRACECA corridor becomes more and more a strategic factor for the EU. In the last decade over 60 technical assistance and 14 investments projects were financed. The investment
volume amounts to 170 mln €. Focussed issues are secure and safe transport, harmonizing
legal regulations, facilitating trade and institutional support. The main aim for both – the EU and
TRACECA – is to establish stable and continuous trade and transport relations. Also the transport operators and logistics providers invest more and more within the TRACECA region. The
ports of Constanta, Odessa and Poti are already in the property of foreign transport companies.
The present report delivers an assessment of the current trade and transport situation within the
TRACECA region and its relations and links to the EU. Benefiting and hindering factors are assembled with the help of a SWOT-analysis. With the help of an own survey, results from other
FLAVIA reports as well as experiences from other projects for all four fields concrete statements
were prepared.
The analysis shows that on paper the TRACECA region has a powerful position. The corridor is
rich of natural deposits like oil, gas and strategic minerals (e.g. gold, seldom minerals and uranium). Furthermore, situated at the linkage point between Europe and Asia it possesses a growing relevance for international transport routes following the former Great Silk Road. The reactivation and expansion of the land bridge route could mean a serious alternative for the maritime
route.
Several pipeline projects are realised at the moment. They should supply Europe with gas for its
energy production and should decrease the dependencies from Russian supplies. This might
lead to conflicts in future.
Despite of the existing resources and the large development potential the TRACECA region
struggles with various problems which hamper the trade and transport relations. An unstable
political environment accompanied with abuse of authority, corruption and organised crime disadvantage a large part of the region. All these factors scare potential investors.
The infrastructure does not reach a Western standard. Especially the Eastern part of the
TRACECA corridor needs new investments into the transport network. In addition the organisation of the transports has to be optimised. Long-lasting border procedure, unsafe transport conditions and missing services have to be overcome.
A promising approach is a close cooperation between the EU and the TRACECA. A linkage of
both regions with the help of common working groups or platforms could be one opportunity.
The coordination of joint infrastructure projects for instance would avoid solo runs. The experiences from the TEN-T (Trans-European Transport Network) shaping process might be used for
the creation of a “TCAN-T” (Trans-Central Asia Transport Network). Such a network could be
the basis for further agreed expansions of the transport routes.
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
2 Relevance for the CENTRAL EUROPE Goals
The FLAVIA corridor goes in Southeast direction through the CENTRAL EUROPE Programme
area (from Central Europe to Romania at the Black Sea). Logically, the transport flows does not
end abruptly at the Black Sea. Beyond, the emerging markets in the Near, Middle and Far East
can be reached. One common transport route to the Far East (via the Suez channel) is by maritime transport. Another possibility is to use the European-Asian land bridge via the Black Sea,
the Caucasus and the Caspian Sea. The countries located along this land bridge developed
dynamically during the last two decades. The TRACECA countries offer primarily huge and
valuable, natural resource deposits. The demand of the EU member states continuously increases for such goods. In contrast the TRACECA countries demand goods of the processing
industry.
To ensure efficient trade and transport relations in future the transport chains between the two
regions have to be extended and developed. This concerns the establishment of reliable transport services to enhance the accessibility as well as the construction of an integrated transport
network that enables multimodal logistics approaches.
The report presents the current state of play regarding infrastructure, intermodality and planned
investments on the one hand as well as actual obstacles within the region on the other hand.
The indication of trade and transport barriers shall help to develop action plans to remove them.
The improvement of the connectivity between Europe and the TRACECA countries would entail
two consequences:
1.) Efficient trade and transport conditions to the emerging markets in the TRACECA corridor
2.) An alternative transport route via the Eurasian continent to Asia
3.) Closer cooperation between both regions
4.) Realisation of joint infrastructure projects
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
3 Methodology
After gathering and compiling information about the intermodal transport within the TRACECA
corridor in report 6.1.1 the subsequent task is to transform them into a SWOT analysis considering effects of the intermodal plans with focus on the FLAVIA corridor. Hence, the findings from
report 6.1.1 are the main input. Additionally, a further desk research for detailed information
shall be carried out. To provide a basis for the SWOT-analysis all above mentioned countries
shall be introduced with a country profile. The information for that shall be derived from reports
of WP 3 and other highly reliable and comparable sources.
Relevant countries: Armenia, Azerbaijan, Bulgaria, Georgia, Kazakhstan, Kyrgyzstan, Moldova,
Romania, Tajikistan, Turkey, Ukraine, Uzbekistan
Step 1 – Country profiles
The profile should include:
• Text block introducing the country highlighting the geographical location, the political
constitution, major economy fields, income/GDP development and general transport
strategy.
Step 2 – SWOT, Information collection
The SWOT analysis is divided into 4 fields: strengths, weaknesses, opportunities and threats.
The analysis shall work out in which position the intermodal transport is situated within the region (Evaluation A). A second evaluation will be made concerning the effects of the analysed
situation on the situation in the FLAVIA corridor (Evaluation B). In the following, all topics were
evaluated regarding their inherent “multiplier effects” and/or their demand by the intermodal sector (see i.e.: expert interviews carried out within the FLAVIA project). The methodology foresees
three steps of classifications (+ low, ++ middle, +++ high). After the collection of the topics a first
feedback and consultation round among the responsible partners will be made.
Step 3 – SWOT, Description of the identified entries
Each entry shall be explained shortly. Here, a clear relevance and reference to the intermodal
transport has to be recognizable. Also differences among country groups or solely countries
shall be addressed.
Step 4 – SWOT, Summary of each field
Finally, for each field a summary shall be prepared. Here, the most hindering obstacles or the
most important strengths shall be emphasized. What statements can be derived for the future to
improve the actual situation resp. keep the positive factors on track? Here also the division in
“A” (inside TRACECA) and “B” (Exchange with FLAVIA) has to been followed.
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
4 Country profiles of TRACECA countries
4.1 Armenia
Armenia is a land-locked country in the Caucasus region. Its neighboring countries are Turkey,
Georgia, Azerbaijan and Iran. Since the collapse of the Soviet Union in 1991, there is still a conflict with Azerbaijan over the region of Nagorno-Karabakh. This conflict harms the economic
situation of Armenia. The main reason is a trade blockade imposed by Turkey and Azerbaijan.
Nevertheless, Armenia experienced a continuous economic growth until 2008. From that year
on the country economy finds itself in a downturn. The most important trade partner is Russia.
Gas is imported from Russia via a pipeline through Georgia. Due to the conflict the transport
routes to Azerbaijan and Turkey are in a very bad condition. Currently, the Armenian government invests in the domestic transport network and intends to close the gaps to its neighbours.
Indicator
Measurement
Population 2011
Population 2017 (prognosis)
S3
GDP 2011
mill.
mill.
++
Bln Euro
Value
Source
GDP 2017 (prognosis)
Import – sum 2010
Bln Euro
Bln Euro
Imported goods
Export – sum 2010
Food, gas, oil
Bln Euro
Exported goods
Rail freight transport
Road freight transport
Gems, metal products
1000 tonnes
1000 tonnes
n/a
n/a
3,3
3,5
http://www.armstat.am/
http://www.imf.org
7,3
http://trade.ec.europa.eu
9,6
2,8
http://www.imf.org/
http://trade.ec.europa.eu
0,8
http://trade.ec.europa.eu
Table 1: Key figures – Armenia
Figure 1: Map of major intermodal nodes and known extensions/additions – Armenia
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
4.2 Azerbaijan
Located at the Caspian Sea and within the Caucasus, Azerbaijan is an oil and gas-rich country.
The deposits lie mostly below the Caspian Sea. The export of the resources to Western Europe
and Russia means the main source of income for the country. The revenues from the oil trade
enable a relatively high living standard compared to the neighbouring countries. Nevertheless,
other industrial sectors are under-developed and do not reach a competitive level. Most efforts
and human capital are concentrated within the oil and gas industry. This implies a disadvantage
of the agriculture and the processing industry. As result Azerbaijan has to import a significant
amount of goods. The country is affected by corruption tendencies and underdeveloped democratic structures. The transport network experienced investments in the port (Baku and Alyat)
and railway infrastructure (regular container block train between Poti and Baku).
Indicator
Measurement
Population 2011
Population 2017 (prognosis)
S3
GDP 2011
GDP 2017 (prognosis)
Import – sum 2010
Imported goods
Export – sum 2010
Exported goods
Rail freight transport (2008)
Road freight transport (2010)
mill.
mill.
++
bln Euro
bln Euro
bln Euro
n/a
bln Euro
Gas, oil
1000 tonnes
1000 tonnes
Value
Source
9,1
9,6
http://www.imf.org
http://www.imf.org
49,2
99,2
5
http://trade.ec.europa.eu
http://www.imf.org/
http://trade.ec.europa.eu
16
http://trade.ec.europa.eu
27.432
99.891
UNECE Transport Database
UNECE Transport Database
Table 2: Key figures – Azerbaijan
Figure 2: Map of major intermodal nodes and known extensions/additions - Azerbaijan
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
4.3 Bulgaria
Bulgaria is a member of the EU and situated on the Eastern Balkans but until now not a member of the Schengen-area. Via the ports of Varna and Burgas it has access to the Black Sea. In
the 1990’s Bulgaria struggled with the transition to democracy and market economy. With the
millennium a slight improvement of the economic situation could be reached. Tough Bulgaria
still belongs to the countries in Europe with the lowest income. Disadvantaging factors are the
relatively high degree of corruption and the organized crime. The EU requests Bulgaria several
times to fight against the drawbacks. The country is junction of the Russian oil pipeline “South
Stream” and the European “Nabucco pipeline”.
Bulgaria is dependent from gas and oil imports. The exports concentrate on food products,
chemicals and metal products.
Indicator
Measurement
Population 2011
Population 2017 (prognosis)
S3
GDP 2011
GDP 2017 (prognosis)
Import – sum 2010
mill.
mill.
++
bln Euro
bln Euro
bln Euro
Imported goods
Export – sum 2010
Exported goods
Rail freight transport (2010)
Road freight transport (2010)
Gas, oil, machinery
bln Euro
Chemicals, food
1000 tonnes
1000 tonnes
Value
Source
7,4
7,0
http://www.imf.org
http://www.imf.org
38,5
49,7
25,3
http://epp.eurostat.ec
http://www.imf.org/
http://trade.ec.europa.eu
25,6
http://trade.ec.europa.eu
12.939
130.013
UNECE Transport Database
UNECE Transport Database
Table 3: Key figures - Bulgaria
Figure 3: Map of major intermodal nodes and known extensions/additions - Bulgaria
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
4.4 Georgia
Georgia lies strategically important at the East coast of the Black Sea. The country is located at
the intersection of two continents – Europe and Asia. The ports of Poti and Batumi are the most
important transshipment points for exporting and importing goods. Especially, as transit country
for pipeline projects Georgia takes on greater significance. Three pipeline projects affect it directly. The Baku-Tiflis-Ceyhan-Pipeline crosses the country from east to west, the South Caucasus Pipeline passes the country from east to southwest and the “Nabucco Pipeline” which
links together with the South Caucasus Pipeline at the Georgian/Turkish border. As former part
of the Soviet Union, Georgia was heavily dependent from the energy supply. Rising prices deteriorate the economic situation. As a result Georgia strives more and more to obtain gas from
Azerbaijan. In addition economic reforms were carried out and improved the situation noticeable. Main export goods are agriculture products, metals and ores.
Indicator
Measurement
Population 2011
Population 2017 (prognosis)
S3
GDP 2011
mill.
mill.
++
bln Euro
GDP 2017 (prognosis)
Import – sum 2010
Imported goods
Export – sum 2010
Exported goods
Rail freight transport (2008)
Road freight transport
bln Euro
bln Euro
Gas, machinery
bln Euro
Wine, ores
1000 tonnes
1000 tonnes
Value
Source
4,5
4,3
http://www.imf.org
http://www.imf.org
9,9
http://trade.ec.europa.eu
17,1
3,9
http://www.imf.org/
http://trade.ec.europa.eu
1,2
http://trade.ec.europa.eu
21.181
n/a
UNECE Transport Database
Table 4: Key figures - Georgia
Figure 4: Map of major intermodal nodes and known extensions/additions - Georgia
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
4.5 Kazakhstan
As huge area state, Kazakhstan possesses various land forms. Most of the population is concentrated in the east and the fertile south. The center and west with its deserts and steppes is
only sparsely settled but here most of the vast deposits of raw materials are located. Deposits of
crude oil and gas are situated around the Caspian Sea. Kazakhstan is the world’s biggest producer of uranium. The economy is interlinked closely to Russia and hence sensible for negative
developments. Kazakhstan has pipeline connections to Russia, China and to Western Europe
via the Baku-Tiflis-Ceyhan-Pipeline. The mentioned richness of strategic resources has led to
continuous and high growth rates since the millennium. The living standard is relatively high
within the region. The trade balance is positive. The country struggles with a severe environmental harmful heritage of the Soviet Union. This comprises the shrinkage of the Aral Sea, nuclear testing areas and toxic dumping areas.
Indicator
Measurement
Population 2011
Population 2017 (prognosis)
S3
GDP 2011
GDP 2017 (prognosis)
Import – sum 2010
Imported goods
mill.
mill.
++
bln Euro
bln Euro
bln Euro
Machinery, metal
products
bln Euro
Oil, metal products
1000 tonnes
1000 tonnes
Export – sum 2010
Exported goods
Rail freight transport (2007)
Road freight transport (2007)
Value
Source
16,6
16,8
http://www.imf.org
http://www.imf.org
129,4
254,4
22,6
http://trade.ec.europa.eu
http://www.imf.org/
http://trade.ec.europa.eu
36
http://trade.ec.europa.eu
26.0563
1.667.373
UNECE Transport Database
UNECE Transport Database
Table 5: Key figures - Kazakhstan
Figure 5: Map of major intermodal nodes and known extensions/additions – Kazakhstan
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
4.6 Kyrgyzstan
The country is characterized by a high mountain landscape. Only a small part of Kyrgyzstan has
a share on lowlands. The country is divided ethically in a Kyrgyz urban North part and an Uzbeks rural South part. The separation has led to tensions between both parts since the independence from the Soviet Union. The country does not possess noticeable energy resources.
There are some oil and gas deposits. But most of the energy supply has to be imported. On the
other hand the country owns one of the world’s largest gold deposits. The agriculture plays a
major role for the economy. The industrial production is not competitive enough and contributes
only slightly to the GDP. The ongoing ethnical conflict and the low diversified economy result in
the fact that Kyrgyzstan is one of the countries in Central Asia with a low income. Regarding the
transport infrastructure the country is by far the most underdeveloped within the region. The
road and primarily the railway network do not meet a satisfactory standard. Moreover, NorthSouth transport routes are hard to establish due to the unfavorable landscape.
Indicator
Measurement
Population 2011
Population 2017 (prognosis)
S3
GDP 2011
GDP 2017 (prognosis)
Import – sum 2010
Imported goods
mill.
mill.
++
bln Euro
bln Euro
bln Euro
Export – sum 2010
Exported goods
Rail freight transport (2008)
Road freight transport (2008)
bln Euro
Gold, food
1000 tonnes
1000 tonnes
Value
Source
5,5
5,9
http://www.imf.org
http://www.imf.org
3,9
6,3
5,4
http://trade.ec.europa.eu
http://www.imf.org/
http://trade.ec.europa.eu
0,8
http://trade.ec.europa.eu
1.816
31.891
UNECE Transport Database
UNECE Transport Database
Oil, machinery,
chemicals
Table 6: Key figures - Kyrgyzstan
Figure 6: Map of major intermodal nodes and known extensions/additions - Kyrgyzstan
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
4.7 Moldova
Moldova lies between Ukraine and Romania. It has no direct access to the Black Sea. But the
country has a small river section at the Danube. The port of Giurgiulești at this section provides
an important transshipment point for the import and export of goods. Moldova has a nonelectrified railway system with Russian broad gauge. This hampers the organization of border
crossing transport towards Western Europe (via Romania). The country is negatively affected by
the Trans-Dniester conflict. The region east of the Dniester is majorly populated by Russians
and Ukrainians. Since the collapse of the Soviet Union the region fights for its independence.
Moldova’s economy is oriented mainly on the agriculture sector. The trade of wine was once a
profitable business but it declines over the last years. In terms of energy supply the country depends on supplies from Russia. This circumstance has let to serious problems due to rising
prices. The exports concentrate on products from the agricultural sector. Logically, the import of
energy resources takes an important role.
Indicator
Measurement
Population 2011
Population 2020 (prognosis)
S3
GDP 2011
GDP 2017 (prognosis)
Import – sum 2010
Imported goods
mill.
mill.
++
bln Euro
bln Euro
bln Euro
Energy resources,
machinery
bln Euro
Textiles, food
1000 tonnes
1000 tonnes
Export – sum 2010
Exported goods
Railway transport (2010)
Road transport (2010)
Value
Source
3,6
3,6
http://www.imf.org
http://www.imf.org
5,2
8,7
2,9
http://trade.ec.europa.eu
http://www.imf.org/
http://trade.ec.europa.eu
1,2
http://trade.ec.europa.eu
3.852
23.801
UNECE Transport Database
UNECE Transport Database
Table 7: Key figures - Moldova
Figure 7: Map of major intermodal nodes and known extensions/additions - Moldova
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
4.8 Romania
Romania is a member of the EU but not of the Schengen-treaty. It is located at the Black Sea
and possesses with the port of Constanta a large transshipment point. The port connects Europe with the Caucasus Region (via Black Sea) and with the Far East (via the Bosporus and the
Suez Channel). The country developed less dynamically than other post communistic countries
in East Europe. But it experienced stable growth rates until the economic crisis in 2008/2009.
As reaction of the crisis Romania has released austerity measures to encounter the downturn.
The country possesses various deposits of natural resources. This comprises majorly oil, gas
and coal. The processing of oil is one the main industries. Furthermore, the semiconductor industry contributes significantly to the GDP. Unfortunately, Romania struggles with corruption
and organized crime. Preventing measures requested by the EU are implemented slowly.
Indicator
Measurement
Population 2011
Population 2017 (prognosis)
S3
GDP 2011
GDP 2017 (prognosis)
Import – sum 2010
Imported goods
Export – sum 2010
Exported goods
mill.
mill.
++
bln Euro
bln Euro
bln Euro
Machinery, chemicals
bln Euro
Semiconductor products,
textiles, metal products
1000 tonnes
1000 tonnes
Rail freight transport (2010)
Road freight transport (2010)
Value
Source
21,4
21,2
http://www.imf.org
http://www.imf.org
136,5
203,3
59,4
http://epp.eurostat.ec
http://www.imf.org/
http://trade.ec.europa.eu
52,3
http://trade.ec.europa.eu
52.932
174.551
UNECE Transport Database
UNECE Transport Database
Table 8: Key figures – Romania
Figure 8: Map of major intermodal nodes and known extensions/additions - Romania
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
4.9 Tajikistan
Like Kyrgyzstan, Tajikistan is characterized by a high mountain landscape. It is the poorest
country in Central Asia. The transport network is strongly under-developed. The railway network
is only linked to Uzbekistan. A connection via Kyrgyzstan to China is planned. The country is
agrarian-oriented, almost half of the population are employed at the agricultural sector. The
most important export good is cotton. The industry sector is developed indistinctly. After independence in 1991 the country was afflicted by a civil war. The five-year conflict affects the
economy till present day. Tajikistan is dependent on the import of gas and oil. Nevertheless,
Tajikistan owns various natural deposits like oil, gas and gold. With the help of Chinese investments the exploration of oil, gas and gold is advanced. But also credits shall help to finance new
infrastructure projects.
Indicator
Measurement
Population 2011
Population 2017 (prognosis)
S3
GDP 2011
mill.
mill.
++
bln Euro
GDP 2017 (prognosis)
Import – sum 2010
Imported goods
bln Euro
bln Euro
Machinery, food, chemicals
bln Euro
Cotton, raw materials
1000 tonnes
1000 tonnes
Export – sum 2010
Exported goods
Rail freight transport
Road freight transport
Value
Source
7,8
8,9
http://www.imf.org
http://www.imf.org
4,9
http://trade.ec.europa.eu
8,1
2
http://www.imf.org/
http://trade.ec.europa.eu
0,9
http://trade.ec.europa.eu
n/a
n/a
UNECE Transport Database
UNECE Transport Database
Table 9: Key figures - Tajikistan
Figure 9: Map of major intermodal nodes and known extensions/additions - Tajikistan
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
4.10 Turkey
Turkey spans between Europe and Asia. At the intersection of both continents lies the Bosporus
as linkage of the Black Sea and the Mediterranean Sea. It possesses a strategic position for
transport flows in west-east and north-south direction. With the Black Sea ports and the ports of
Istanbul and Izmir, Turkey has high frequented transshipment points. Over the last years Turkey
experienced a dynamic economic growth. The country has overcome the economic crisis mildly.
The reason is a strict reform program which has been imposed at the beginning of the millennium.
The country imports oil for the energy and industry production. That is the main reason why it
has a relatively high current account deficit. The most important export goods are textile products, electronic products (television receiver and white goods) and car parts.
Indicator
Measurement
Population 2011
Population 2017 (prognosis)
S3
GDP 2011
GDP 2017 (prognosis)
Import – sum 2010
Imported goods
Export – sum 2010
Exported goods
mill.
mill.
++
bln Euro
bln Euro
bln Euro
Oil, gas
bln Euro
vehicle parts,
chemicals, textiles
1000 tonnes
1000 tonnes
Railway transport
Road transport in tonnes
Value
Source
74,0
79,3
http://www.imf.org
http://www.imf.org
548,2
886,8
138,9
http://trade.ec.europa.eu
http://www.imf.org/
http://trade.ec.europa.eu
85,9
http://trade.ec.europa.eu
23.229
176.455
UNECE Transport Database
UNECE Transport Database
Table 10: Key figures - Turkey
Figure 10: Map of major intermodal nodes and known extensions/additions – Turkey
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
4.11 Ukraine
The Ukraine is the second largest country in Europe. With the Sea ports in Odessa and Illichiwsk it possess highly used transshipment points. The sea hinterland connections are developed well. Overall, the country has a relatively well-developed transport network. The main railway routes are electrified. After the collapse of the Soviet Union the country was affected severely by the transformation to the private economy. Additionally, the strong economic relations
to the USSR dropped. After years of decline the economic growth increased dynamically since
the millennium. The Ukraine has a strong industrial sector. The manufacturing of steel products
is the major industry branch. However, this means a vulnerable dependency to the international
trade. In the course of the economic crisis the demand has shrunken. This affect was reinforced
by increased energy prices which brought the energy-intensive industry in serious trouble.
Indicator
Measurement
Population 2011
Population 2017 (prognosis)
S3
GDP 2011
GDP 2017 (prognosis)
Import – sum 2011
Import
Export – sum 2011
Export
Railway transport (2008)
Road transport
mill.
mill.
++
bln Euro
bln Euro
bln Euro
Gas and oil
bln Euro
Steel and Metal products
1000 tonnes
1000 tonnes
Value
Source
45,6
44,2
http://www.imf.org
http://www.imf.org
117,0
190,9
46,2
http://trade.ec.europa.eu
http://www.imf.org/
http://trade.ec.europa.eu
38,8
http://trade.ec.europa.eu
498.537
1.267.000
UNECE Transport Database
UNECE Transport Database
Table 11: Key figures - Ukraine
Figure 11: Map of major intermodal nodes and known extensions/additions - Ukraine
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
4.12 Uzbekistan
Uzbekistan is a landlocked country. It is located along the former Great Silk Road. Via Kazakhstan and Turkmenistan it has transport connections to the Caspian Sea. In eastern direction a direct railway link via Osh (Kyrgyzstan) to Kashgar (China) is planned. The country is divided in a western part majorly covered with deserts and steppes and a dense settled eastern
part (Ferghana valley). Uzbekistan is one of the world’s biggest cotton producers. Furthermore,
it possesses huge gas and gold deposits as well as other natural resources. The country has a
rather centralized economy. Direct foreign investments reach a lower level compared to the
neighbouring countries. Restrictions and import customs complicate the trade. Despite these
circumstances the country becomes more and more interesting for the EU due to the immense
natural resources.
Indicator
Measurement
Population 2011
Population 2020 (prognosis)
S3
GDP 2011
GDP 2017 (prognosis)
Import – sum 2010
Imported goods
mill.
mill.
++
bln Euro
bln Euro
bln Euro
Machinery, chemicals, metal products
bln Euro
Cotton, gas, gold
tonnes
tonnes
Export – sum 2010
Exported goods
Railway transport
Road transport in tonnes
Value
Source
28,8
31,0
http://www.imf.org
http://www.imf.org
31,4
55,8
6,4
http://trade.ec.europa.eu
http://www.imf.org/
http://trade.ec.europa.eu
4,3
http://trade.ec.europa.eu
n/a
UNECE Transport Database
UNECE Transport Database
Table 12: Key figures - Uzbekistan
Figure 12: Map of major intermodal nodes and known extensions/additions - Uzbekistan
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
5 SWOT analysis of the intermodal transport and trade
along the TRACECA corridor
5.1 SWOT analysis
Strengths
S1 huge deposits of natural resources
impact
+++
S2 trimodal access
+
S3 freedom of design for infrastruc- ++
ture development and transport network planning
Opportunities
O1 huge economic growth potential
O2 unexploited and diversified raw
materials resources
O3 Connection to the Central Asian
and Far East markets
impact
+
+++
+++
Weaknesses
W1 Insufficient industrial and
economical structures
W2 low educational level
W3 cross border problems
W4 antiqued infrastructure
W5 problems with realizing safe,
secure and sustainable transport
chains (transport quality)
W6 Licenses
Threats
T1 Unstable political environment
T2 missing infrastructure and intermodal facilities
T3 language barriers
T4 corruption, crime and mismanagement
impact
+++
+++
++
+++
++
+++
impact
+++
++
++
+++
Table 13: Evaluation A – Situation inside TRACECA region
Strengths
S1 economical independencies
impact
+++
S2 short distance to the FLAVIA cor- +
ridor
Opportunities
O1 efficient connection of the
TRACECA network with the TEN-T
O2 Potential for sustainable policy
development
O3 Processing of higher quality raw
materials for the EU market
O4 establishment of a common
transport planning group/platform
impact
++
+++
+
++
Weaknesses
W1 Unstable framework conditions
W2 lack of integration and cohesion of transport infrastructure
networks
W3 low logistics know-how
Threats
T1 infrastructure bottlenecks, customs clearance and trade barriers
T2 inefficient and non-appropriate
institutional structures
T3 Exchange rate risks
impact
+++
++
+++
impact
+++
+++
+
T4 Tremendous and rapidly grow- ++
ing freight transport volumes especially on the road including the
negative external effects
Table 14: Evaluation B – Effects for trade/transport with the FLAVIA countries
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
5.2 Description of the SWOT-elements
5.2.1
Strengths
S1 huge deposits of natural resources
Evaluation A:
The region possesses vast natural deposits. The countries bordering on the Caspian Sea have
access to huge oil and gas fields. This comprises majorly Azerbaijan, Kazakhstan and Uzbekistan. The export of those strongly demanded raw materials puts the countries in a powerful and
strategic important position. Other demanded resources, like gold, uranium and rare earths are
exploited in the high mountain countries Tajikistan, Kyrgyzstan and Uzbekistan. The construction of pipelines (Nabucco Pipeline, South Caucasian Pipeline, Baku-Tiflis-Ceyhan-Pipeline) is
advanced continuously. Furthermore, increasing foreign investments are aimed at extrapolating
and exploiting the existing resources.
S2 trimodal access
Evaluation A:
The TRACEA region has an access to the Black Sea and the Caspian Sea. Both seas are connected via the Don, Don-Volga Channel and the Volga. The TRACECA ports have seaport hinterland connections via rail and road. Nevertheless, Tajikistan and Kyrgyzstan and Uzbekistan
are land-locked and depending on transit routes to the ports as most important transshipment
points.
S3 freedom of design for infrastructure
Evaluation A:
Especially, the Eastern part of the TRACECA region has to make up lost development regarding
the transport infrastructure. Missing links and an inadequate quality hamper the trade and
transport relations. Due to this circumstance new constructions and expansions can be planned
in an optimal way. Hindering infrastructures do not exist. Thus, the infrastructure planners and
investments can be deployed in an efficient way.
S1 economic independencies and cooperation with the EU
Evaluation B:
Since 2004 the EU supported TRACECA with 170 mln €. This technical aid was used for 80
projects in the field of transport security, harmonizing legal regulations, facilitating trade relations and institutional support. The cooperation helps to strengthen and advance the political,
economic and social independencies. Over the last years the trade relations with the EU and
the TRACECA region increased. The TRACECA offers various resources and a gate to the Far
East markets. The establishment of sustainable and stable trade relations should be the main
goal.
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
S2 short distance to the FLAVIA corridor
Evaluation B:
The nearness of both corridors is a strategic advantage. The ports of the Black Sea as linking
points are very suitable. They are already equipped with a modern infrastructure. Constanta,
Odessa, Istanbul and Poti/Batumi build the main framework for maritime transport connections.
Rail ferry links already exist for instance between Poti and Odessa, Constanta and Batumi as
well as Constanta and Istanbul. Railway connections by land are possible via the Bosporus.
5.2.2
Weaknesses
W1: Insufficient industrial and economical structures
Evaluation A:
The liberalization of a foreign trade policy and regional cooperation into sphere of transport and
transit are closely interconnected. Liberalization of a commercial policy between one of the
partners with which it does not have general borders, will not lead to substantial growth of bilateral trade if the movement of vehicles and goods will be complicated because of lacks of the
transport infrastructure. E.g. Kyrgyzstan, Tajikistan and Uzbekistan are all relatively small
economies and need to promote trade and integrate into the international trading system to
achieve sustainable economic development. High unemployment and inflation will hinder government efforts to stimulate demand. In addition, a successful implementation of an anti crisis
policy will require measures of structural reforms including transport and trade.
W2 low educational level
Evaluation A:
The level of education needs to be improved in order to get an international level through supporting cooperation’s among educational institutions. Especially in the field of logistics not all
actors have the same level of knowledge. Therefore the harmonization process is difficult along
the intermodal supply chain.
W3 cross border problems
Evaluation A:
Based on the findings of Action 6.1.1 it is essential to mention that the facilitation of processes
and documents needed when crossing the border (e.g. electronically standard developments
and introduction of modern logistics tools) is a main problem in this area. The strong concentration on technical development and standards has to be mentioned here as well. It is essential,
that technological harmonization is established in all of the relevant borders in the TRACECA
region within a technological strategy plan as it serves as the main prerequisite supporting rail
and inland waterway transportation. For intermodal transports, where the main run is carried out
by rail, the transport quality is one of the most important issues/problems for the competitiveness of intermodal solutions. Interoperability, quality or reliability assurance and the lack of integrated information and communication systems are examples which hinders intermodal solutions. Consequently waiting times and costs for crossing the borders between these countries
are still huge problems.
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W4 antiqued infrastructure
Evaluation A:
Antiqued infrastructure is assessed as high obstacle because in many TRACECA countries the
infrastructure does not reflect the needs of transportation network. In addition there are missing
intermodal facilities like container equipment at ports and inland terminals. This causes infrastructural bottlenecks for the region. For example, the strategy for the development of the transport infrastructure of the Republic of Bulgaria mentions that the conditions of the technical situation and level of maintenance of the current transport infrastructure, as well as the outdated
transport technology and equipment is not satisfying.
W5 problems with realizing safe, secure and sustainable transport chains (transport
quality)
Evaluation A:
The obligatory safety and security standards along an intermodal supply chains are not given.
Here the areas of risks are storage places, transport processes on risky routes and transhipment processes. Loading units and wagons are facing high potential of external manipulation
due to low security standards. The analyses of cross boarder processes indicate that time consuming procedures have increased due to additionally security checks. Hence – an adequate
mix of controls and quality level is not found yet.
W6 Licenses
Evaluation A:
This barrier includes aspects like access to infrastructure, open access to the network, complexity of homologating rolling stock (only rail), time for licensing, complexity of licensing and for
getting a driver licence, power of the independent inspection authorities and the captain's certificate of competency. Here competitive disadvantages for intermodal transports are given. Especially for rail transports, as they are affected through long waiting times, additional costs, complex procedures, unclear responsibilities and a lack of planning reliability.
W1 Unstable framework conditions
Evaluation B:
From the FLAVIA point of view, a big weakness is the legal framework concerning regulatory
policies. Different transport policies are not harmonized and therefore a common strategy to
push existing cooperation’s is difficult to reach.
W2 lack of integration and cohesion of transport infrastructure networks
Evaluation B:
Here the lack of the railway infrastructure where sufficient speeds for freight trains are not possible can be mentioned. Further, in many countries suffer from an insufficient number of specialized terminals and from the lack of modern logistics and information systems. Another point of
interest is the maintenance of the existing infrastructure network. Due to lack of maintenance
funds and postponed repair works the infrastructure is in bad condition. Poor technical parameters cannot guarantee a high level of safety and security according to European standards.
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W3 low logistics know-how
Evaluation B:
Know-How support and transfer is not carried out in an appropriate way. An establishment of
new structures and strategies for logistic concepts is difficult.
5.2.3
Opportunities
O1 huge economic growth potential
Evaluation A:
Most of the TRACECA countries were former parts of the Soviet Union. After the collapse of the
USSR the centrally planned economies transformed to private market economies to be competitive on the global markets. This transition was a difficult process which has led firstly to shrinking economic performances. Since the millennium almost all countries experienced a dynamic
growth. The initial situation is promising, now the opportunities have to be taken.
O2 unexploited and diversified raw materials resources
Evaluation A:
Besides the known deposits unexploited resources are expected in TRACECA. Unfortunately, it
is often the case that know-how and the needed technics are missing to explore the entire
scope of the resources. This means most of the countries depend on foreign consortiums which
take over the exploitation.
O3 Connection of Central Europe to the Central Asian and Far East markets
Evaluation A:
The TRACECA region is the connecting link between Europe and Asia. A continuous route
along the former Silk Road would be an alternative to the maritime route. The raising markets in
Central Asia and the Far East are important sales markets for European companies but also
industry production locations. The emerging TRACECA countries could profit by resource exports to Europe and Asia as well as provider of modern transit routes and transshipment points.
O1 efficient connection of the TRACECA network with the TEN-T
Evaluation B:
One of the most promising measures to ensure fast and modern transport routes is the logical
linkage of the TRACECA network with the TEN-T. Recently, the TEN-T was revised by the European Commission. Docking points for a comprehensive transport network between both networks are:
- Sea:
o Constanta (RO) and Varna (BG) to
Odessa (UA), Istanbul (TR), Poti (GE), Batumi (GE)
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
-
Rail:
o
o
o
o
Cierna nad Tisou (SK) to Chop (UA)
Iasi (RO) to Ungeny (MD)
Medyka (PL) to Mostiska (UA)
Svilengrad (BG) to Edirne (TR)
A close cooperation in the developing process of the transport infrastructure would lead to a
logical and efficient network. Uncoordinated planning approaches mean a fragmentation of the
whole network.
O2 Potential for a sustainable and cooperative policy development
Evaluation B:
Investing in infrastructure and new businesses is not enough for sustainable relations. A stable
political and legal framework has to be established between the EU and the countries of TRACECA. This in turn is one requirement for long lasting trade relations. On the following fields of
intervention is a need for action:
- Facilitating trade regulations (e.g. customs clearance, cross border procedures, payment
terms)
- Harmonizing of legal regulations
- Institutional support
- Technical assistance for authorities involved in trade and transport transaction
O4 common transport planning group/platform
Evaluation B:
The linkage of the FLAVIA corridor (as part of the TEN-T) and the TRACECA corridor has to be
coordinated and monitored by a common working group. The platform could support and monitor the merge of both networks. The benefit of such a platform is the opportunity to plan new
infrastructure projects in a cooperative way. This shall avoid solo runs by the construction of
new projects. For instance, a new railway line should not end at a border point of the EU. The
route should continue beyond with an approximate equal quality.
New planned projects affecting both corridors have to be identified by the EU and TRACECA.
As result an agreed list should be prepared including all relevant projects. Information which
might be provided:
-
Rough description of the project
investment volume,
time horizon,
route profile,
responsibilities.
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
O3 Processing of higher quality raw materials for the EU market
Evaluation B:
The export of highly demanded raw materials is a profitable business. Especially the Western
part of TRACECA is focused on this trade due to its valuable and huge deposits. But in the long
run a more innovative and a more engineered economy is needed. The processing of the raw
materials within the own country would mean an increased net product. The setup of a supply
industry for high developed products manufactured in the EU is imaginable. Also a good argument is that those highly engineered products consists more and more of rare raw materials like
seldom earths and gold. But the transformation from a pure raw material exporting country to an
engineered industry requires investments and know-how. This could be delivered by European
companies. In the end it is a matter of fact that the resource deposits are limited. A sustainable
and long-termed concept is needed.
5.2.4
Threats
T1 Unstable political environment
Evaluation A: Basic legal elements of political orders and regular policies are not harmonized.
This is necessary to emphasize as they act as a mutual trust between the regions. Further,
there are prerequisite for the future integration process required. Due to unsteady situations in
some TRACECA countries, there is a little functioning transport infrastructure. Consequently,
the establishment of basic elements of a political order like transport policies can bring improvements.
T2 missing infrastructure and intermodal facilities
Evaluation A: Especially the construction of cargo handling stations and intermodal terminals
can be seen as bottleneck for the region. In general, shippers require specific frequencies of
operation to different destinations. In fact, these operations need to be provided on a cost- and
time-efficient way to facilitate rail transport. Therefore, certain infrastructural requirements have
to be met. Especially several problems with the secondary rail network in the mentioned region
can cause problems to guarantee the flexibility of rail operations. Also the used equipment of
the single cargo terminals brings bad transport conditions. This is why specific transport solutions cannot be provided.
T3 language barriers
Evaluation A: Official Languages spoken in the area of interest are Armenian, Azerbaijani, Bulgarian, Georgian, Persian, Kazakh, Russian, Moldovan, Romanian, Turkish, Ukrainian and
Uzbek. Through the high diversity, communication problems may arise on a permanent basis.
T4 corruption, crime and mismanagement
Evaluation A: The corruption perceptions index scores countries on how corrupt their public
sectors are seen to be. In 2011 the following figure can be seen.
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
Kazakhstan
Uzbekistan
Turkey
Figure 13: Corruption index 2011
Source: Corruption perception index 2011
T1 infrastructure bottlenecks, customs clearance and trade barriers
Evaluation B: The customs formalities within the region can be seen as threat, due to a lot of
administrative work which cause extra costs for intermodal transports. As mentioned missing
terminals is one of the main obstacles for intermodal transports. The missing of special equipment causes problems for a high performance for such transports. Trade barriers cause bad
access to new potential trade partners for Central Europe and the whole FLAVIA corridor.
T2 inefficient and non-appropriate institutional structures
Evaluation B: Due to structural problems insufficient procedures are given. This is again due to
the missing transfer of Know-How. The modernization of the institutional structures is not
pushed in the appropriate way.
T3 Exchange rate risks
Evaluation B: The impact of foreign exchange rate uncertainty (fluctuations) and the corresponding costs (converting the home currency into numerous other currencies) hinder intermodal cross-border solutions to be competitive, projectable and transparent.
T4 Tremendous and rapidly growing freight transport volumes especially on the road
including the negative external effects (CO2 etc.)
Evaluation B: The current development of the freight transport between the countries and the
whole continents is characterized by impetuous growth. In these conditions, the efficiency of
transports within the international directions becomes one of the main problems and renders
strong influence on the further development of transport routes to and from the regions.
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
6 Conclusions
6.1.1
Summary – strengths
Doubtless the huge natural deposits of strategic important resources is one the main strengths
of the TRACECA region. Oil, gas and rare minerals like gold and seldom earths are and will be
highly demanded by the global economy.
The expansion of the transport connections between Europe and Central Asia bases on good
pre-conditions. Both regions are accessible by trimodal links. Main linking point is the Black Sea
with its operating (rail) ferry lines. The existing ports along the coast are already equipped with
modern transshipment facilities. Foreign logistics providers already take a share at the operation
of the ports. The port in Odessa is operated by a German daughter company of HHLA (Hamburger Hafen and Logistik). A share of the port of Constanta is operated by DP World (Dubai
Ports World). The Dutch company APM Terminals operates the port of Poti. This proves the
raising relevance of the corridor for European and non-European logistics provider.
The Black Sea as linking point between the FLAVIA corridor and TRACECA possesses a strategic role. This comprises mainly the ports, the ferry links between each other and the seaport
hinterland accessibility.
The interdependencies between TRACECA and the EU have reached a relatively high level yet.
The European countries purchase goods from TRACECA. Furthermore various technical aid
programs and projects were initiated and carried out by EuropeAid a section of the EC initiative.
6.1.2
Summary – weaknesses
The liberalisation process for a common policy between the TRACECA countries and its trading
partner is necessary to guarantee substantial growth of bilateral trade. Actually big obstacles
exist as there are complicated economic and organisational structures. This causes a lack of
transport infrastructure and creates physical barriers.
The current level of education, especially in the fields of logistics is one of the most hindering
obstacles for these countries. Crossing border processes harm the current trade within the region. The facilitation of processes and documents is a problem. Further, interoperability, quality
or reliability assurance and the lack of integrated information and communication systems are
topics which hinder intermodal solutions. Waiting times and costs for crossing the borders between these countries are the consequences.
Antiqued infrastructure is assessed as main obstacle. There are missing intermodal facilities like
container equipment at ports and inland terminals. A high number of insufficient terminals with
missing specialized equipment and the lack of modern logistics and information systems is given. This causes infrastructural bottlenecks for the region.
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
Also the current safety and security standards along an intermodal supply chains are behind the
European standards. Storage places, transport processes on risky routes and transhipment
processes are transport stages where many incidents occur.
The licensing process is facing problems, especially for rail transports. Because of long waiting
times, additional costs, complex procedures, unclear responsibilities and a lack of planning reliability these point can be seen as main obstacle.
From the FLAVIA point of view, a big obstacle is the legal framework concerning regulatory policies. Different transport policies are not harmonized and therefore a common strategy to push
existing cooperation’s is difficult.
6.1.3
Summary – opportunities
As a region with unused industrial capacities TRACECA possesses various opportunities for the
future development. The growth potentials mainly result from the resource deposits. The aim for
a sustainable and profitable trade should be to take over a stronger position in the value chain.
The production intensity has to be increased. The only export of raw materials could harm the
economy due to the limitation of the deposits and the neglect of other industry branches. The
further processing and beneficiation of the raw materials would strengthen the economic position. For the transformation process a technical assistance by the EC or companies would be
promising.
Furthermore, the usage of renewable resources for the production of energy and an efficient
deployment of environmental technologies would be another opportunity. Countries like Kazakhstan and Uzbekistan with its desert and steppe landscape would be suitable for the production of solar and wind energy. The high mountain states could use the various rivers originating
there for the production of water energy.
Both development possibilities need investments, technical assistance and know-how. The establishment of cooperative structures between the EU, interested companies and TRACECA
should be focused.
The most important issue from the point of view of the transport relations is the logical linkage of
both networks. An adequate infrastructure and a well-functioning transport organization are the
basis for continuous and fast trade flows. The TEN-T as backbone of the European transport
infrastructure is a significant part of the politics. A revision of the network by the EC was conducted in October 2011. By reference to the map (figure 13) the linking points of the TEN-T with
the TRACECA network are depicted. Those links are initial points for the development of closer
transport relations.
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
To coordinate and manage the linkage of both corridors a common transport planning
group/platform should be established. The platform could be used to plan and implement transcorridor projects. The experiences from the TEN-T core network shaping process could be used
for the TRACECA corridor as well. The platform should be backed-up by market actor interest
groups.
Figure 14: TEN-T core network (blue) and its linkage points (orange) to the TRACECA region
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Freight and Logistics Advancement in Central/SouthEast Europe - Validation of trade and transport processes, Implementation of improvement actions, Application of coordinated structures
6.1.4
Summary – threats
Due to the unstable situations in the TRACECA, countries caused by missing harmonized political orders and regular polices, there exist threats concerning the infrastructure situation. Consequently, the establishment of basic elements of a political order like transport policies can
bring improvements to the whole transport sector. Cargos handling stations and intermodal terminals have to be developed to set a basis for intermodal transports.
The current situation indicates threats as the existing capacity and efficiency of the mentioned
points is not given. One way to achieve efficiency is the electrification of the railway connections
on main routes in the region.
The current level of language skills has to be improved as communication is the basis of all
transport processes. Especially for intermodal transports exist many interfaces where actors
have to communicate to set up required standards to enable intermodal transports.
The customs formalities within the region can be seen as threat, as there a lot of administrative
work exist which causes extra costs for intermodal transports. Trade barriers cause bad access
to new potential trade partners for Central Europe and the whole FLAVIA corridor.
The impact of foreign exchange rate uncertainty (fluctuations) and the corresponding costs hinder intermodal cross-border solutions to be competitive, projectable and transparent. This is one
of the biggest threats for the cooperation for the partners within the FLAVIA corridor and the
TRACECA countries. Further, it is required to maintenance the whole infrastructure on important
routes which connects both regions.
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Tables
Table 1: Key figures – Armenia .................................................................................................... 7 Table 2: Key figures – Azerbaijan ................................................................................................ 8 Table 3: Key figures - Bulgaria ..................................................................................................... 9 Table 4: Key figures - Georgia ................................................................................................... 10 Table 5: Key figures - Kazakhstan ............................................................................................. 11 Table 6: Key figures - Kyrgyzstan .............................................................................................. 12 Table 7: Key figures - Moldova................................................................................................... 13 Table 8: Key figures – Romania ................................................................................................. 14 Table 9: Key figures - Tajikistan ................................................................................................. 15 Table 10: Key figures - Turkey ................................................................................................... 16 Table 11: Key figures - Ukraine .................................................................................................. 17 Table 13: Key figures - Uzbekistan ............................................................................................ 18 Table 14: Evaluation A – Situation inside TRACECA region ...................................................... 19 Table 15: Evaluation B – Effects for trade/transport with the FLAVIA countries ........................ 19 Figures
Figure 1: Map of major intermodal nodes and known extensions/additions – Armenia ............... 7 Figure 2: Map of major intermodal nodes and known extensions/additions - Azerbaijan ............ 8 Figure 3: Map of major intermodal nodes and known extensions/additions - Bulgaria ................ 9 Figure 4: Map of major intermodal nodes and known extensions/additions - Georgia ............... 10 Figure 5: Map of major intermodal nodes and known extensions/additions – Kazakhstan ........ 11 Figure 6: Map of major intermodal nodes and known extensions/additions - Kyrgyzstan .......... 12 Figure 7: Map of major intermodal nodes and known extensions/additions - Moldova .............. 13 Figure 8: Map of major intermodal nodes and known extensions/additions - Romania ............. 14 Figure 9: Map of major intermodal nodes and known extensions/additions - Tajikistan ............ 15 Figure 10: Map of major intermodal nodes and known extensions/additions – Turkey .............. 16 Figure 11: Map of major intermodal nodes and known extensions/additions - Ukraine ............. 17 Figure 12: Map of major intermodal nodes and known extensions/additions - Uzbekistan ........ 18 Figure 13: Corruption index 2011 (source: Corruption perception index 2011) ......................... 26 Figure 14: TEN-T core network (blue) and its linkage points (orange) to the TRACECA region 29 - 31 -