Statements coming from Germany regarding the possible involvement of the Port of Hamburg in the implementation of a dry port project in Armenia have once again brought transport corridors into focus. According to former Armenian Deputy Prime Minister Vache Gabrielyan, the project can only be viable if the Armenian–Turkish border is opened. Otherwise, it risks reaching a dead end. Against the backdrop of discussions about partial border openings, the issue has become even more relevant.
Gyumri Dry Port Potential
Gabrielyan notes that the idea of establishing a dry port in Gyumri does carry certain potential. However, its implementation is directly linked to complex geopolitical and customs-related factors. Armenia is part of the Eurasian Economic Union’s customs territory, while Turkey belongs to the EU customs union, despite not being an EU member state.
In this context, a dry port could function as a hub for cargo redistribution. This is particularly relevant within the logic of the Middle Corridor, where goods transition between different transport systems.
North vs. Middle Corridor Competitiveness
Competitiveness remains the central issue. The North Corridor continues to be the shortest and most heavily used route. If Armenia becomes part of the Middle Corridor, it would join an alternative network that does not surpass the North Corridor in terms of efficiency.
At the same time, the European Union seeks to reduce the role of the North Corridor due to its strained relations with Russia. Although transit through Russia is currently suspended, it remains unclear how long this situation will persist.
European and American Approaches
Experts also highlight the differences between European and American approaches. In the European model, decision-making processes tend to be lengthy and multi-layered. The American approach, by contrast, is generally faster and more pragmatic, focusing on tangible outcomes.
TRIPP and Armenia’s Limited Role
Within this context, the TRIPP (Trump Route for International Peace and Prosperity) project is also mentioned. According to several sources, the proposed Kars–Igdir–Aralik–Dilucu railway line would effectively bypass Gyumri.
As a result, Armenia would be involved only along a limited section of approximately 42 kilometers near Meghri. If transit is confined solely to passage through Syunik, the overall economic impact for Armenia would be minimal.
Nevertheless, even under such conditions, Armenia could still derive certain benefits. These include additional revenues, partial improvements in security, and stronger economic ties through deeper regional integration.