Poti Port in Engineering Perspective and the Middle Corridor

2026-06-25

A seaport, no matter how powerful and modern it is equipped with marine cranes, multi-hectare container yards, closed warehouses and a high-tech internal transport park, will simply “drown” if its serving port railway infrastructure cannot function properly. The internal operational capacities of the port and the serving railway station are components of a single technological cycle, the synchronization of which with minute accuracy determines the entire transit potential of the country.

The example of the main sea gate of Georgia — “Port of Poti” and the railway station “Port of Poti” clearly shows the challenges we face today against the backdrop of the growing cargo flows of the “Middle Corridor”.

Let’s look at this issue from an engineering perspective, using the “problem-solution” principle:

✖️ Problem 1: Insufficient length of railway tracks laid out in the port territory.

The operational and freight tracks laid out in the internal territory of the port cannot physically accommodate modern standard container trains (Block Trains, 850–1050 meters long). As a result, the train arriving from the highway is split into 2-3 parts, which increases shunting work both at the station and in the port territory, which leads to time losses.

➕️ Engineering solution: At the expense of geometric displacement and reconstruction of the extreme turnouts, increasing the useful length of the internal railway lines to 1050 meters. This will allow us to receive complete trains without dismantling.

✖️ Problem 2: Single-track configuration of access roads.

The single-track configuration of the access tracks leading directly from the railway station to the freight terminals creates a technological conflict: while the empty train is being taken out of one terminal, the loaded wagons intended for the other terminal are forced to wait for this single line to be freed.

➕️ Engineering solution: Arrangement of a double-track configuration of the access tracks and the introduction of two-way switches between the tracks. This will allow shunting trains to move independently of each other and quickly pass other cars.

✖️ Problem 3: Space shortage and urban conflict.

The railway station and seaport are physically “compressed” by the development of the city of Poti. The railway does not have free land plots for easy expansion of the territory, and the crossing of road and rail flows creates traffic jams.

➕️ Engineering solution: Implementation of the “Dry Port” concept. A large preliminary sorting yard is being built outside the city. Mainline trains are sorted there, and only prepared groups of purpose-built cars enter directly on the coastal strip. At the places of crossing the flows, the levels should be separated by transport overpasses.

✖️ Problem 4: Information disconnection.

The train schedule and the port’s internal operating system (TOS) often fail to update data in real time, leading to equipment downtime.

➕️ Engineering solution: full digital synchronization (EDI platforms). The delivery of wagons should be carried out on a Just-In-Time basis — the crane must know in advance which container is placed on which wagon, so that work can begin within seconds as soon as the train arrives.

✖️✖️ Fundamental problem: institutional disconnection and the absence of a “unified technological process”.

In Soviet times, we determined the operation of ports and railways based on a “standard technological process” sent from Russian research institutes. Today, this “vertical” no longer exists, and it is very good that it does not exist. The reality is that today in Poti there is practically no modern, jointly developed “working framework”. Work is often carried out with outdated inertia and fragmented agreements.

➕️ Managerial solution: It is necessary for the port and railway station management to jointly develop a new, independent “unified technological process” of work, signed by the head of both entities. This should become an operational “constitution”, the unconditional observance of which will be the supreme obligation of both parties.

Human factor: a united team

All engineering projects and digital algorithms will remain only on paper if they are not backed by the highest professionalism of the service personnel. The railwayman and the port employee are parts of a single organism and a single team, and their coordination is the main formula for the success of logistics.

Conclusion:

The development of a modern seaport is unthinkable without the modernization of the railway infrastructure and the development of human resources. Engineering approach, geometric accuracy, management coordination and unified teamwork are what will allow the Port of Poti to fully realize its geostrategic potential.

Dato Gochava, Professional Railwaymen's Club