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<pubDate>Fri, 10 Apr 2026 14:17:26 +0400</pubDate>
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<title><![CDATA["Logistics Solutions Latvia - Country office is open "]]></title>
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At our company, we are firmly committed to providing outstanding services that help our clients reach their full potential. This has been our guiding principle from the very beginning, inspiring us to continually improve our services and provide our clients with the highest level of quality. Our goal is to enable our clients to develop without any restrictions, and we strive to constantly meet and exceed their expectations.


&nbsp;
Now customers can use the full range of logistics services in Latvia at our office. The country's strategic location in the Baltic region makes its logistics sector significant.


&nbsp;
Our team is constantly exploring new opportunities and partnerships to help us achieve our vision of becoming a global leader in our industry. Thank you for choosing to be part of our journey, and we look forward to serving you in even more locations in the future.
"]]></description>
<category>News</category>
<pubDate>Sun, 23 Jul 2023 13:31:00 +0400</pubDate>
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<item>
<title><![CDATA["Breakbulk Europe 2022"]]></title>
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<description><![CDATA["Logistics Solutions and LS Heavylift are delighted to announce the participation in the upcoming Breakbulk Europe 2022. After a 2-year pandemic break, we are looking forward to sharing our experience and knowledge on the world&rsquo;s largest project cargo and breakbulk event. Let&rsquo;s meet up this time in Rotterdam from 17 to 19 May and exchange professional expertise and ideas about industry ongoings and future endeavors.
See you in Rotterdam"]]></description>
<category>News</category>
<pubDate>Mon, 02 May 2022 10:46:00 +0400</pubDate>
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<item>
<title><![CDATA["Global Logistics amid Ukrainian Crisis"]]></title>
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<description><![CDATA["The world's attention during the last month and a half is entirely captured by the war in Ukraine. Due to Russia&rsquo;s brutal aggression, a war is raging there. A full-fledged conflict on the European continent naturally influences not only its territory but lots of other sectors globally.
International transportation and logistics are no exception. It faced a drastic change, especially after comprehensive and severe sanctions on Russia by the international community.
In the article below, we will briefly and generally overview those figures that have been detected in logistics and particularly in sea freight.
As the recent information from the international transportation journal &ndash; ITJ states, according to calculations made by the Kiel Institute for the world economy, the global exchange of goods is set to fall by 5,6% compared to the previous month. This represents the biggest drop since the outbreak of covid-19 in spring 2020. EU export dropped by around 2.8%. Germany alone 3.8%. USA &ndash; 3.6%. Cis (Excluded Russia) the export of this particular group as a whole dropped by 4%.
As was expected, Ukraine has been largely disconnected from almost all international logistics activities due to heavy fighting on its territory. Only military-humanitarian aid is being transported mainly by road and rail from territories of Poland and the Baltic states.
According to another international magazine Heavy Lift and Project Forward International &ndash; HLPFI, Maritime risk, security, and intelligence agency Dryad global advised all commercial operators to avoid any transit or operation within the exclusive economic zone of Ukraine in the Black Sea. Therefore, today almost all Ukrainian ports ceased operation.
As a consequence of international sanctions, Russia has been hit hardest with an 11.8% drop in export in February, compared to the previous month. And naturally, the decline will continue for the months to follow. Russian transport and logistics companies are suffering badly from the after-effects of the Russian Invasion of Ukraine. Airlines grounded and major infrastructure projects have been halted. The aviation sector was one of the first to be hit by the western sanctions. Moscow Sheremetyevo airport has closed its terminals D and E, and temporarily shut down runways 3 responsible for cargo turnover according to ITJ.
The war has a bad effect on diesel prices, which respectively caused a surge in price in the transportation sector. Besides, many tanker companies that were for the greater part specializing in transporting Russian gas to the western hemisphere also faced a harsh crisis. Today, most of the countries in the world refuse to acquire Russian oil and gas and the demand for such kind of transportation have fallen drastically. The activities of main European gas refinery factories have been almost halted as well. According to international experts, by the course of the prolongation of the Ukrainian Crisis, the abovementioned problems will deepen even more."]]></description>
<category>News</category>
<pubDate>Mon, 18 Apr 2022 13:38:00 +0400</pubDate>
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<title><![CDATA["BLOG / Georgia – Hub for Eurasia"]]></title>
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<description><![CDATA["
Caspian-Black Sea Corridor;
Vertical Corridor;
Alternative Corridor.

The listed motorways are those arterial roads that pass over Georgian territory and cross each other in several cross points. We thoroughly overviewed each of them in our previous blogs.
Furthermore, our country enjoys vast seaside with two major ports situated on it to date. The discussion on the realization of another port project is under active discussion too.
The central geographical position in the region, free trade agreement and various bilateral agreements on economic cooperation with bordering nations, makes Georgia an ideal country for the neighbourhood to conduct its economic and export-import activities transiting through Georgia.
As a proof, let us look at the volume of the re-export of different goods, that flows through Georgia. It is clear that due to a certain economic policy and relatively low prices, neighbouring countries prefer to acquire a product in Georgia and then transport it to their country, rather than export the good directly from the country of origin. Another convenience of this maneuver is that product deriving from Georgia is applied with less taxation in bordering countries than from the European nations. A product initially is imported in Georgia and passes customs here, unless it is re-exported to its final destination in the region. Many international companies conduct their activity here following this formula.They have assembly lines or regional selling centers and distribute their product in the region from Georgia.&nbsp;
In addition, Georgia is being entered and exited by thousands of transiting road freights from nearly all of its borders every day. Many of them are coming or heading towards Central Asian countries, reaching their final destination using the most comfortable and shortest Georgian roads.&nbsp;
In conclusion, we can confidently assume that Georgia today represents one of the most important transit gates between Europe and Asia and contributes to global logistics a big deal.
Though, to maintain high ground and stable income from logistics, a constant rise is essential, meaning creation and implementation of hi-tech solutions in the sphere. Only this way, it will be possible to take advantage of the existing potential.
We have already discussed the road infrastructure of the country that is steadily developing and getting close to western standards. However, on crossing points of the main arterial routes mentioned by us, it is crucial to build and establish a full-scale warehousing infrastructure and global digital logistics centres.
For a broader image, let us look at various analytical channels, information sources or listen to experts in the field. From there, in regard to Georgia, we often use to hear the term: "Logistical Hub". Hub - as the main connecting point of global regional crossroads. Today, the main perspective of Georgia&rsquo;s economic rise is orbiting around this concept.&nbsp;
Despite this fact, unfortunately, there are only&nbsp; few full-fledged collecting-distributing centres in the whole country, where the product can be housed and managed safely during long periods. This is a huge lack for Georgia. For the fair name of a Eurasian logistical Hub, a sort of developing boom of terminals like that is fundamental. These would be places where a vast variety of products could be collected and kept in a safe and proper condition and distributed in various directions. Besides, these centres would also provide traffic flow management to freight forwarders.
Something like this, we can witness in the surroundings of Tserovani &ndash; a village near the city of Mtskheta. Many companies have their factories there. Why? &ndash; Because this village lies on the very crossing point of two major regional arterial routes. Exactly there a Vertical Corridor&nbsp;and East-West Central highway cross each other. However, in this case, we talk about medium-size plants, not global logistical bases.&nbsp;
On crossing points like these, it is important to place terminals and bases that will boost the efficiency of logistical processes. They would create thousands of new workplaces for our citizens as well, where people could get skilled in the field of logistics and improve their economic condition.&nbsp;
In this regard, there is a huge potential of developing an expediter-dispatchers direction as well. Alongside logistical hubs, the establishment of big-scale communication centres is easily possible, and that would also add a significant number to the new workforce.
We can name several conditional locations for the wide-scale regional logistics hubs: Let us begin with the eastern entrance of Tbilisi, from where one can easily reach an international airport, Tbilisi bypass motorway, and eastern border of the country. Another potential place is the surroundings of the lake KUMISI, which is an ideal place from where it is simple to reach Tbilisi and the borders of Azerbaijan and Armenia. The Village Tserovani, already mentioned by us, stands at a crossroad of two major arterial ways of cargo flow. The western city of Kutaisi, which is located in the midpoint of the country, has an international airport and by its position creates an ideal place for collecting-distributing terminals. And last but not least, seaports.
Unfortunately, today we have only few small terminals in the country, and none of them is Georgian."]]></description>
<category>News</category>
<pubDate>Mon, 15 Nov 2021 12:20:00 +0400</pubDate>
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<title><![CDATA["Transportation Project of the biggest Hard Rock Tunnel Boring Machine  in Georgia"]]></title>
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<description><![CDATA["In the history of LS Heavlift - our wholly owned subsidiary company, there have been haulages executed for innovative and first-of-its-kind projects for our country. For us, it has always been a great honor and motivation to contribute by our transportation services to the infrastructural development and economical benevolence of Georgia.
Transportation of the biggest hard-rock Tunnel Boring Machine - TBM is definitely on the list of such projects. It included all possible and conceivable logistical challenges, consequently faced and responded with professionalism and authority by us.
For cutting the 9km tunnel, within the range of the new Kvesheti-Kobi road project, hundreds of parts of Chines CERG Solutions&rsquo; TBM were delivered via sea in Poti Port, Georgia, in early 2021.
From there, dismantled pieces of the TBM should have been transported 404km away, in the remote Kazbegi Region (a North-Eastern mountainous part of Georgia), and assembled. Considering the number of pieces, it was assessed that approximately 150 haulage trips would be needed to complete the task. In addition, half of the loads were OOG type, which needed a specific approach and equipment.
In the initial phase of project planning, our team commenced route surveillance and mapping. The whole distance has been split up into 3 stages:

Stage I - From port to Rikoti Pass (the central part of the country);
Stage II - From Rikoti Pass to the Valley of Khando;
and Stage III - From the Valley to its final destination - the village KOBI.

The last part of the route, named as Kobi-Gudauri section, was the toughest one, considering its mountainous terrain and meteorological conditions. The narrow road-span full of sharp corners and steep up-hills made the journey quite challenging. Above all, this fair-weather road is heavily burdened with international transit traffic all around the year and can be jammed anytime in winter, due to extreme weather.
Because of these difficulties of the section that, at the same time, represents the crucial international corridor, its modernization project has been slated, including cutting in hard-rock mountains a 9km tunnel. For that, a huge TBM should be delivered in the area.
At the beginning of the planning, our team had to deal with one of the bridges overpassing the Khando river. The construction of the metal dome bridge was too low to let the oversized cargo pass through it. As a solution, a 400m long gravel detour road was cut bypassing the bridge. Later, this new land also served as a temporary station for our vehicles waiting for suitable weather.
Another equally important task was to get assured that every bridge throughout the whole route could sustain the enormous weights of the loaded trailer trucks. There were about 40 bridges on the course. To check these structures, before the project is begun, one year earlier, our team conducted a test drive on bridges with a weight of 160 gross tons.
Yet obstacle to overcome was an avalanche gallery near ski resort Gudauri. Its narrowness did not allow the widest parts to pass through. Such cargos were 4 units of main circular bearings of the TBM, reaching up to 8m in diameter.
As a solution, our team evaluated that round-shaped details should be placed on trailers at an inclination of 25-degree. In such a position, extra-wide details could be carried through the tunnel without being blocked. However, for maximum security and assurance, LS Heavylift conducted a simulation, designing a full-sized mock-up and a special pad of a trailer that would incline the detail at such angle. The test passage of the mock-up was conducted successfully long before the project began and we were ready to receive cargos.
At the terminal stage of preparations, it was decided to conduct transportation operations in night hours, when the road traffic is relatively shallow and OOG cargo transportation does not pose a threat to international transit. However, if a lightweight car can cover the distance of the Kobi-Gudauri section at most in an hour, our haulers with OOG cargos would need at least 6-7 hours to reach the destination. Extra-wide cargos would occupy the whole span of the hilly road and in case of necessity, no car could bypass it, neither emergency services nor police patrols. It meant that in critical situations, services left on one side could not reach their destination on another side on time. Besides, during operations like this, there&rsquo;s always a certain risk that the truck can stuck in the middle of the road due to technical malfunction and block the way longer than just a couple of hours.
To eliminate this probability, a special plan was elaborated distributing emergency services equally on both sides, so that an OOG cargo trailer would not be a snag for them anymore. In addition, so-called, &ldquo;road pockets&rdquo; have been organized in several places that would allow heavy haulers to temporarily enter in, freeing the way and let the traffic flow.
The very last challenges were the international traffic itself and the characterizingweather conditions of the area. Due to high snow, the roads are often blocked up. Our equipment needs also respective treatment in extreme frosts. For not to delay traffic flow, patrol established transportation time-schedules that should be strictly followed. We had to start the delivery exactly at on indicated time and finish it the same way, not a single minute earlier not a single minute later.
Beginning from January until July 2021, our team step by step, with its high expertise accomplished one of the toughest projects in the company&rsquo;s history. The Tunnel Boring Machine Transportation has been conducted in a half a year without any single accident and delay.
The fully assembled TBM itself testified the scale of the job. Reaching up to 182m in length, 4900tons in gross weight, and 15.8m diameter in width, this giant was ready to begin the second half of his journey."]]></description>
<category>Portfolio</category>
<pubDate>Thu, 28 Oct 2021 16:46:00 +0400</pubDate>
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<title><![CDATA["Interview with the CEO of Logistics Solutions in leading Magazine on Heavy Lift HLPFI"]]></title>
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<description><![CDATA["Irakli Tsankashvili - the CEO of Logistics Solutions talks with the prominent industrial magazine Heavy Lift and Project Forwarding International - HLPFI about post-pandemic prospectives, the company's recent project and regional logistics.
To read the full article please&nbsp;click here
&nbsp;
&nbsp;HLPFI Issue 82 (September-October 2021) 
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<category>News</category>
<pubDate>Thu, 23 Sep 2021 17:15:00 +0400</pubDate>
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<title><![CDATA["BLOG / Alternative Corridor"]]></title>
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<description><![CDATA["After the summer holidays, we are back to our faithful readers with series of blogs about logistics and Georgia&rsquo;s place in Global Logistics.
In our blogs, we analyze and discuss the possibilities that Georgia&rsquo;s strategic geo-location could bring to the state and each of our citizens in case of the right policy for the development of logistics.
To date, we already talked about regional highways, international routes and crossroads. We also discussed South-North and East-West corridors, reviewed different widescale infrastructural projects ongoing in different regions, and last but not least, we brainstormed on Georgia as a country with huge potential of becoming not only regional but Eurasian logistics hub.
In today&rsquo;s blog, we would like to introduce you to another crucial route. By its essence, it represents sort of an alternative but equally strategic choice for East-West inland communication. We believe that its development should be one of the priorities, alongside other national projects.
In our previous blogs: &ldquo;Caspian-black Sea corridor&rdquo; and &ldquo;Caspian-Black Sea corridor VOL.2&rdquo; &nbsp;we overviewed the international importance of the existing central East-West expressway. We saw impressive data and the income the state enjoys from transit. However, a country that has a global ambition of international Logistics must diversify its routes and offer alternative directions as well.
An urgent need for the alternative route popped up several times during the recent history of our country. For instance, during one of the unenviable events, the central East-West highway was blocked and all trade-economic turnover has been delayed or redirected through our neighboring countries, causing the near economic collapse of Georgia.
The route that we introduce today, is located in the southern part of Georgia in the Region of Samtskhe-Javakheti and has all characteristics to become a full-fledged part of the Caspian-Black Sea Corridor. It is Tbilisi-tsalka-Ninotsminda-Akhaltsikhe-Adigeni-Batumi direction. This is the road that has played and will play a pivotal substitutional role in case of any improvident event helping the country to maintain trade connections. However, for that, a huge influx of investment must be done and mega infrastructural projects must be carried out to make the road compatible with modern standards and in case of necessity support the amount of traffic flow that we have today on the existing East-West route.
According to official information, only Akhaltsikhe-Ninotsminda&nbsp;part of the whole southern route is classified today as an international road, in the list of Georgia&rsquo;s international road-connections (source)&nbsp;and it is referred only to Armenia. But it is worth mentioning that this part of the road connects to the road coming from Tbilisi-&gt;Manglisi-&gt;Tsalka and heading afterward towards the Goderdzi Pass, linking directly Batumi, i.e., ports or border with Turkey.
You might question this plan, considering the difficult geographical conditions in the region, and actually, you will be right, since there are Goderdzi Pass and mountainous Shuakhevi of Upper Adjaria, on the way. However, let&rsquo;s do not forget that the existing central East-West highway also crosses many Passes and valleys thanks to tunnels and modern highways. Besides, the South-North direction (named by us as Vertical Corridor) crosses the toughest Jvari Pass. These examples clearly show us, that despite mountainous geography, routes are active and demanding.
Hereby, the plan for the development of an alternative route is quite feasible and crucial. Especially when seasonal tourism in the Upper-Adjaria region is booming and winter tourism infrastructure is under development there.
The evolvement of the alternative route at the south will ease the transit of goods through Akhkerp, Gugut and Ninotsminda border points. Trailers entering or exiting using these points would reach the western part of the country much easier and in less time. Cargo trailers incoming from Azerbaijan would also benefit a lot from the south route. In many cases, they would avoid the circle-like passage around Tbilisi and would directly head to the west.
As for southern regions, emerging of the international expressway through them would bring huge benefits as to Samtskhe-Javakheti so to Upper-Adjaria, where additional transit infrastructure would be created and with it income source for locals."]]></description>
<category>News</category>
<pubDate>Wed, 22 Sep 2021 11:28:00 +0400</pubDate>
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<title><![CDATA["BLOG / Kakheti – Region with a huge Logistics Potential"]]></title>
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<description><![CDATA["According to the official data, over 70km of new modern motorway have been added to Georgia&rsquo;s international high-speed road network during the past year. Meaning, that travel time from the capital of Georgia to the Westernmost seaside regions has been minimized, while travel comfort and safety have been significantly increased.
Besides, Let&rsquo;s do not forget that active construction works are going on in the Rikoti valley. A total of 71 bridges and 47 tunnels are going to be constructed in the frame of the so-called &ldquo;Century Project&rdquo;. After the completion of this mega project traffic capacity and cargo turnover of the East-West Road will be boosted even more and the level of the regional, as well as international logistics, will step up into a completely new dimension.
Needless to say, how important road communications are strategically for economic development. Hence, it is essential to link between the different parts of highways and form a central road artery of Georgia.
However, today, talking about Georgia&rsquo;s central east-west motorway, it is not quite correct to say &ldquo;East-West&rdquo; in terms of geography. The existing central expressway (part of the EU E-60&nbsp;road) begins from the very south of the country. It enters from Azerbaijan and Armenian borders, passes Tbilisi &ndash; Capital of Georgia, and then heads to the West. Thus, leaving behind all east areas of the country.
With this in mind, here&rsquo;s a major question: - what&rsquo;s going on in Kakheti &ndash; in the easternmost region of the Country?!
Today, one of the richest regions of Georgia and the largest region of the country with the biggest potential in agriculture and tourism is lacking proper road infrastructure. Only those roads constructed in the past century exist in the region. They do not respond anymore to modern requirements, cannot comply with today&rsquo;s standards, and stay way far from the level of development we have in central and west Georgia. For example, In the municipality of Lagodekhi that borders neighbor Azerbaijan and links to each other two countries, cargo trailers and ferries have to drive through narrow and damaged country roads. And all this happens in the region that desperately needs a complex and well-organized logistics and road network for the proper supply of the various touristic centers and the export and realization of rich agriculture products, especially vine and grape.
There are 150kms from Tbilisi to the eastmost point of the country &ndash; to the border village of Matsimi. The current situation makes us say that today all this distance is untapped in terms of road infrastructure. Kakheti is knocked out from the comprehensive logistics network that we depict in our blog series. It cannot play any serious role for international transit in such conditions.
Luckily, the situation is supposed to change soon. The first steps taken by the government and the announcement of large-scale projects induce big hopes and a sense of perspective.
According to the latest news, in 5 years, in Kakheti we will witness an expressway equal to the TBILISI-BATUMI highway. The creation of the arterial road in the region has been inputted as one of the main priorities in the 10-year action plan of the Ministry of the Regional Development and Infrastructure &ndash; MRDI.
Let us detailly get acquainted with the plans and projects slated by the government!
According to MRDI, a 4-lane interstate road will be constructed in Kakheti. For the first stage, It is planned to develop an 85km long road of Tbilisi-Bakurtsikhe. As the beginning, the bidding for the construction of a 35.2 km Tbilisi-Sagarejo section has been announced. As a continuation of the abovementioned highway, the development of a 40km long distance from Bakurtsikhe to Lagodekhi is in its full swing as well. For that, another bidding for the first 16.6 km section way has been announced (Bakurtsikhe-Tsnori), where 6 bridges are to be built. This distance is the main part of the road that goes to the east border and passes densely populated areas, making it difficult for cargo trailers to drive. The new bypass will be constructed on the field-banks of river Alazani and will avoid towns and cities. Thus, the intensity and traffic capacity will be boosted, as well as the safety and security of the travel. these ongoing projects will be accomplished in 2 years and will resolve many of the challenges existing today. The overall price of the whole project comprises 2bln GEL, funded by the local budget and the international organizations.
After 5 years, an international artery road of the Tbilisi-Bakurtsikhe-Lagodekhi-Azerbaijan border will be stretched across. It will be linked to an existing E-60-expressways somewhere near Tbilisi and whole Georgia will be connected in terms of transport-transit. That will be the moment when we can proudly state that Georgia is indeed crossed by the Central East-West freeway from one end to another.
Therefore, a cargo ferry entering from Caspian/Central-Asia or heading to this direction will stay longer on Georgian roads and pass much time on our territory than before, bringing more profit to the state and its citizens.&nbsp;
On the other hand, we should not forget about secondary but nonetheless important roads, that link between major population centers and administrative capitals. For instance, last month a 15.5 km long bypass road of Gurjaani was inaugurated. It is an important route to reach Telavi -The capital of Kakheti. New road outflanks 6 towns and villages. If before more than 30 minutes were needed to pass through them, now the max time to cover this distance is only 10 minutes.
At the beginning of August, another important road has been reconstructed. A 15km long Sagarejo-Udabno-David Gareji motorway has been completely refurbished.&nbsp;
Generally, reflecting on the road-infrastructure development, we should not think about future perspectives and international trade only. The profit gained during the construction works is also meaningful. To specify, according to official data, in 2020 total of 31,000 people and 1,300 companies were involved in 6,000 road projects. 70-80% of the staff were Georgian citizens. They enjoyed not only financial revenue, but the opportunity for professional growth. Therefore, the all-embracing Kakheti development is absolutely vital for the very locals as well."]]></description>
<category>News</category>
<pubDate>Wed, 11 Aug 2021 16:06:00 +0400</pubDate>
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<title><![CDATA["BLOG / Caspian-Black Sea corridor VOL.2"]]></title>
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<description><![CDATA["Through the discussion around the Caspian-Black Sea Corridor, we resume our travel into the potential of the logistics, transportation and economic Universe of Georgia.
Firstly, we are excited&nbsp;to see our followers&rsquo; involvement and discussion. Your active engagement inspires us to make our blogs more interactive,
In the previous blog (https://bit.ly/3rIZg4S) we introduced you to the East-West motorway and the role of Georgia as the Bridge between Europe and Asia, and at the end, we promised to show you for next, some data, that depict the volume of cargo transportation and transit.
According to the newest statistical data about border-crossing of the Ministry of Internal Affairs of Georgia ( https://bit.ly/2W4lRNz ): overall 335,252 trailer trucks entered Georgia in 2020 through the Sarfi, Sadakhlo, and Red Bridge custom services. And through the same points exited Georgia 321,118 trailers. Nearly half of them - 185,719 trailers were transit. We show you only those crossing points which are exclusively connected to the Caspian-Black Sea Corridor. Herewith, let&rsquo;s do not forget that amid the world pandemic, cargo turnover and business activities have been significantly slugish.
Yet, we see quite impressive figures. And if to above-mentioned we apply also numbers from Batumi and Poti ports and data from other borders (Kazbegi, Ninotsminda, Kartsakh, Tsodna, Vale &amp; Guguti), we will see the immense potential of our country if the transport-logistical policy is developed in proper way.
Talking about border points, it is worth mentioning a point of the village Matsimi (former Tsodna) at the Azerbaijani-Georgia borderline. It is significant since the previously mentioned international motorway E-60 geographically begins in Georgia from the South-East part (ref. photo of the blog). While Matsimi Border point is situated geographically in the utmost eastern part of Georgia. It means that in case the cargo travels in the direction or from the Caspian-Central Asia region the enter/exit point for Georgia could be exactly Matsimi Border. This way the cargo will pass more distance and stay longer on the Georgian Territory. However, this happens rarely. Why? because the Kakheti Region (the Eastern part of the country) is not as developed as the west direction. There we already have a 4-lane, fully equipped motorway. Projects for the development of Kakheti in terms of transportation and logistics has been already begun this year. The first new 15.5-long motorway that bypasses cities and villages has been already inaugurated. According to recent information, many more road projects are slated for the future. Considering this news, we suggest you to discuss and analyze upcoming road projects in this region and let&rsquo;s together reflect how it will boost the economic and international transportation activities.
As for our main topic for today &ndash; the Caspian-Black Sea Corridor, we will bring here a bright example to even more emphasize its importance for world logistics. As we know, the international peacekeeping mission in Afghanistan is completing and coalition forces are already withdrawing their personnel, technics, equipment, and other related infrastructure from there. According to experts, this process is the largest logistical operation in the world since the end of WWII. It is worth mentioning that all the transportation conducted overland passes through our country, using the Georgian part of the Caspian-Black Sea Corridor. Naturally, all this creates tremendous material and economic benefits for Georgia. Even after the completion of the mission, Georgia stays as an important player representing a logistical hub.
Hence, we already have a full picture of the role of Georgia in terms of East-West Logistics. Stay with us, more interesting is awaiting you."]]></description>
<category>News</category>
<pubDate>Fri, 30 Jul 2021 15:20:00 +0400</pubDate>
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<title><![CDATA["Container ship Ever-Given’s Saga ends"]]></title>
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<description><![CDATA["All of us remember Company Evergreen&rsquo;s containership Ever-Given. Back then, we shared our views and insights regarding the infamous accident, when Ever-Given - a 400m long fully loaded container ship blocked 193km-long Suez Canal. We talked about the possible upcoming domino effect, following global trade disruption by closing the crucially important waterway and delaying the delivery of the Billion-dollar value cargo placed on the ship itself&nbsp;(&nbsp;https://bit.ly/2VBPRA9).
After a 6-day rescue operation, the jammed ship was dislodged from the banks of the canal (killing one person during the operation). However, the vessel was detained by Egyptian authorities requesting compensation for the salvage operation, damage to the canal's banks, and other losses.
According to BBC News, a few days ago, after almost 100-day detention, Ever-Given was released from the port of Ismailia and resumed its voyage.
The final settlement has not been revealed, but on July 7, the ship weighed anchor and headed north towards the Mediterranean. SCA (Suez Canal Administration) initially asked for 916mln USD compensation, including 300mln USD for a salvage bonus and 300mln USD for loss of reputation. Later SCA lowered its demand, and last week the deal of the ship's release was signed.
It is worth mentioning that, up to date, the official reason for the ship's grounding is unclear. The question, whether the mistake was done by the canal&rsquo;s representatives due to adverse weather, or the ship&rsquo;s crew is still unanswered. At a news conference, Osama Rabie-Suez Canal Authority chairman said the ship was the sole responsibility of its actions. Hereby, SCA announced that rules about the passage of ships in bad weather will not be changed. However, the accident had accelerated plans for the canal's expansion.
The vessel with an Indian crew is still loaded with about 18,300 containers. It is due to undergo an inspection by divers before sailing to Rotterdam and then will be docked at the UK port of Felixstowe where it will offload its containers, the Wall Street Journal reported.
Source&nbsp;( Ever Given: Ship that blocked Suez Canal sets sail after deal signed - BBC News )
Photo &copy; -&nbsp;Reuters"]]></description>
<category>News</category>
<pubDate>Wed, 14 Jul 2021 16:22:00 +0400</pubDate>
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<title><![CDATA["BLOG / Caspian-black Sea corridor"]]></title>
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<description><![CDATA["In our series, it has been noted several times, that Georgia is the gateway through which its adjacent countries can connect each other and manage to conduct regional economic activities. Previously we have talked about the south-north route, which we conventionally named the vertical corridor. As for today, we would like to introduce you to another crucial and more global route that is the Caspian-black Sea corridor. Let us see what importance it bears for the region and what an existential role it plays for the Central Asian and Caspian basin countries. Today we will discuss only the automotive route, i.e., a central motorway that crosses Georgia and ის the main driver of the region&rsquo;s trade and logistics.
For those landlocked countries of this part of the world, that do not have access to the coastline, the Caspian-black Sea corridor is the only shortest way to get to the coastline and reach ports, therefore execute export-import on a global level. More than half of the Caspian-Black Sea corridor is made by Georgia&rsquo;s central Motorway. In comparison to its south-eastern neighbours, Georgia stands in an advantageous position by controlling over 130km of coastline with two main ports on it: Batumi and Poti ports.
Freights coming from the eastern region reach these ports using the Georgian highway, which makes part of the European international line E-60. Developing this route has been in its active phase for the last 10 years. The infrastructure, turnover capacity, security have been gradually improved and enhanced.
According to the official logistics strategy of the Ministry of Regional Development and Infrastructure of (http://www.economy.ge/?page=news&amp;nw=1614) the completion of works on the main sequences of East-West central express highway is slated by the end of 2023. In its final phase, the line will help increasing national and international cargo turnover and transform our country to even more competitive in terms of international logistics.
It&rsquo;s worth mentioning that currently, we are witnessing a steady annual growth of Transcaucasia cargo turnover through the Caspian and Back Sea corridor. To emphasize the international importance of the road, we can at least highlight ties between Azerbaijan and Turkey. Two strategic partners are trading between each other mainly by land and so far, the only way to do so is transiting Georgia. Often, Azerbaijan benefits from the business favorable customs conditions of Georgia and re-exports goods deriving from turkey, instead of transport them directly.
In a broader context, the central Georgian motorway could be much more impressive and carry a global character. According to the vision of many international scholars, considering the geographical position, our country is one of the most competitive ones in terms of logistics today. Caspian &ndash; Black Sea corridor unifies in itself several global vectors: These are: Azerbaijan-Turkey-Euro Union vector; Asia-Russia-Euro Union Vector and Asia-Iran-Turkey-Euro Union Vector. this means that goods transported by lands and deriving from or destined to the above-mentioned regions will transit Georgia by all means.
After all, to put aside discussions about international meaning, the central highway is vital for Georgia&rsquo;s native transportation net and economic logistics activity, since exactly it links the main cities and economic urban centres of our country.
And hence, today's blog depicted the global image of Georgia&rsquo;s central highway and now you are aware of the importance of the route crossing Georgia horizontally. For the next time, we would like to introduce you to the figures and dates related to the Caspian-black Sea corridor, share visions about its best possible future, risks, and alternative routes.
Let us brainstorm together about the logistics and transport potential of our Country.
Stay tuned!"]]></description>
<category>News</category>
<pubDate>Thu, 01 Jul 2021 12:04:00 +0400</pubDate>
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<title><![CDATA["Inauguration of Dnistrovska WPP"]]></title>
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<description><![CDATA["On June 18, 6 months after completion of construction works, Dnistrtovska WPP was officially inaugurated. We are proud of all our big-scale projects, especially those contributing to renewable energy proliferation. Such an enterprise definitely was 40MW Dnistrovska Wind Farm. We extend our sincere thanks to GE Renewable Energy for the confidence in us, congratulate Elementum Energy on this historic date, as well as to our brotherhood nation Ukraine and hope that many more green energy projects will be established in the future not only in this country but in a broader region.
(Photo&nbsp;&nbsp;&copy; Elementum Energy)
For the history and overview of the project visit&nbsp;http://logisticssolutions.ge/eng/news/show/31/349"]]></description>
<category>News</category>
<pubDate>Tue, 22 Jun 2021 12:20:00 +0400</pubDate>
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<title><![CDATA["BLOG / Vertical Corridor – VISION"]]></title>
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<description><![CDATA["Thanks to the previous Blog (&nbsp;https://bit.ly/3grswro&nbsp;), our followers are already acquainted with the South-North international route, that passes through Georgia. Named it by us as Vertical Corridor, we discussed its importance and interesting insights around it. Today, we would like to brainstorm the potential it really bears and its possible positive outlook.
As mentioned, an average of 800 freights pass the route in both directions during 24-hour. The toughest part of the South-North route is the Kvesheti-Kobi-Gudauri road. During the winter season, the road is often closed due to heavy snowfall and a high risk of avalanches. As for warm seasons, complicated traffic regulations are needed, because narrow roads and tunnels do not permit big size road trailers to bypass each other. To avoid a road jam, police have to close each of the lane senses alternately on winding serpentine road on the Gudauri pass with sharp narrow turns which do not forgive mistakes.
That is why, while traveling in the Tbilisi-Dariali direction, one can often witness in many places, long rows of parked freights alongside the motorway. Such spaces are called &ldquo;Road Pockets&rdquo;. They are being used as temporary parking lots for road freights during various emergencies on the road. Mandatory stops could last several days or even weeks. During the period drivers naturally need food and drink, not to mention other simple commodities. Today, unfortunately, there are no special road stations for freights on the Vertical Corridor. Drivers have to spend all this period in their trucks at the road pockets consuming prearranged provisions, dumping the waste in nature and wait for permission to drive.
Now let us imagine what best solutions could be implemented for better management of the Logistics on Vertical Corridor. What if there are well-organized road stations especially for trucks where without polluting the surrounding area, drivers could have basic commodities and simple conditions?! Local villagers could be employed in such stations, while nearby farmers could provide various food supplies and market products. The system could be an economic relief for sideway villages. It is worth mentioning, that today, there are no proper dining and rest areas either on the route. Everything existing up to date is fitted only to tourists. However, the infrastructure is not suitable for lorry convoys and cannot meet their requirements.
It is surprising, but within 130 km distance - from the resort Natakhtari until the Resort Kazbegi, you will not get across with a single car repair service center either. Trucks are not available to have a professional helping hand in case of malfunctions, which, by the way, occur quite often due to extremely high vehicle overburden on the geographically tough road. Drivers are left alone to handle technical issues. They can rely on their colleague&rsquo;s goodwill at most. Such centers would not only enhance the safety and logistics process but could be also useful for locals as well. A nearby farmer could rent his land or even get employed in a service center, or she or he could establish some kind of small marketplace or even a Guesthouse nearby.
Another important issue is the road infrastructure itself. For instance, night illumination, safety barriers, special escape areas on the steep downhill and uphill. No refueling station is located on the road either (only a handful of handicraft places selling the fuel in a vessel). To sum up, a well-developed route would increase the quality and speed of transportation, as well as safety and environmental condition, therefore overall well-being of settlements alongside the route.
The broader vision of the Vertical Corridor development could benefit neighbour regions as well. Near the Resort Passanauri, there is a deviation to Valley Gudamakari. Despite the vicinity to the capital, today this valley is a kind of dead-end gorge that cannot take part in any kind of economic and logistics ongoings. It is quite possible, that any of the above-mentioned facility was situated in Gudamakari valley. In this case, A lorry would deviate from the main route, not more than by 1-or-2 km, and later would return on to the main road. It is a common practice in western European countries, especially in mountainous ones, such as Norway, Swiss, or Austria.
We cannot miss the fact that part of these problems will be eliminated after the completion of the Kvesheti-Kobi-Gudauri road project in 2024. It is currently under construction by the MRDI of Georgia. The project includes several bridges and tunnels, one with a 9 km length. We would like to emphasize that our company contributes to the project greatly, but let&rsquo;s talk about it later. Yes, problems will be solved, but again, partially, because truckers being on their way for days need to stop anyway. Besides, they are never secured from any unavoidable occurrence during which it is vitally important that vertical corridor was developed and advanced."]]></description>
<category>News</category>
<pubDate>Tue, 15 Jun 2021 12:06:00 +0400</pubDate>
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<title><![CDATA["BLOG / Crossroad - Vertical Corridor"]]></title>
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<description><![CDATA["When reviewing Georgia's logistic potential usually everyone presumes East-West direction. And they are correct - This course should become pivotal to our development strategy and we will talk about it&nbsp;a lot in upcoming analytics. However, today we would like to draw your attention to another equally important route, that will help us to better illustrate Georgia as a true regional and global logistics HUB.
Like a cross, Georgia's transportation roads also comprise of vertical and horizontal&nbsp;international road lines that intercept each other. These are East-West and South-North directions.
In the blog below, we'd like to talk on South-North direction, which we conventionally nominate as Vertical Corridor.
Let's see what this direction is about and why it should be strongly emphasized in the future.
Georgia has existential importance for its southern neighbor. Without Vertical Corridor Armenia would find itself in a quite tough situation. Due to a tense geopolitical situation around it, this state is trapped from east-west sides. Today, its borders are open only in two directions: Iran and Georgia. Meanwhile, a Strategic economic and commercial partner for Armenia is Russia, with whom it makes part in several international trade unions. More than 90% of the freight turnover is conducted by road transport, and all of them pass through Georgia. The route for Armenian freights destined to Russia starts from the Sadakhlo border and ends at the Dariali border point.
However, Interestingly, on the way to Dariali, a commuter can get across to trailer trucks with Turkish, Turkmen, Kazakh, Uzbek, and Azerbaijan plate numbers on.
If in the case of Armenian vehicles everything is clear, looking at the above-mentioned freights, one can question himself: - but what has to do with Georgian Roads trailers originated from countries that have direct borders with Russia? Why are these trucks crossing Georgia first, prolonging their route, and then entering into Russian Federation? The answer can be clear if we are objectively pragmatic. Each driver prefers to enter Russia's territory as late as possible, thus avoid bothering road patrols, bureaucratic snags, and poor road infrastructure. For drivers, it is more convenient to transit Georgia with comfort, approach as possibly&nbsp;to the western part of Russia (i.e., economically the most developed part of it) and only then enter into the country. As for freights from Turkey, it is simpler: in absence of a common borderline with Russia, Turk drivers have to transit Georgia, which is way cheaper and better in terms of time than ferry crossing on the Black Sea.
Consequently, Georgia's Vertical Corridor represents not only the South-North line exclusively, but East-North (goods coming from Caspian region countries and Central Asia destined to Russia) and West-North (Goods from Turkey to Russia) courses respectively.
According to official statistical data of Georgian road patrol, in 2020, through Kazbegi Borderline (Dariali) in Georgia entered 142209 trucks and exited 136101.
Furthermore, to better highlight the influence of the Vertical Corridor, let's retrospect the history. Few can recall and even less can be aware that during WWII South-North course crossing exactly Georgia represented a strategic line for military supply to USSR. Millions of tons of aid in form of so-called Lend-Lease Granted by the USA were coming from Persia (that time being under the British protectorate) reaching the USSR, passing Azerbaijan and Georgia. Therefore, like the historic silk road, nominated by us a Vertical Corridor is also decorated with historic passages.
So here we are. Now you know what the Vertical corridor is. in the next blog we suggest you to brainstorm and discuss the gigantic profit developing this course can bring to us. Let's see how Georgia and each of its citizens can benefit from it. Let's uncover the implicit potential of this route and find out why Georgia holds a real chance to become a global gamechanger in world logistics.
Stay tuned!"]]></description>
<category>News</category>
<pubDate>Tue, 08 Jun 2021 11:34:00 +0400</pubDate>
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<title><![CDATA["BLOG /  Georgia’s place in global Logistics chain"]]></title>
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<description><![CDATA["The modern civilized world is not driven anymore by superpowers solo. Today, being influential is not about only a military might or quantity of square kilometers. It&rsquo;s about a certain high-value position on the international trade market.
In a rapidly changing world of overwhelming progress of communication and technology, different nations try to obtain their individual and unique niches in their way. These could be Hi-tech, Industry, Manufacturing, Brand, Agriculture, Tourism, Safe and Secure economic environment, Fossil, Renewable energy, Intellectual Property, etc. Nowadays, in the fierce international competition, these are the means countries manage to stay afloat with.
Have you ever thought, what could be such a resource or position for Georgia today? How can it contribute to global advancement?
Georgia&rsquo;s historic role and future perspective could be discussed endlessly. However, one was always clear and undisputable: Its strategic geographical position. In every time and circumstance, situated between two seas (Black and Caspian), being like narrow aisle through Caucasus mountain range, Georgia always served as a gateway between two worlds: East and West. That is why through the ages, the country enjoyed a vast variety of nicknames, like: &ldquo;East-West linking corridor&rdquo;, &ldquo;Euro-Asia Bridge&rdquo;, &ldquo;Eurasian Gateway&rdquo; and so on, not to mention great Francis Fukuyama&rsquo;s theory about Georgia and the historic route of Silkroad crossing our country.
As proof for strategic geo-location, we can list down a number of powerlines and pipelines that cross our country today, as well as other ongoing infrastructural projects dedicated to transportation flow improvement, and initiatives slated for the future.
Yes, Georgia does represent a crucial link not only in regional but in a global chain of logistics. Gateway &ndash; that&rsquo;s what its role can look like. Taking full advantage of it might be prosperous for the whole country and each of its citizens. Recently, we hear also about another concept such as &ndash; Logistics HUB. In fact, we do own all resources and circumstances to be transformed in a regional Logistics HUB and not only.
We, Logistics Solutions, have firmly decided to talk about this case, promote and discover yet uncovered possibilities of Georgia. From now, we are running a weekly blog for our faithful readers, where you will be exposed to a new Georgia as an important piece in the global logistics puzzle. Let's brainstorm, discuss and analyze our potential. Let's discover together and learn how to exploit these potentials properly."]]></description>
<category>News</category>
<pubDate>Tue, 25 May 2021 14:29:00 +0400</pubDate>
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