The development of the Middle Corridor increasingly depends not only on the construction of railways, ports and highways, but also on how quickly and efficiently the border and customs systems of the countries along the route operate in coordination with one another. Even where modern infrastructure is in place, border delays, duplicated inspections, paper-based documentation and inconsistent procedures can significantly undermine the efficiency of the entire transport route. The next stage in the corridor’s development therefore depends less on expanding individual infrastructure facilities and more on eliminating administrative and technological gaps between them.

It is against this backdrop that the project to establish a joint border crossing point between Azerbaijan and Georgia — the Abreshumis Gza–Ipek Yolu Joint Border Crossing Point (JBCP), meaning “Silk Road” — takes on particular significance. The concept envisages a shift away from the sequential application of the two countries’ national procedures towards a more integrated model of border control, in which customs and border operations are coordinated as closely as possible.

According to Irina Sigua, Adviser on International Relations at the Revenue Service of Georgia and a specialist in customs administration, trade facilitation and the digitalisation of cross-border procedures, one of the most significant projects capable of improving transport connectivity between Azerbaijan and Georgia is the establishment of the new Abreshumis Gza–Ipek Yolu (“Silk Road”) Joint Border Crossing Point. The agreement to establish the facility was reached by the governments of the two countries on 29 September 2021 under the Baku Agreement on Border Crossing Points between Azerbaijan and Georgia.

As Sigua explains, the new crossing point was conceived from the outset as more than an additional piece of border infrastructure. It represents a move towards a fundamentally more integrated border management model designed to eliminate the duplication of customs procedures, simplify border crossings and improve the efficiency of transit between the two countries.

The project is being implemented within the broader framework of the Central Asia Regional Economic Cooperation (CAREC) Programme, which brings together countries in the region and international financial institutions to develop transport infrastructure, facilitate trade and strengthen cross-border connectivity. CAREC has identified several priority transport corridors, and the planned joint crossing point is viewed as part of CAREC Corridor 2, which connects regional markets and transport routes along the East–West axis.

Following the signing of the Baku Agreement, a number of preparatory activities were carried out with the support of the Asian Development Bank (ADB). In particular, specialists assessed potential sites for the future joint crossing point, taking into account the positions of both governments and transport accessibility requirements. At the same time, an architectural concept for the facility was developed, along with a draft joint protocol setting out the practical principles governing its operation.

According to Sigua, Azerbaijan and Georgia have now agreed on the text of the Joint Protocol on the Practical Operation of the JBCP. Its official signing is the next formal step.

This arrangement is expected to significantly reduce the number of duplicated operations and, consequently, the time carriers and shippers spend at the border. Sigua identifies several key benefits: streamlined customs and border procedures, shorter waiting times, and the development of modern infrastructure and technical facilities for carrying out the necessary inspections.

Particular emphasis is also being placed on the single-window principle. According to Sigua, its implementation should enable more coordinated processing of border formalities and, over time, substantially increase the crossing point’s throughput capacity. The project also envisages a gradual transition away from paper-based documentation and further digitalisation of procedures, reducing the administrative burden on both transport operators and government agencies.

Another important priority will be the harmonisation of customs control procedures between the two countries. This involves not merely synchronising individual operations, but also improving risk management mechanisms so that inspections can be better targeted without creating unnecessary delays for consignments that do not pose elevated risks.

Sigua identifies the possibility of reducing the actual time required to cross the border to approximately two to five minutes as one of the project’s most ambitious targets. Achieving this would require more than simply speeding up individual operations. It would depend on a comprehensive transformation of the entire system, from the advance exchange of information and digital processing of documents to joint risk management and the organisation of physical inspections.

The new Azerbaijan–Georgia joint border crossing point is therefore intended to become more than another element of border infrastructure. It is envisaged as a technologically integrated node within the transport corridor. Its significance will depend not only on how quickly vehicles pass through the crossing itself, but also on how effectively it connects the customs, transport, digital and logistics systems of the two countries.

In this respect, the project also has implications for the further development of the Middle Corridor. International transit efficiency depends not only on physical infrastructure, but also on the ability of countries to coordinate procedures at their borders. The smaller the gap between infrastructure capacity and administrative processes, the greater the potential efficiency of the entire route.

Implementation is planned in several successive stages: the official signing of the Joint Protocol, preparation of a feasibility study and detailed engineering design, development of tender documentation, and subsequent preparation and approval of the investment project. According to the proposed schedule, work on the relevant documentation is expected to continue through 2028, while preparation and approval of the subsequent investment project are envisaged for 2027–2028.